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THE GREAT BRITISH EV RALLY A demonstration of electric vehicles and charging infrastructure, covering the length of Britain



Advice for fleets operating in and around Clean Air Zones


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Model shown ARIYA 87kWh Performance e-4ORCE with optional two-tone metallic paint. ARIYA range 247-329 miles. CO2: 0g/mile.

*BIK figures are based on HMRC’s quoted rates for tax year 2022/2023 (whilst not expected HMRC may withdraw or change). Information does not constitute financial advice. You may want to seek advice from a tax advisor. WLTP figures are for comparability purposes. Actual real world driving results may vary depending on factors including the starting charge of the battery, accessories fitted after registration, weather conditions, driving styles and vehicle load. e-4ORCE available on 87kWh versions.


ISSUe 140


Collaboration is key to EV success


THE GREAT BRITISH EV RALLY A demonstration of electric vehicles and charging infrastructure, covering the length of Britain



Advice for fleets operating in and around Clean Air Zones


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The Great British EV Rally concluded on 8th July after five days and over 1,200 electrically driven miles covering the entire length of Britain. One of the most significant outcomes from the rally was the sense of collaboration and camaraderie between teams. It shows that together, Britain’s ambition to get everyone into clean, electric vehicles, is achievable. There’s a willingness between companies to share information and help each other, as well as helping fleets – because the common goal benefits us all. Inevitably, the rally highlighted areas where the EV charging infrastructure could be improved – and by splitting the rally between vans and cars raised the particular issues that commercial vehicles face. But despite any challenges, the rally achieved its objective of demonstrating that electric vehicles are a viable option now – and the situation will only improve as government and industry commits more resource and funding to the sector. Read the full review of the Great British EV Rally on page 33.





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Meanwhile, this issue of GreenFleet shares information and advice for fleets navigating the Clean Air Zone landscape. The BVRLA summarises how Clean Air Zones work, as well as which are in operation and which are pending. The Urban Mobility Partnership explores different options to staff travel and commutes, and there’s a focus on how London’s road pricing schemes are improving air quality and making travel in the city more sustainable. Angela Pisanu, editor



GreenFleet® would like to thank the following organisations for their support:


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

GreenFleet is a member of the Independent Press Standards Organisation (which regulates the UK’s magazine and newspaper industry). We abide by the Editors’ Code of Practice and are committed to upholding the highest standards of journalism. If you think that we have not met those standards and want to make a complaint please contact Michael Lyons or Angela Pisanu on 0208 532 0055. If we are unable to resolve your complaint, or if you would like more information about IPSO or the Editors’ Code, contact IPSO on 0300 123 2220 or visit




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ISSUe 140

CONTENTS GreenFleet 07


33 Great British EV Rally Xtra


BP to invest up to £50 million in EV battery research and testing centre in Britain; Councils invited to bid for new round of Air Quality Grants; and Ford trials robot charging station for disabled drivers


Electric Vehicles

While electric vehicles and the supporting charging NAVIGATING infrastructure CLEAN have developed in recent years, AIRrapidly ZONES people still understandably have a lotoperating of questions Information and advice for fleets in and around Clean Air Zones about this new technology. The government’s Office for Zero Emission Vehicles has therefore recently published a leaflet addressing common 17 Clean Air Zone Overview 25 Electric Vehicles misconceptions about electric vehicles Sponsored by


With many Clean Air Zones (CAZs) in operation or due to commence soon, the BVRLA summaries the compliance requirements and restrictions to help fleet operators navigate through the CAZ landscape

Clean Air Zones are a practical way to not just shift people into electric vehicles because it is good for the world, but also because it improves the quality of life in their own community, writes James Court, CEO of EVA England


With policy measures designed to reduce the reliance on the privately owned ICEs, such as Clean Air Zones, the expansion of the Ultra Low Emission Zone in London, and workplace parking levies, businesses should reassess how staff commute and conduct their business travel, writes James Lancaster, Chair of the Urban Mobility Partnership

29 Oxford Focus

Councillor Tom Hayes, deputy leader and cabinet member for green transport and Zero Carbon Oxford, discusses the city’s recently introduced Zero Emissions Zone and the affect this is

having on the Supported byarea and local businesses

30 London Focus Targeted road pricing, alongside better sustainable travel alternatives, has transformed air quality and transport in London. Here’s how London’s road pricing schemes work, what benefits they’ve achieved and how the city got there

Over 1,200 miles, through three countries, and witnessing impressive charging innovation, almost 50 electric vehicles drove the length of Britain during the 2022 Great British EV Rally, sponsored by Lex Autolease. Richard Gooding was there to experience the technology, collaboration and camaraderie


Cenex LCV: Event Interview

The CENEX LCV and Connected Automated Mobility (CAM) events aim to highlight emerging technologies in low carbon vehicles. Ahead of the 15th anniversary of CENEX LCV in September, Cenex CEO, Robert Evans, discusses what event visitors can expect, and how the UK automotive sector is progressing towards its environmental and technological goals

50 Emergency Services Show The Emergency Services Show, taking place at the NEC, Birmingham on 21 and 22 September, will showcase how technology and innovation are transforming emergency response for all blue light services and first responders. Fleet, vehicle and vehicle equipment suppliers feature prominently among more than 450 organisations exhibiting at the UK’s largest emergency services event

52 Road Test: Kia EV6 GT-Line

17 Clean Air Zone Overview With many Clean Air Zones (CAZs) in operation or due to commence soon, the BVRLA summaries the compliance requirements and restrictions to help fleet operators navigate through the CAZ landscape

Featuring a high-tech platform with ultra-rapid charging capabilities usually reserved for more expensive cars, as well as long ranges, the Kia EV6 brings with it the dawn of a new era for the South Korean company. Richard Gooding samples the newcomer which ushers in Kia’s bold, and brave, new age


21 Business Travel


With policy measures designed to reduce the reliance on privately owned ICE vehicles, such as Clean Air Zones, the expansion of the Ultra Low Emission Zone in London, and workplace parking levies, businesses should reassess how staff commute and conduct their business travel, writes James Lancaster, Chair of the Urban Mobility Partnership

25 Electric Vehciles Clean Air Zones are a practical way to not just shift people into electric vehicles because it is good for the world, but also because it improves the quality of life in their own community, writes James Court, CEO of EVA England


28 Oxford Focus Councillor Tom Hayes, deputy leader and cabinet member for green transport and Zero Carbon Oxford, discusses the city’s recently introduced Zero Emissions Zone and the affect this is having on the area and local businesses

31 London Focus


Targeted road pricing, alongside better sustainable travel alternatives, has transformed air quality and transport in London. Here’s how London’s road pricing schemes work, what benefits they’ve achieved and how the city got to this position

GreenFleet magazine





BP to invest up to £50 million in EV battery research and testing centre in Britain

BP has unveiled plans to invest up to £50 million in a new electric vehicle (EV) battery testing centre and analytical laboratory in the UK. Planned to open by the end of 2024, the new facilities will be located at BP’s existing global headquarters for its Castrol business in Pangbourne, Berkshire, and will support the technology, engineering and science roles housed there today. The site already

internet traffic has increased 15-fold - a trend expected to continue over the next decade. Michelle Jou, CEO Castrol said: “We are committed to supporting the electrification of transport and the take-up of electric vehicles. The growth of EV fluids is a huge opportunity, and we aim to be the market leader in this sector. Two thirds of the world’s major car manufacturers use Castrol ON EV fluids as a part of their factory fill and we also supply Castrol ON EV fluids to the Jaguar TCS Racing Formula E team. “This significant new investment will now allow us to build additional strategic technologies and capabilities to further advance EV fluids for the future. The facilities will also be an amazing showcase to demonstrate our integrated technology expertise to customers as we help drive the transition to EVs.” READ MORE



EVs 22 per cent cheaper to service than ICE cars, reports Fleet Assist

New JLR facility to test vehicles for electrical and radio interference

According to Fleet Assist’s 2022 data, the average transaction value of a BEV service is currently approximately 22 per cent less than an equivalent ICE car. Much of this can be put down to reduced labour times which are currently 33 per cent shorter for BEVs than ICE cars. The parts component of an BEV job is also typically 28 per cent cheaper than an ICE car due to them having fewer working parts, with brake wear far lower. When considering parts prices which have risen by around 10 per cent in the past 12 months the BEV/ICE SMR cost gap widens further. Fleet Assist’s SMR data shows that currently the most common BEV parts being replaced are pollen filters, bulbs, key fob batteries, wipers, and brake fluid. But despite this evidence, it does not guarantee that BEV servicing prices will reduce dramatically as dealers look to raise SMR costs to retain


undertakes research and development of fuels, lubricants and EV fluids and aims to become a leading hub for fluid technologies and engineering in the UK. The new facilities will help advance the development of leading fluid technologies and engineering for hybrid and fully battery electric vehicles, aiming to bring the industry closer to achieving the key tipping points for mainstream electric vehicle (EV) adoption. Castrol ON advanced e-fluids manage temperatures within the battery which enables ultra-fast charging and improves efficiency, which help EVs to go further on a single charge and extend the life of the drivetrain system. In addition, the advanced e-fluid technologies and engineering can be applied to other industries such as thermal management fluids for data centres where demand is rising exponentially. Most of the world’s Internet Protocol (IP) traffic goes through data centres and since 2010 the number of internet users worldwide has doubled, while global

their profitability. Dealers are starting to feel the pinch of reduced servicing revenues as drivers cover fewer miles which coincides with a rapid rise in operating costs, particularly technician salaries. “Fleet and retail drivers cannot take it for granted that BEV SMR prices will remain cheaper than ICE cars, as over time costs could become more comparable,” explained Vincent St Claire, Fleet Assist’s MD. “Garages are already starting to come to terms with how EVs will impact their servicing revenues and workshop traffic in the longer term. We may see more garages looking at ways to address how the paradigm shift of BEV aftersales is going to challenge their service provision and fees they charge,” he added. READ MORE


Jaguar Land Rover (JLR) is opening a UKbased facility to test the next generation of electric and connected vehicles for electrical and radio interference. The Electromagnetic Compatibility (EMC) laboratory at Gaydon will ensure future vehicles meet legislation and quality standards for connectivity and electronics. JLR’s new Range Rover Sport was the first vehicle to undergo a testing programme at the facility. A critical aspect of vehicle performance, EMC is the ability of electrical equipment and systems to function correctly in their electromagnetic environment. It works by limiting the unintentional generation, propagation and reception of electromagnetic energy to reduce the risk of unwanted effects such as electromagnetic interference. JLR’s new vehicle laboratory features two anechoic chambers: an electrically ‘quiet’ rolling road that enables engineers to test vehicles at speed, as well as equipment to assess the performance of individual components, such as batteries or electric motors. Bluetooth, GPS, WiFi, 4G, 5G, adaptive cruise control, wireless charging and blind spot monitoring are all examples of vehicle services that the facility will test for EMC. JLR’s Peter Phillips said: “Opening this new testing facility is an important step forward for the business and it will play a crucial role in helping us deliver quality, legal, and customer satisfaction.” READ MORE



Inconsistent charger access for drivers with no off-street parking A new report from Field Dynamics, in partnership with Zap-Map, has revealed a significant increase in the number of households living close to public chargers, but with wide variations between local authorities. The research shows that the percentage of households without the space to charge at their own property, but who live within five minutes’ walk of a public EV charger, has risen from 12 per cent to 17 per cent since 2020. This is a significant overall increase, of more than 40 per cent. However, the report also finds that increases in coverage are very inconsistent across different councils. For example, of the 225 councils that provided 10 per cent coverage or less in 2020, the increases since then range from 0 per cent additional coverage to 24 per cent. Field Dynamics found that while London boroughs now achieve an average of nearly 60 per cent coverage, other councils average less than 14 per cent. In terms of other major cities, however, Birmingham, Manchester and

Glasgow scored slightly better than many other councils outside of London, together achieving an average of just over 19 per cent. In this case though, Birmingham brought the three cities’ average down, with only 12 per cent of households unable charge at their own property living within five minutes’ walk of a public charger. Manchester and Glasgow achieved 22 per cent and 24 per cent respectively. Significantly, in its previous 2020 analysis, Field Dynamics found that placing chargers closer to those dependent on them can reduce the number of chargers

required by up to a factor of 4.8. Local authorities that have performed particularly well in this respect are the City of Brighton & Hove, and Portsmouth, which both achieved remarkably high percentages within their catchments of those unable to charge at home but within five minutes’ walk of a public charger, with 77 per cent and 59 per cent respectively. Other local authorities to come out well in the analysis are Watford with 47 per cent coverage, followed by Coventry with 45 per cent and East Lothian with 43 per cent. With rapid growth in the popularity of EVs, particularly due to the rising cost of petrol and diesel, Zap-Map is calling for faster development of charging infrastructure to support the more than nine million households in Great Britain that do not have space to park and charge ‘off-street’. READ MORE



Only 28 per cent of electricians have specific EV training

Councils invited to bid for new round of Air Quality Grants

According to City & Guilds, there is a lack specific electrical vehicle charge point training for electricians. In a survey of 500 UK electricians conducted by Censuswide on behalf of City & Guilds, 99 per cent of respondents understood there to be major risks associated with electrical vehicle charging work. Despite the dangers, only 28 per cent of respondents said they have so far undertaken specific electrical vehicle charge point training. With the vast majority (73 per cent) of respondents likely to seek work in installing or repairing EV charge points in the next 12 months, this demonstrates a clear risk unless companies ensure their workforce have the necessary training, skills, knowledge and experience to undertake this work safely. The organisation is calling on industry to ensure all those working on EV charging point installations are equipped with the skills they need to install chargers in a way that’s safe for both themselves and consumers. This new research is supported by findings from CENEX and OZEV which reported that nearly a fifth (18 per cent) of new at home charge point installations installed as part of the Electric Vehicle Homecharge Scheme (EVHS) had dangerous or potentially dangerous issues, and only 32 per cent were labelled as satisfactory. David Phillips, managing director at City & Guilds, commented: “The transition from petrol and diesel vehicles to EV ownership is a critical part of reducing global carbon emissions. But

Bidding for the new round of Air Quality Grant is now open, which helps councils to develop and implement measures to reduce the impact of air pollution on people’s health. Local authorities across the country can bid for a portion of the fund for a wide range of projects to improve air quality and create cleaner and healthier environments. The criteria for this year’s grant period will prioritise three areas: firstly projects that reduce air pollution where there are nitrogen dioxide (NO2) exceedances; then projects focusing on improving public knowledge and information about air quality, including steps individuals can take to reduce their exposure to air pollution; and finally projects that include measures to deal with particulate matter, which is the pollutant most harmful to human health. Since it was established, projects in the Air Quality Grant scheme have contributed to the significant improvement in air quality seen in the UK in recent decades. Since 2010, levels of fine particulate matter (PM2.5) – particles or liquid droplets in the air which present the greatest risk to public health – have reduced by 11 per cent while emissions of nitrogen oxides have fallen by 32 per cent and are at their lowest level since records began. Applications for the grant open until Friday 23 September.

the speed of this transition is going to place huge pressure on those tasked with developing the new infrastructure of charging points required, particularly with just 28 per cent of the UK’s current electricians trained to deliver it. “With the government setting a new target to increase the number of electric car chargers ten-fold to 300,000 by 2030, electricians will need to rapidly upskill to safely manage the workload – but currently the training just isn’t available nationally and there isn’t an impetus to undertake it. We need industry to recognise this safety issue and ensure these EV charging points are installed in a way that is standardised and safe, to avoid a potential disaster in the near future.” City & Guilds is asking people in the industry to support its call to professionalise the EV charging market by making their own commitment to drive up standards and promote safety.







EV connection cost estimator tool launched

SP Energy Networks has launched the EV Connection Cost Estimator which allows stakeholders – such as local authorities, site owners, property developers, and chargepoint operators – to get an instant quote for how much it will cost to connect them to the electricity network.




Solar car park provides EV drivers with 20,000 miles of charge

Ford trials robot charging station for disabled drivers

Since installation at the end of May, the prototype of 3ti’s pop-up mini solar car park and electric vehicle charging hub, Papilio3, has generated sufficient solar power to drive an electric vehicle in excess of 20,000 miles. “Solar is an abundant source of renewable energy – yield from our first Papilio3 unit at Surrey Research Park has already topped 4.86MWh, and all 12 charging points have been in regular use,” says Tim Evans, 3ti founder and CEO. “The most recent International Energy Agency statistics show that, thanks to higher solar and wind power generation, renewable electricity production is up by 9.8 per cent year-on-year across all Organisation for Economic Cooperation and Development (OECD) countries, but there is still plenty of room for further improvement,” Tim continued. In June, the first Papilio3 unit generated


This is part of the Charge Project, which aims to accelerate the roll-out of public EV charging infrastructure across SP Energy Networks’ Manweb region: Cheshire, Merseyside, North Shropshire, and North and Mid-Wales. Developed by EA Technology, the launch of the ConnectMore Cost Estimator means that

stakeholders can now use ConnectMore to both identify the optimal location for chargepoints and get an instant quote for how much it will cost to connect them to the electricity network. The Cost Estimator works together with the ConnectMore Interactive Map, which combines current and future transport patterns with existing network capacity in the region to enable stakeholders to identify optimal chargepoint locations. The Cost Estimator provides up-to-date estimations of the cost to connect chargepoints to a specific point on the electricity network. By trying out different options regarding the location, ground type, distance, existing demand constraints, potential network reinforcement work, and size of the connection, the tool can be used to identify the most cost-effective chargepoint connection.

2.36MWh and is on track to exceed this figure in July. Currently, this represents a 53 per cent PV Generation to EV Charging ratio, although this will reduce throughout the year and expected to average around 20 per cent after the winter. Papilio3 is built around a recycled shipping container, can be deployed within 24 hours and integrates the three technologies of 3ti: solar electricity generation, battery energy storage systems (capacity of up to 250 kWh) and EV charge points (of 7, 11 and 22 kW). The first 3ti crowdfunding round opened on 23 June and exceeded its initial £500,000 target within just one hour of going live publicly. The fund will accelerate the roll-out of Papilio3, enable expansion of the 3ti team and underpin continued clean energy technology development. READ MORE


Ford has developed a prototype robot charging station that drivers operate via their smartphone from inside their electric vehicle, meaning they could stay in the car while charging. Disabled drivers have already identified ease of charging as a key purchase consideration for electric vehicles. Ford is testing the robot charging station as part of a research project to develop hands-free charging solutions for electric vehicles and fully automatic charging for autonomous vehicles. Following initial lab testing, Ford researchers are now putting the robot charging station to the test in real-life situations. Once activated, the station cover slides open and the charging arm extends towards the inlet with the help of a tiny camera. For the trial, drivers were able to monitor the charge status via the FordPass app. After charging, the arm retracts back into place. In future, the robot charging station, custommade by Dortmund University, in Germany, could be installed at disabled parking spaces, in car parks or at private homes. Further applications could include fast and efficient charging of company fleets. The technology could also support more powerful charging to charge vehicles in a much shorter time. Looking ahead, the process could become fully automated, with minimal or no driver involvement. The driver would simply send the vehicle to the charging station, with the infrastructure ensuring it reaches and returns from its destination autonomously. READ MORE



High power charging hub opens at MOTO Wetherby Zemo Partnership’s Andy Eastlake

Microvehicles ready to enhance green fleet options

A high power Electric Super Hub has opened at MOTO Wetherby by GRIDSERVE, making it the eighth one to be opened by the two companies. Initially, 12 chargers have been launched at this latest Super Hub at Wetherby services on the A1(m), with capacity to expand when future demand requires. Supplied by renewable, net zero carbon energy, the 350kWcapable high power chargers can deliver up to 100 miles of range in less than 10 minutes. This year alone, MOTO and GRIDSERVE have already added 65 high power chargers across seven new Electric Super Hubs in historically underserved areas of the UK, including Swansea,

Exeter, Thurrock, Burton-in-Kendal, Heston West and Severn View. All the GRIDSERVE Electric Super Hubs at MOTO locations have been designed to feature both CCS and CHAdeMO connectors, accept contactless payments and provide at least one extra-wide accessible charging bay for every six EV charging spaces. With realtime status updates shared with a myriad of the most popular EV charging maps, including Zap-Map, drivers can have complete confidence in the rapidly expanding network, knowing the availability of chargers before arriving at MOTO’s sites. READ MORE


Jane Toogood becomes UK’s first Hydrogen Champion

Jane Toogood has been announced as the UK’s first Hydrogen Champion, and will play a vital role in bringing the government’s hydrogen ambitions to fruition. This includes supporting up to 10GW of hydrogen production capacity by 2030, aiming to run annual allocation rounds for electrolytic hydrogen, and

designing, by 2025, new business models for hydrogen transport and storage infrastructure. Jane is chief executive of Catalyst Technologies at Johnson Matthey, a FTSE 250 company which is a major player in the research and development of technologies to accelerate the transition towards net zero. She is also co-Chair of the Hydrogen Advisory Council, created for government and industry to work together to identify and promote the actions required to enable the supply of low carbon hydrogen at scale for use across the UK’s energy system. READ MORE

It’s hard to believe that a year has passed since the Government’s landmark Transport Decarbonisation Plan (TDP) was published. An announcement from the Department for Transport marked the event, highlighting key areas of progress. High up that list were advances towards a zero emission vehicle mandate, a £200m commitment to demonstrate zero emission HGVs and progress in actions to support active travel. Zemo Partnership and our members have been closely involved in developing policy in many (perhaps most) of the key actions proposed in the TDP. For example, Zemo, working with the Motorcycle Industry Association (MCIA), gained a prominent mention in the context of realising the potential of zero emission powered light vehicles (‘L-category’) to contribute to the Plan’s actions designed to deliver net zero transport in the UK. The Government recently launched a consultation on ending the sale of new non-zero emission L-category vehicles following the publication of Zemo’s joint government and industry ‘Action Plan’ for zero emission powered light vehicles, published in February. The Government says it will continue to work with Zemo and MCIA to realise the full potential of the zero emission L-category sector. This has been a long-term, slow-burning initiative over several years and it’s great to see it beginning to bear fruit. Choosing the right vehicle for the right journey is a mantra many of you will have heard me mention before; cutting emissions is about improving the ways we do things as well as the technologies we use to drive our transport. Using smaller, zero emission vehicles for shorter-journeys including deliveries and a range of other purposes in space-limited and, often, polluted urban centres is increasingly a ‘no brainer’. It’s great to see so many innovators and entrepreneurs are aware of the opportunity and are supplying more and more potential products to fill it. L-category vehicles range from light two-wheelers (including mopeds and many scooters) to heavy quadricycles. The sector is dominated by motorcycles but Zemo and partners believe that other sub-categories of vehicle in this sector could also make a significant contribution to our aims in terms of cutting carbon and pollution. The Government’s consultation proposes that the sale of new non-zero emission motorbikes and mopeds will be ended by 2035 at the latest, with sales of some sub-categories ending earlier, in 2030. (Should any readers wish to respond to the consultation, the deadline is 22 Sept.) Zemo is working to create a community to grapple with the opportunities for powered light vehicles. We aim to host a ‘PLV village’ at the Cenex-LCV 2022 event at UTAC – Millbrook on September 7-8. Alongside this, we plan to launch a feasibility competition with the money from the Department for Transport (£350k was promised in the recent TDP anniversary announcement) supporting our initiatives in this space. The competition will help industry develop a manufacturing base for small, emission-free vehicles which could create many new jobs and, ultimately, lead to the production and distribution of new, ‘green’ powered light vehicles within the sector. FURTHER INFORMATION



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Do not focus on the purchase or P11D price when choosing electric vehicles, advises expert Businesses deciding whether plug-in hybrid and battery electric company cars offer good value for money should not be deterred by their higher purchase price or P11D value, advises Lee Brown from Grosvenor Leasing and Interactive Fleet Management While the initial outlay on electric vehicles is higher, their whole life cost while on fleet works out cheaper in the long run compared to equivalent petrol or diesel models. Lee Brown, managing director of Grosvenor Leasing and Interactive Fleet Management, explains: “Let’s take, for example, a Skoda Octavia Diesel Estate 2.0 TDI 200 vRS 5Dr DSG,” says Lee. “This is a diesel car with a P11D value of £35,010. Its electric equivalent is the Skoda Enyaq IV Estate 150kW 80 Loft 82kWh 5Dr Auto which has a P11D value of £40,915. “At first sight, the electric model looks expensive and it would be easy to assume that, at almost £6,000 cheaper, the diesel will cost you significantly less. “However, if you look at the whole life cost of each vehicle it reveals a very different picture. “The whole life cost takes into account factors such as running costs, maintenance,


tax, fuel/charge and future resale value and shows that the electric model is much better value over its period on the fleet. “Using the whole life cost calculation, the diesel model works out at £860.50 per month whereas the electric sits at £726.51 per month, which means the electric model is £6432 cheaper overall during a four year period as a company car.” The Grosvenor Group is the UK’s largest privately-owned contract hire and fleet management specialist and its 0Zone solution, which has been helping companies make the smooth transition to ultra-low emission and electric vehicles since 2017, has won multiple awards for its advice and support around greener fleets. Companies such as Glenmorangie Whisky, Weetabix, Whistl and Tata Steel have all benefited from Grosvenor’s advice and support, and by developing policies based


on whole life costs has been the stimulus for many companies to see the long-term benefits of moving to electric vehicles. As a result, over 70 per cent of all new company cars delivered by Grosvenor Leasing, and its specialist fleet management business, Interactive Fleet Management, have plug-in technology. As the choice of electric cars entering the UK market is growing rapidly, more than 60 per cent of drivers say they would consider an electric vehicle as their next car. “Once the whole life cost policy is in place, and the drivers are on board with the process, the transition to a zero emission future will effectively take care of itself,” says Lee. “It’s just important to make that initial shift from each vehicle’s up front cost to its overall time on fleet when budgeting around vehicle choices.” In recognition of its advice and support around greener vehicles, Grosvenor Leasing was recently awarded a top accolade by Whistl, having been named its ‘Supplier of the Year 2022’ as part of Whistl’s supplier conference focusing on ESG (Environmental, Social & Governance). The award was given at a ceremony in London in recognition of the support from Grosvenor in helping Whistl develop a new company car policy to encourage drivers into ultra-low emission (ULEV) and electric vehicles (EVs). Grosvenor used whole life expenditure to develop the new car choice list, offering a far better reflection of the true value of choosing ULEVs and EVs, and this enabled Whistl to factor in the long-term outlay while reducing its carbon footprint. Grosvenor also created a more cost effective fleet through moving them out of their existing Mercedes Sprinters into Peugeot Boxer vans. In addition to this transition, Grosvenor developed some new initiatives to help Whistl move into electric vans as quickly as possible when suitable models became available from the manufacturers. “The team at Grosvenor Leasing has done an outstanding job for Whistl in helping us reduce our vehicle emissions,” said Gareth Hughes, Whistl’s procurement, property & fleet director. “Using whole life costs to demonstrate to us that plug in hybrid and electric vehicles are better value in the long-term, despite their higher purchase price, was pivotal to our decision to change our vehicle policy to alternative fuels. Their

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innovative thinking has helped speed up the process of us moving into electric vans and makes them a very deserved winner of our supplier of the year award in 2022.” Another company to benefit from the advice and support of Grosvenor’s 0Zone team is Weetabix. Grosvenor Leasing’s relationship began with them in 2017 when the contract hire and fleet management specialist agreed to buy Weetabix’s 150 strong ‘owned’ fleet of cars and light commercial vehicles as part of a sale and leaseback. This converted the fleet to a fully maintained contract hire agreement, offering Weetabix a wide range of benefits including improved cash flow, better budgeting and a comprehensive outsourced fleet management solution. Drivers were immediately able to access a wide range of services and support, from servicing, maintenance and repairs through to accident management, daily rental, fast-fit items and European travel – all monitored, measured and reported on thanks to OSCAR365; Grosvenor’s market-leading, and award-winning online fleet management system. By 2020, Weetabix was looking at ways of improving its vehicle policy to offer drivers better choice and move towards ultra-low emission and electric vehicles. Keen that all changes were fully communicated, Weetabix asked Grosvenor to run a video conference workshop with 50 Weetabix drivers which resulted in the new policy being successfully launched based on whole life costs, improved choice and lower emissions. “The relationship with Grosvenor Leasing has been very beneficial to us financially and operationally,” said Stuart Branch, group people & IT director at Weetabix. “We have also been impressed with their support around our fleet policy and choice lists, and the feedback from drivers following the workshop was extremely positive. By being on hand to present the thinking behind the policy, the impact on areas such as emissions and tax, why whole life costs are important, and being able to answer all of our drivers’ questions was important in launching our new policy.” Mary Dopson-Taylor, customer services director at Grosvenor Leasing, added, “As, in the case of Weetabix, companies move to adopt alternative fuels we are encouraging them to look at whole life costs for their policies as it provides a far better reflection of the true financial picture for ultra-low emission and electric vehicles. “The whole life cost analysis was instrumental in helping both Weetabix and Whistl move to plug-in technology, and we are helping many other companies do the same.” For companies that are looking at having electric vehicles on their fleet, Lee Brown goes on to say that this is not a time to be hesitant, and by looking at whole life costs is often the reassurance many businesses need to proceed. “Any company that is still focused on the higher purchase price of electric cars

and, as a result, is still only offering its drivers petrol or diesel cars should be questioning whether this is a good idea for both the drivers and the business - and, of course, the environment,” said Lee. “A company vehicle delivered in 2022 will remain on a fleet for 3 to 4 years, and during that time we are going to see a very dramatic shift to electric vehicles, a rise in the number of clean air zones, a strengthening of the charging infrastructure, a growing social conscience towards the planet, and a rise in the cost of operating combustion engine vehicles. “If you look at the bigger picture, despite pledges made at COP26, there could be global warming of 4C by the end of this century. “Nations such as China, South Africa and Indonesia are saying they will probably need more time to align their climate plans with a 1.5C temperature pathway and, when these major nations are taking time to react, it’s easy for any UK business to wonder what small impact they can have when countries across the globe are churning out such high levels of pollution. “Yet, seeing the numbers of young people in Glasgow during COP26 talking so passionately

about the importance and urgency of addressing climate change, this should encourage us all to do everything we can. “Looking at it from their perspective, even the smallest gestures made by companies and individuals will contribute towards their futures and, for many businesses, a key part of that is the speed by which their at-work drivers move to electric, zero emission vehicles. “In the UK, we are only 8 years away from the ban on the sale of all new conventional petrol and diesel vehicles, and for companies on 4 year vehicle replacement cycles this does not leave a lot of time – particularly for large fleets that have a lot of work to do in changing their policy and converting their fleet to PHEVs and BEVs. “It’s for this reason why it’s so important to begin the process of making the transition, and our 0Zone team can help with impartial and highly-qualified advice and support that has already assisted many companies in making this important change.” L FURTHER INFORMATION



Electric Vehicles

Addressing common misconceptions about electric vehicles While electric vehicles and the supporting charging infrastructure have developed rapidly in recent years, people still understandably have a lot of questions about this new technology. The government’s Office for Zero Emission Vehicles has therefore recently published a leaflet addressing common misconceptions about electric vehicles, explored here The transition to electric vehicles (EVs) will be a crucial step to achieving the UK’s net zero target. The sale of new petrol and diesel cars will be phased out by 2030 and from 2035, all new cars and vans must be zero emissions at the tailpipe. While EV technology, vehicles and infrastructure have developed rapidly in recent years, people still understandably have a lot of questions about this new technology. OZEV has therefore created a leaflet addressing 19 common misconceptions surrounding EVs and EV charging infrastructure. Cost concerns A major barrier to electric vehicle adoption is the perception that they are too expensive. To this, OZEV say that EVs do cost more to buy outright but, in many cases, have a lower cost over four years. According to recent industry estimates, an EV can save £176 in running costs for every 1,000 miles driven. This means it can cost as little as 2 pence a mile to run an EV when charging on off-peak electricity. This is compared to over 20 pence per mile for petrol and diesel. As EVs have far fewer moving parts there’s also less maintenance to be done. There are tax incentives in place for owners of EVs, including zero road tax and favourable company car tax rates. These can save some drivers over £2,000 per year. All this means that the market for more affordable zero emission vehicles is growing rapidly. As of May 2022, 24 models are priced under £32,000 compared to 15 at the same time in 2021. With production costs reducing, some forecasts show that some EVs could be the same price to purchase as a petrol or diesel car well within the 2020s.

mile range. There are also some new electric cars coming soon with a range of over 300 miles, enough to get from Exeter to Leeds. With battery prices having fallen to 80 per cent of what they were in 2010, continued price decreases in 2021 and further drops forecasted in the long term, OZEV expects to see more EVs available with greater range. Environmental credentials What about the greenhouse gas emissions generated while building an EV? Is it more than it saves? OZEV argues that this issue has been debunked in numerous well-respected studies. A new battery-electric car has just a third of the lifetime greenhouse gas emissions of an equivalent new petrol car, even when taking into account battery production and disposal. EVs are getting progressively cleaner as electricity generation decarbonises. Battery concerns Another misconception about EVs is that their batteries will need replacing after five years. But the reality is that there are well over 10 million EVs on the world’s roads already. There

Range worries Another significant issue preventing mass electric vehicle adoption is the fear that EVs do not have the battery range to travel as far as people need. But the reality is that 99 per cent of car journeys in England are under 100 miles. This means most drivers’ needs are easily met by an EV. For those travelling further, there are over 20 models available with a quoted 200-plus



is no evidence to suggest their lifespans are any different from a petrol or diesel vehicle. Most EV batteries have warranties of around eight years (or 100,000 miles) but are expected to last much longer, and their lifespan continues to improve. EVs are in daily use across the UK’s roads as taxis and in other high mileage roles. The government has committed £330 million to the Faraday Battery Challenge to support the research, development and scale-up of world-leading battery technology right here in the UK, including pioneering work on improving battery lifespan. Another issue that some people raise is that batteries cannot be recycled and will all end up in landfill. But the OZEV leaflet points out that existing regulations ban the disposal of EV batteries to landfill and incineration. Car manufacturers are obligated to take back EV batteries free of charge and ensure they are treated at permitted facilities that meet the required recycling efficiency standards. With the increasing number of EV batteries, OZEV is reviewing these regulations to strengthen them. The government’s £330 million Faraday Battery Challenge has an

Materials in batteries Another concern that is often raised in arguments against electric vehicles is that the materials used in batteries come from questionable sources. OZEV acknowledges that there are current challenges in ensuring the transparency and sustainability of materials used in batteries and electric motors. However, OZEV argues that this applies across many manufactured goods including smartphones and laptops. The UK is part of international efforts to secure a transparent, sustainable and ethical supply of raw materials, protecting the lives and livelihoods of miners. EV manufacturers are already committed to the responsible sourcing and reduction of ‘rare earth’ raw materials in their supply chains. They are also focusing on both transparency and security in their supply chain (for good business reasons) and on minimising the use of elements like cobalt and ‘rare earths’ in their designs. Government is funding schemes to trial the recycling of key raw materials in batteries, and to localise more of the battery supply chain. Some people also argue that there is not enough lithium to manufacture the batteries needed. To this, the OZEV leaflet says that there are more than enough global resources for EV batteries to meet the UK and global demands until at least 2050. Production will need to scale up in line with the increasing demand for EVs. Recycling facilities and techniques are also improving to ensure a circular economy. Achievements in battery technology and chemistries are further decreasing pressure on resources.

An electric vehicle chargepoint out of action is inconvenient, frustrating and can be unsafe. However, according to Zap-Map, nine out of ten chargepoints are working at any point in time.

Electric Vehicles

aim of increasing recyclability of an EV battery to 95 per cent by 2035, increasing the amount of minerals, like lithium and cobalt, that can be extracted and reused. OZEV wants to create a circular economy for EV batteries to maximise the economic and environmental opportunities of the transition to zero emission vehicles.

and diesel vehicles, so this is not a new Safety and breakdown concerns challenge for vehicle recovery companies. Another concern sometimes raised is that If an EV breaks down and is in immediate EVs cannot be driven or charged in the rain. danger (for example, when in a live traffic This is not true; EVs have to comply with lane), it can be towed slowly a short tough technical rules prior to distance to a safe location to entering the market, including await further assistance, just crash and electrical safety. On like any other vehicle. This means they are safe average to drive and charge over 60 , Charging in a wide range of charger 0 new Infrastructure weather conditions. s a r e being added A significant barrier to Drivers should take the uptake of electric the usual precautions road ne to the UK’s twork e vehicles is the concern by following the month, ach that there are not manufacturer’s o enough chargepoints instructions; only over 10f which to meet demand. using the correct 0 are rapid OZEV says that the charging cable; and UK has one of the most by checking the EV and extensive rapid charging networks cable are not damaged. in Europe, according to research. As with any vehicle, drivers Industry statistics show that there are over should also consult the owner manual 31,000 public chargepoints available across the for guidance on the maximum depth of UK, a significant increase from 7,211 in 2017. water a car is safe to drive through. There are also more than 5,800 rapid chargers. Is it true that EVs cannot tow or be towed? What’s more, continued, accelerated The OZEV leaflet says that like all other cars, deployment of public chargepoints is electric vehicles need to be ‘type approved’ to expected. On average, over 600 new chargers tow a caravan or trailer. An increasing number are being added to the UK’s road network of EVs are coming to market with this capability. each month, of which over 100 are rapid. A caravan or trailer towed by an EV can Today, a driver is never more than 25 miles also display a green number plate. When away from a chargepoint anywhere along an EV is being towed by another vehicle at England’s motorways and A-roads. higher speeds and longer distances, many Most drivers charge at home and we manufacturers require that they must be expect to see this trend to continue. There towed with the wheels off the ground. This are nearly 900,000 plug-in vehicles on is also the case for any automatic petrol UK roads and evidence suggests that those with off-street parking can meet the vast majority of their charging needs at home while their vehicles are parked. The time it takes to charge an electric vehicle can put people off buying one. The OZEV leaflet says that most charging will be done at or near home overnight. However, some new cars can charge up 200 miles in as little as 20 minutes. Potential charging speeds have increased by a factor of five in the past few years as businesses have started to focus seriously on EVs as the future of road transport. Another concern is that EVs would only work for those with off-street parking. OZEV says it wants to ensure that lack of access to off-street parking is not a barrier to realising the benefits of owning a plug-in electric vehicle. The On-Street Residential Chargepoint Scheme (ORCS) is available to all UK local authorities (LAs) to provide public chargepoints for their residents without access to private parking. This year, £20 million is available under the scheme to ensure more LAs and residents can benefit. The scheme has E Issue 140 | GREENFLEET MAGAZINE


Electric Vehicles

 supported over 150 different LAs to fund more than 11,000 chargepoints for residents who do not have off-street parking. In March 2022, OZEV announced our £450 million local EV infrastructure (LEVI) fund. This will deliver a step-change in the rollout of EV infrastructure. This will focus on providing for households without off-street parking. OVEZ has launched a first tranche of £10m as a springboard for the development of the full fund, which closed to applicants on 17 June 2022. The government’s £950m rapid charging fund (RCF) aims to future-proof electrical grid capacity at service areas on motorways and major A-roads to prepare the network for uptake of zero emission cars and vans ahead of need. Rapid charging hubs and electric forecourts (equivalent to current petrol or diesel refuelling) are emerging as further options for EV drivers to recharge. Charging at workplaces is also growing. Government has supported the installation of over 26,000 workplace charging sockets as of April 2022. Regional disparity The patchy charging network is often cited as a reason for not buying an EV, with some saying that while there are lots of chargers in London, there are hardly any in other cities or in rural areas. OZEV says that all regions in the UK have seen increases in publicly available chargepoints in the year to April 2022. In addition to the ORCS scheme, government has also supported the installation of chargepoints in residential buildings and workplaces across the UK, including rural areas, through the EV Homecharge Scheme (EVHS) and the Workplace Charging Scheme (WCS). London has received the second lowest number of grants per household in England under the EVHS and the lowest number of chargepoint sockets per person in the whole of the UK under the WCS. Government will also be providing additional funding to install chargepoints for small accommodation businesses, which are disproportionately found in

rural areas. This will help boost destination charging across the UK in such locations. Another concern is that even when you get to a charge point, it could be broken. OZEV says that EV users should expect a reliable public network wherever they drive in the UK. Having chargepoints out of action is inconvenient, frustrating and can be unsafe. However, according to Zap-Map, nine out of ten chargepoints are working at any point in time. OZEV says it is working to ensure that all consumers have a positive experience using the public charging network and any poor performing chargepoint operators are held to account. OZEV is mandating a 99 per cent reliability standard for rapid chargepoints in the UK and a free roundthe-clock helpline for people struggling to charge. There will be legislation on this later this year. The different apps and different types of connectors can also be off putting. OZEV says that it will lay legislation later in 2022 to mandate payment roaming. This means chargepoint operators will have to work with each other to ensure that consumers can pay without having to download an app each time you use a different charging network. This will also support the business sector to electrify their vehicle fleets. The govrernment legislated in 2017 to ensure all new and replacement public chargepoints must offer standardised connectors (plugs). This means that the vast majority of EVs can charge on the entire UK public charging network. The notable exceptions are the Nissan Leaf and Mitsubishi Outlander, which can charge at over 95 per cent of public chargepoints. As manufacturers are increasingly standardising their connectors, government has no plans to intervene in the vehicle market. Grid concerns It is often raised that the grid will not be able to cope if everyone switches to EVs. OZEV says that the Committee on Climate Change suggests that electrifying the vehicle fleet could result in road transport making up 15 per cent to 20 per cent of total electricity demand in 2050.

OZEV says it is confident the grid will be able to cope through the robust processes in place for bringing forward new generation and grid updates. Government has given Ofgem, the energy regulator, legal responsibilities and powers to deliver an energy system fit for both current and future consumers. OZEV is also ensuring that Ofgem considers our energy policy priorities for delivering net zero in its regulatory decisions. Smart charging is an important part of this process. Smart charging technologies allow EV charging to take place when demand for electricity is lower. For example, at night or when there is lots of renewable energy on the grid. This reduces electricity system costs, lowering prices for everyone. The motorist pays less for charging their EV and the electricity powering the EVs is greener. Another concern is that EVs are not actually ‘greener’ because of emissions from electricity generation. OZEV says that since 1990, the UK has reduced greenhouse gas emissions in its electricity system by over 70 per cent. Taken together, renewables and other low carbon generation, such as nuclear, currently provide over 50 per cent of our electricity. The government continues to support the deployment of low carbon and renewable technologies to deliver a cleaner greener system at least cost to consumers and that maintains a secure supply of electricity. The government plans could see 95 per cent of our electricity come from low carbon sources by 2030. By 2035, all our electricity will come from low carbon sources, subject to security of supply. There are also concerns about laying more cables. OZEV says that Ofgem ensures that electricity network companies are funded to meet the additional demand from EVs. This incentivises them to plan and deliver the work as efficiently as possible. This includes minimising unnecessary disruption and expense, for example by laying larger cables to avoid reopening roads twice. What about hydrogen And what about hydrogen? Could you not just easily switch all petrol and diesel cars to burn hydrogen without going to all this trouble? OZEV points out that the government remains technology neutral. However, currently combustion hydrogen in a conventional engine still produces nitrogen oxide (NOx) and some CO2 exhaust emissions. This means that for now it is not zero emissions. By comparison, the only exhaust emissions from hydrogen fuel cell vehicles is water. As set out in the government’s hydrogen strategy, OZEV expects hydrogen to play a significant role in decarbonising transport. OZEV expects it will probably be most effectively used in heavier transport applications ‘that batteries might not reach’ like large trucks, maritime and aviation. For cars and vans, battery electric technology is the chosen route for a clear majority of manufacturers and motorists. L FURTHER INFORMATION See the OZEV leaflet here.



NAVIGATING CLEAN AIR ZONES Information and advice for fleets operating in and around Clean Air Zones Supported by

17 Clean Air Zone Overview

25 Electric Vehicles

With many Clean Air Zones (CAZs) in operation or due to commence soon, the BVRLA summaries the compliance requirements and restrictions to help fleet operators navigate through the CAZ landscape

Clean Air Zones are a practical way to not just shift people into electric vehicles because it is good for the world, but also because it improves the quality of life in their own community, writes James Court, CEO of EVA England

21 Business Travel

28 Oxford Focus

With policy measures designed to reduce the reliance on privately owned ICE vehicles, such as Clean Air Zones, the expansion of the Ultra Low Emission Zone in London, and workplace parking levies, businesses should reassess how staff commute and conduct their business travel, writes James Lancaster, Chair of the Urban Mobility Partnership

Councillor Tom Hayes, deputy leader and cabinet member for green transport and Zero Carbon Oxford, discusses the city’s recently introduced Zero Emissions Zone and the affect this is having on the area and local businesses

30 London Focus Targeted road pricing, alongside better sustainable travel alternatives, has transformed air quality and transport in London. Here’s how London’s road pricing schemes work, what benefits they’ve achieved and how the city got there


Charge ahead Upgrade your fleet Switch your fleet to electric vehicles (EVs) the easy way. Our dedicated experts plan your tailored installation and reimbursement service. We provide and set up your EV fleet infrastructure, from planning to installation. We’ll take care of your chargers, with 24/7 support and maintenance. We’re all about the details too, with precise reporting and billing data analytics. With our ChargeCard and app, your colleagues will also benefit from our network of chargers across the UK, with zero fuss.

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Clean Air Zones


A guide to Clean Air Zones

Operational Clean Air Zones Bath operates a class C Clean Air Zone which means that HGVs, vans and LGVs will be charged if they don’t meet the emissions criteria. Private cars and motorbikes will not be charged in Bath’s CAZ, regardless of emissions, but they may be charged in other zones. The daily charges for non compliant HGVs in Bath is £100, while non compliant vans & LGVs will be charged £9. With many Clean Air Zones (CAZs) in operation or due to The Bath Breathes website, as well as Bath and North East Somerset Council’s website, commence soon, the BVRLA summaries the compliance includes information about Bath’s CAZ, requirements and restrictions to help fleet operators navigate including local exemptions and a financial through the CAZ landscape assistance scheme to help those regularly affected by charges to upgrade their vehicles. Birmingham operates a category D Clean Air Zone, meaning charges will apply to In 2015, the government released plans to CAZ A has the fewest restrictions, and all vehicles types that are non-compliant. improve air quality across the UK through only charges buses, coaches, taxis and HGVs will be charged £50 a day, while a variety of measures, including the private hire vehicles that are not compliant. cars and LVCs will be charged £8 a day. implementation of ‘Clean Air Zones’ (CAZs). Buses and coaches must meet Euro VI as Drivers can find out everything you need Cities with the most persistent air a minimum; while taxis and private hire to know about Birmingham’s CAZ at quality problems will apply restrictions vehicles must meet Euro 6 (Diesel) or This to encourage only the cleanest vehicles Euro 4 (Petrol) as a minimum. includes finding out if a vehicle to operate within the boundaries of their CAZ B charges HGVs that do Clean is CAZ compliant, details Clean Air Zone (CAZ). Any vehicle not not meet Euro 6 Diesel and Air Zon about local exemptions, meeting the specified emission standards Euro 4 petrol standards seven d es run as well as access to the will be required to pay a fee to operate as a minimum, as financial incentives within the boundaries of that CAZ. well as the vehicles 24 hour ays a week, s a day scheme designed to Some cities are looking to go further and listed in CAZ A. e a nforced nd are help those regularly create Low Emission Zones or Zero Emission CAZ C charges LGVs b of Auto y a network affected by charges to Zones where a total ban of non-compliant that do not meet Euro matic N upgrade their vehicles. vehicles may instead be introduced. 6 (Diesel) or Euro u m Plate Re Portsmouth City Council 4 (Petrol) standards cognitio ber (ANPR) n have implemented a CAZ How do they operate? as a minimum, in camera B, which went live in on 29 Clean Air Zones run seven days a week, addition to all those s. November 2021. This means 24 hours a day and are enforced by a listed for class B. that HGVS, buses and coaches, network of Automatic Number Plate CAZ D charges cars in taxis and private hire vehicles Recognition (ANPR) cameras. addition to all those listed (PHVs) are charged if they do not meet Drivers of non-compliant vehicles pay the for class C. Cars need to meet Euro 6 diesel or Euro 4 petrol standards. charge using the Government’s online portal. Euro 6 (Diesel) or Euro 4 (Petrol) to be Non compliant HGVs, buses and coaches Discounts and exemptions will be put compliant. Motorcycles and mopeds are will pay £50 per day, and non compliant in place for some vehicle types. Some optional requirement in this category, PHVs will be charged £10 per day for driving exemptions are temporary, some are subject to local area decisions. through the zone. For more information permanent, and some are for vehicles visit licensed with certain local authority areas Do I need to pay to enter a CAZ? In Oxford, a pilot Zero Emission Zone (ZEZ) only. It is advised to check on the local Drivers are advised to use the Government’s launched on 28 February 2022. This differs authority site to get further information on online portal to check whether their to a Clean Air Zone as only zero emission exemptions and financial support available. vehicle is going to be subject to vehicles can enter the zone and not pay a There is a vehicle checker where drivers charges to enter a Clean Air Zone. fee. The ZEZ has two phases – initially the can check if they would need to pay the Businesses who want to check and pay for zone is a small area in Oxford City Centre charge depending on which clean air zone multiple vehicles, can create an account or which will later be expanded to a wider they have travelled in. If a business wants sign in via the portal. If driving an uncompliant area. Charges will apply from 7 am to 7 to check a number of vehicles, they’ll vehicle into a zone you will need to make pm, seven days a week, all year round. need to create an account and have a payment via the centralised payment portal. The daily charge covers the entire day, so spreadsheet in CSV format of the number For those travelling in or through a vehicle can enter and be used within plates of the vehicles they want to check. London, drivers can find out if their vehicle the area on multiple occasions each day. meets emissions and safety standards, Charges will start at £2 a day for an Ultra CAZ Categories or if you need to pay a daily charge, by Low Emission Vehicle, £4 for a Low Emission There are four grades of charging entering their vehicle registration into vehicle and £10 for all other vehicles. E Clean Air Zones, from A to D. the Transport for London portal.

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In Oxford, a pilot Zero Emission Zone launched on 28 February 2022. This differs to a CAZ as only zero emission vehicles can enter the zone and not pay a fee.  These costs will rise in August 2025 to £4, £8 and £20 respectively. Further information can be found at In Scotland, Aberdeen, Dundee, Edinburgh and Glasgow each introduced a Low Emission Zone (LEZ) on 31 May 2022. These LEZs differ to the CAZs in that a PCN is payable by the vehicle’s registered keeper when a non-compliant vehicle enters the LEZ, there is no option to pay a charge unlike the CAZs. Read more about LEZs in Scotland at Upcoming Clean Air Zones Bristol will operate a small category D Clean Air Zone from 28 November 2022. Daily charges are £9 for private cars, taxis, and Light Goods Vehicle (under 3.5t.) and £100 for non compliant HGVs (over 3.5t), buses and coaches. More information can be found at Bradford will operate a Class C+ Clean Air Zone, launching on 26 September 2022. This means there will be charges for all noncompliant vehicle types with the exception of passenger cars. All other vehicles including private hire cars will be subject to the daily charge if not compliant. Private hire vehicles need to be Euro 5/6 petrol hybrid to be compliant in the Bradford Clean Air Zone. Some drivers / business can apply for exemptions, and there is also a grant scheme in place to help those with non compliant vehicles upgrade. The window for the HGV and Buses has now closed, but there is still funding available for taxis, LGV and minibuses. Grants will be available to small and medium sized enterprises (SMEs), Sole Traders/self-employed, education establishments and charities registered within the Bradford Metropolitan District. More information can be found at Newcastle and Gateshead are planning a phased introduction of its Clean Air Zone. The proposals would see the Clean Air Zone (CAZ) brought into operation later this year, with drivers of noncompliant vehicles entering the zone being sent warning letters, along with details about financial support, from November. Subject to government approval, charges for non-compliant taxis, buses and HGVs would begin from 30 January 2023. Again, subject to government approval, non-compliant vans would not face charges to enter the CAZ until July 2023. Private cars and motorbikes, as well as vehicles that meet national CAZ emissions standards, will not be charged for entering the zone. Sheffield’s Clean Air Zone will start from early 2023, and will be a class C chargeable zone for the most polluting large goods vehicles, vans, buses and taxi’s that drive within the inner ring road and city centre. Private cars and motorbikes will not be charged. Non compliant vans/LGVs and Taxis will be charged £10 per day and coaches, buses and lorries/HGVs will be charged £50 per day. Further information can be found at The Greater Manchester CAZ plans are currently on hold after concerns were raised by the Mayor about vehicle availability postcovid and the knock on impact this would have for achieving air quality compliance by 2024. Greater Manchester’s new plans now sits with the government to agree on what will be accepted. Manchester’s preference is for a non-charging CAZ, which means implementing other mitigation methods rather than a chargeable Clean Air Zone. L

Expert guidance from E-ON Drive is helping fleets switch to electric vehicles with ease

Clean Air Zones


The drive to zero emissions is arguably the most important endeavour of our generation. Fleet companies are in a position to make a significant contribution towards this effort, and E.ON Drive are here to provide expert guidance every step of the way. We welcomed the Government’s Clean Air Strategy and the move by Parliament to bring the 2050 net zero target into law, and we’re leading by example when it comes to electrification of fleet to support these ambitious goals. We’ve already switched 159 of our own vehicles to electric and installed over 50 charging points across our sites. We aim to have a completely electric fleet by 2030, and are now offering our employees EV leasing contracts as a salary sacrifice benefit. EVs are rapidly displacing traditional options in fleets across the country, and with numerous financial and reputational benefits available, businesses that make the move today will establish themselves as sustainable pioneers, and be investing in vital infrastructure that will serve them well into the future. EVs are exempt from congestion charges, Ultra Low Emission Zone/Clean Air Zone fees, road tax and BIK tax, as well as being cheaper to fuel and maintain. And with emerging technologies such as Vehicle2Grid (that allows electric vehicles to feed energy stored in their batteries back to buildings, or to the electricity grid), further opportunities to achieve even more cost savings are being created. Ultimately, moving to an electric fleet is not only the sustainable choice, but the economic choice too. L FURTHER INFORMATION

The BVRLA has created a guide to Clean Air Zones, found here: FURTHER INFORMATION

David Butters, general manager E.ON Drive and Director of Infrastructure Services

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Clean Air Zones


Greening business travel and commutes With policy measures designed to reduce the reliance on privately owned ICE vehicles, such as Clean Air Zones, the expansion of the Ultra Low Emission Zone in London, and workplace parking levies, businesses should reassess how staff commute and conduct their business travel, writes James Lancaster, Chair of the Urban Mobility Partnership In 2021, the Department for Transport published its seminal document on how they plan to decarbonise transport over the coming years: the Transport Decarbonisation Plan. The UK also hosted COP26 in Glasgow and both actions committed to significant targets for carbon reduction. Progress has already been made over the last 12 months on some of the ambitions of the Transport Decarbonisation Plan, with the first part of the Local Authority Toolkit published, the consultation on the Mobility as a Service: Code of Practice and the launch of the Commute Zero programme. However, the next steps are key. It is still the case that for many people the default mode remains the private car and this is the most significant challenge in reducing emissions and congestion. The transition to electric vehicles is progressing but we know just transitioning to private EVs from privately owned internal combustion engines (ICE) vehicles will not solve the challenges of reducing congestion and reaching net zero. We continue to see policy measures designed with the intention to reduce the reliance on the privately owned ICEs, such as Clean Air Zones, the expansion of the Ultra Low Emission Zone in London, workplace

the mode that is right for their journey. parking levies and sustainable transport Key to achieving this is accessibility. hierarchies. The importance and relevance of Providers, innovators and policy makers which may be increased as the UK brings in need to be pulling the right levers which new air quality targets and as the Department ensure that new forms of mobility and multifor Transport publishes its guidance for modal journeys deliver the same convenience local authorities on the development that consumers have come accustomed of renewed Local Transport Plans. to with having access to the private car. But government also needs to be conscious of ordinary people and businesses. Whilst across Changing business travel the UK we see increased awareness Businesses can play a role in of environmental issues, it supporting these ambitions is important that policy Once by changing the way they over the coming years p eople s conduct business travel is not just top-down e that the e and encouraging their driven, but places r e are alterna employees to make use consumers needs t of alternative forms of and desires right at encour ives, this can a g transport for commuting. the heart of them. e t he change First and foremost, it Behavioural the wa m to y they commu is clear that business change is vital to travel and commuting deliver our policy from thte to and are intrinsically linked. If objectives and for this eir wor k an employee is going to to happen we must place need their car for business bring people along for the travel, it is inevitable that they journey. Ultimately businesses will use this mode for their commute. and consumers will require Reducing grey fleet – the use of a car or access to forms of transport that are not the van that is owned by an employee – for E private car and be empowered to choose

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 business travel, should be an ambition of all organisations and can have a significant impact on reducing an organisation’s environmental footprint. There are a number of things organisations can do to reduce grey fleet, but firstly the requirement to have access to a private vehicle can be removed from employment contracts. Secondly, employees need to work with operators to ensure that schemes are in place for their employees to make use of, such as car clubs, bike share and e-scooters, and access to public transport networks. This can even be expanded further by working with operators to develop mobility-as-aservice solutions, specifically for a business’s employees, which can provide access to a variety of modes in one place and can identify the most suitable modes for journeys. Better transport Once people see the variety of modes available to them and understand that there are alternatives, this can encourage them to change

the way they commute to and from their place. However, the onus cannot just be on consumers and employers. Government at all levels can support this. Developing a comprehensive network of transport options through Local Transport Plans can help people to drive behavioural change. The Department for Transport are already working on guidance for commuting through the Commute Zero Programme, but to make real change and to really incentivise a shift in mindset, it is vital there is cross-departmental work that makes alternatives to the private car a viable option. For example, in France, they have through legislative changes made it possible for private business to provide their employees with a tax-free mobility allowance for use on locally available sustainable transport. Similarly, rules around Benefit-in-Kind Tax require updating to allow flexibility for sustainable travel innovations. One of the ways this currently inhibits access to sustainable forms is by limiting access to shared vehicles. If businesses make car club

or carpool vehicles available, not only for business travel but also for commuting, benefit in kind is incurred and effectively penalises these forms of mobility. Further incentivise could be made through the tax system by putting in tax breaks for making sustainable choices for commuting, such as committing to a salary sacrifice scheme for annual bus or rail season tickets. These are also measures which can help support consumers at a time when pressure is on to see how the government will respond to the cost-of-living crisis.

Clean Air Zones

Reducing grey fleet – the use of a car or van that is owned by an employee – for business travel, should be an ambition of all organisations and can have a significant impact on reducing an organisation’s environmental footprint

Collaboration The key to all these elements is collaboration. Businesses must work with their employees, and operators and government need to support both consumers to make the behavioural change necessary and support operators in facilitating it. Infrastructure, both physical and digital, will ultimately be vital and this requires transport operators and local authorities to work together. The development of concepts like mobility hubs and mobility as a service can deliver the convenience and accessibility required for people to make use of shared and public transport options, and the public and private sector must work together on developing these networks so that consumers and businesses can take advantage of easily accessible and shared multi-modal journeys. L FURTHER INFORMATION

Vattenfall enables new zero carbon last mile delivery hubs for Instabox

Vattenfall and the delivery company Instabox have started an international collaboration to provide charging infrastructure for Instabox’s electric vehicle fleet. By the end of 2022, Vattenfall will operate approximately 400 charge points on Instabox’s terminals in Sweden, Denmark and the Netherlands. Instabox is an international last-mile delivery company that delivers packages for a large number of e-commerce companies. Maria Lindberg, head of electrified heavy transport at Vattenfall Network Solutions, comments: “We are very pleased that Instabox has chosen Vattenfall and Power-as-a-Service for charging infrastructure, at its logistics terminals in three countries. Vattenfall is responsible

for the entire investment for the charging infrastructure which we own and operate. This means that Instabox can focus on their core business of delivering parcels, while we support their switch to electric vehicles,” Vattenfall’s Power-as-a-Service solution provides Instabox with fully managed EV charging facilities at each of their delivery hubs. To this date, Instabox has almost 200 chargers in operation in the three countries and another 200 chargers are planned to be deployed during 2022. Leilei Tong, Head of Sustainability at Instabox, discusses why Vattenfall’s outsourcing solution is integral to Instabox’s approach to sustainability: “Electrification of our vehicle fleet is an important part of our sustainability strategy and long term we would like our entire fleet to be electrified. The framework agreement with Vattenfall and the company’s Power-asa-Service solution means that we avoid high investment costs to enable the transition to fossil-free and feel secure in having a partner with the electric power expertise required to install and operate charging infrastructure for a large fleet of electric vehicles.”

Vattenfall recently released a new white paper, Delivering power for electric vehicle charging hubs, as a guide for last mile logistics companies. The whitepaper outlines the processes, considerations, challenges and benefits of switching to a battery-powered fleet, and offers essential insights for last mile logistics companies who are looking to stay competitive while decarbonising their practices. Delivering power for electric vehicle charging hubs is essential reading for CEOs, CFOs, fleet and energy managers within UK businesses which are aiming to achieve the UKs net zero targets and to optimise their energy efficiency and cut costs. Technical facts about the Instabox hubs: Central AC charger cabinet with 22 kW output per socket. Dynamic load balancing to give as much power to the charging system as possible. L FURTHER INFORMATION

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The ever-changing parts landscape

As one of the new faces at SYNETIQ an IAA company and the UK’s leading vehicle recycling and dismantling companies, client and green parts director Sarah Hirst shares her thoughts on the current green parts landscape and what methods have been established to help elevate some of the growing industry demands. The main purpose of my role at SYNETIQ is to help ensure that as a business we are supporting our customers and clients to the very best of our abilities by offering an irreplaceable service which is then cascaded down through the repair network, resulting in a happy end customer. I do hope that many see us as an extension of their own team and that we’re here to help and provide advice where we can. I am very much in the belief that we are all in this together to help solve


some of the issues we’re facing today. It is essential that insurers and providers work alongside us to ensure parts are put back into the repairer network – this collaborative approach is important now more than ever. When looking back across the last three years, it really has brought to light how fragile the automotive industry’s international supply chain could be. COVID wreaked havoc across supply chains as manufacturing new parts became more and more difficult. It has become clear that with the back-order situation on new parts, end-customers are experiencing longer vehicle off road times. At SYNETIQ, we’ve put procedures in place to ensure we’re supporting these customers and fulfilling their needs. We recently established a dedicated back-order team that looks into issues regarding certain parts that are hugely in demand and focuses on getting as many of these in stock as possible. We also review sales information daily to identify specific parts that consistently sell from vehicles and ensure the parts are added to the


inventory and are available for sale as quickly as possible. We urge our customers to come forward to us with any issues they’re up against as we want to be the solution that ultimately gets vehicles back on the road quicker, gives the end customer a positive experience and provides a cost-effective and sustainable alternative to new parts for the insurer and repairer. I do see collaboration between fleets, repairers, and businesses like ourselves as the answer to many of the problems we’re facing as industry. By working together we can continue to shift the perception of ‘used’ parts and it’s positive that we’re already seeing a shift in the acceptance of using parts as the pressure to be more carbon neutral increases. There is still lots to discuss and ways to improve, therefore I do welcome any questions and queries. Please get in touch if you feel we can help. L FURTHER INFORMATION

Clean Air Zones


Nudging drivers into electric vehicles Clean Air Zones are a practical way to shift people into electric vehicles – not just because it is good for the environment, but also because it improves the quality of life in local communities, writes James Court, CEO of EVA England The uptake of EVs is heading into the next phase of its evolution; growing from the ‘innovators’ (thanks Sir Clive Sinclair), past the ‘early adopters’ such as the first Nissan Leaf, and now into the ‘early majority’ stage. This is a hugely exciting time, with the past few years seeing an incredible pace of change, with all major marques now having EV offerings across most models. This coupled with a growth in reliable charging infrastructure has made the experience of early adopters much smoother than in other technological breakthroughs. Yet there remain barriers. Contrary to some accepted wisdom, chargers are not the biggest blocker to further uptake. Ironically, the biggest current challenge is supply, rather than demand.

is no such thing, and they should stop Simply put, there aren’t enough EVs to trying to mislead people. The satisfy the consumer demand, so it Prius was a great option, seems counterintuitive to still but much like Angry Birds, be advocating for policies One teen vampire movies and to encourage people to thing is the Harlem Shake, it make the change. clear, th belongs in the 2010s. Yet we need to e m ove away fr We will still need look past the current and die om petrol to persuade the ‘early semi-conductor/ sel majority’ to make covid backlog and and ho is obvious, the jump once the remember that pure p current supply issues battery EVs still only one thaefully ease off. Some of this account for around irrevers t is will be around the cost 16 per cent of new car ible point, which for many, sales, with another 15 such as taxis, company cars per cent plug-in hybrids. I or those on salary sacrifice, am not counting the 18 per the total cost of ownership vs E cent ‘self-charging hybrids’, there

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Clean Air Zones

Oxford’s Zero Emission Zone: an incentive to get people into EVs Britains first Zero Emission Zone opened in Oxford on 28 February 2022 and means all petrol and diesel vehicles, including hybrids, will incur a daily charge, while zero emission vehicles, such as electric cars, can enter the pilot area free of charge.

The societal pressure may not be there in judgement on polluting cars, but the improvement to air quality will be felt and in time could also shift the laggards that continue to drive ICE cars in the future.  conventional ICE vehicles has already been smashed, exacerbated by soaring petrol and diesel costs. For others, such as those with driveways, the maths still adds up, but its more complicated to compare and we may only see the more casual driver pay attention when the ‘sticker price’ has reached parity. We are still a few years away from that, so we will need to consider how to continue to encourage the transition and keep up with the trajectory that is crucial to meeting our carbon targets. As many of you will have seen, the plug-in grant has now ended for cars, taking away a key policy to bridge the initial cost gap. The government, as well as local councils, need to look at other areas to influence change. One way would be the carrot and the stick. The carrots rewarding EV drivers, through tax incentives such as Benefit In-Kind and super-deductions. This is happening, but there is uncertainty, as with so much in the current UK political scheme, over their futures as well as the limited impact they have on many non-commercial/company drivers. Some would also argue that the stick is not strong enough, but during a cost-ofliving crisis it would be a brave chancellor that increases fuel duty at this point.


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Behaviour change This brings us to the fabled ‘Nudge’ theory, which promotes innovations such as green license plates, congestion zones and clear air zones, as discussed more broadly in this month’s edition. These policies can bring huge behaviour change, at a low cost to both consumers and government. We have seen the impact of these measures elsewhere, such as the 5p plastic bag charge. This has been a phenomenal success, with a staggering 95 per cent reduction in single use bags since its introduction in 2015. Clean Air Zones in particular are a very practical way to not just shift people to EVs because it is good for the world, but also in improving the quality of life in their own community. I’m sure I was not alone in noticing the difference in air quality during lockdowns, and as a proud Devonian expat living in London, I breathe a literal sigh of relief when I return home. The societal pressure may not be there in judgement on polluting cars, but the improvement to air quality will be felt and in time could also shift the laggards that continue to drive ICE cars in the future. Norway (it’s nearly always Norway when discussing how to do this well) have other

The charge will vary from £2 to £10 per day depending on the emission levels of the vehicle. Automatic number plate recognition (ANPR) cameras have been installed to enforce the zone. A range of exemptions and discounts are available for businesses and residents in the zone. Launching as a pilot, the ZEZ will allow Oxfordshire County Council and Oxford City Council to gain useful insights before introducing a larger ZEZ covering most of Oxford city centre next year (2023), subject to further public consultation. The ZEZ pilot will operate from 7am - 7pm, all year around. It charges for driving a polluting vehicle can be paid up to six days in advance, on the day the vehicle is driven in the zone, and up to six days after the vehicle has been driven inside the zone. Funds raised by the ZEZ will be used to cover implementation and running costs of the scheme. Any remaining funds will be used to help residents and businesses make the transition to zero emission vehicles, and on other schemes that promote zero and low emission transport in the city.

nudges on drivers, such as allowing EVs to use bus lanes and even emergency lanes during busy times. The frustration of seeing a green flash on the number plate breeze through traffic is one that may do it for many drivers. Other initiatives such as free parking for EVs and reducing parking spaces for vehicles are also common and have been effective, acting as a de facto clean air zone. One thing is clear, the move away from petrol and diesel is obvious, and hopefully one that is irreversible. However, the pace of change is also crucial, we cannot wait until 2034 to shift, and policies outside of tax and grants need to be rolled out more widely. L FURTHER INFORMATION

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Juice Booster 2 makes going electric fast, easy and economical Portable wall boxes close gaps in the charging network by enabling you to charge precisely where your car is parked for certain periods of time. Increasing use of such units can make the switch to electric mobility faster, more flexible and economical

Electromobility must become easily accessible to all. Employers can already make an important contribution in this regard, to further promote electromobility. However, the transition to electrified cars is not a simple vehicle replacement process but involves a decisive change in mentality, and as such, raising awareness among drivers about the importance and advantages of going green as well as providing practical possibilities to recharge vehicles easily, so that charging an e-car will become as easy as recharging a smartphone. At the end of last year, the Government confirmed that all new heavy goods vehicles in the UK will be zero-emission by 2040. As direct result, most commercial companies are accelerating the usage of zero-emission vehicles to avoid missing decarbonisation targets. Consequently, most fleet managers are equipping themselves by installing wall boxes on their premises, while waiting for the infrastructure to be available. Juice Technology, a Swiss company globally active, producer of charging solutions and software for electric vehicles, is making this change already possible by ensuring a smoothest and most cost-effective transition. As establishing comprehensive, broad-scale charging infrastructure will take some time, yet, for a daily recharge good for 30 to 40

km it’s not necessary anyway to drive to a public charging station to charge. Plugging your e-car in at your employer during the day or overnight at home is enough. For one thing, how long you charge isn’t relevant in such scenarios, and more frequent, slow AC charging also conserves your battery. Portable wall boxes close gaps in the charging network by enabling you to charge precisely there where your car is parked for certain periods of time. Increasing use of such units can make the switch to electric mobility faster, more flexible and economical. The company’s product portfolio includes alternating current (AC) and direct current (DC) charging stations, ranging from portable devices to large fast chargers. Juice has dominated the market for mobile 22-kW charging stations since 2014 and from then on Juice has teamed up with fleet operators to make switching to electromobility an easy and smooth process. A milestone was laid by the successful cooperation with Athlon, the leading provider of vehicle leasing and fleet management in Europe, which is part of Daimler AG. With the Juice Booster 2 and individually tailored adapter sets, a tailor-made offer was created for fleet operators. In this way, Juice was able to prove that its mobile charging solutions are particularly attractive for the electrification of entire vehicle fleets

because they make the switch to electric mobility quick, easy, and convenient. Juice and Athlon are together developing a range of equipment packages ideally geared to ensure vehicle fleet operators access to power sources for their electric vehicles at any time, and to help push the electrification of vehicle fleets. The Juice Booster 2 is TÜV-certified, meets the latest IEC 62752 standards, and enables single-, 2- or 3-phase charging of e-cars at a current of up to 32 amps. This mobile charger is reliable and safe, intuitive to operate, and ideally suited for use in any country. “Our JUICE BOOSTER 2 is a mobile wallbox, a three-in-one solution that can cover any and all applications that electric charging demands: whether as a fixed-mounted wallbox, a mobile charging station, or as a Type-2 charging cable for recharging in public spaces”, says Christoph Erni, founder and CEO of Juice Technology. “The drive-over-resistant Juice Connector plug specially developed for the Juice Booster 2 charger ensures easy, safe and reliable charging and, thanks to the fully automatic adaptor recognition function, the Juice Booster 2 regulates the maximum possible charge power all on its own. Juice charging equipment monitors all household plugs by means of a patented temperature sensor system - an essential safety feature for preventing overheating and thus any potential smouldering fires.” The Juice Booster 2 is compatible with all electric cars equipped with a Type-2 or Type-1 charger connection. The integrated DC and AC fault (residual current) detection trips effectively at the specified value, eliminating the need for any additional, expensive residual-current circuit breaker in the feeder line. The five-meter-long cable and theft-proof lockable adapter lends e-car drivers flexibility as to where they park and their vehicle’s position for charging. Juice Technology landed in Britain earlier this year thanks to the establishment of Juice UK and Ireland which included a dedicated sales team that fleet management companies are already relying on. L FURTHER INFORMATION



Clean Air Zones


Oxford’s Zero Emission Zone Councillor Tom Hayes, deputy leader and cabinet member for green transport and Zero Carbon Oxford, discusses the city’s recently introduced Zero Emissions Zone and the affect this is having on the area and local businesses Oxford launched Britain’s first Zero Emission Zone in February. What affect did the announcement of the scheme have on local businesses and residents last year? And what impact do you think the zone will have this year?

vehicles until 2025. Registration to apply for the scheme opened in December in order to allow businesses at least six weeks to register their vehicles. In addition to ensuring that the charging schedule was reasonable and proportional for business affected, we have provided businesses with advice and support on how to transition to zero emission vehicles assisted by the Energy Saving Trust, Tom Hayes: The Zero Emission Zone was first ahead of the zone’s implementation. We are announced in 2018 and has been developed continuing with this support for the pilot and over the past five years in partnership with as we prepare for the wider scheme roll out. businesses and residents within Oxford is not alone in introducing the zone. When necessary, an emission based scheme we have updated the – Birmingham, Bath, and “We proposals timelines in Portsmouth have all h ave see response to what is introduced Clean Air n several best for businesses. Zones, and London c o m panies moving This is one reason why has expanded its we introduced a partLow Emission Zone. Oxford to electric in a h time Zero Emission Businesses across the e a d Zero Em o Zone from 7am to 7pm, country are adapting ission Zf the and have applied a to similar schemes and launch” one charge for non-compliant changing their practices to vehicles rather than help clean up our air. banning them completely. We have seen several As part of the pilot scheme, companies moving to electric vehicles registered to an individual in Oxford ahead of the Zero Emission business in the zone are eligible for a 90 Zone launch, this includes our own wholly per cent discount for a maximum of 10 owned company, ODS which has purchased



several electric vehicles including an electric refuse collection truck. With the start of the pilot zone, we hope to see all deliveries made within the zone using a zero emission delivery. There are a number of zero emission delivery companies already operating in Oxford and we hope that this market will develop to accommodate deliveries within the zone. Having first declared a Climate Emergency in 2019, the council recently revealed it was pursuing a strengthened definition of Net Zero. How will this improve efforts to reach zero carbon across operations by 2030? Tom Hayes: We adopted a strengthened definition of Net Zero following advice from our Scientific Advisor, Professor Nick Eyre and the emerging consensus is that Net Zero can be achieved by working to reduce emissions as far to zero as possible, relying on offsets only as a last resort to deal with any residual emissions. We always said that we would act in listen to the science and act in line with what the experts are saying, so that our public can have confidence in our plans and join us in

Oxford is seeking to achieve a 25 per cent reduction in road transport by 2030. Can local action, building on behaviour changes during the pandemic, prove sustainable without renewed government investment? Tom Hayes: In order to achieve a zero carbon transport network in the city by 2040, we are wanting to reduce vehicle usage by 30 per cent by 2040, and as part of this journey we want to achieve a 25 per cent reduction by 2030. In order to achieve this we need to cycling, walking, home-working, car sharing and car clubbing across the city. The pandemic saw a sudden shift in how we move, and here it Oxford was no different. During the first lockdown, we saw a 60 per cent reduction in NO2 levels in Oxford due to the significant reduction in fossil fuel traffic – this is the lowest level recorded in the city since we first starting monitoring air quality in 1996. Alongside this, data from Oxfordshire County Council found that between 23rd March to 31st December 2020, traffic levels reduced by 35 per cent in Oxford’s city centre. Coming out of the pandemic we’ve been working to build back better to help

“In order to achieve a zero carbon transport network in the city by 2040, we are wanting to reduce vehicle usage by 30 per cent by 2040, and as part of this journey we want to achieve a 25 per cent reduction by 2030.” encourage and support this transition. In order to do this, we need a strong public transport network, as well as support for cyclists and pedestrians. We are working with the County Council to create a sustainable and reliable transport system which includes a city wide workplace parking levy, traffic filters and a wider zero emission zone, together with improved public transport and cycle routes. Buses are vital for us to achieve this goal, and we have seen in recent months the need to support our buses which are still recovering from the pandemic. In order to achieve this, the Government needs to make long-term commitments to funding and protect our local communities, our economy and our jobs, which depend on bus travel. One, full, double-decker bus can take up to 75 cars off the road, which means fewer private cars, less congestion, quicker and more reliable journeys, and a low carbon transport network. What is the Zero Carbon Oxford Partnership? Tom Hayes: The Zero Carbon Oxford Partnership is a group of major businesses and organisations that support the ambition

Clean Air Zones

decarbonising. The strengthened definition means that we now have a more accurate description of our existing plans, rather than a changing our current level of ambition. We will be continuing to reduce our emissions by 526tCO2 each year through replacing our gas boilers, decarbonising our fleet vehicles, and looking for opportunities to support local renewable projects.

of achieving net zero carbon emissions as a city by 2040. The partnership replaces the Low Carbon Oxford partnership which was established a decade ago and shifts the focus more strongly towards organisations working collaboratively to achieve net zero by 2040. The work of the partnership is informed by the Zero Carbon Oxford roadmap, which was published in July 2021, and develops a comprehensive action plan covering all of the city’s major sources of emissions – most prominently transport and buildings. Over the past few months the Steering Group has been working on several Sprint Groups looking at key areas where rapid progress is necessary including building retrofit and active travel. In November the partnership wrote to the Government, welcoming the start of the COP26 summit and highlighting the need for concentrated action from Government. In February, the partnership met in person for the first time since its creation, and it was wonderful moment to have everyone together. I am excited to see how it will progress over the coming months and years. L FURTHER INFORMATION

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Clean Air Zones


How road pricing is transforming London Targeted road pricing, alongside better sustainable travel alternatives, has transformed air quality and transport in London. Here’s how London’s road pricing schemes work, what benefits they’ve achieved and how the city got to this position The UK capital has three zonal road pricing schemes with distinct boundaries. The largest, the Low Emission Zone (LEZ), covers nearly the whole metropolitan area (1,580 km2) and is focussed on the most polluting large and heavy vehicles. The Ultra Low Emission Zone (ULEZ) now covers all of inner London (381 km2) and targets the oldest, most polluting private cars, vans and motorcycles. The Congestion Charge is the oldest scheme, and applies to petrol and diesel vehicles in the very centre of the city (21 km2) regardless of their emissions. Before the Congestion Charge zone was launched in 2003, private vehicles clogged the roads and the time lost to congestion cost the economy up to £4 million per week. Until the ULEZ was introduced in 2019, meeting current legal pollution limits was set to take almost 200 years – now, London expects to meet this milestone by 2025. This is what cities considering road pricing – to tackle congestion, vehicle emissions and/or air pollution – can learn from London’s experience. What has London achieved? London’s road charging schemes have each been designed to meet specific outcomes.


The ULEZ targets air pollution. It is designed In 2018, for the first time since records to help London meet UK legal limits for began a decade earlier, London got through nitrogen dioxide (NO2) (40 µg/m3 annual the full month of January before the city mean) no later than 2025, and to fulfil the breached legal air quality limits for short Mayor’s ambition of achieving the World term NO2. This was credited largely to Health Organization interim target for the introduction of the Toxicity Charge (or particulate matter (PM2.5) (10 µg/m3 annual ‘T-Charge’), a precursor to the ULEZ, in mean) by 2030. Launched in April 2019, it October 2017. Between 2016 and 2020 covered the Congestion Charge zone London’s NO2 pollution declined before being expanded in 2021. at five times the average rate Within the first ten months of the rest of the UK. Until the central London ULEZ The LEZ was first ULEZ w a s helped to reduce NO2 introduced in February introdu concentrations within 2008 to bring London c e d , mee the zone by 44 per into compliance with pollutio ting legal cent and PM2.5 legal limits (40 µg/m3) n limits w to take concentrations by for coarse particulate a s set almost 27 per cent. By late matter (PM10). 2 0 0 years – now it 2019, the number of London met the legal s ex Londoners living in limits for annual mean to be m pected areas with illegal NO2 PM10 the same year. In et in levels had declined by 90 2012 the scope of the LEZ 2025 per cent from 2016 levels. was expanded and standards Compliance rates are high. tightened. This was the first year Within the first month of the ULEZ that London met the short-term legal expansion, compliance in the larger zone limits for PM10 (a 50 µg/m3 daily mean, not had reached 92 per cent – up from the 39% to be exceeded more than 35 times per year). of vehicles meeting ULEZ standards when In March 2021, the LEZ was tightened the scheme was announced in 2017. further to target nitrogen oxide (NOx)


Benefits outside of the city Vehicles passing through the London LEZ and ULEZ meeting higher pollution standards go on to drive through 95 per cent of the major towns and cities in England and Wales, with a combined population of 18 million people. The success of London’s approach has also accelerated national policies to reduce air pollution, with Clean Air Zones based on the structure of the LEZ and ULEZ now introduced in Birmingham, Portsmouth and Bath, and others planned elsewhere. How did London get here? The idea of using road pricing to reduce congestion in London has a long history. The more recent LEZ and ULEZ emerged following the success of their predecessors amid rising concerns about air pollution. As early as 1964, a feasibility study concluded that congestion pricing in the city centre would

improve traffic, benefit the city’s economy and raise revenues. And yet, the Congestion Charge was regarded as a huge risk, even on the eve of its implementation. A spokesman for Transport 2000 (now Campaign For Better Transport), an environmental transport pressure group, is quoted as saying ‘nothing on this scale has been tried before in Europe. There have been decisions made in the planning that have been, not stabs in the dark, but best estimates. [Mayor Ken] Livingstone’s got a lot of courage.’ The press was strongly against it, despite most Londoners being in favour. The scheme has since become a normal feature of London life and, since the removal of the western extension in 2010, no serious candidates for Mayor have proposed reducing or removing the scheme. The idea of using road charging to reduce pollution was first suggested soon after the introduction of the Congestion Charge, but has taken many years and two more Mayors to become a reality. Introducing and developing road pricing in London was not politically or technically easy, but the results speak for themselves. What can other cities learn from London’s experience? London was granted crucial legal powers to enact road pricing through the Devolution Act (1997) and the Greater London Authority Act (1999). At the time, road congestion in central London was a clear problem and the first Mayor of London, Ken Livingstone, was elected the following year on a pledge to introduce congestion charging. Coupled with successive mayoral commitments in the face of opposition, this popular mandate was vital to its deployment. Similarly, current Mayor Sadiq Khan was first elected on a promise to bring forward the ULEZ first proposed under Mayor Boris Johnson. He was re-elected on a commitment to expand the zone. Mayor Khan’s administration spent its first months in office understanding just how bad London’s air quality was and educating Londoners about it, including through the Breathe London project – helping to provide the platform needed to roll out clean air policies. In parallel to the information campaign, Mayor Khan was clear in telling Londoners what would happen and when, giving them ample time to prepare. Conversely, the failure of a western extension to the Congestion Charge zone, which increased the size of the zone by a third from February 2007 to December 2010, underscores the importance of strong local support. While the main central zone has remained widely popular, insufficient local consultation and consent for the western extension meant that Ken Livingstone’s successor, Boris Johnson, was able to win the mayoral election in 2008 in part on a promise to repeal it. Make evidence-based and transparent decisions Decisions about the design and implementation of area-based road pricing are sensitive and complex. A strong evidence base is vital to making the case for action, and addressing drawbacks and stakeholders’ concerns.

Since 2006 London has maintained a detailed inventory of air pollution sources, the London Atmospheric Emissions Inventory (LAEI). The inventory is updated and improved every two to three years. The LAEI allows the city to understand the proportions of pollution emitted by different sources and, crucially, provides a robust basis on which to model the likely impacts of different options for road charging. The LAEI is published as open data, enabling public scrutiny and boosting confidence in the evidence underlying the decision to proceed with schemes like the ULEZ. The LAEI is one part of the evidence base London has built to understand the likely impact of road charging and to make an effective case. An early study of road pricing options was crucial in making key decisions about the original Congestion Charge, such as the area affected, the charges and which groups should receive concessions. In 2015, London commissioned a world-first study of local health impacts associated with NO2. The ULEZ and its expansion drew on public consultations and a broad evidence base. Crucially, detailed assessment of the impact on individuals and small businesses lead to the creation of measures to support lowincome and disabled Londoners, and small businesses. While most Londoners – especially lower-income Londoners – don’t own cars and already used public transport, measures such as a scrappage scheme have helped to mitigate the impact of the ULEZ on the least well-off without diluting air quality benefits. Monitoring is critical to inform continued improvements and demonstrate the effectiveness of the schemes. Continued air quality monitoring, including through Breathe London, has allowed the city to communicate the rapid and sustained air quality improvements the ULEZ has delivered. Following a two-year pilot phase, Breathe London Blueprint: How cities can use hyperlocal air pollution monitoring to support their clean air goals was published in February 2021. It captures the lessons learnt from the project and gives guidance to other cities on how to achieve similar results.

Clean Air Zones

emissions and now operates alongside the ULEZ, helping London to comply with NO2 legal limits. The Congestion Charge was introduced to tackle chronic traffic congestion in central London. In the first year of congestion charging alone, London enjoyed a 30 per cent reduction in traffic congestion and a 30 per cent increase in average speeds, while bus passenger numbers rose 38 per cent. Alongside their intended aims, the schemes have delivered co-benefits for climate change, air pollution and congestion (where relevant). For instance, the central London ULEZ has also reduced CO2 emissions from transport in the zone by around six per cent, and helped to ease congestion with around 13 per cent fewer vehicles on the roads during peak hours. Any income left after operating costs is reinvested in London’s transport infrastructure. In 2020 alone, the combined net income from the Congestion Charge, LEZ and ULEZ was £232 million, with the Congestion Charge accounting for the greatest share. Turning over road space to other users has created a more efficient transport system that can accommodate more people. This is important, given that London’s population has grown more than 20 per cent since 2000. Road charging, combined with other improvements, has helped London to achieve a significant transport modal shift. By 2019 trips by private car were 14.7 per cent below 2000 levels, while public transport use, walking and cycling were all up. Of course, the COVID-19 pandemic has disrupted public transport use since March 2020, though car tips also continued to decline. In 2018 the Mayor’s Transport Strategy, linked to the London Environment Strategy, set a goal for 80 per cent of all trips in the city to be made by walking, cycling or public transit by 2041, up from 65 per cent in 2018. More recent commitments to achieve net-zero carbon for London by 2030 mean that this target is likely to be accelerated. London needs an additional 27 per cent reduction in vehicle kilometres travelled to meet net zero and this, in turn, will likely require further refinements to London’s road charging schemes.

Build a coalition of supporters Alongside a strong popular mandate and solid evidence of the expected benefits and disadvantages, mayors need a coalition of powerful supporters to navigate and counter opposition, as well as to catalyse wider public support. Cities implementing road pricing are likely to encounter fierce opposition. In 2003 London, a diverse range of groups, including workers at Smithfield meat market, theatre and restaurant staff, and diplomats at some London embassies, were vocally against the Congestion Charge. The press raised doubts about whether the technology would work, whether the extra buses could cope with the extra load, and whether the zone was big enough to be worthwhile. More recently concerns have been raised about the affordability of the ULEZ for the least well off Londoners, the effectiveness of the scheme in reducing pollution and whether the zone is too big. E

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 Mayor Khan has worked with local groups including Mums for Lungs, Choked Up London, local health professionals, sustainable transport groups and others to build a coalition of advocates for the ULEZ and its expansion. Building a broad range of supportive voices has helped to increase the chance of people hearing positive messages about the ULEZ from people they trust. London also developed resources like the Guide for monitoring air quality to support these groups. In 2003, Mayor Livingstone worked with London First, a coalition of the biggest private companies in London, to make the case, understand their concerns and secure their support. This good relationship has been maintained by successive Mayors, meaning that London First has remained a supportive voice as London’s road charging schemes have evolved. Equally, while the Greater London Authority (the Mayor’s Office) had the power to introduce road pricing, implementing it required the support of local government and business. London’s borough councils, for example, would need to grant planning permission for poles to support cameras, without which there could be no automated vehicle recognition system. Clearly explain the scheme Even when a Mayor is voted in on a pledge to introduce road pricing, the public’s support can quickly be lost if the details of the proposed scheme are considered unworkable or are not well understood. Building on public consultations and a public awareness campaign about air pollution London used a range of approaches to make sure that people knew that the ULEZ and its later expansion were coming, and what they needed to do about it. The publicity campaign ahead of the ULEZ expansion included posters on the roads and on the public transport network, adverts on radio stations popular with drivers, traditional and social media engagement, and advertisements on local television. Targeted messages were also sent out to residents near the boundary and around a million owners of cars detected in the zone. These efforts have helped to keep public opinion on the Mayor’s side, with polling suggesting that over half of Londoners supported the ULEZ expansion in the run up to the launch. Polling has also indicated that the previous schemes were most popular after they launched, once people had time to get used to them. Provide real alternatives from the outset When the Congestion Charge was introduced in 2003 London already had a good, integrated public transport system including an underground metro and network of buses. The deployment – on the first day of congestion charging – of 300 new buses with new routes and more frequent services, and the designation of 8,500 park-and-ride spaces, gave drivers additional travel alternatives. Ongoing investment under successive mayors has led to upgrades to the metro, bus, bike and pedestrian infrastructure that have further


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improved travel across the city. Without major transport improvements at inception, and ongoing investment, road pricing would quickly have lost public support. The ULEZ, like the Congestion Charge, is a central part of London’s comprehensive transport strategy. By integrating the ULEZ into the current Mayor’s Transport Strategy, London has been able to align the role of the scheme with other investments to promote a shift to sustainable modes, such as the extension of underground and metro rail lines, greater accessibility across the network and the reduction of emissions from buses and other public transport assets. Ringfence revenues to invest in transport improvements The ULEZ and LEZ are not intended to make money, and as compliance continues to improve net revenues will decline. Still, the ringfencing of net revenues from road charging for sustainable transport investments has been crucial to public acceptance and to funding the ongoing improvements. The re-investment of revenue raised is a legal requirement for Transport for London, which operates the scheme. A guide to London’s road pricing London’s road pricing is automated using number plate recognition software and cameras that monitor all entry and exit points, as well as roads within the zones. UK registration numbers include information on the age of the vehicle, which can be used to establish whether the vehicle meets emission standards (applied progressively based on vehicle age). Non-compliant vehicles are checked against a database of payments or registered exemptions. If no match is found, a fine is issued. Charges can be paid automatically, up to three days after the journey or up to 90 days in advance, through an app, online or by telephone. Charges are additive – a vehicle that doesn’t comply with the ULEZ will be required to pay the ULEZ and the Congestion Charge if it drives into central London.

Ultra-Low Emission Zone imposes strict emissions standards for all vehicles. The zone operates 24 hours a day, every day of the year except 25 December (when there is no public transport). Vehicles not meeting ULEZ standards must pay a daily charge, currently ranging from £12.50 for cars to £100 for lorries. The ULEZ standards are Euro 3 for motorbikes, Euro 4 for petrol vehicles, and Euro 6 for diesel vehicles and heavy vehicles. The Low Emission Zone charges the most polluting, heavy diesel vehicles entering the larger Greater London zone. The LEZ standards were strengthened in March 2021 and are currently Euro VI for most vehicles. For some vans and minibuses, the standard is Euro 3. The zone is in operation at all times, with charges set at £100 a day or £300 if the Euro IV standard is not met. The Congestion Charge zone, meanwhile charges vehicles to enter central London. Charges apply on weekdays from 7am to 6pm, and 12pm to 6pm at weekends and on public holidays. The daily charge is currently £15, with a surcharge if it is paid after the day of travel. Over 19 years of operation the cost of the charge has been raised by each mayor to retain the deterrent effect. Residents of the Congestion Charge zone receive a 90 per cent discount and disabled drivers, emergency vehicles and others are exempt. Exemptions for less polluting vehicles, such as hybrids, have been reduced over time and will be fully removed in 2025 – these vehicles still contribute to congestion. L

This article was first published on the C40 Knowledge Hub, which offers unprecedented access to the practical experience and tried-and-tested approaches of cities already implementing climate solutions. FURTHER INFORMATION

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Almost fifty electric vehicles drove the length of Britain during the 2022 Great British EV Rally, sponsored by Lex Autolease, to demonstrate the capabilities of EVs and the public charging infrastructure. Here’s how they got on



Advertisement Feature Written by Lee Sibley, co-owner, Green 2 Delivery

Continuing the electrification journey After driving more than 1,200 miles in a pair of electric vans during the Great British EV Rally, Green 2 Delivery are ready to continue their electrification journey. Co-owner Lee Sibley shares his experience Lee Sibley and Jason Atkins are the co-founders of Green 2 – a brand new, fully sustainable two-person delivery business, providing an environmentally friendly alternative to the fossilfuel networks currently operated by others. The company’s mission is to be at the forefront of the green distribution solution for e-commerce and retailers and help to reduce the environmental impact of the current home delivery sector. Green 2’s network has been created specifically to cater for current electric delivery vehicles allowing for a full UK mainland next day operation. Strategically placed depots will mean a more “localised” personal service along with dedicated charging stations incorporating solar and wind generation infrastructure. The company provide expert supply chain solutions for retailers and brands that aid

in getting their products to the end-user in a timely, sustainable and safe manner. So, what better way to showcase the vehicles that will support their business model than to take place in the Great British EV Rally (GBEVR) – an event put on by GreenFleet – which saw several teams drive electric cars and vans from John O’Groats to Land’s End over the course of a sunny week at the start of July. One thing the experience did reveal was the need for separate commercial chargers, according to Green 2 co-founder Lee Sibley, to avoid competing with the general public across the network. He said: “One challenge was competing with the public at chargers and making sure that you used ones which were slightly out of the way. “The charging infrastructure throughout was amazing and there really is no issue around being able to get a charge. When you’re travelling on some of the main motorways you do have to

consider the fact that you may have to wait a little longer for a charger to become available.” This didn’t, however, take anything away from Green 2’s enjoyment of participating in the event and the sense of togetherness felt by completing the challenge alongside many other electric vehicle (EV) enthusiasts. “The collaboration from all the teams that took part, and the togetherness was amazing. It was a great event and a real showcase of what electric vehicles and vans can do. “The vans were amazing. Yes, the distances were a little bit of a restriction compared to the cars which meant we were always behind at the check points. However, overall, they performed well and there wasn’t too much of a problem.” With more than 1,200 electric miles under his belt, Lee is also keen to pass on some top tips to help EV drivers extend the range of their vehicles. “Coasting is key! When on dual carriageways accelerate at the top of the hill to gain the highest speed and then coast without re-gen on. This helps get the most out of the range even extending it by as much as 10-20 miles on a long trip.” John Keogh, Rygor owner-director, provided the vans for Team Green 2 and had them sign-written. He said: “Jason and Lee are committed to building a delivery business with a focus on positive environmental impact and sustainability at its heart. It was a pleasure to be able to support them with the loan of two Mercedes-Benz eVito vans for the week, along with the delivery and collection of the vehicles to help make their mission a little bit easier! “It was brilliant to be able to join the guys on the final day of the event, on the Bristol to Cardiff leg of the journey. It was an incredible morning and the eVitos drove like a dream. Well done to both Lee and Jason on their achievement of completing the EV Rally!” Team Green 2 were also assisted by Jamie Fretwell and James Venables from Mercedes-Benz Trucks UK. Along the journey Lee and Jason checked in and charged up at several landmarks including Loch Ness, the Angel of the North and Bristol & Bath Science Park. Despite some challenges on their journey, Lee says the company is looking forward to participating in the event again next year. For Green 2 the journey towards electrification continues. L FURTHER INFORMATION



GBEVR Xtra: Sponsored by

Image courtesy of Webfleet

Great British EV Rally

A cause for collaboration! Over 1,200 miles, through three countries, and witnessing impressive charging innovation, almost 50 electric vehicles drove the length of Britain during the 2022 Great British EV Rally, sponsored by Lex Autolease. Richard Gooding was there to experience the technology, collaboration and camaraderie Following the overwhelming success of the EV Rally Of Scotland (EVROS), organised by GREENFLEET against the backdrop of the COP26 in November 2021, there was clear impetus for an even larger event to demonstrate EV charging infrastructure, as well as clean and innovative vehicle technology. In July 2022, the baton passed to the Great British EV Rally (GBEVR). Showcasing electric vehicle charging infrastructure across the whole of mainland Britain, from the tip of northern Scotland down to the southwest corner of England, GBEVR was sponsored by the UK’s leading leasing specialists, Lex Autolease, and Team Lex was headed by Chris Chandler. Demonstrating the roles that EVs can play in UK fleets – that no matter what the job, there is likely an EV available that can perform the task – even from the outset, GBEVR was on a scale not yet seen for

Why an electric vehicle rally? a GREENFLEET or ‘Fleet EV’ event, and The UK needs to show why it aims to much larger than EVROS. Whereas EVROS lead the world in embracing the witnessed 23 EVs taking to the roads very latest in innovative of Scotland, double (46) drove practices. ‘E-mobility’ and the length of the country the decarbonisation of as part of GBEVR. T transport is seen as a key The rally began at the GBEVR he f e element to help shift Castle & Gardens of a t ured teams o towards net zero and Mey on 4 July and f drivers and ‘ea cleaner future, and finished at Land’s End when it comes to EVs four days later. Ten compri navigators’ sing ma and infrastructure, the checkpoints, coupled the big UK fleet sector has with six endpoints, gest nany of a huge role to play. punctuated the fivem e s in the E GBEVR also day road trip, with V industr showcased the cars heading along the y supporting services and north coast of Scotland solutions that make EV use and down the western side a very viable option for any of the country, the vans driving UK fleet, including breakdown, south down the ‘Electric A9’ and the recovery, maintenance, telematics, eastern side. Both routes joined up on day tracking and even driver training. E three to continue the journey to Cornwall. Supported by


Great British EV Rally

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“The Great British EV Rally is incredibly important for the AA, because the future is electric. At the AA we’re looking at it from learning to drive, buying or leasing a car, and for breakdown perspective.” Edmund King, President, AA

 Following the EVROS event, some key partnerships were renewed. AA was the roadside assistance partner and Maxus the event logistics vehicle partner. Daily driving training and tips were provided by Drivetech, and LOCALiQ, part of Newsquest, was the media partner. Finally, Webfleet Solutions took the role of technology partner (see ‘Crunching the charging numbers’), monitoring the teams during the event. Innovative tracking technology was fitted to a participating vehicle from each team with progress broadcast online over the route. New 2022 partnerships included event vehicle partners BCA and cinch, vehicle cleaning partner Karcher, and Siemens. Collaboration a key factor Key to GBVER was collaboration, and as well as the partnerships, a key charging cooperation was put in place by Paua, with its Paua charging card. Drivers used the card to charge their vehicles when at a charging point, with charging providers ChargePlace Scotland, Swarco and Gridserve – permitting use of its Electric Highway hubs – all collaborating to provide drivers with free charging. Thanks to the wide expertise of these charging partners, the 1,200+ mile GBEVR route was able to take in a few of the UK’s most iconic landmarks, and use charge points as official checkpoints.



Host authorities played their part, too, with the staff and facilities of Dundee City Council, Leeds City Council and West of England Combined Authority welcoming teams and drivers at various stages throughout GBEVR. Zap-Map provided access to its ‘Premium’ online charging network maps for the duration of the event. Navigating the route The GBEVR idea was a relatively simple one. Featuring teams of drivers and ‘e-navigators’ comprising many of the UK industry’s biggest names in either electric cars or electric commercial vehicles, drivers stopped at predetermined checkpoints each day en-route to that day’s final destination. At each checkpoint they would take a picture to show they had visited – scanning a QR code to ‘check-in’ – and to share across social media platforms, using pre-defined hashtags. Each vehicle carried eye-catching branding, and throughout the event, motoring journalist and presenter John Curtis, and EV adventurer Chris Ramsey were reporting on the drivers’ progress, broadcasting live across social media. Day one saw the teams set off from Castle & Gardens of Mey in Scotland, before hopping the short distance across to John O’Groats near Wick to take in the first notable landmark, and of course, the traditional starting point for any north to south UK driving event. There were some very brightly coloured vehicles on the starting grid for John Curtis to meander his way through on the grid walk; these very same vehicles brightening up a very cloudy John O’Groats, ready to be waved off by Chris Ramsey. Champion partner teams driving GBEVR included the AA, bp pulse,, DPD UK, Drivetech, Ford Pro, sustainable two-person delivery business Green 2, Kärcher, Maxus, Mitie, National Grid, OVO Energy, and Paua. As well as seeing key collaborations renewed, GBEVR also welcomed back a group of friendly rally ambassadors into its E

Showcasing electric vans at GBEVR One thing that Green 2’s participation in the Great British EV Rally did show was that electric vans work well. Yes, we might have experienced some occasional problems with charging infrastructure, but overall, the vans fared well. It is important that events such as this provide a ‘demonstration’ of UK EV charging infrastructure, combined with clean and innovative vehicle technology. This is exactly what the Great British EV Rally (GBEVR) did and me and co-owner Jason were proud to be a part of it. The sense of togetherness and camaraderie from everyone who took part in the event is something that I will never forget. Ahead of the Rally I commented that cars would not have a problem completing so many electric miles and that proved to be the case. Us van drivers probably did experience a few more issues such as less range on the vehicles, smaller spaces to park in when charging, and competing for availability of chargers across the public network. This does illustrate the need for separate commercial charging. Of course, this is something that we are looking to address ourselves by adopting strategically placed depots with dedicated charging stations where vehicles can charge up. Our plans continue to ramp up and we recognise that doing this takes a lot of money, time and importantly infrastructure to get it correct for businesses. We’re a disruptor that is making it happen and remain resolute in our ambition to create the UK’s first 100 per cent net ero delivery solution. By taking part in the Rally, we wanted to simulate how larger goods, driven by 2 people, can get from one end of the British Isles to the other, on electric. We have shown that this is achievable and look forward to continuing to build relationships across the supply chain, with retailers and the electric vehicle sector more widely. L

Great British EV Rally



Lee Sibley, co-owner, Green 2 Delivery

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We provide a sustainable two-person delivery solution for retailers throughout the UK. From doorstep delivery, through to assembly or install and removal of old products for recycling. As a company our aim is to become the first 100% zero-emissions delivery solution in the UK, greatly reducing the environmental impact of the home delivery sector. A customer-centric delivery solution that has a positive impact on the future of our planet. 03300 887 562


are the future of logistics

Great British EV Rally

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 embrace, all drivers who had also taken part in EVROS last year. Guinness World Record holders Kevin Booker and Fergal McGrath were in a Kia EV6 representing Team BP Pulse, while Sara Sloman and Linda Grave were in a Volkswagen ID 4 driving for Team Kärcher. The Jaguar I-Pace of Sam Clarke represented Team Lex, and the BBC’s Paul Clifton – also part of the Guinness World Record breaking trio – drove for Team National Grid alongside his daughter Frankie. EV commercial vehicle man Paul Kirby was ensconced in Maxus eDeliver electric vans for the event’s duration. First stop for the cars was Durness, followed by Fort Augustus at one end of Loch Ness, where teams eyeballed the commercials at Dores Beach, at the opposite end of the famous stretch of water. The cars carried on to Fort William and Oban, while the van drivers ended their day at the Dundee City Council charging hub in association with Swarco, before going onto an evening reception held by the council. The cars departed from Oban and Fort William on day two, covering 333 e-miles to their overnight half at Cheadle where Lex Autolease welcomed them for a networking barbecue at its Heathside HQ. The vans meanwhile left Dundee in the early morning, passed the Angel of the North, and finished up at the pioneering Stourton Park & Ride, operated by Leeds City Council, which features huge solar, battery and energy storage facilities.

“Overall, it was an incredible journey, and everyone was collaborating with a real feelgood factor about the whole event. A key collaboration was all the charging networks coming together to allow the event to happen, and we need more of that, to push the boundaries of what’s possible.” Colin Boyton, GREENFLEET Events Coming together Day three was a one of coming together. Both routes converged at Rockingham, home to BCA and cinch, for a day of electric vehicle-themed festivities. From here, the rally stayed ‘as one’, journeying on to the bp pulse HQ in Milton Keynes, where drivers could charge and enjoy refreshments. A big highlight for most drivers was a visit to the Gridserve Electric Forecourt in Braintree, Essex, which features 36 high power (up to 350kW) chargers. It wasn’t the only EV charging innovation seen that day, as all the EVs took a trip to Woodford, East London to witness the wireless charging trial which is underway. Converted Renault Zoes use wireless underground charging, aiding drivers with access and home charge point issues.


The Bristol & Bath Science Park operated by the West of England Combined Authority was the last destination of the day. The final day began with the teams driving over Cardiff Barrage which isn’t usually open for vehicle traffic. From there, many teams converged onto the Moto Exeter services to use the Grideserve Electric Highway, before heading down to Land’s End to cross the finish line and pick up a commemorative medal. Webfleet Solutions’ data league table crowned Kevin Booker and Fergal McGrath the overall efficiency winners, scoring 5.0m/kWh, beating the official WLTP 3.6m/ kWh figure of their Kia EV6 by some margin – an improvement of 139 per cent. Findings indicated that the running costs of the car using bp pulse public

Great British EV Rally

150kW DC chargers came out at £0.09/ mile, around half that of an equivalent petrol ICE car over the same distance. Richard Parker, corporate sales manager, Webfleet, said: “Equipping drivers with the skills needed to drive electric vehicles is paramount to the long-term success of fleet electrification. A lack of requisite EV knowledge and driving skills can lead to cost-saving benefits and operational performance being compromised. “This message was reinforced during our participation in the GB EV Rally. EV data insights, generated by Webfleet, proved crucial to educating our team of EV drivers, tackling the journey in a Nissan e-NV200. Access to the performance and energy consumption intelligence enabled them to achieve an impressive 3.9 mile per kWh and a 160mile range on the motorways en route.” Collaboration is key to EV switch Over 1,200 miles, GBEVR established new friendships, rekindled old ones, and brought people together with a rewarding sense of camaraderie. “Throughout the week, relationships between all the teams went from strength-to-strength, with an overwhelming feeling of collaboration and celebration once we all finally crossed the finish line,” said Parker. Lorna McAtear, Team National Grid, agreed. “What we found among the vans was that the camaraderie was definitely there. We all just helped each other out.”

Drivers were posting charger service updates on a dedicated WhatsApp group, helping each other to avoid charging hot spots and ‘not spots’. Sara Sloman from Team Karcher, meanwhile, commented on the ease of the Paua roaming card. She said “With the Paua card roaming and interoperability on the Great British EV Rally has elevated the charging experience for non-EV drivers to just not worry or even think about it. Just swipe the card and go!” Inevitably, the rally did highlight areas that could be improved on the charging network. Lee Sibley and Jason Atkins from Team Green 2, highlighted the need for separate

commercial vehicle chargers, as some of the issues the team dealt with were a shorter range (than cars), smaller spaces to park in when charging, and competing for availability of chargers across the public network. So while there is still work to be done, GBEVR helped bury the myths that EVs don’t have the range or capabilities to become an integral part of a fleet’s DNA, and that EV charging infrastructure isn’t in place. L FURTHER INFORMATION Supported by


Great British EV Rally

GBEVR Xtra Sponsored by

GBEVR routes CARS Day 1 (265 e-miles)

Start: Castle & Garden of May Drive-by: John O’Groats Checkpoint 1: Durness Checkpoint 2: Fort Augustus, Loch Ness Finish: Fort William & Oban

Day 2 (333 e-miles)

Start: Fort William/Oban Checkpoint 3: Loch Lomond Checkpoint 4: Lake Windermere Finish: Lex Autolease, Heathside, Cheadle

Day 3 (184 e-miles)

Start: Cheadle Checkpoint 5: Rockingham Finish: bp pulse, Milton Keynes

Day 4 (238 e-miles)

Start: Milton Keynes Checkpoint 6: Gridserve Electric Forecourt, Braintree Checkpoint 7: Wireless Charging Project, Ilford Checkpoint 8: bp pulse Hub, Park Lane, London Finish: Bristol & Bath Science Park

GBEVR: Crunching the charging numbers

Day 5 (273 e-miles)

Start: Bristol Checkpoint 9: Cardiff Barrage Checkpoint 10: Moto Exeter Finish: Land’s End

Total e-miles: 1,293

COMMERCIALS Day 1 (278 e-miles)

Start: Castle & Garden of May Drive-by: John O’Groats Checkpoint 1: Dores Beach, Loch Ness Checkpoint 2: Charging hub, Dundee, with Swarco Finish: Dundee

Day 2 (288 e-miles)

Start: Dundee Checkpoint 3: Wallyford Hub, East Lothian Checkpoint 4: Angel of the North Finish: Stourton Park & Ride, Leeds

Day 3 (158 miles)

Start: Leeds Checkpoint 5: Rockingham Finish: bp pulse, Milton Keynes

Day 4 (238 e-miles)

Start: Milton Keynes Checkpoint 6: Gridserve Electric Forecourt, Braintree Checkpoint 7: Wireless Charging Project, Woodford Checkpoint 8: bp pulse Hub, Park Lane, London Finish: Bristol & Bath Science Park

Day 5 (273 e-miles)

Start: Bristol Checkpoint 9: Cardiff Barrage Checkpoint 10: Moto Exeter Finish: Land’s End

Total e-miles: 1,235


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Webfleet Solutions’ data threw up some interesting comparisons. The average charging cycles numbered an average of 17 for the cars, the vans needing one more. The average charge time (including overnight) numbered 76 minutes for the cars, 10 minutes fewer for the commercials. Cars added an average of 70 miles per charge, with the vans boosting their range by 75 miles each battery charge. On average, both sets of vehicles started with around 41-42 per cent of battery level. Other key takeaways included the fact that vans on average used more DC charging, 107 miles added per hour vs 78 miles per hour for the cars. The average charging time was 22 per cent shorter in vans compared to cars, with an average end battery level five per cent higher. While vans had, on average, one more charge over the week, average range is significantly less. This demonstrates more charging location planning (likely due to the availability of suitable charge points). The average van speed of 43mph was faster than the cars, too (but

only by 1mph), likely due to better planning of stops and knowledge of motorway network charging points. “For EV fleet performance improvements to be sustained, training and education should be supported with continuous performance monitoring and driver feedback. And this calls for appropriate reporting information from connected technology platforms,” explained Richard Parker. “Constant learning and collaboration are the keywords I would use to summarise the 2022 GB EV Rally, highlighting what these vehicles and the supporting infrastructure are capable of. This was the first time I personally have completed any form of rally or driven an eLCV over this duration. The experience was a real eye-opener.”

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Why more low power EV chargers result in easier fleet electrification One electric vehicle, two drivers, seven days, 19 recharges, and over 2,400 miles. This has resulted in a gazillion learnings to share from team’s experience of the Great British EV Rally – an all-electric road trip of 50 cars and vans testing the public charging network from John o’Groats to Land’s End on more expensive options. The current state of flux in the energy market feeding through to p/kWh prices at different public networks at different times makes a price comparison difficult. We noticed a wide price variance between networks and charging types. But a rule of thumb is low power charging in public is typically around 20 per cent cheaper than rapid charging. An important issue for fleet managers!

What’s the biggest learning for fleet operators and councils? It’s how low power charging will underpin how easily (and therefore quickly) fleets can electrify. Because low-power public chargers play a key role in reducing pinch points on the national rapid charging network. And as the number of electric cars and vans grows, low power chargers will need to be everywhere in large numbers to enable fleet drivers to easily recharge when their vehicle is idle vs recharging being a task in itself. Here are a few of our experiences that highlight the issue. Where are the chargers? Driving lots of miles in unfamiliar places makes you a lot more conscious of public chargers. The good news is the public rapid charging network in the UK is widespread. Yes it has issues and will need to keep growing to meet future demand, but when you’re on the road from A to B and need to top up, you won’t be totally stranded. Especially with the aid of charging and route planning apps like Zap Map and fleet-specific ones like Paua. But at points A and B, there is a severe lack of public chargers that enable drivers to start their day fully charged, or top up while they’re busy on the job for a few hours. And that can create problems. No charge when idle means long waits Team’s longest day was extended by three hours due to waiting for a charge point. Waiting in the middle of the highlands for a single charge point shared

between the four cars that pulled up whilst we were there. The wait was made worse by the 50kW charger performing at just over half its advertised speed. We stopped because we had to. We made the drive up from London the day before. Our last charge had been the night before in Inverness and we didn’t have enough juice to make the return drive to Inverness without another charge. Later in the rally, we saw drivers having to wait for rapid chargers even at hubs with as many as 15 charge points. Why? Because other drivers felt they needed to recharge close to a full battery as they weren’t sure there would be chargers available at their point B. More chargers in more places Day one of the EV Rally and we were feeling the lack of overnight charging already. For us it was the hotel that lacked chargers. That was our “charge when idle” opportunity. For fleet drivers, enabling “charge when idle” will need more public chargers in other locations like residential streets where the driver sleeps and car parks close to their place of work for the day. For a fleet driver, the AFP (Association of Fleet Professionals) estimates that 40 per cent of the whole fleet does not have access to off-street parking at home, and that number jumps to 70 per cent if you look at light commercial vehicles. Cost gains from convenient charging The lack of convenient “charge when idle” opportunities also leaves drivers reliant

Carbon gains from convenient charging As fleet drivers tend to be higher mileage drivers and account for a large proportion of the overall driving in the UK, it is a priority to enable fleets to move to EVs faster. Chargers for private EV users are important too but the incredible gains possible through electrifying fleets make fleets a potentially massive contributor to air quality goals. It is also often more environmentally friendly to charge overnight as that’s when national electricity demand is at its lowest. As we did nearly all our EV Rally charging during the day, we added to the daytime energy demand, often in the evening peak when the grid is at its dirtiest. The variance is typically between 80 and 300 gCO2/kWh. Nearly four times the carbon based on when you recharge. With exciting new developments in flexible charging, using EVs to balance energy production and consumption will further allow EVs to green our transport and energy systems. When EVs are plugged in and available to charge over many hours each day, their energy demand can be matched to changeable renewable energy production and support a more renewable-capable electricity system. Collaboration is key No one can solve this on their own. If fleet operators and charging companies keep working collaboratively with councils and other landowners to offer chargers to all parkers, we can make moving to green fleets the best option for everyone. L FURTHER INFORMATION



As seen on

John O’Groats to Land’s End in MAXUS Electric Vans, July 4th - July 8th 2022


manufacturer support for every MAXUS eDELIVER 9 ordered in 2022 from MAXUS’ new £30M eDELIVER 9 conquest programme for drivers making the move away from Internal Combustion Engines (ICE)in 2022. Applies to all eDELIVER 9 Variants in Range. |

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A bright road ahead for EVs as MAXUS showcases savings at the Great British EV Rally This month saw fifty electric vehicles take part in the Great British EV Rally – a 1,200-plus mile route from John O’Groats to Land’s End to highlight the efficiency of the UK’s Electric Vehicle (EV) charging infrastructure. It also served to showcase some the best clean and innovative vehicle technology on the market. Among those taking part was MAXUS, a brand that has become synonymous with marketleading commercial electric vehicles in the UK and beyond Hot on the heels of its all-electric display at the CV show, MAXUS became a key sponsor of the Great British EV Rally and used the event as an opportunity to push its electric vans to the max and show just what customers can achieve when they switch to electric. Speaking about the EV rally, Mark Barrett, general manager of Harris MAXUS said: “MAXUS takes its leadership role in the EV sector seriously, and it was important for us to be a part of this event. Saving money on fuel costs and cutting down on carbon emissions are front of mind issues for businesses everywhere right now, but many are still holding off on switching to electric due to range anxiety or concerns over electric charging infrastructure. But over the course of the GB EV Rally, it’s been proven that operating a 100 per cent electric fleet is no longer ambitious, it’s realistic. “Continuous advances in technology and battery range mean there’s an electric commercial vehicle for every journey and the infrastructure is there to support it. The fact is, commercial vehicles make up a huge amount of the total volume of vehicles on UK roads and this is an important sector that will need to switch to electric if the UK is ever going to meet its target of reducing emissions by 80 per cent by 2050. By driving the 1200-mile route in our

zero-emission MAXUS fleet, we have evidence that shows that by switching to electric, drivers can save an average of 5 tonnes of carbon emission as well as saving on fuel costs.” Investing into EV innovation MAXUS has invested billions into EV innovation since 2016 and this investment is evident in its two flagship electric Light Commercial Vehicles (eLCVs), the eDELIVER 3 and eDELIVER 9, both of which were central to the success of the GB EV Rally. In fact, MAXUS had two eDELIVER 9 vans (both with an 88kW battery) and two eDELIVER 3 vehicles (featuring a 50.2kW and 52.5kW battery respectively) take part in the EV motorcade to Land’s End. Over the course of the rally, the MAXUS fleet of EVs traversed down through Scotland towards Leeds before hitting Rockingham Race Circuit. It then headed across to the GridServe charging facility in Braintree, Essex before heading west, stopping at Bristol and Cardiff, and then on to the final leg of the journey to Land’s End in Cornwall. Documenting each vehicles’ progress was MAXUS Intelligence Onboard, a bespoke Intelligence Onboard Solution which offers data driven insights regarding state of

charge, energy used, energy cost, charging data and improved range. Available in each vehicle as standard, MAXUS Intelligence Onboard allows EV fleets to better optimise and monitor their vehicles to ensure they are operating productively. Between all four vehicles, MAXUS Intelligence Onboard recorded a total of 5,506 miles driven over the five-day event, with 2073.49 kWh of energy used (an average of 2.74 miles / kWh). During this time, the corresponding financial outlay for MAXUS was approximately £622, based on 30 pence a kW. If a diesel or petrol engine vehicle had been used, at £8 a gallon, it would have cost £1,467 highlighting a saving of £845 in energy costs. As well as showcasing motorway and roadside charging options, the Rally also aimed to educate EV adopters on how best to maximise range while driving. MAXUS brought Paul Kirby, eLCV Expert at EV Essentials, on board to highlight these tips through social media during the five-day event. Paul’s top tips included avoiding hard acceleration and breaking and instead driving as smoothly as possible – by always looking as far ahead as possible and maintaining a good distance from the vehicle in front, drivers can minimise their speed adjustments and keep a nice steady constant pace, thus extending the battery range. While driver technique is important, the EV vehicle you choose can also affect just how much juice you get from a charge. Both the MAXUS e DELIVER 9 and e DELIVER 3 have an Eco Drive Mode Setting, which when activated, limits van speed to just under 60 miles per hour, extending the range of the vehicle with the touch of a button. The vans also come with Automatic Break Regeneration which puts power back into the vehicle, so you get more miles for your kW. If the GB EV Rally has stimulated your interest in switching to electric or you’d like to check out the full MAXUS range with a test drive, get in touch with your nearest MAXUS dealer, or visit L FURTHER INFORMATION



That’s the sound of your company’s reputation hitting another challenge. But you can manage the risk to your drivers and your business by investing in world-class fleet consultancy, driver assessment and training. Something we’ve been providing to businesses worldwide for over 30 years. We’re part of the AA too, so we know it makes a real difference to you that your drivers have the knowledge and experience to be the amongst the safest on the road. It’s important to us because it’s our vision to make our roads safer for everyone. So let’s work together to protect your reputation, reduce costs and save lives.

Safer Drivers. Safer Roads. email: 01256 610907

World-class driver assessment and training

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Drivetech: Driver Training Partner of the Great British EV Rally for second year Drivetech was once again very proud to be the official Driver Training Partner of the Great British EV Rally for the second year running. Like last year’s EV Rally of Scotland, the event was an exciting live demonstration of the potential of the country’s EV charging infrastructure, helping to build confidence in the viability of EV mobility. This is not only a really exciting time to be a part of a dynamic and rapidly changing automotive industry, but also for Drivetech more generally as it leads the way in positively changing driver behaviour for businesses with fleets British EV Rally. He commented: “No matter the powertrain and no matter the vehicle, driver education and behaviour should always be a top priority for fleets. We’re delighted that so many forward-thinking businesses are committing to transitioning to electric ahead of the government’s 2030 deadline and we’re helping businesses across the UK to make that transition safely, effectively and with complete confidence. “The fast-paced fleet environment can sometimes make it difficult for businesses and decision-makers to prioritise their duty of care to their employees. We’re here to actually help business to make this a manageable part of their fleet strategy and to help empower drivers and managers by providing tools, resources and products that save lives.”

The rally highlighted the important role that EVs play in helping UK fleets to improve efficiency, save money and, overall, help reach net zero, without compromising on performance. With both our car and van teams making the 1,400-mile journey from John O’Groats to Land’s End via 17 checkpoints over 5-days, taking in many of the beautiful landmarks across the UK, they helped to demonstrate that EVs are commercially viable for many fleets. It’s never been more important to make these very public displays of electric power. As we saw just a few weeks ago with record temperatures hitting many parts of the UK, if we collectively don’t act now then the consequences will be devastating. Whilst the Great British EV Rally (GBEVR) was incredibly fun, and a great collective experience to be a part of, it’s really worth remembering why we’re doing this. Only through collective action can we help to achieve net zero and mitigate the most damaging consequences of climate change. Why did Drivetech get involved? We don’t manufacture electric vehicles

and we aren’t involved in the development or maintenance of the UK’s charging infrastructure. Well, at the heart of Drivetech’s vision is our determination to empower drivers to stay safe on the roads and in their vehicles. Electric vehicles use fundamentally different technologies when compared with internal combustion engine (ICE) vehicles. Without proper training and familiarisation, drivers could be more at risk from injury or death without proper education on their new vehicle. There were 1,390 roads deaths on UK roads in 2021 and it is estimated that around one in three road deaths occur in driving-for-work collisions. The need for driver education, particularly as vehicles and technology change so rapidly, has never been more important. So Drivetech’s message and vision here is fundamentally underpinned by two twin pillars. We want to keep drivers safe on the roads whilst also helping businesses make a safe transition to electric to help our environment. Our head of marketing, Colin Paterson, was thrilled to support and be a part of the Great

Support for EV mobility As part of our commitment to EV training, last year we launched EV Co-Driver, an innovative way of communicating, educating, and reinforcing EV best practice to ensure drivers get the most out of their vehicle and stay safe while behind the wheel. With 17 different modules to choose from, EV Co-Driver is suitable for all drivers that are new to, thinking of, or experienced with driving an EV. We truly are leading the way in the provision of impactful training products dedicated to electric mobility, including a complementary ‘EV Guide to Charging Infrastructure’, which helps drivers new to EV technology get to grips with electrification and the UK charging network. You can find out more about Drivetech’s suite of products dedicated to electric mobility here, and use the free EV Guide to Charging Infrastructure module, here: L FURTHER INFORMATION W: E: T: 01256 610907



Cenex LCV Preview

Emerging technology for low & zero carbon transport The CENEX LCV and Connected Automated Mobility (CAM) events aim to highlight emerging technologies in low carbon vehicles. Ahead of the 15th anniversary of CENEX LCV on 7-8 September, Cenex CEO, Robert Evans, discusses what event visitors can expect, and how the UK automotive sector is progressing towards its environmental and technological goals What are you looking forward to most about this year’s event? I am looking forward to seeing a return of international visitors to our event. We’ve historically had attendees from all over the world - industry leaders and policy leaders from international markets. Covid-related travel restrictions prevented us from hosting international visitors for face-to-face meetings in 2022 and 2021. For 2022, a lot of work is underway now to pave the way for the international delegations and I’m looking forward to welcoming them again and to seeing them actively engage with UK attendees across all event features. Also, as is the same for each event, I’m very excited to see the new technology showcased and to hear industry and government leaders talk about tackling the next set of challenges. With the 2030 and 2050 targets, how close are we to seeing them being achieved, and what do we need to do differently to make sure we improve/stay on track? Commencing from 2030, there are targets for the phase out of internal combustion engines that are accelerating the shift to electric mobility for vehicles of all types across international markets. These are

Also, there are innovations and market key stepping stones toward enabling the developments to be made in the way these Net Zero targets being set for 2050. electric vehicles are recharged. For instance, In the UK we see a very strong momentum there’s an ongoing debate about how many directed towards the 2030 target for all charging points we’re going to need, and how passenger car sales to be electric and that’s we have to transition the electricity system to very reassuring. But still, there needs to be a be able to recharge effectively when we have scale-up in the industrialisation of key significantly larger numbers of electric components and systems within vehicles on UK roads. Also, what the UK as well as the global The will be the charging solutions supply chain. Current hosting for commercial vehicles, electric vehicle sales the Cen of particularly as batteries are represent a low but e x deployed in the heavier growing percentage L C event a V weight categories. We have of overall vehicle t a m industr otor a huge potential to unlock sales and the high y facility innovation green renewable electricity growth phase for is consi supply, but we need to switching production with th s be able to supply this capacity to electric e chara tent cte and con green electricity to electric is ahead of us. tent of r vehicles with the appropriate Bottlenecks in our eve infrastructure in a host of semiconductor, battery nt locations that suit all customers. and motor supply The Cenex LCV event has the are being addressed. long-term focus and has always been the As we get closer to the 2030 event to showcase developments on the target for passenger cars, we may find that roadmap to 2030, 2040 and 2050 and to the last 10,15 even 20 per cent becomes the discuss the technical, policy and infrastructure hard part. So, there is certainly an ongoing requirements. This long term view brings need for enhancements in technology which hydrogen as well as electric into play – so will enable the mass market supply of the there is a lot to be worked through to reach most energy efficient electric vehicles. government and industry consensus on both vehicles and supporting infrastructure. With the return of the international delegation, does that add an extra level of prestige to this event? The motor industry in the UK supplies global markets and the new as well as the existing players are investing in the technologies needed for both low carbon and connected automated mobility. They are doing this with the expectation that they are open for business. Our Cenex event audience includes the key technical and commercial staff within the innovators in the UK supply chain. Access to new technologies and key decision makers ensures the event is attractive for international delegates. They’re also very interested on the UK perspective on technology development priorities and what UK policy makers consider is necessary to achieve the 2030 and 2050 targets. We see this international engagement as of great value to our exhibitors and the event as a whole.



For me it’s the anticipation of meeting up with so many friends within the community and the anticipation as to what could be on show that is exciting, rather than looking forward to any specific technologies and specific areas. We’ve had a situation over two years of lockdown where innovation has been ongoing, but companies have not necessarily been able to showcase that technology as fully as they would have liked given that we have been living in a constrained world of teams and zoom meetings. At our 2021 event we saw first-hand the strong desire our community had to meet again faceto-face and I know from the feedback of exhibitors signing up for 2022 that they are excited by what they have to show at this year’s event as well as what they hope to see from others. It’s both the breadth of the technology showcasing that teach exhibitor is on a journey that I feel we share each year, that makes the event so rewarding to play a part in delivering. How much of an honour was it for you personally to be named as number two in the GreenFleet Top 100 most influential individuals who are shaping the zero and low-carbon fleet and transport sectors? I must admit I get a bit of a nosebleed when I think how high on that list I am. It’s little bit humbling to be recognised, but I see this as recognition for the work of Cenex as a whole and particularly my colleagues who work with fleet managers in research projects and on planning and implementing carbon reduction strategies. I am proud of the work they do. There are other lists that may be more of a who’s who in UK electrification, but this is a fleet-sector focused list and the UK fleet sector is and will continue to play a critical role in trialling and then adopting new low carbon as well as connected automated fleet vehicles. Green Fleet has been the pioneer for the environmental improvements in fleet

operations and the top 100 are utilising the full range of low carbon pathways. So, it’s great to be part of the GreenFleet community and to know that Cenex is seen as having a positive influence on progress. We are on track for mass adoption of zero emission vehicles over the course of this decade, in your opinion is there anything further that the government should be doing to support this transition? The government, and the agencies, are our supporting partners, and their commitment to this agenda and support for our event and our community is exemplary. We’ve seen this with the support for electric vehicle supply chain development and the roll out of charging infrastructure. The UK government is addressing market transformation by seeking to remove barriers, whilst also supporting UK companies from research through to industrialisation. The key here is that the transition to Net Zero is a marathon not a sprint so the key is longterm sustained support, as we have seen over the 15 years of the Cenex-LCV event and will hopefully see for the next period. At each stage from policy to delivery there are challenges which need to be addressed. A lot of the effort is currently focused on government working with the stakeholders in the energy sector to support electric vehicle charging roll out, which we see with the newly published Infrastructure strategy. Research finding for CAM demonstrators is coming and this is very welcome. Also funding for research on heavy duty truck technology demonstrations. Another key priority is support to industry as they scale up to mass manufacture, which the Automotive Transformation Fund supports. L

Cenex LCV Preview

There are a number of important themes running throughout this event, with low to net zero transport as well as how people can make a transformation with CAM, among others. What do you think is the most important thing you’ll be looking for people to take away in terms of an environmental message? Our event addresses two key areas. The first is the role new and emerging technologies can play in the transition to Net Zero, which includes low carbon powertrains, vehicle energy efficiency and vehicle light-weighting and connected automated mobility technology, all of which contribute to efficient movement of vehicles in real-world operations. The second, seen within the policy and energy side of the event, addresses the barriers to uptake and the role technology and policy can play in market transformation as the new technologies roll-out. This said, environmental change is driven through a combination of technology, policy and market factors including behaviour change. When it comes to mobility, getting people out of cars into public transport, walking or using new forms of micro-mobility including e-scooters are environmental ways and a means by which we can cut greenhouse gas and air pollutant emissions. Lifecycle considerations are also very important and will play a key role in the design of new generation powertrains and vehicle structures. We see this in the technologies being showcased and in the dialogue within the seminar sessions. Looking back over the 15 years of CenexLCV, when we started it would have been hard to imagine that electric powertrains would now be set to replace diesel and petrol engines. However, each year we have seen great strides being made and the event has been ‘the showcase’ for the UK technologies, projects and investments that are helping make this possible. There is still a lot of to and that’s why the next 15 years will be just as dynamic and engaging.


Millbrook, or UTAC as it’s known now is a fantastic venue. How important is it to hold an event of this magnitude at a place with such an illustrious history itself? UTAC Millbrook is one of the UK’s leading test facilities. It’s very much a specialist facility for motor industry product testing. The hosting of the Cenex-LCV event at a motor industry innovation facility is consistent with the character and content of our event. It differentiates our event from other transport events. We see it as critical to bring policymakers to a motor industry test facility, with the UK motor industry innovation community gathered, as this reinforces key messages as to who is developing the technology, where and how, to sit alongside the understood importance of why. Is there any technology that you’re looking forward to seeing or hearing more about?



Emergency Services Show

See vehicle innovation and technology at The Emergency Services Show The Emergency Services Show, taking place at the NEC, Birmingham on 21 and 22 September, will showcase how technology and innovation are transforming emergency response for all blue light services and first responders. Fleet, vehicle and vehicle equipment suppliers feature prominently among more than 450 organisations exhibiting at the UK’s largest emergency services event The Emergency Services Show is the perfect place to research the latest innovations, products and services for anyone responsible for specifying and procuring vehicles and fleet equipment for the emergency services and allied organisations. On show will be the latest in electric, hybrid and decarbonised vehicles for emergency service applications, as well as smart and connected vehicles that serve as communications hubs and mobile incident command units. Leading vehicle suppliers at the show include Ford Motor Company, Venari, Mercedes Benz Trucks, Volvo Trucks and Yamaha Motor Europe as well as a wide range of chassis manufacturers and specialist vehicle converters including Cartwright Vehicle Conversions and Wilker UK Ltd. Isuzu will be displaying their new pick-up, the All-New Isuzu D-Max. Emergency One, Rosenbauer, Terberg and Volvo Trucks are among manufacturers bringing their latest fire appliances to the show. Angloco will demonstrate its ladder and other fire-fighting vehicles in the Outside Area. Emergency One will be showing its new E1 EV0 fire appliance for the Scottish Fire and Rescue Service. The zero-emission electric vehicle has the same capability and equipment as a diesel model and is the first to feature an innovative all-electric rear drive axle installation. It has a range of approximately 220 miles with an 80 per cent charge, while the optional onboard smart charger provides resilience at protracted incidents. Leading designer and manufacturer of vehicle propulsion solutions for commercial and emergency service vehicles Allison Transmission will showcase its heavy duty fully automatic transmissions, and its latest electrified propulsion system – a bolt-in electric propulsion solution compatible with the existing vehicle frames. The new eGen Power 100D features two fully integrated electric motors, a two-speed gearbox, oil cooler and pumps. With a continuous output of 454 kilowatts and a peak output power of 652 kilowatts, it’s one of the most powerful electric axle systems on the market. Ambulance suplliers Among the many ambulance suppliers exhibiting this year are Ford, Venari, Blue Light


and more. Standby RSG will display their Services, MAN Truck and Bus, VCS, WAS UK lighting, hazard warning systems products and Wilker UK. Alfa Dropbox will showcase and solutions and VUE will be showcasing its ground-level loading ambulances. AMZ its fleet risk management solutions – CCTV Vehicles will be showcasing a vehicle built and telematics hardware and easy-to-use for one of its private ambulance customers. software systems. Visitors to the VUE stand New vehicles from MAN Truck & Bus will will also be able to discover more about include the MAN TGE Panel Van and MAN TGE their latest Low Bridge Alerting System Chassis Cab commercial vehicles designed to for commercial transport operations. get to grips with almost any terrain easily. New exhibitor, Rescue-Sim is an interactive Show visitors will also be able to find Road Traffic Collision (RTC) and vehicle out more about the Hybrid Connex Digital extrication online training tool, focusing on Ambulance of the Future Project from the advancement of RTC training and emergency service vehicle development for firefighters and connectivity specialist first responders. The innovative Excelerate Technology. On sho training tool gets around This two-year research w will be the growing issues of and development t h in elect e latest obtaining scrap vehicles programme is designed ric, hyb and setting up realistic to transform digital a n r id d decar and repeatable scenarios and clinical capability for fire crew training. of ambulance vehiclesbonised for Among the latest services through emerge ncy ser innovations for emergency the development of vic applica service vehicles from the next generation tions e Woodway Engineering is of robust, ‘always-on’ the new Flexiplate, a high connectivity. The joint NHS quality, flexible number plate and commercial technology mounting solution. Mounted behind initiative will provide the UK the existing number plate, it emits blue or ambulance sector with a resilient amber light from the side and helps to obtain a connectivity solution for ambulances that true 360° coverage of light around the vehicle. combines 4G, 5G, and satellite connections, British manufacturer Haztec International ensuring that the crew on board the vehicle is showcasing its comprehensive range of are never offline and enabling a new range of lightbars, sirens, speakers, beacons, directional clinical and diagnostic applications that could warning, work and scene lighting, LED message remove the need to convey patients to hospital. signs, and integrated lighting systems. Ortus Telematics will be demonstrating its Emergency and rescue vehicles Insight solution, which captures a wealth Emergency and rescue vehicles of virtually of high-resolution data from a variety of inevery other type, including search and rescue vehicle systems, and converts into targeted appliances, fleet cars, motorbikes, boats actionable information, alerting fleet managers and UAVs or drones will all be on display. automatically when exceptions occur. Survitec will be unveiling their new 420 GP/ Returning ESS exhibitor Emergency Response GPM Fast Rescue Boat. Featuring a one-ofDriver Training Ltd is promoting its latest a-kind rapid single-point inflation via one emergency services driver SFJ Awards Level 3 9L Cylinder used in self-contained breathing Qualifications and SFJ Instructor Accreditations apparatus (SCBA), it is designed to meet used across the UK and worldwide. unique operational demands and is the only 4.2M boat that can inflate this way. The Extrication and The show also features providers of all Trauma Challenges types of in and on-vehicle ancillary equipment The Extrication and Trauma Challenges and systems including lightbars; vehicle return to ESS as an interactive experience livery; battery management; driver training


Learning opportunities There will be a host of learning opportunities on offer throughout The Emergency Services Show, with a programme of CPD-accredited seminars across five theatres covering Future Policing, Emerging Technologies, First Responders, Lessons Learnt and Health & Wellbeing. After its successful launch in 2021, the Future Policing area returns, 30 per cent larger than before. Supported by an Advisory Council chaired by Lord Bernard Hogan-Howe, the former Commissioner of the Metropolitan Police Service, Future Policing showcases the latest technologies, equipment and training specifically for the police sector. The zone will feature a two-day, CPD-accredited conference packed with high-level speakers. Among key issues to be explored will be leveraging technology for better crime prevention, improving international collaboration, effective and compliant data management, and learning and development to support recruitment.

Emergency One will be showing its new E1 EV0 fire appliance for the Scottish Fire and Rescue Service. The zero-emission electric vehicle has the same capability and equipment as a diesel model and is the first to feature an innovative all-electric rear drive axle installation. Emerging technologies The Emerging Technologies Theatre will showcase how the emergency services can manage and leverage data and technology more efficiently and effectively. Sessions will include presentations, panel debates and product demonstrations from leading technology experts and emergency services. New for 2022, the First Responder Theatre aims to improve the collaboration between the emergency services and security industries and is themed around the actions necessary to optimise emergency services response. Also new for 2022, the Lessons Learnt Theatre will include experiences of, and responses to, real-life UK and International incidents and emergencies, ranging from the Manchester Arena to Grenfell and pandemic response. The focus will be on the key learning emerging from these real-life events and how to share best practice, ideas and innovation. The show’s dedicated Health & Wellbeing Seminar Theatre will feature a wealth of experienced professionals sharing their expertise of mental wellness, health and nutrition, workforce diversity and introducing the latest digital support platforms.

Emergency Services Show

for participants and visitors. Hosted by West Midlands Fire Service, the challenges showcase the latest technology and equipment in action. In the Trauma Challenge, teams of two will experience visual and audio inputs from a trauma scenario that has been set up and filmed especially, in an ‘immersive’ tent. Both challenges will be judged on best safe working practices, command and control, safety and scene assessment, extrication, professional pre-hospital care and expert use of rescue equipment. In the Extrication Challenge, competing teams from across the country will perform extrications from a series of realistic RTC scenarios featuring heavy and complex damage. Action will be captured from a variety of camera angles and broadcast live to a large display screen at the show.

Networking hub In the networking hub of the show, The Collaboration Zone, over 80 emergency services, voluntary groups, charities and NGOs will be sharing details of the support they offer. Organisations involved include Movember Europe, Oscar Kilo, Railway Mission, PTSD999, The Blue Light Symphony Orchestra, The Fire Fighters Charity, The Salvation Army, and UK Firefighters Sailing Challenge. The Future Policing Zone will also showcase organisations that are providing best practice, research and guidance to help shape the wellbeing agenda and encourage collaboration including Police Care UK, The College of Policing, Mindsmith, Care of Police Survivors, The Eleos Partnership and Police Care UK. Entry to the Emergency Services Show and parking at the NEC are both free. The NEC is linked to Birmingham International Station and Birmingham Airport and is directly accessible from the UK motorway network. L FURTHER INFORMATION



Road Test Written by Richard Gooding


Kia EV6 GT-Line Featuring a high-tech platform with ultra-rapid charging capabilities usually reserved for more expensive cars, as well as long ranges, the Kia EV6 brings with it the dawn of a new era for the South Korean company. Richard Gooding samples the newcomer which ushers in Kia’s bold, and brave, new age What is it? Along with parent company Hyundai, Kia has undergone a remarkable transformation in the past few years. Unrecognisable from the company it was when it first appeared in the UK during the 1990s, its latest range of cars combine neat styling with cutting-edge technology. The EV6 undoubtedly embodies this shift the most. Styled unlike any other Kia past or present, and built on the Hyundai Motor Group’s new Electric Global Modular Platform (EGMP) which allows for 800V high voltage charging tech to slash charging times, it heralds a seismic shift in what a Kia should be. Available in either single motor rear-wheel drive (RWD) or dual-motor all-wheel drive (AWD) configurations. What range does it have? All versions of the EV6 use the same 77.4kWh lithium-ion battery, whether it’s mated to a single motor on RWD models or a pair of motors on AWD cars. These two variances in powertrain make-up are the only factors affecting range, along with wheel size. Rear-wheel drive models fitted with 19inch wheels have an official WLTP-tested single driving range of up to 328 miles on the combined cycle, which dips to 313 miles when the wheels are an inch larger. The AWD models manage up to 314 miles on 19-inch wheels on a full charge. This figure drops to up to 300 miles when fitted with 20-inch rims. Helping drivers get the most range is Kia’s latest regenerative braking system. Keeping to the tried-and-tested pair of paddle shifters behind the steering wheel – why change


an intuitive set-up – there are six levels of regeneration to choose from. These include an ‘i-Pedal’ one-pedal setting which harvests the maximum energy from the brakes to slow the car down and bring it to a stop. It’s a welljudged system and takes little getting used to. Efficiency is pegged at 3.4-3.7 miles per kWh, but it’s worth noting that an EV6 was the most efficient car on the 2022 Great British EV Rally, scoring 5.0 miles per kWh. However, it was driven by a pair of proeconomy drivers. How long does it take to charge? Any cars based on the new E-GMP platform architecture have a lead when it comes to charging. Using 800V technology – twice the voltage of most EVs – when plugged into a 350kW ultra-rapid charger, the EV6’s battery can be refilled from 10 to 80 per cent in just 18 minutes. When using a 50kW fast charger, the same capacity can be reached in one hour and 13 minutes. Connect the EV6 to a 7kW home wallbox and the battery charge can be replenished to 100 per cent in seven hours and 20 minutes. A £900 optional heat pump on higher-spec GT-Line and GT-Line S models can help the car’s efficiency in colder temperatures, and all EV6s come with a five-metre Type 2-to-Type 2 charging cable, as well as a Type 2-to-three-pin plug charger. The new 800V technology also allows higher-specification EV6 models to support Vehicle-to-load (V2L) charging. Small electrical devices can be powered by 220V of current direct from the car itself, the 3.6kW of energy is enough to run a large TV or medium-sized air conditioning unit for up to 24 hours.


How does it drive? There’s no mistaking the EV6 for any other car. The shape is neither SUV, MPV or family hatchback. Combining a fastback shape with the stance similar to that of an SUV, it is hard to pigeonhole Kia’s electric newcomer. The rear is perhaps the EV6’s most striking angle, the ribbon of LED tail lights a striking new departure. Inside, the generous, almost three-metre wheelbase means that there is plenty of space. Twin 12.3-inch high-resolution touchscreens with curved panoramic displays are standard, with top-line GT-Line S cars fitted with a head-up display. One clever touch is the haptic touch information display control panel below the navigation system screen which switches between the air conditioning and infotainment shortcut buttons. A future feature on all new Kias, it’s a neat piece of design. At upwards of £40,000, the EV6 takes Kia into largely uncharted pricing waters, but the materials are what you expect to find in a car of this size and price. Sustainable elements include vegan leather as well as recycled plastic dashboard and centre console coverings; the latter housing the neat rotary gear selector. Practicality hasn’t been forgotten either; there is up to 490 litres of luggage space with the rear seats in place, and up to 1,300 litres with them folded. There is even a front ‘trunk’, providing an extra 20 litres of storage space on AWD versions, 52 litres on RWD models. Even if you choose the RWD model, there is 226bhp, which is plenty. There is 258lb ft (350Nm) of instant torque to get you on the move quickly, AWD versions upping this

What does it cost? In addition to its choice of two powertrains, the EV6 comes in three trims. The £44,195 Air is only available with the RWD drivetrain, and features 19-inch wheels, driver’s seat power lumbar support, LED headlights, rear parking sensors, a reversing camera, and vegan leather upholstery. Move up to the RWD £47,195 GT-Line, and you’ll gain special exterior styling, black suede seats with white vegan leather bolsters, rear privacy glass, front parking sensors, power-adjustable front seats with two-way electric lumbar adjustment, a wireless smartphone charger, and blind-spot collision avoidance, rear-cross traffic and safe exit assistance safety systems. If you want the extra reassurance of AWD, GT-Line AWD models are priced from £50,695. GT-Line S versions of the EV6 cost from £51,695 for the RWD model, rising to £55,195 for the AWD. Standard equipment includes 20-inch wheels, automatic pop-out door handles, a powered tailgate, an augmented reality head-up display, 14-speaker Meridan premium sound system, and 360-degree and blind spot view monitoring systems. How much does it cost to tax? In line with all electric cars, the Kia EV6 is free from VED charges in its first and

following years of registration. For fleet drivers, the electric hatchback attracts a two per cent Benefit In Kind (BIK) value under current 2022-2023 company car taxation rates and this rate also applies for 2023-2024 and 2024-2025. Why does my fleet need one? Spearheading Kia’s new age of electric models, the EV6 is a very impressive standard bearer. Daring styling, a newfound quality feel, lots of space, and high levels of interior and powertrain technology all vie for your attention. It’s unlike any Kia before it, and most drivers will find that not a bad thing. There is a lot to like about Kia’s new headline electric car. Kia’s line-up of electrified cars will include 14 BEV models by 2027, and if the EV6 is anything to go by, there will be lots to look forward to. A practical, comfortable, spacious and advanced new milestone in Kia’s fastmoving recent history, it takes the South Korean company’s new confidence to a higher level. It deserves to be a success. L FURTHER INFORMATION

Kia EV6 GT-Line ENGINE: 168kW / 226bhp (RWD), 239kW / 321bhp (AWD) electric motor and 77.4kWh lithium-ion battery RANGE (WLTP):

314-328 miles




£0 first-year, £0 thereafter




£47,195 (RWD, including VAT)

Road Test

to 446lb ft (650Nm) and a 321bhp power output. The AWD EV6 can accelerate to 62mph from rest in 5.2 seconds, but if that isn’t quick enough for you – and it should be – a 577bhp GT model will arrive later this year (see ‘Grand Designs’). Despite weighing over two tonnes, the EV6 feels like a much smaller car. It changes direction precisely with little body roll, and feels much less like the high-riding car it is. Grip is good, too – especially on AWD models – and the big Kia flows through corners both safely and securely. Even top-spec models that ride on 20-inch wheels have excellent refinement, and the overall impression is one of supreme quiet and comfort.

Grand Designs: EV6 GT

Not content in just dipping its toe into more premium car waters, Kia is deep-diving into the upmarket sector. The range-topping £61,595 EV6 GT is available to order now, with the first deliveries due at the end of 2022. Kia’s most powerful production car to date, the EV6 GT has 577bhp with 546lb ft (740Nm) of torque. A unique GT drive mode enhances its responses for a more dynamic driving experience, yet there is still 263 miles of single charge range. It uses the same 800V fast-charging architecture as all other EV6s for added convenience, and is distinguished from lesser models by a set of 21-inch alloy wheels, neon green brake callipers, a rear aero spoiler, upgraded LED tail lights, as well as a unique rear bumper. All-wheel drive is standard.





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