Commercial GreenFleet: May 2018

ALTERNATIVE FUELS What do changes to the RTFO mean for the generation of biomethane as a transport fuel?

Plus, a look at the benefits of Shell GTL and first drives of Iveco’s alternatively-fuelled vans

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YOU DELIVER FOR OTHERS. WE DELIVER FOR YOU. T O G E T H E R W E G O F U R T H E R.

£181 P E R M O N T H

FORD TRANSIT CONNEC T TREND OVER 4 YE ARS. ADVANCE OF 6 MONTHLY RENTAL S ON FORD CONTRAC T HIRE . BUSINESS USERS ONLY.

FORD TRANSIT CONNECT TREND 200 L1 1.5 TDCi (75PS). FROM £181 PER MONTH OVER 4 YEARS ON FORD CONTRACT HIRE FROM FORD LEASE. ADVANCE OF 6 MONTHLY RENTALS. BUSINESS USERS ONLY. TO FIND OUT MORE, VISIT FORD.CO.UK Official fuel consumption figures in mpg (l/100km) for the Ford Transit Connect 200 L1 1.5 TDCi Trend (75PS) shown: urban 62.8 (4.5), extra urban 70.6 (4.0), combined 67.3 (4.2). Official CO2 emissions 109g/km.

The mpg figures quoted are sourced from official EU-regulated test results (EU Regulation 715/2007 and 692/2008 as last amended), are provided for comparability purposes and may not reflect your actual driving experience.

Finance subject to status. Guarantees/indemnities may be required. You will not own the vehicle at the end of the agreement. Examples exclude VAT and are based on 48 month non-maintained agreements, profile 6+47 payment in advance of 6 monthly rentals, followed by 47 monthly rentals, with a mileage of 10,000 miles per annum. Vehicles must be returned in good condition and within agreed mileage, otherwise further charges will be incurred. Prices correct at time of going to print and are subject to change without notice. Subject to availability at a Ford Authorised UK Dealer for vehicles with finance accepted and vehicle contracted between 1st April and 30th June 2018. Not available with any other promotion. Ford Lease is provided by ALD Automotive Ltd, trading as Ford Lease, BS16 7LB

Commercial Vehicle News

FREIGHT TRANSPORT ASSOCIATION

HAULAGE

E.ON, H&M, Scania and Siemens join forces to decarbonise haulage E.ON, H&M group, Scania and Siemens have formed a coalition to accelerate the decarbonisation of heavy transport.

Scania’s Pathways Study: Achieving fossil-free commercial transport by 2050 concludes that fossil-free commercial transport in the timeframe of the Paris agreement target, is possible.

However, to get there industry and the political arena must initiate immediate change and ensure action at an unprecedented rate.

The coalition of companies will continue to build knowledge, and identify high impact innovation and partnerships within their operations and respective ecosystems.

“The past years have shown that the shift to sustainable commercial transport is gathering pace and the market is responding. However, much more must be done to offset the impact of greenhouse gas emissions.

No one can do this alone,

but through cooperation we can succeed. That is why the foundation that we are laying with this coalition of the willing is a very important step that demonstrates how we will be driving change,” says Henrik Henriksson, Scania’s President and CEO. “What we are announcing is a stepping stone for further and deeper knowledge about the global decarbonisation of heavy commercial transport. However, it is already now clear that infrastructure for electrification of heavy vehicles is a key part of this journey. It is therefore a very good fit for Siemens to join the group of companies willing to influence and committed to making this happen,” says Ulf Troedsson, President and CEO of Siemens Nordics.

Becki Kite, Environment Policy Manager, FTA

READ MORE tinyurl.com/y888ftal

CARBON TARGETS EU puts forward first ever CO2 standards for trucks The European Commission is putting forward the first ever CO2 emissions standards for heavy-duty vehicles.

Announced as part of the EU’s Third Mobility Package, the target states that new trucks will have to be 15 per cent lower in 2025 than in 2019.

For 2030, a reduction target of at least 30 per cent compared to 2019 is proposed.

To allow further CO2 reductions, the Commission will aim to make it easier to design more aerodynamic trucks and is improving labelling for tyres.

In addition, the Commission is putting forward plans for batteries that will help create a competitive and sustainable battery “ecosystem” in Europe.

Safety measures include a proposal that new models of vehicles have to be equipped with advanced safety features, such as advanced emergency braking and lane‑keeping assist system for cars or pedestrian and cyclists’

Logistics Emissions Reduction Scheme (LERS) Leadership in Carbon Reduction Award 2018

detection systems for trucks.

In addition, the Commission is helping Member States to systematically identify dangerous road sections to better target investment.

The commission is also proposing a strategy for fully automated and connected mobility systems. The strategy looks at a new level of cooperation between road users, which could potentially bring enormous benefits for the mobility system as a whole.

Transport will be safer, cleaner, cheaper and more accessible to the elderly and to people with reduced mobility.

In addition, the Commission is proposing to establish a fully digital environment for information exchange in freight transport. This will cut red tape and facilitate digital information flows for logistic operations.

The LERS Leadership in Carbon Reduction Award for 2018 was presented at the FTA Multimodal Awards dinner, held at the VOX Resorts World at the NEC on Tuesday 1 May The shortlisted entries for this year’s award were of a very high standard. Sainsbury’s impressed the judges with its fleet, which includes 29 dual fuel vehicles, two 100 per cent gas vehicles and ten rigid vehicles fitted with Kinetic Energy Recovery Systems (KERS). Greggs is working hard to support its drivers by reviewing and discussing their telematics scores on a daily basis and providing remedial training and guidance where required. Privately owned family business John Raymond Transport stood out for its impressive and comprehensive system which enables it to track its drivers in real time to help minimise empty running. The John Lewis Partnership is currently running 53 biomethane trucks, giving an 83 per cent carbon reduction with a schedule in place that replaces older, more polluting vehicles with cleaner, biomethane vehicles.

FTA is pleased to confirm that the very worthy winner of the LERS 2018 award is John Raymond Transport Ltd. In a field of exceptional entries for this year’s award, John Raymond Transport’s system to cut its emissions stood out for its comprehensive approach which covers all areas of the business. By constantly innovating, and exploring new ways of operating, the company has ensured that its emissions levels have been reduced significantly in the past twelve months and has committed to lowering them further moving forwards.

LERS is a voluntary initiative dedicated to supporting the reduction of emissions from freight. Check out the scheme’s new website for further information.

FURTHER INFORMATION

READ MORE

www.lers.org.uk

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Commercial Vehicle News

Locity

TAX

Government to consult on reduced VED for low-emission vans The government has launched a consultation on vehicle excise duty with the aim of incentivising greater uptake of low or zero emission vans.

Currently vehicle excise duty for vans remains at a flat rate of £250 no matter what type of vehicle. This consultation will look at changing this duty to encourage drivers to choose cleaner vans when purchasing a new van.

A separate call for evidence is looking at whether the reduced duty rate for red diesel is holding back the use of cleaner fuels by non-road vehicles and machinery in towns and cities – for example cranes or generators used on construction sites.

Red diesel, which accounts for 15 per cent of all diesel consumption in the UK, currently benefits from a reduced rate of 11.14p per litre compared to the standard charge of 57.95p.

The call for evidence excludes red diesel used for agricultural purposes and for fishing vessels.

Exchequer Secretary to the

Treasury, Robert Jenrick, said: “We want to be the first government to leave the environment in a better state that we found it.

One of the ways we can do this is by using the tax system to help drivers afford greener choices.

“We want to help ‘white van man’ go green. We appreciate that buying a new van is a major investment for small businessmen and women and want to help make environmentally‑friendly choices more affordable.

“Public health is at risk due to the use of red diesel in towns and cities. So we are looking at how we can level the playing field on red diesel and exploring how we can encourage users to ditch it.”

The proposals on VED will explore creating a graduated first‑year rate for vans, as is already in place for cars.

Most van purchases would pay less tax in the first year as a result of the change.

READ MORE tinyurl.com/y96bvuft

ELECTRIC TRUCKS

Volvo unveils second electric truck Volvo has unveiled its second electric truck, FE Electric, which is designed for heavy city distribution and refuse transport operations, with gross weights of up to 27 tonnes.

Volvo’s first electric truck, FL Electric, was announced in April and has begun regular operation with two customers in Gothenburg.

The first Volvo FE Electric is a refuse truck developed with Faun, and will start operating in early 2019 in Germany’s second-largest city, Hamburg.

The new Volvo FE Electric will be offered in several variants for different types of transport assignment. Volvo’s low-entry cab, for example, makes it easier to enter and exit the cab and gives the driver a good view of surrounding traffic. Low noise

level and vibration-free operation makes working conditions better. Battery capacity can be optimised to suit individual needs, and charging takes place either via the mains or via quick-charge stations.

Volvo FL Electric has a claimed range of up to 186 miles. Two different charging systems are available: CCS2, which offers maximum charge power of 150 kW DC and low power charging which has a maximum charge power of 22 kW AC. A fast charge takes 1-2 hours (DC charging), and a night charge takes up to 10 hours (AC charging), with maximum battery capacity of 300 kWh.

The latest from LoCITY, TfL’s low-emission commercial vehicle programme At the recent round of James Smith, programme LoCITY working groups, manager, several members had LoCITY questions about how they could prepare for the London’s forthcoming Ultra Low Emission Zone (ULEZ). I thought I’d take this chance to outline some of the key details ahead of its launch on the 8 April 2019. It’s less than a year away so now is the time to start preparing if you currently do business in central London The ULEZ will replace and build on the success of the T-Charge.

It will cover the same central area, alongside and on top of the weekday Congestion Charge, but it will operate 24 hours a day, seven days a week, 365 days a year. This means vehicles driving within the Congestion Charge Zone will need to meet new stricter emissions standards to avoid paying an extra daily charge. Your light, up to 3.5 tonne Gross Vehicle Weight (GVW), vehicles need to meet the Euro 6 standard for diesel engines and Euro 4 standard for petrol engines to be compliant with the ULEZ and avoid paying a daily charge. Vehicles above 3.5‑tonne GVW need to meet Euro VI standards. If you are unsure whether your vehicle meets these standards then there is a vehicle checker on the TfL website (tinyurl.com/y9hsddnw).

The ULEZ is intending to deter older, more polluting vehicles driving within central London. The new charges reflect that ambition so heavy vehicles not meeting the standards including HGVs, buses and coaches are set at £100 per day. Lighter vehicles not meeting the standards including cars, motorcycles, vans and mini-buses will pay £12.50 per day. This pricing will apply 24/7, so if your vehicle doesn’t meet the required emissions standards and travel in the Congestion Charge Zone 07:00 and 18:00 Monday to Friday, you’ll have pay both the ULEZ and the Congestion Charge.

In terms of retrofitting, the Clean Vehicle Accreditation Scheme has been established to ensure any solution has been approved. Once accredited options are available for heavy vehicles, and certified to meet Euro VI standards, then they will not have to pay the ULEZ charge. Visit tinyurl. com/yasopjfa for more information and sign up to the Fleet Briefing newsletter for the updates on the latest options.

Now is an ideal time to consider ultra-low and zero emissions capable alternatives. Our LoCITY Commercial Vehicle Finder www.locity.org.uk/ locity-commercial-vehicle-finder/ will tell you what ultra low emission vehicles are available for your fleet.

If you’ve got more specific questions around ULEZ and its impact on commercial fleets then get in touch via enquires@locity.org.uk and we’ll direct you to the best place for more information. Next month I’ll be discussing more about LoCITY including details about our exciting conference on September 5 at Kempton Park.

FURTHER INFORMATION

READ MORE

www.locity.org.uk

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Alternative Fuels: Biogas Written by Charlotte Morton, chief executive of the Anaerobic Digestion & Bioresources Association (ADBA)

What does the new RTFO mean for biomethane?

Changes to the Renewable Transport Fuel Obligation (RTFO) came into force in April. Charlotte Morton, chief executive of the Anaerobic Digestion & Bioresources Association (ADBA), analyses what they will mean for the generation of biomethane as a transport fuel Since changes to the Renewable Transport Fuel Obligation (RTFO) came into force in April, the green gas industry has been analysing what they will mean for the generation of biomethane as a transport fuel.

The RTFO forms part of the government’s 15-year strategy for incentivising renewable transport fuels, which it hopes will build a firm platform for investment in the development of sustainable advanced fuels.

The reforms will now obligate fuel suppliers to provide 9.75 per cent of all fuels from renewable sources by 2020, a doubling of the current 4.75 per cent obligation that will then rise to 12.4 per cent of all fuels by 2032, helping to align the RTFO with the government’s Carbon Budgets.

Biomethane produced from organic wastes and energy crops through anaerobic digestion (AD) is one such fuel derived from renewable sources that can help fuel suppliers to meet this new higher target, particularly for heavier vehicles for which electrification is impractical or expensive.

As a low-carbon, low-cost, and technology‑ready transport fuel that can deliver £2.1 billion in CO2-equivalent savings per year and dramatically improve air quality, biomethane is perfectly positioned to play a leading role in helping fuel suppliers to meet these increased targets.

With close to 100 green gas plants across the UK already producing biomethane,

the UK AD industry has sufficient capacity today to produce enough biomethane to power 80 per cent of the UK’s entire bus fleet and the potential to produce enough biomethane to power 75 per cent of the UK’s HGVs. It can also be used directly on farms to fuel agricultural vehicles.

My GreenFleet article from last year sets out many more of the benefits that biomethane offers as a transport fuel.

Welcome news Overall, the AD industry welcomed the reforms to the RTFO and the Department for Transport’s (DfT) increased commitment to supporting low-carbon fuels, which are essential for decarbonising the UK’s emissions-heavy transport sector and meeting our Carbon Budgets. The rising of the obligation for renewable-sourced fuels to 12.4 per cent by 2032 goes beyond what was originally consulted on and should create a positive investment environment for renewable fuels (including biomethane) beyond 2020.

Indeed, we’ve been told that investors understand the RTFO and think it can help bring market stability to

Nottingham City Transport’s 53rd biogas bus enters service (Photo credit: Nottingham City Transport)

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DEDICATED TO PROMOTING A CLEANER ENVIRONMENT | www.greenfleet.net

UK corporate pension funds. Our market intelligence suggests that on-farm AD plants in particular may be one source of biomethane that offers a lot of opportunity to generate income under the RTFO. The changes to the RTFO have also seen the introduction of a new sub-target for ‘development fuels’, though contrary to what was initially envisaged by DfT, biomethane is not one of these specified fuels. The reforms have also introduced a cap on crop-derived fuels of four per cent in 2018, reducing in equal increments annually from 2021 to reach three per cent in 2026 and two per cent in 2032; this will have an effect on the feedstocks that AD operators can use to generate biomethane.

One issue of ongoing concern is that the RTFO changes do not go far enough to address the scheme’s fundamental structural issues, particularly the historical variability and volatility of the price of Renewable Transport Fuel Certificates (RTFCs), which are awarded for eligible fuel supplied to meet an RTFO obligation. This uncertainty over the RTFC price has made the RTFO largely unbankable to date, which is why we are calling for amendments or additional measures to

Biomet h is one s ane uch fuel de r i v e d from renewa b l e s o u that ca rces supplie n help fuel rs m new higeet the h target er

Alternative Fuels: Biogas

bring stability to RTFCs, ideally through a price floor that would guarantee a minimum price.

Low carbon buses With regard to bus fleets, DfT has confirmed that biomethane supplied via the RFTO can be awarded the Low Carbon Emission Buses incentive under the Bus Service Operators Grant. Refuelling infrastructure grants through the Ultra-Low-Emission Bus scheme are also still available.

Importantly, given the propensity for government support to very quickly dry up at short notice, there is a view in the biomethane‑for-transport industry that there is a strong business case for subsidy‑free biomethane buses. While incentives such as the RTFO are of course important in helping to build markets for renewable fuels, it’s vital for the AD industry to continue to work to bring down costs to make biomethane competitive with other fuels even without government support.

The effects of the new RTFO on the biomethane-for-transport market will be one of the main topics of discussion at UK AD & World Biogas Expo 2018, taking place on the 11-12 July at the NEC in Birmingham. The event, organised jointly

by ADBA and the World Biogas Association, will feature panel discussions on the UK biomethane‑for‑transport market, biomethane bus fleets from around the world, and UK biogas refuelling infrastructure, as well as the latest market and policy updates on the RTFO and other low‑carbon‑fuel incentives. You can register for free at biogastradeshow.com.

There’s certainly plenty to discuss, and with such huge potential for biomethane as a transport fuel both in the UK and around the world, this is an opportunity we cannot afford to miss.

Case study: John Lewis Partnership’s biomethane trucks The John Lewis Partnership (JLP) currently operates 53 heavy trucks on biomethane, with nine more on order and plans to order a further 68 later this year. The vehicles fill up at a grid-connected filling station at Leyland in Lancashire, and the gas is certified as biomethane via the RTFO. The gas is created from food waste and food processing sources.

The biomethane lorries emit 84 per cent less carbon dioxide than diesel equivalents, noise levels are halved, and driver reaction has been very positive. Although the lorries are more expensive to buy than diesel trucks, the fuel is cheaper, so in the long-term there is a net financial gain. JLP plans to replace the majority of its diesel heavy trucks with gas ones as they come up for replacement.

Justin Laney, general manager of Central Transport at JLP, says: “There were several barriers to overcome before we had a viable alternative to a diesel truck. The last of these was achieving a 500-mile range using compressed gas. Now that’s been overcome, our gas trucks can do the same work as our standard diesel trucks. They have significant environmental and driver benefits and a sound business case.”

Case study: Nottingham’s biogas bus fleet Nottingham City Transport (NCT) operates the world’s largest fleet of biogas double‑deck buses as part of a £16.8m investment in greener transport for the city.

The 53-strong fleet was funded through a £4.4m grant from the government’s Low Emission Bus Scheme, alongside a £12.4m investment by NCT. The fleet will emit over 3,500 tonnes less CO2, 35 tonnes less NOx and ¾ tonne less particulate matter every year, delivering significant improvements to air quality in Nottingham.

Mark Fowles, NCT managing director, says: “Our biogas double deck-buses are the greenest buses on the road, with significantly lower emissions throughout the entire ‘well to wheel’ process of fuel generation, transportation and use. With NCT now operating 53 of these super environmentally‑friendly buses, we’re delivering cleaner air for Nottingham with the largest fleet of biogas double‑deck buses in the world.” L FURTHER INFORMATION www.adbioresources.org

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WITH 63 MT LOADS OUR TESTING IS TOUGHER

Adding air quality to the agenda The Freight Transport Association (FTA) has changed its Logistics Carbon Reduction Scheme to become the Logistics Emissions Reduction Scheme (LERS), to incorporate air quality performance as well as carbon reduction The Logistics Carbon Reduction Scheme was relaunched at this year’s Commercial Vehicle Show as the Logistics Emissions Reduction Scheme (LERS).

The LERS scheme has set a new target of a five per cent reduction in emissions by 2020, and a 15 per cent reduction by 2025 compared to 2015 levels. It is hoped that by providing industry with a tool to record and report its progress in reducing emissions from freight operations, it will demonstrate to government that no further regulation is required.

Last year the government announced the need for Clean Air Zones in multiple locations across the UK in its Air quality plan for nitrogen dioxide (NO2) in UK. HGVs account for 18 per cent of local road traffic NOx emissions, whilst vans account for 22 per cent.

This issue of air quality is a new challenge for industry and it was agreed by members that the scheme had to evolve to tackle improving air quality as well as reducing carbon emissions.

LERS will have its very own brand-new website, and will provide members with support and guidance on how to reduce emissions as well as providing fuel saving and efficiency figures so that members of the scheme can ensure their fleet is as fuel efficient as possible whilst reducing their emissions.

Demonstrating dedication By signing up to the scheme, LERS members will be demonstrating their dedication to reducing national carbon emissions, as well as local NOx emissions. Through data reporting, the LERS aggregates fuel usage and business activity data from members to establish a carbon footprint for the scheme, as well as efforts to improve air quality. At such a challenging time for freight operators with regards to clean air, the performance of scheme members against emissions targets is a clear demonstration that changes are possible, and that emissions can be reduced, with use of the correct technology.

FTA is proud to support LERS and urges operators to join the existing members to further demonstrate their commitment and desire to make industry greener. Membership is free and open to all companies with at least one commercial vehicle (HGV or van).

Rebecca Kite said: “As the scheme continues to grow in membership and in strength, its members never fail to impress me with their increasing efforts and versatility in adopting new technologies.

They are truly dedicated and committed to reducing their emissions and ensuring their fleet operations are as efficient as possible.

“I am very excited to be involved in the relaunch of the new scheme and look forward to watching it develop. The changes to air quality policy from government will continue to challenge us, but I am confident that our members will continue to outperform industry as a whole and lead the way into a cleaner, greener future.”

History of LCRS LERS’ predecessor, the LCRS, was first launched in December 2009 by 12 founding members, in response to the UK Climate Change Act and the Department for Transport’s Low Carbon Strategy 2009 to demonstrate that industry is capable and willing to reduce

TM

Owned or used under license.

its emissions without regulation. Since the scheme’s launch, the total membership has grown to include over 130 companies, representing over 88,000 commercial vehicles. A voluntary industry initiative to record, report and reduce transport emissions, LCRS allowed the UK logistics sector to publicly report its contribution towards national carbon reduction targets and was endorsed by the Department for Transport’s Freight Carbon Review in 2017.

LCRS members have continued to outperform the industry average, making significantly better progress in reducing their emissions.

Between 2010 and 2105, members achieved an impressive seven per cent reduction in tailpipe greenhouse gas emissions. Their average emissions are close to 13 per cent lower per vehicle kilometre than the trend for the wider logistics industry. At the end of 2016, 40 per cent of members’ HGVs were already Euro VI, and they continue to lead the way in trialling alternatively-fuelled vehicles and technologies. In addition, they also incorporate multiple emission reducing mechanisms such as tyre management, driver training and telematics within their operations to further reduce their emissions.

LCRS award winner The winners of the LCRS Leadership in Carbon Reduction Award 2018, sponsored by Bridgestone, demonstrated how it is possible to reduce the environmental impact of every aspect of a logistics operation, to positive effect. John Raymond Transport, based in Bridgend, South Wales, impressed the judges with its comprehensive range of measures designed to counteract the environmental effects of running a fleet in Wales and beyond.

To keep a clear view of drivers and driving performance, all of John Raymond’s vehicles are fitted with full telemetry which reports all relevant metrics via a web-based dashboard and a series of different reports. In turn, this is linked to the tachograph analysis software, to give the company’s management the chance to monitor trucks and drivers, and make recommendations to change driving behaviours or improve vehicle efficiency.

John Raymond Transport has also involved all its drivers in the push to reduce the company’s environmental impact: each driver is rated against metrics including MPG and idling time, and rewards are given for positive changes in behaviour. Telemetry is also used to generate a league table of driving performance, which generates bonus payments to drivers achieving high scores or improvements in behaviour.

To help communicate the need for fuel efficiency, the company has appointed a fuel “champion”, who works closely with employees to handle the day to day administration of John Raymond’s telemetry and driver analytics systems. Improvements in driving styles are also rewarded by increased hourly rates of pay, together with a six-monthly performance, all closely linked to economies achieved through better fuel consumption.

One of the key issues facing logistics companies is the cost of empty running. John Raymond Transport has circumvented this problem by using a state of the art transport management system, which tracks vehicles and links them to loads in real time to keep empty running to a minimum. All vehicles in the fleet are set with speed limiters, while tyre and vehicle renewal programmes ensure that the fuel efficiency of HGVs is always at the forefront of the fleet manager’s mind. Together with a comprehensive fleet renewal programme and consideration of alternative modes of transport, a positive culture of change and efficiency has been instilled across the entire John Raymond Transport operation.

“To win the LCRS award this year, John Raymond impressed the judges with their willingness to change behaviours and engage with staff at every level across the business to improve fuel efficiencies,” says Becki Kite.

“The amount of work involved to take top honours in the competition is not to be underestimated – John Raymond Transport’s efforts should stand as a great example of what can be achieved if the willingness to change and adapt to new environmental measures is adopted at every level of a logistics business. Congratulations to them on their win – they are great role models for the logistics industry.” L FURTHER INFORMATION www.fta.co.uk

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In the UK 76 per cent of all goods are moved by road. It is essential that road freight efficiency is a top priority to minimise cost and environmental impact. However, there are significant inefficiencies in how logistics companies operate their vehicles. Logistics is highly competitive and this drives extreme cost cutting within the industry. However, there is a complex relationship between capital costs and operational costs. Often fleets spend too little on their vehicles and suffer increased fuel bills and carbon emissions. This article explains how a high-tech data analysis company, that previously helped Team GB win more gold medals, is helping logistics companies make significant operational cost savings through smarter purchasing.

The procurement dilemma The culture of the logistics industry favours reduced capital expenditure over reduced operational expenditure, since it is easier to achieve. Minimising operational costs such as fuel consumption often requires increased capital expense with the outcome only becoming clear after the procurement decision has been made.

A clear example of this dilemma is the tyre industry. The more expensive premium brands offer tyres that can save fuel, but this can be to the detriment of wear rates, and therefore tyre costs. Conversely, manufacturers of cheaper tyres have gained market share as many fleets are favouring the lower upfront cost, perhaps to the detriment of fuel economy. Premium manufacturers now need to prove that their tyres will provide both reduced fuel costs and longevity.

However, proving the performance of a tyre in the real world is highly complex.

Wincanton, the largest British logistics company, is constantly dealing with this dilemma. Dave Rowlands, Wincanton’s Technical Services Director explains. “Due to the complexity of our transport operation it is very difficult to clinically model the impact of various purchasing decisions on our operating costs. Therefore, we make purchasing decisions based on the strongest evidence to hand, which in the absence of

any reliable empirical data can result in the lowest price, but not necessarily the best value.

With the development of sophisticated big data analytics in our industry, we would like to begin using these methods to reduce our total costs through smarter purchasing.”

Knowledge is power Dynamon has developed a specialist data analysis service to give logistics companies the knowledge to make procurement decisions that balance capital expenditure with operational expenditure. Dynamon analyses fleet’s existing telematics data to simulate alternative procurement decisions. This identifies the optimum vehicle configuration which minimises total cost and environmental impact.

Dynamon was founded by Dr Angus Webb. “Fleets are not taking advantage of the valuable data they are collecting from their telematics. We are analysing this data and identifying significant cost saving opportunities.”

Richard Farren, Dynamon’s Head of Software, explains the scale of the data analysis problem being addressed. “The quantity of data we are analysing is immense. We take a live feed from a fleet’s telematics data, and from that generate a further two million analysis data points daily per vehicle. This produces a set of ‘what-if’ scenarios that logistics companies can use to identify efficiencies and make procurement decisions.”

Written by Dr Angus Webb, CEO

In the slim margin world of logistics, the latest data analysis methods are crucial to understanding the true cost of operating a fleet and making procurement decisions that will keep a fleet both competitive and environmentally friendly

Advertisement Feature

Changing the way fleets buy and operate HGVs

Knowledge in action Dynamon’s service is currently being used by Wincanton. Dave Rowlands explains. “We have been working with Dynamon for the past twelve months. They have a direct feed from our telematics to run their data analytics.

From this they have identified significant cost and CO2 reduction opportunities which we are now pursuing. The insight that Dynamon has produced is very impressive and demonstrates a wide range of opportunities to continuously improve, and drive down the cost of running, a multifaceted logistics operation.”

Dynamon has been awarded two Innovate UK government funded projects to expand the number of procurement decisions it can analyse. Dr Chris Durrant, Dynamon’s Head of Analytics, explains the value of these projects.

“In addition to analysing telematics data, we need accurate data on products that fleets buy and, in most cases, this does not exist. Where data is available, products are tested under ideal conditions and rarely deliver the same performance in reality. Tyres are a great example of this. Although all new tyres have a laboratory measured EU energy rating, tyres perform very differently in the real world and are affected by many factors that are not captured, including weather, wear, inflation pressure, and specific drive cycles. One of Dynamon’s greatest challenges has been developing a model which fully captures this complexity. With Dynamon’s data analysis service, for the first time, fleets can confidently make purchasing decisions with a clear understanding of the operational cost savings they will achieve.” L FURTHER INFORMATION www.dynamon.co.uk enquiries@dynamon.co.uk +44 (0) 2380 985410

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Alternative Fuels: Shell GTL Written by Brian Worrall, director of corporate affairs, Certas Energy

Reducing haulage emissions for better air quality As the government turns to the transport sector to play a greater role in tackling the air quality crisis, how can fleet managers ensure their vehicles meet low emission requirements without being crippled by logistical and cost implications? Brian Worrall, from Certas Energy investigates Following the inquiry into the government’s approach air quality in the UK, a joint report published by four of Parliament’s Select Committees has called for a step change in the UK’s approach to lowering harmful airborne pollutants.

The additional measures suggested in the ‘Improving Air Quality’ report, include bringing forward the date by which manufacturers must end the sale of conventional petrol and diesel vehicles, and the establishment of a new ‘clean air fund’ following a ‘polluter pays’ principle. Most significantly, the report calls for a new Clean Air Act to enshrine the right to clean air in UK law – placing public health and the environment at the forefront of all future air quality policy.

According to the UK National Atmospheric Emissions Inventory, road transport is the largest single UK source of nitrogen oxide (NOx), accounting for almost one third of UK emissions. Whilst the industry has taken a number of steps to reduce pollutants – the Road Haulage Association predicts that NOx from lorries will have more than halved by the end of 2019 – more needs to be done to cut the harmful emissions that are contributing to poor air quality.

The road to lowering emissions Road haulage is the lifeblood of the UK, delivering 98 per cent of food and consumer goods within our borders. The haulage industry is essential to keeping our country moving, but increasing regulations mean that road transport businesses are facing added pressure to reduce harmful levels of emissions produced by their fleets.

The ‘Improving Air Quality’ report is the most recent development in the government’s plan to tackle air pollution in the UK following the introduction of the T-charge last year, which penalises vehicles that fail to meet Euro 4/IV standards £10 a day for driving in central London – in addition to the current £11.50 congestion charge. While the T-Charge aims to reduce congestion and improve air quality in the capital, for the haulage companies that transport vital goods and services to businesses and communities, the fee is an additional cost to an already margin sensitive industry.

So as the government turns to the transport sector to play a greater role in tackling the air quality crisis, how can managers ensure their fleets meet low emission

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requirements without being crippled by logistical and cost implications?

A low-emission future Whilst we are all aware of the impact that heavy use of diesel has on the environment, the reality is that the haulage industry can’t just switch off its reliance on the fuel overnight, especially for businesses whose fleets and machinery rely on it to keep moving. The good news is that there are a number of alternative solutions readily available to haulage companies looking to improve air quality.

Electrification is often regarded as the future of green and sustainable vehicles, with many commercial vehicle manufacturers announcing their intentions of going electric in the future.

However, the current state of technology means that electrification of entire fleets is not yet a viable option for many – reduced range, weight of vehicle issues, cost and availability of infrastructure to charge electric vehicles, all present challenges to efficiency and cost‑effectiveness that make mass uptake in the technology in the immediate future unlikely.

Diesel vehicles that meet the Euro 6/VI standard, introduced by the European Union to reduce harmful pollutants from vehicle exhausts, emit lower levels of NOx and PM than older vehicles. While trucks that meet the Euro 6/VI standard have lower levels of harmful emissions and would not be subject to the T-Charge, fully upgrading to a Euro 6/ VI compliant fleet comes with significant cost and infrastructure implications.

Certas Energy is the exclusive provider of Shell GTL Fuel in the UK, supporting customers in their efforts to reduce emissions with a readily available, cleaner burning alternative to diesel that can be used to help reduce local emissions of regulated pollutants including particulate matter, nitrogen oxide, and carbon monoxide and hydro carbons.

As a drop-in solution that can be used as a direct replacement for diesel – no modifications to engines or equipment are required. Shell GTL Fuel is classified as non-toxic and readily biodegradable, with

We are all he ft aware odiesel on of impact ronment, but i the envulage industry the ha just switch can’t reliance off its it on

A cleaner fuel for cleaner air Alternative fuels are also powering the transition to lower emission mobility, with a mix of biofuels, hydrogen and LNG amongst others offering a solution for a cleaner transport industry. One example of a cleaner alternative to diesel is Shell GTL Fuel, a gas‑to‑liquid solution and member of the paraffinic family of fuels that has improved combustion properties inside standard diesel engines.

DEDICATED TO PROMOTING A CLEANER ENVIRONMENT | www.greenfleet.net

Brakes case study To help reduce harmful emissions and improve local air quality, Certas Energy (who has supplied fuel to Brakes for over eight years) has helped Brakes, the leading food wholesaler in the UK to switch all its DAF LF55.220 18T trucks operating in the London area from diesel to the cleaner burning Shell GTL Fuel.

Steve Webster, head of indirect goods & services procurement at Brakes commented: “Air quality is a big issue in the UK and our industry has an important role to play in helping to reduce harmful emissions.

With over 2,000 of our trucks on the road each day, we are always looking at ways to reduce emissions and operate more sustainably.”

“Our drivers have commented that there has been no adverse effect on engine performance by switching fuel and we’ve had a lot of feedback that the engines seem to be quieter particularly when idle. This is a major advantage as many of our routes see us travel through residential areas.

The fact that we’ve been able to make this change with no issues from an operations perspective with our vehicles is also a major plus. It’s great to know that we’re

having an immediate and positive impact on the reduction of NOx and PM emissions in London – helping our environment and the communities that live in it.”

Brakes has experienced a number of additional benefits since beginning its trial of Shell GTL Fuel in September 2017, including a 0.4 per cent miles per gallon improvement across the fleet, which represents a saving of up to 40,000 litres a year. Where Brakes Euro 6 vehicles were previously required to carry out forced diesel particulate filter regeneration cycles approximately once a month, the vehicles running on Shell GTL Fuel have not required a single cycle since the switch from diesel. The fuel has also contributed to improved fuel island area safety, as Shell GTL Fuel is less slippery than regular diesel with a higher flash point.

Brakes has branded all of its DAF trucks operating in the London area with the Shell GTL Fuel, Certas Energy and DAF logo with the tag line ‘Delivering on a cleaner-burning diesel for London’ to raise awareness of its commitment to lowering emissions.

Following the successful use of Shell GTL in the DAF trucks, Brakes has also started using the fuel in 36 of its Mercedes trucks.

It’s great to see a major national brand like Brakes Group adopt alternative fuels like Shell GTL Fuel, recognising that they are an important mix of the solutions needed to tackle the air quality crisis. Switching to a

cleaner burning alternative to diesel means Brakes is having an immediate impact on emission levels in London. With the recent introduction of the T-charge in London and impending roll out of Ultra Low Emission Zones in cities across the UK Shell GTL Fuel offers an easy to implement, instantly effective measure to help reduce harmful emissions without impacting productivity.

A major role to play Companies involved in transport and haulage have an important role to play in helping to reduce harmful emissions for the benefit of the environment, their workforce and our local communities. Upgrading to low‑emission fleets can often present logistical challenges and cost implications. While alternative fuels may cost slightly more than conventional diesel, as uptake increases and supply networks are extended across the country, the price will inevitably come down. We’re committed to supporting the haulage industry work towards a cleaner, greener future without compromising performance or profitability and strongly believe that alternative fuels, such as Shell GTL Fuel, have an important place in the mix of solutions that will help to improve air quality in the UK. L

Alternative Fuels: Shell GTL

additional benefits when compared to conventional diesel including being harmless if inhaled, has a low risk of irritation in the event of skin or eye contact and, if spilled, will disperse naturally within weeks.

FURTHER INFORMATION www.certasenergy.co.uk

Volume 114 | GREENFLEET MAGAZINE

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First Drive

FIRST DRIVE

Iveco Daily Blue Power range

Written by Richard Gooding

Although the alternatively-fuelled commercial vehicle market is in its infancy, Richard Gooding drives Iveco’s range of LCVs which offer a variety of cleaner powertrains While the car market is already offering a wide range of low, ultra-low and zero‑emission options, the commercial vehicle sector is playing catch-up. Of course, purely due to the size and cost of commercial vehicles, this was obviously always going to be the case, but greener alternatives are out there, and as GreenFleet reported last year (issue 101), Iveco has been one of the first manufacturers to cater for the growing demand for cleaner commercials. The light commercial vehicle (LCV) market is well-placed to take up the cleaner commercial mantle, and it’s here Iveco has the most to offer.

Although the company has much to offer the heavy goods operator with its gas-powered Stralis NP and fuel-efficient Stralis XP, it’s the Daily range of light commercials which offer the widest range of powertrains. Now under the all-encompassing ‘Blue Power’ banner, the Daily family features natural gas, electric and new Euro 6 RDE Ready diesel members, and there are over 7,000 configurations to choose from.

Aimed at transport-focused professional SME organisations – and ideal, says Iveco, for the chilled / heavy distribution and construction industries – we exercised the International Van of the Year 2018 range on local roads surrounding the Goodwood Estate, where Iveco parent company CNH Industrial is official supplier.

Daily Blue Power Hi-Matic Euro 6 RDE Ready The Daily Euro 6 RDE Ready range is powered by a 2,287cc turbocharged diesel

engine, developing 136bhp or 156bhp. Fitted with Selective Catalytic Reduction (SCR) technology, the unit is a ‘one step ahead’ engine, compliant with the forthcoming Real Driving Emissions (RDE) testing procedure which comes into force in 2020. Iveco states that the new ‘F1A’ engine achieves its low emission levels by way of a High Pressure EGR system which takes exhaust gases away before they reach the turbine inlet, and flows them through the high pressure EGR cooler. Then recirculated in the intake manifold and combined with SCR, the main pollutant elements are broken down, producing cleaner emissions.

Daily-by-Daily: 30 years of Iveco Daily landmarks 1978: first-generation Daily – first commercial with independent wheel front suspension 1984: first Daily 4x4 1985: first Daily turbodiesel – first LCV with direct injection turbo engine 1996: first-generation facelift 1998: first Daily CNG 1999: second-generation Daily 2000: International Van of the Year 2004: first automated gearbox 2006: ESP as standard, first LCV to offer Euro 4 engines

The Daily Blue Power Euro 6 RDE Ready is the first light commercial to have been tested to the Real Driving Emissions (RDE) which is an on-road procedure: the current New European Drive Cycle (NEDC) and new Worldwide Harmonised Light Vehicle Test Procedure (WLTP) are both in-lab tests. Iveco states that the new Daily Euro 6 RDE Ready – which is only available in 3.5-tonne versions – offers a seven per cent fuel consumption saving in real world driving scenarios, and the independent Netherlands Organisation (TNO) tested and verified that the regulation’s conformity factor

2009: first Daily Electric 2010: 2m Dailies sold 2011: International Van of the Year 2012: Daily Euro 5 – EEV engines, new gearboxes, Start and Stop 2014: third-generation Daily 2015: International Van of the Year, new Daily Hi-Matic with only eight‑speed auto gearbox in its class 2016: Daily Euro 6 and Daily Electric 2018: Daily Euro 6 RDE Ready

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DEDICATED TO PROMOTING A CLEANER ENVIRONMENT | www.greenfleet.net

Daily Blue Power Natural Power Another of Iveco’s sustainable standard‑bearers is the Daily Natural Power range. Powered by either compressed natural gas (CNG) or compressed bio-methane (CBM) and offered in gross vehicle weights from 3.5 tonnes to 7.2 tonnes, the Daily Natural Power family is the only dedicated natural gas-powered range of light commercials on the UK market. Designed to run on petrol for up to 50 miles in ‘recovery’ scenarios, the Daily Natural Power is said to offer the same performance as an equivalent diesel-powered LCV, and the Luton chassis cab Daily we tested certainly seemed on a par with the Euro 6 RDE Ready version.

The 3.0-litre engine produces up to 136bhp, with the same 258lb ft / 350Nm of torque as the lower-powered Euro 6 RDE Ready model, and a range of 155 to 280 miles is promised between fill-ups. The Daily Natural Power shares the same customisation options and wide range of wheelbase lengths and roof heights, as well as the choice of chassis cab, double cab, van and half-panel van versions.

Most noticeable on the move are the reduced noise levels, and the Natural Power variant enjoys the same well-weighted controls as other Dailies. The only criticism we have of

the general Daily cabin is that of quality: its commercial manufacturer origins are very evident with hard and workman-like plastics.

Undoubtedly of more appeal to GreenFleet readers are promised fuel savings of around 2.5 per cent when specified with the Hi-Matic gearbox – a first on an alternatively-fuelled van – and up to 95 per cent fewer CO2 emissions when powered by bio-methane. The CNG version offers a cut in particulate matter of around 12 per cent, while NOx emissions are down five per cent, with CO2 emissions down three per cent. The CNG tanks are mounted underneath the ladder frame chassis, with two fitted as standard, and another pair optional, for a total range of 280 miles.

and is removable, and informs the driver of battery charge levels, state, and temperature as well as other useful information.

Because batteries, electric motors and their associated ancillaries aren’t the lightest of components, payload is increased by 100kg on the Daily Electric. Currently, the Daily range can be driven with a Class B driving licence (up to 3.5-tonnes gross vehicle weight), but Iveco is campaigning for the limit to be changed to 4.25 tonnes, as has been signalled by the Government with the release of a consultation document in July 2017. This uplift would only apply to CNG and electrically-powered vehicles and would be welcomed, as an additional 350 to 400kgs of payload would be added to compensate for the extra weight incurred by the necessary low and zero-emission technology.

Prices for the Iveco Daily Electric range from approximately £60,000 for the single battery, 45-mile configuration; £80,000 upwards for the twin-battery, 90-mile version; while the three-battery variant is expected to top £100,000. Iveco states that most operators would choose the twin-battery version. The Government’s Plug-in Van Grant (PiVG) covers 20 per cent of the purchase price – up to £20,000 – of an electric light commercial, providing it can travel a minimum of 60 miles, on the first 200 vehicles acquired.

Iveco states that the Daily Electric also has a potential 6-year payback for most operations and is cost neutral after this period.

First Drive

(the comparison between in-lab test and on-road results) figure of 1.2, comfortably exceeding the benchmark value of 2.1 three years ahead of the statutory deadline.

All Iveco Dailies are based on a truck-like ladder frame chassis and rear-wheel drive. Out on the road, this translates to a comfortable ride, and secure handling thanks to Iveco’s Quad Leaf front suspension system, which also gives good grip. It might be noisier than the Natural-Powered Daily, but does without that version’s jerky take-off. An ‘Eco’ mode on the eight-speed Hi-Matic automatic gearbox holds onto gears longer to aid fuel consumption, with a noticeable kick down to provide engine braking when decelerating.

The 258lb ft / 350Nm of torque is delivered smoothly, and the newest diesel-powered Daily is spritely enough on the move.

Available in three wheelbase lengths – 3,000, 3,520 and 4,000mm – three heights – 1,545, 1,900 and 2,100mm – and either van or chassis cab configurations, the Daily Blue Power Euro 6 RDE Ready offers cargo capacities from 7.3 to 18m3. The RDE Ready model will be sold alongside the existing Daily Euro 6 Diesel model until that version is rendered obsolete by testing regulations, at which point the newer variant will be the only diesel Daily on sale.

Daily Blue Power Electric The all-electric, zero-emission version of the current Daily debuted at the 2016 Commercial Vehicle Show, and, just like the Natural Power version, its subdued noise levels makes it ideally suited to urban missions in the proposed new Low and Ultra-Low Emission ‘Sustainability is the heart of Zones. Fleets can choose from three battery everything Blue Power’ configurations – single, double and Iveco promises that ‘Sustainability is triple – which give ranges from the heart of everything Daily Blue 45 to 130 miles, and four Power’, and on our first drives Iveco’s bodystyles: van, chassis of the cleaner diesel and sustain a cab, chassis cowl and alternatively-fuelled light b l e l i g ht com minibus. Wheelbase commercials, we don’t mercial range i and roof heights doubt the company’s s w are identical to the promise and ambitions. to bene ell‑placed Euro 6 RDE Ready Over 15,000 Natural fi t f r o fleets lo m versions, with gross Power light commercials cost sav oking for vehicle weights of are already in service, ing between 3.5 to 5.0 and the company has as incre s as well tonnes, while the secured Daily Electric fleet a s electric motors are rated orders from the Austrian efficien ed cy at 60kW and 80kW. postal service, Metro in Italy, With torque of 147lb ft / Ruter in Norway, and FCC in 200Nm available from just Spain. While the alternatively‑fuelled 2,620rpm, the Daily Electric will easily light commercial market is still very much cope with urban driving conditions, and one in its infancy, Iveco’s sustainable battery performance is optimised for all van range is well-placed to benefit from weather and climate conditions. Three fleets looking for cost savings, as well as levels of regenerative braking allow for increased efficiency and productivity. L on-the-move battery recharging – with an ‘Eco’ mode for further regeneration – and Iveco claims that charging to 80 per cent from empty will take around two hours.

A ‘Power’ mode boosts responsiveness for hills and delivers the full amount of torque, aided by the super capacitor. The energy management has also been improved since the Daily Electric was launched. On the road, the Daily Electric chassis cab is fun to drive in the same way electric cars are, and just like the new Nissan Leaf, you FURTHER INFORMATION can, in effect, drive it on just one pedal. A removable tablet display sits in the dashboard www.iveco.com

Volume 114 | GREENFLEET MAGAZINE

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Have you presented your plans to go green yet?

If, like many fleet managers, you’re under growing pressure to present a strategy for lowering your vehicle emissions, expert help is at hand.

Grosvenor Leasing’s 0Zone service offers advice and guidance to companies with cars and light commercial vehicles that are looking at ultra low emission and electric vehicles.

Our 0Zone service includes: Support in reaching mely decisions about when your green strategy should begin Budgeeng advice, forecasts and help with the financial implicaaons of choosing EVs and ULEVs The development of a low emission vehicle policy Advice on the steps required to move smoothly towards Electric Vehicles (EVs) and Ultra Low Emission Vehicles (ULEVs) Assistance with plug-in and hybrid demonstraaon vehicles (subject to availability) Help with the cultural cultu change involved in encouraging drivers into a new era of company vehicle Grey fleet reviews Green fleet reviews

For more informaaon, or an informal chat, why not call Mark Gallagher, Grosvenor Leasing’s green fleet specialist on 01536 536 536 Grosvenor Contracts Leasing Ltd, Balmoral House, Keeering Venture Park, Keeering NN15 6XU