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GreenFleet DRIVING THE SWITCH TO CLEANER FLEETS

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ELECTRIC VAN SPECIAL

ZERO-EMISSION VAN FLEETS Overcoming the barriers to van-fleet electrification

PLUS: FLEET INTERVIEWS | EV SKILLS & TRAINING | HYDROGEN | MOBILITY | ROAD TESTS

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Editor’s Comment GreenFleet 149

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Issue 149 | GREENFLEET MAGAZINE

3

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Contents

Contents GreenFleet 149 6

13

NEWS

26

19

VAN LICENCE FLEXIBILITY

30

VAN PUBLIC CHARGING

42

37

INTERVIEW: FEDEX

46

SKILLS & TRAINING

50

60

EXPERT PANEL

49

MOBILITY

52

AIR QUALITY

VAN PROCUREMENT

ROUNDTABLE

57

HYDROGEN

INTERVIEW: EVRI

62

ROAD TEST: NISSAN ARIYA

ROAD TEST: IVECO EDAILY

GreenFleet Magazine

www.greenfleet.net Issue 149 | GREENFLEET MAGAZINE

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News

INFRASTRUCTURE

GRIDSERVE to deliver UK’s first charging network for electric HGVs A new network of high-powered charging sites for electric heavy goods vehicles will be established at motorway service areas, truck stops and commercial depots as part of the ‘Electric Freightway’ project, which will be led

by GRIDSERVE. GRIDSERVE will be leading a consortium of 33 partner and member companies involved in the project, with additional funded from the Department for Transport and Innovate UK’s Zero Emission HGV and Infrastructure Demonstrator programme.

In the initial two year long procurement phase of the project, eHGV charging hubs will be installed at both motorway services areas and truck stops to support long distance travel around major trunk roads in the UK. The project also includes more than 10 commercial depot charging locations for eHGVs. In total, over 200 chargers capable of delivering 350kW will be installed, including an initial trial of two 1-megawatt-capacity chargers. The new public charging infrastructure will be supplied by 100 per cent net zero energy to ensure fleets are charged with net zero carbon energy.

Around 140 eHGVs will initially be brought into fleets by UK-based companies to use the new network, with multi-national and small businesses collaborating side-by-side. Data collection will run for five years to collate valuable insights into the electrification of eHGVs to support the ongoing transition...

CONTINUE READING

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

FREIGHT DECARBONISATION

£200m funding for projects to help decarbonise freight vehicles The government has announced £200 million to be invested across four projects to help decarbonise freight vehicles.

The funding, delivered by Innovate UK through the zero emission HGV and infrastructure demonstrator programme, will help to roll out up to 370 zero emission HGVs and deliver around 57 refuelling and electric charging sites.

Voltempo in Birmingham is one of the recipients of the £200 million. Its eFREIGHT 2030 project is set to create up to 200 new jobs by 2030 and provide Birmingham with one of the UK’s first electric vehicle charging hubs dedicated to HGVs. The funding will also help grocery companies such as Sainsbury’s and Marks & Spencer lower their transport emissions.

Richard Smith, managing director of the Road Haulage Association, said: “We strongly welcome today’s announcement from the government on the zero emission HGV and infrastructure demonstrator programme.

“The £200 million commitment ministers are putting into this demonstrator significantly helps to de-risk the transition to net zero. The real-world demonstrators will answer many of the practical questions operators have and, in turn, give our members the confidence to invest in the zero emission lorries needed to drive down carbon emissions from our sector.”

CONTINUE READ MOREREADING

News

ELECTRIC HGVS

Mercedes-Benz launches eActros 600 long-haul electric truck Mercedes-Benz has unveiled the series version of its first battery-electric long-haul truck eActros 600 - which is capable of achieving 310 miles on one charge. With intermediate charging, taken during legally prescribed driver breaks, Mercedes say the truck can do over 600 miles.

This is made possible due to the high battery capacity of more than 600 kilowatt hours, and a new, particularly efficient electric drive axle developed in-house.

In addition to CCS charging with up to 400 kW, the eActros 600 will later also enable megawatt charging (MCS). From the start of sales, customers can order a pre-installation for this.

As soon as MCS technology becomes available and is standardised across manufacturers, it is planned to be retrofittable for these models of the eActros 600. The batteries can be charged from 20 to 80 per cent in about 30 minutes3 at a suitable charging station with an output of one megawatt.

The vehicle is technically designed for a gross combination weight of up to 44 tonnes. With a standard semi-trailer, the eActros 600 has a payload of around 22 tonnes in the EU. The core of Merceds-Benz Trucks’ concept for battery-electric long-distance transport is to offer customers a holistic solution consisting of vehicle technology, consulting, charging infrastructure and services.

With the current European energy mix, the eActros 600 achieves CO2 savings of around 40 per cent compared to a comparable diesel Actros and, with fully renewable energies, of more than 80 per cent over the entire product life cycle of 10 years from raw material extraction...

CONTINUE READING

HYDROGEN

BP joins H2Accelerate to speedup hydrogen use in HGV sector BP has joined the H2Accelerate collaboration, a group working together to accelerate the uptake of low carbon hydrogen for trucking in Europe.

BP’s hydrogen mobility ambitions are aligned with those of the H2Accelerate collaboration, whose members are working towards the deployment of the hydrogen refuelling network required to support a pan-European hydrogen trucking system.

BP has been welcomed to the collaboration as a key future infrastructure provider for heavyduty hydrogen vehicles. BP will support efforts to develop a hydrogen refuelling infrastructure and advocate for the policies needed to rapidly upscale the European hydrogen freight ecosystem.

Hannah Bryson-Jones, spokesperson for H2Accelerate, said of BP joining the collaboration: “BP has extensive experience and expertise across the deployment of hydrogen production and refuelling technologies.

Combining that expertise with other hydrogen refuelling players and truck manufacturers, through the H2Accelerate collaboration, we can work together to accelerate the dawn of hydrogen trucking. We are very excited for BP to be joining the collaboration as we shape the transformation towards sustainable transportation.”

Emma Delaney EVP, customers & product said: “BP is transitioning from a International Oil Company to an Integrated Energy company and having a key role in mobility. Hydrogen will be a key energy for heavy duty transport supporting carbon...

CONTINUE READING

Issue 149 | GREENFLEET MAGAZINE

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News Paul Hollick, chair, Association of Fleet Professionals

AUTONOMOUS VEHICLES

The AFP’s Paul Hollick

Why the 2035 EV deadline changes little for car fleets Now we’ve had a little time to work through the implications of the government’s extension of the electric vehicle (EV) production deadline to 2035, the overall feeling across the AFP is that it will change little for car fleets but recognises a growing reality for van operators.

While there is a sense of what you might characterise as annoyance surrounding the apparently arbitrary nature of the move, benefit-in-kind taxation hugely favouring electric cars and the Zero Emissions Vehicle Mandate for manufacturers remaining in place means fleets will continue to electrify their car fleets at a rapid pace.

The delay will have a limited effect.

When it comes to vans though, it has become clear to many of our members that electrifying their fleets by the end of the decade was going to be a big ask. Neither the vehicle designs nor the charging infrastructure appear to be ready to meet the needs of all fleets and there was a growing sense, at least among some, that this would have to be acknowledged sooner or later by the government.

FURTHER INFORMATION

www.theafp.co.uk

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

Location data crucial to safe rollout of autonomous vehicles The Geospatial Commission has published a report that highlights the important role location data and technologies will play in enabling the safe deployment of connected and self-driving vehicles on the UK’s roads.

It is estimated that by 2035, 40 per cent of cars in the UK could have self-driving capabilities.

Vehicles will rely on location data to know where they are in relation to their surroundings, including the kerbside, other vehicles and pedestrians.

Innovative location technologies could enable vehicles to communicate with other road users and smart infrastructure, improving traffic flow and congestion as well as making it safer and easier for drivers. Location data and technology will have a key role in the sector, but there are challenges around data discoverability, accessibility and quality.

The report sets out what is already being done to meet these opportunities and challenges and some of the action areas for government, academia and industry to improve the quality and breadth of location data. It identifies that the sector should improve the understanding of the road environment by addressing key location data gaps. The sector should also improve how location data and location technologies can work together by defining accuracy standards, as well as improving data sharing practices to make connected vehicles’ data more accessible and reusable.

Steve Unger, independent commissioner at the Geospatial Commission, said: “Connected and self-driving vehicles will revolutionise...

CONTINUE READING

News

ALTERNATIVE FUELS

FedEx Express begins trial of hydrotreated vegetable oil FedEx Express Europe has begun trialling hydrotreated vegetable oil (HVO) renewable diesel to fuel five of its company-owned trucks in the United Kingdom.

In November last year, FedEx Express launched the use of renewable diesel to fuel heavyweight, long-distance vehicles in the Netherlands, as a more environmentally favourable alternative to fossil fuels. With the deployment of this new 100 per cent HVO fuel, the UK becomes the next part of the FedEx network in the region to start trialling the use of renewable fuel.

The decarbonisation of the heavyweight transport sector is recognised as more challenging than the parcel pick-up and delivery sector, where FedEx Express has already outlined its goal to transition to a fully electric fleet by 2040. Finding a viable energy alternative to fossil fuels is more difficult with bigger vehicles that also tend to travel longer distances.

“Using synthetically-made diesel offers an interim solution with the promising ability to drive down ‘well-to wheel’ carbon emissions by as much as 80-90 per cent per litre. It means that while other technological solutions are still being developed to help the industry transition away from using fossil fuels altogether, we can already make decisions to influence and reduce our scope one carbon emissions in our linehaul truck network – those generated by our owned vehicles,” said Louise Whitehouse, managing director fleet maintenance, FedEx Express Europe...

Andy Eastlake, CEO, Zemo Partnership

Zemo Partnership’s Andy Eastlake

Good information is just the start in EVs When considering a new (or used) vehicle, we all probably look for slightly different things. But there are some key “pieces of truth” that should be the starting point to really understand what matters. For EVs the range and energy consumption (how far you can go and how much it’ll cost) are pretty crucial.

But even these are often difficult to find, interpret, understand or believe (even if you’re, like me, a pedantic engineer with 40 years automotive experience).

We’ve all seen the many interpretations of ‘real world range’ given by various media outlets and even OEMs themselves.

And energy consumption (and consequent cost per mile) is frequently published omitting the 10-15 per cent charging losses you invariably pay for.

Zemo has worked in this space for over 18 years and, with the move to EVs, a new focus is needed on getting the right information to the right people in the right form so they can better understand how this technology works and fits.

Our recent work (published on page 19) shows how difficult it can be for the prospective van buyer and we are continuing to work on getting to ‘one truth’ as the starting point for new and used car and van drivers.

FURTHER INFORMATION

CONTINUE READING

www.zemo.org.uk

Issue 149 | GREENFLEET MAGAZINE

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News

BATTERIES

West Midlands Gigafactory in talks with Asian battery manufacturers The West Midlands Gigafactory joint venture has confirmed that it is in advanced discussions with several Asian battery manufacturers about future investment at the Coventry site.

The West Midlands Gigafactory’s Coventry location has planning permission in place for a large-scale battery production facility with capacity for up to 60GWh per annum – enough to power 600,000 electric vehicles.

The location offers an all-in-one solution for battery research, industrialisation, manufacturing, testing, recycling and electrified logistics designed to foster the UK’s growing battery ecosystem.

Cllr Jim O’Boyle, Cabinet Member for Jobs, Regeneration and Climate Change at Coventry City Council said: “The West Midlands Gigafactory site in Coventry is a prime location offering future investors an all-in-one solution for battery manufacturing, research, industrialisation and recycling. In addition, we are well-positioned to become an Investment Zone, which will deliver significant additional tax incentives and breaks for future investors.

“I’m pleased to report that we are now in advanced discussions with leading Asian battery manufacturers who want to develop a presence in the UK. We hope, with the support of the UK Government, that we will secure an investor and further strengthen our region’s leadership credentials in the shift towards electrification.”

READ MORE

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

ACCESSIBILITY

New accreditation for accessible parking and charging The British Parking Association and Disabled Motoring UK have launched a new accreditation that aims to become recognised throughout the whole of the UK for accessible and inclusive parking and electric vehicle charging facilities.

Park Access® will enable everyone, regardless of their accessibility needs, to identify car parks and facilities, such as EV charge points, that they can use with ease.

Park Access brings together the very best of two accreditations – the Disabled Parking Accreditation and People’s Parking Award to automatically become the UK’s industry benchmark for accessible and inclusive parking and electric vehicle charging facilities.

Park Access EV includes requirements and recommendations for accessible EV charging informed by the new British Standard Institution accessibility standard, PAS 1899.

A Park Access Handbook has been produced to provide parking operators with guidance and clarity, simplifying the process to ensure that their car parks and EV charge points are accessible to everyone.

Sara Fisher, BPA head of operations and business development, said: “The parking sector is constantly evolving with the exciting growth in popularity of electric vehicles and the drive to net zero. The BPA is leading the EV parking revolution and recognises there is also a need to ensure that car parks and EV charge points are accessible to everyone. Park Access is a brand-new benchmark for accessible parking and charging.”...

CONTINUE READING

Jonathan Walker, head of cites and infrastructure policy, Logistics UK

Funding awarded to twenty net zero transport projects Twenty net zero technology projects have been awarded a share of £89 million government and industry funding. Projects include hydrogenpowered off-road vehicles, a new lithium scale-up plant and new EV battery systems.

The projects include include four collaborative R&D projects, five scale-up projects to assess if businesses in the automotive sector are ready for growth, and seven feasibility studies to prepare projects to develop largescale manufacturing facilities in the UK. £45.2 million of this investment comes from Government, through the Advanced Propulsion Centre UK (APC), backed by a further £42.7 million from the automotive industry.

Winners of the latest collaborative R&D competition funding include Aston Martin, who are accelerating the development of a luxury battery electric vehicle platform and Perkins, who will develop a net-zero, hydrogen-hybrid integrated power system for offroad vehicles.

The projects are estimated to create or safeguard more than 4,700 jobs in total and save nearly 65 million tonnes of CO2 being emitted over the next decade as a result of the work undertaken by these four R&D projects alone. £11.3 million has also been awarded to 12 UK-based projects funded through the second instalment of the SuRV (Scale-up Readiness Validation) competition and the fourth round ...

CONTINUE READING

More top news stories from www.greenfleet.net Volta Trucks to go into administration: READ MORE Nissan unveils Hyper Tourer electric vehicle concept : READ MORE Research shows benefits of increasing rail freight in London : READ MORE Power upgrade work begins for Norwich electric buses: READ MORE Over half of van fleets would consider shared EV charging: READ MORE

News

DECARBONISATION

Logistics UK’s Jonathan Walker

Urban logistics and the planning system The urban population is expanding with 2020 government statistics estimating that 82.9 per cent of the UK’s population live in an urban area. With increasing population, comes an increased need for logistics land to service residence.

Despite this, the need for logistics land is often overlooked; research from Savills – published in June 2022 – indicates that London has lost 5.7 million sq ft of warehouse space to other uses since 2011.

In addition to overall practicality and efficiency, safeguarding land for logistics within urban areas is essential to reaching decarbonisation goals.

With vehicle milage range typically shorter on electric vehicles compared to conventionally fuelled vehicles, warehousing close to cities is essential, as are micro-consolidation centres.

Logistics UK has long called for reform of the planning system and in July 2023, welcomed the call for evidence on freight, logistics and the planning system, highlighting that it must act as a catalyst for long-term planning reforms that recognise the importance of our industry. In our response, we highlighted the significance of the logistics industry – which contributes £163 billion to the UK economy each year – and called for its importance to be recognised and reflected in planning reforms, not just at a national level, but also at a local level to support communities...

CONTINUE READING

Issue 149 | GREENFLEET MAGAZINE

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L EF

Electric Van Special

DRIVING LICENCE FLEXIBILITY

Changes to 4.25 tonne electric van operating rules The government has announced changes to the operational requirements of heavier zero-emission vans, up to 4.25 tonnes. We look at these changes, and examine if more needs to be done to remove barriers to e-van uptake The government has announced changes to the operation requirements of heavier zeroemission vans, up to 4.25 tonnes. This follows a special concession that allowed drivers with a standard B licence to drive an electric van up to 4.25 tonnes, due to the extra weight of the battery.

While the flexibility this gave was well received, questions were raised as to whether other operator responsibilities that normally apply to vans over 3.5 tonnes – such as additional training – still applied.

Additional requirements Vehicles up to 4.25 tonnes would normally requires a driver to have a category C or C1 licence. This involves additional costs for the user, including further training and testing, medical examinations and a driver certificate of professional competence (DCPC) if the vehicle is intended to be driven for commercial use.

But despite the extra weight in electric vans, these vehicles are equivalent in function and appearance to large petrol and diesel vans. As

more 4.25 tonne electric vans came to market, the Association of Fleet Professionals pointed out that a situation had emerged whereby the government’s Office for Zero Emission Vehicles (OZEV) believed the vehicles had been deregulated from all of the operator responsibilities that normally apply to vans over 3.5 tonnes, whereas the DVSA and the Department for Transport believed some still applied.

Paul Hollick, chair at the AFP, said that this led many of its members to cancel orders for 4.25 tonne electric vans because of ongoing lack of clarity about the additional requirements surrounding them.

Paul said at the time: “Fleets are receiving all kinds of conflicting advice – not just from OZEV and the DVSA but manufacturers, dealers, leasing companies and others. They’re understandably throwing their hands up in the air and we hear of many operators simply cancelling orders.”

Government consultation In summer 2022, the government consulted on the reforms to the driving licence flexibility. E Sponsored by

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Electric Van Special

With all this in mind, the government has concluded that it will legislate to remove the training requirement. However, the DfT has said it will continue to work with the DVSA, industry and other parts of government to communicate information drivers need to operate an AFV safely and responsibly, particularly in relation to safe loading and vehicle handling techniques.

F What resulted was the decision to amend

certain aspects of the legislation, such as to remove the training requirement, expand the flexibility to all eligible vehicles, allow vehicles to tow an equal amount to their ICE equivalent, and only allow zero emission vehicles to access the flexibility.

Only zero-emission vehicles The current licence flexibility legislation is for alternatively fuelled vehicles, which includes natural gas and biogas. However, as these are not zero emission fuels, the government will now legislate to only allow zero emission vehicles to access the licence flexibility.

Training requirement Currently, a category B licence holder must undertake five hours of additional training before being permitted to operate AFVs weighing between 3,500kg and 4,250kg on public roads. This requirement does not apply to equivalent ICE vans, which fall under the 3,500kg threshold.

The consultation sought views on removing or reforming the training requirement to remove this additional regulatory step, and seventy-two per cent supported the removal.

The government said that the consultation did not provide any evidence to demonstrate a material safety risk from allowing category B licence holders to operate slightly heavier vehicles. And users of the licence flexibility did not report any differences between accident rates for their 4,250kg AFVs and 3,500kg ICE vans.

Most respondents noted the disincentive of the additional cost of the training, which is a particular concern for fleet operators with high driver turnover.

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

Types of vehicles Currently, the licence flexibility only applies to vans carrying goods and does not include any other vehicle types, such as minibuses. This is because the flexibility was introduced to ensure that goods vans did not need to reduce their available payload when switching to AFVs. However, increasingly, other types of vehicles are becoming available as ZEVs, of which many have additional weight requirements (such as wheelchair accessible equipment). The extra powertrain weight can limit which drivers can operate these vehicles without further training and a higher licence entitlement.

The government consulted on expanding the types of vehicles which are eligible for the licence flexibility. Seventy-five per cent of respondents supported making more vehicles eligible.

To account for the weight of specialised equipment needed for disabled users, such as a wheelchair ramp, category B licence holders are currently allowed to operate vehicles up to 4,250kg. Respondents highlighted the importance of maintaining this allowance despite any other licence changes. The government will legislate to allow category B licence holders to operate ZEVs up to 5,000kg MAM to account for the weight of the clean powertrain and the use of specialised equipment needed for disabled users.

The government will also legislate to extend the licence flexibility to all vehicle types to support the transition to zero emissions. This will only apply to ZEVs which would weigh 3,500kg or less without the extra weight of their clean powertrain.

Towing a trailer Category B licence holders who passed their test before 1 January 1997 may drive a vehicle and trailer combination up to 8,250kg MAM. Recent changes to B+E licence entitlements mean that those who passed their test after 1 January 1997 can now tow a vehicle and trailer combination up to 7,000kg MAM without needing to take a further test. The DVSA recommends car

and van drivers complete accredited trailer training before they tow for the first time. It also recommends the scheme for those drivers who tow regularly, as a chance to refresh and formalise their practical experience.

The current AFV licence flexibility for vehicles weighing between 3,500kg and 4,250kg does not allow category B licence holders who passed their test after 1 January 1997 to tow a trailer.

Respondents were supportive of the 7,000kg limit for vehicle and trailer combinations, with 72 per cent in favour.

Many highlighted the disparity in towing rules following the recent changes, noting that this could disincentivise ZEV uptake.

Accordingly, the government will legislate to allow category B licence holders operating ZEVs weighing between 3,500kg and 4,250kg to operate a vehicle and trailer combination up to 7,000kg MAM. This change will only apply to category B licence holders who would be eligible to tow up 7,000kg MAM without the extra powertrain weight in line with recent changes to B+E entitlements. The ZEV must still not exceed 4,250kg. All existing conditions applying to specific vehicles, such as separate towing licences for minibuses, will continue to apply.

More needs to be done Despite these changes to the operational requirements for heavier electric vans, there is still different rules regulating their use.

As an electric van weighing more than 3.5 tonnes is still classed as a HGV, it therefore requires an MOT test after 12 months.

It is also speed restricted, and tachograph regulations come into effect if the vehicle travels more than 100kms from base.

Further campaigning is therefore being done for electric vans up to 4.25 tonnes to be treated exactly the same as petrol or diesel vans weighing up to 3.5 tonnes.

Commenting on the announcement, Gerry Keaney, BVRLA Chief Executive, said: “The BVRLA remains committed to driving more positive change in this space and has pushed for the MOT regime to consider similar flexibilities for heavier zero-emission vans. Our work with partner associations is accelerating to make sure all levels of Government understand the need for renewed focus on the transition to ZEV vans.” L

Electric Van Special

SPONSOR’S COMMENT

How can you judge if electric vans are right for your fleet?

A common obstacle to van-fleet electrification is the doubt over operational practicality: “Can electric vans do the job of our existing fleet?”

An upfront EV suitability assessment can answer that question. It’ll also reveal the extent of disruption electrification will cause to your existing operations. And it’ll help prove the benefits of electrification to your organisation’s decision-makers.

By using telematics to track the activities of a representative selection of vans over a defined period, you can record vans’ mileages, whereabouts and dwell locations/times. This will give you supporting evidence for prioritising vans to transition and for specifying electric van models, charge-station power, charging locations and operational charging schedules.

Drax Electric Vehicles can design and manage your suitability assessment – and explain the projected impact of electrification. We’ll even use the results to help you build a business case.

Assessing your fleet’s EV suitability is the first step in a successful transition. L FURTHER INFORMATION

energy.drax.com/ev Naomi Nye, head of sales, Drax Electric Vehicles

FURTHER INFORMATION

www.gov.uk Sponsored by

15

Advertisement Feature

Addressing your van electrification concerns Many of the concerns organisations have about switching to electric vans are unfounded or outdated. And while fleet electrification is potentially expensive and disruptive, it brings with it opportunity and benefits

The prospect of saying goodbye to your trusted internal combustion engine (ICE) maintenance, delivery and operations vans might still feel hugely uncomfortable. But, with the 2035 ban on the manufacture and sale of new ICE vehicles, it’s going to happen sooner or later – and doing it sooner offers business benefits.

Fear of the unknown Organisations’ electrification discomfort is slowing the UK’s van transition down. Just 0.9 per cent of the country’s vans were electric last year, according to the Logistics UK report.

The concerns holding organisations back include EV vans’ payload capacities, single-charge driving distances and potential driver resistance.

They also include worries over whether the UK’s charging infrastructure’s adequate.

However, fleet electrification – while a potentially expensive and disruptive transformation – brings with it opportunity.

Electric vans offer a visible symbol of an organisation’s sustainability commitment, reduce organisations’ carbon footprints and help save on longer-term operational costs.

Addressing the concerns Many of the concerns organisations have about switching to electric vans are unfounded or outdated.

In terms of payload, the fear’s that, with EV batteries making electric vans heavier than their

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

ICE counterparts, it won’t be possible (or legal) to carry as much in them. The law in the UK used to limit the weight of loaded vehicles standardlicence holders could drive. However, the government has introduced a concession for EVs allowing for an extra three-quarters of a tonne.

“Can an electric van cover the distances I need it to without me having to stop and charge?” The familiar question regarding EV range is less and less relevant as manufacturers introduce vans able to travel further on a single charge. Fleet management company Webfleet recently set a new world record – an unmodified Fiat E-Scudo travelled 311 miles without needing to recharge!

An organisation’s efficiency – and success – often lies in the hands of its drivers. But fears of driver reluctance to electrify could be misplaced. Recent research by Churchill Expert, Direct Line Group’s specialist fleet insurance provider, suggests approximately 70 per cent of van fleet drivers would prefer to drive electric.

The UK’s behind its target to introduce 300,000 public-facing charge stations before 2030, but lack of infrastructure needn’t be the barrier that prevents electrification.

Realistically, converting a fleet of ICE vans to EVs will require an accompanying charging infrastructure investment. Investing in charging facilities – either across a network of sites or even at drivers’ homes – will keep your fleet on the move. It’ll also reduce the strain on the UK’s public-facing facilities.

Added benefits Fleet electrification isn’t just for beating the 2035 ban. It offers a number of benefits that could give your organisation competitive advantage before the decade’s out.

Firstly, EVs emit zero exhaust emissions. You can aim to power your van fleet with renewable source electricity, or, even better, energy your organisation generates renewably on-site.

Switching to an electric fleet will reduce the emissions you have to report and boost your sustainability credentials and net-zero progress.

Secondly, there’s the positive associations customers, prospects and the wider public will make when they see your green vehicles.

EVs offer excellent PR opportunities, particularly when you report them in conjunction with other net-zero efforts.

Thirdly, electrification offers operational cost savings. Beyond the initial associated expenditure, consider the ‘total cost of ownership’ for EVs compared to ICEs. EVs’ fuelling costs are lower, as (generally) are their maintenance costs – courtesy of fewer working parts – and they’re exempt from congestion and clean-air charges. To help reduce upfront outlay, government grants can support with the cost of buying and installing charge points.

Advertisement Feature

Plan for success Planning and investing wisely is crucial to the success of your van fleet’s electrification. Expert partners can offer upfront advice to set you off on the right road and end-to-end support to make sure you don’t take wrong turns along the way.

Drax Electric Vehicles offers an EV suitability assessment to help you prove the value of electrification and organise your transition plan – it doesn’t have to happen overnight.

Analysing your existing vehicles’ operational requirements also reveals how best to implement your own charging facilities.

To help allay any remaining driver (or internal decision-maker) anxieties, Drax can arrange test/ driving days so you can experience the vehicles and understand the charging hardware.

Don’t go it alone Another reason organisations postpone electrification is complexity – both real and perceived. Transitioning a fleet of vans that’s operationally efficient can seem hazardous.

There’s lots to consider and it’s easy to feel paralysed about where to start.

Engaging an electrification partner can take the strain out of fleet transformation. Collaborating with a specialist like Drax Electric Vehicles will help you plan your transition, secure internal support, manage implementation and optimise benefits. It’ll also help minimise disruption to your business-as-usual operations – and enable you to focus on other business priorities, too. L FURTHER INFORMATION

energy.drax.com/ev

Issue 149 | GREENFLEET MAGAZINE

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SHAPING THE FUTURE OF SUSTAINABLE MOBILITY

L EF

PROUD TO HAVE TAKEN PART IN THE

Take charge at europcar.co.uk/business or call 0371 384 0140

Electric Van Special

PROCUREMENT

Decarbonising needs demystifying! Especially for electric vans When buying a new electric van, consistency and clarity of information is key for operators to make the right purchase for their specific needs.

But finding such information isn’t always easy. Zemo Partnership has investigated the issue and come up with a ‘wish list’ of information that should be included on sales listings for battery electric vans Consumers and users need access to good information to assess the business and use cases when purchasing vehicles. For van users in particular there are a huge range of needs and applications. There’s your home delivery-style vans, your business vehicles for tradespeople, vans used for equipment transportation, vans for passenger transportation, and even vans in use by the emergency services.

So, when buying a new van, consistency and clarity is key if operators are to make informed decisions on purchasing a vehicle to meet their specific (and sometimes very complex or diverse) needs.

With the recent publication of the ZEV Mandate, 100 per cent of new vans sold are to be zero emission by 2035, with an interim target of 70 per cent by 2030. But just being zero emissions, doesn’t tell you how far a vehicle E Sponsored by

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Electric Van Special

From incorrect unit provisions, missing data items, to inconsistencies between the brochure and webpage of the same van, we realised that industry may need a helping hand

F will go or how much it will cost to run (both as important as its emissions). To meet these ambitious sales targets, the emerging battery electric van suppliers must bring operators along with them to ensure a swift and efficient transition that works for all.

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Investigating the situation Here at Zemo Partnership, as part of our ‘Clarity in Van Information’ project research, we wanted to see whether the information available in the current battery electric van market was up to the task.

To begin, we combed through publicly available information provided on manufacturer websites and brochures. We narrowed our focus to a core set of categories; WLTP test data, energy consumption data, battery data, charging data, and vehicle capability information.

The magnitude of the challenge soon became clear; numerous aspects of data and information provision are not well covered or

Electric Van Special

are inconsistent. From incorrect unit provisions, missing data items, to inconsistencies between the brochure and webpage of the same van listing, we realised that industry may need a helping hand.

For context, let’s look at the communication of energy consumption. Across various sites, energy consumption was presented in “Wh/100km”, Wh/mile”, and “kW/x miles”, instead of the standard unit “kWh/100km”.

Even more alarming was the fact that some manufacturers provided no energy consumption information at all!

The data provided for charging also proved to be a minefield. Various manufacturers cited charging times inconsistently, and it was not always clear which AC and/or DC charge power capabilities came as standard on the vehicle, or whether the provided cable(s) (if even stated as standard in the first place) are compatible with these capabilities.

We found inconsistency in the presentation of some basic vehicle capability information.

Some manufacturers, for example, didn’t provide any information on towing capacity, a data nugget that manufacturers routinely communicate for their diesel equivalents.

Whilst everyone has their own view of what ’real world‘ is, the WLTP (used effectively) E Sponsored by

We believe consumers and operators should have access to correct, clear, and consistent information when making purchasing decisions on whether battery electric vehicles suit their needs

21

Electric Van Special F provides a credible, consistent and reliable basis for comparison of vehicles operating different drive cycles, and should represent the starting point.

However, greater consistency is also needed in the WLTP data presented. With manufacturers likely wanting to ‘put their best foot forward’, the headline range was, at times, reported without clarity whether it was “Combined” or “City” WLTP cycle (each very different), and sometimes only applied to the smallest/lightest van model variant. The quoted range, therefore,

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could differ significantly from what van users will experience in real world operation.

Cutting through the confusion Some manufacturers have tried to cut through the noise with the added provision of charging time and range calculator tools, but to varying degrees of success. Calculator tools are excellent in principle, as they provide visual guides to operators on factors that influence vehicle range capabilities, such as temperature, speed, and payload. Manufacturers do need to ensure that

Joining forces to make electric-mobility a reality

such calculators provide consistent and accurate figures in alignment with the data provided across web pages and brochures to avoid confusing customers with conflicting information.

Zemo, too, is working to help resolve the issue.

From our years working on new car information (for which legislation does exist, but needs updating) we’ve published the findings of our “Clarity in Van Information” research (which Partnership members are able to view on our website). We’ve produced a handy infographic that details our ‘wish list’ of 16 data requirements we think should be included on sales listings for battery electric vans (or, alternatively, the information operators should be asking for when considering a van purchase).

This is now available for all to view and download on the Zemo Partnership website.

We believe consumers and operators should have access to correct, clear, and consistent information when making purchasing decisions on whether battery electric vehicles suit their needs. Going forward, we must ensure that the provision of information does not hinder or undermine, but instead enables and compliments the shift away from diesel in this crucial transport sector. L FURTHER INFORMATION

Electric Van Special

SPONSOR’S COMMENT

We should be in no doubt, the successful transition of fleets to electric vehicles (EVs) hinges on robust industry collaboration.

Specialist EV management solutions are crucial, but so too is the pooling of expertise and resources to help fast-track advancements in battery technologies, vehicle design and charging solutions.

As stakeholders unite, challenges will be overcome, from grid capacity to the lifecycle management of batteries. The economies of scale that collaboration can deliver will help reduce costs for EV components and infrastructure, making the transition more financially viable.

And by working together, fleets can develop more effective electrification strategies and promote best practices.

A spirit of collective learning is, consequently, emerging, with initiatives such as Webfleet’s EV Lounge serving as vital platforms for businesses to share critical knowledge and expertise.

Through our united efforts, we can accelerate the adoption of electric vehicles, ensuring a greener, more sustainable future for all. L FURTHER INFORMATION

www.webfleet.com

Beverley Wise, Webfleet regional director for Bridgestone Mobility Solutions

www.zemo.org.uk

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solutions. This familiarity can help to give them that all-important competitive edge.

Beverley Wise, Webfleet regional director for Bridgestone Mobility Solutions

The stakes are high. The UK may have postponed the ban on the sale of new petrol and diesel vans from 2030 to 2035, but as the global community grapples with the escalating threat of climate change, the need for decisive action by the transport industry remains imperative.

Prime Minister Rishi Sunak’s decision has bought a little extra time for fleet operators to make the electric transition, but they would be ill-advised to become complacent.

Compelling ethical, reputational and financial motivations should see them continuing their e-mobility journeys, seizing the opportunity to take a lead in sustainable and innovative transportation solutions.

Even with the delay, 2035 is merely a dozen years away and those businesses that adapt to electric fleets, sooner rather than later, will be better prepared for the inevitable future where electric transport is the norm.

Irrespective of policy shifts, with appropriate management intelligence, they can benefit from long-term cost savings. Moreover, they will have the opportunity to understand and integrate emerging technologies, from advanced fleet management systems to new charging

The telematics keys to change By deploying telematics platforms with dedicated EV management tools fleets can establish the most cost-effective timeline for change, enabling them to determine whether the typical trips and average mileages taken in conventional vehicles could be undertaken in EV equivalents.

They are then better placed than they might have ever imagined to optimise operations. The latest software advancements, for example, mean businesses can now plan routes for drivers that take account of their vehicle battery levels and capacity, their average energy consumption and charge point locations.

Elsewhere, fleets have access to information that allows them to compare the kWh per mile efficiency of their vehicles and drivers, or analyse kinetic energy recovered through regenerative braking. They have access to energy consumption reports that detail energy usage in kWh, per vehicle, per day, and charger connection insight reports that ensure charging takes place at the times of day when tariffs are most favourable and just before vehicles are needed for operation.

Written by Beverley Wise, Webfleet regional director for Bridgestone Mobility Solutions

Using telematics with dedicated EV management tools allows fleet operators to establish the most cost-effective timeline for change

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A ‘Carpe Diem’ mindset for electric fleet success

Setting standards, charging growth Forward-thinking fleets understand their environmental responsibilities and the role they play in setting industry standards. What’s more, with business customers becoming increasingly environmentally conscious, preferring to affiliate with brands that demonstrate sustainability, fleets that fail to plan for an electric future run the risk of being left behind. L FURTHER INFORMATION

www.webfleet.com

Issue 149 | GREENFLEET MAGAZINE

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Electric Van Special

PUBLIC CHARGING

Insight into electrifying light commercial vehicles Logistics UK comments on the challenges faced by van operators when switching to electric vehicles, and highlights the need for the public charging network to accommodate commercial vehicles of all sizes Government’s decision to delay the ban on the sale of new diesel and petrol cars and vans from 2030 to 2035 reached global headlines when announced in September.

Logistics UK has long-since highlighted how the lack of certainty from government on policies to enable a rapid transition to alternatively fuelled vehicles is a barrier to uptake and private sector investment, and this announcement builds on that uncertainty. In the view of Logistics UK, rather than pushing back decarbonisation deadlines, government should instead be making progress on the energy infrastructure and incentives businesses need to work towards reaching net zero.

Charging infrastructure A practical and efficient charging network is critical for logistics operators. There were a total of 37,055 public electric chargepoints recorded in the UK as of January 2023. To meet the 300,000 by 2030 target set by the Department for Transport (DfT), monthly installations would have needed to rise by 288 per cent

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

since January. However, figures from DfT show that as of 1 July 2023, there were 44,020 public electric vehicle chargepoints available in the UK – an overall percentage increase of 19 per cent since January. While this is strong growth, if only 7,000 chargepoints continue to be installed every six months, the UK will have only half the targeted amount of public chargepoints by 2030 and continued growth is therefore essential.

In May 2023 Logistics UK published its EV report which noted that 62 per cent of all its survey respondents stated they plan to have decarbonised their van fleets by 2030.

Therefore, despite the delay in banning the sale of new diesel and petrol cars and vans, Logistics UK continues to call for an accelerated rollout of public infrastructure that also ensures suitability for commercial vehicles.

Further analysis of existing public chargepoints also shows that the most urban areas in England and Wales have almost three times as many public chargepoints per person as the least urban areas. While rural and urban in this instance is based on population density, it is

Electric Van Special

With van drivers – especially in rural areas – travelling distances that may exceed their mileage range throughout their delivery schedule, rapid charging facilities are vital important to note that this is only one measure of rurality; other factors such as building development and transport links also define how urban an area is.

Range issues Vehicle mileage range is a key concern for van operators, with electric vehicles typically running on a lower mileage range than petrol or diesel vehicles. Often, urban areas are well suited to the use of electric vans due to the density of demand with multiple deliveries often for the same postcode area. For this, vans act as a mobile warehouse in which the driver may be parked up for long periods of time, however in rural areas, drivers tend to travel longer distances between deliveries.

Additionally, urban areas are increasingly considering greater use of micro consolidation centres to reduce the distance travelled by drivers however, rural areas may rely on larger warehouses that are further spaced out. The increase in online retail and subsequent demand for next-day delivery also plays an important factor, especially within rural areas. Previously, logistics companies would carefully consolidate multiple orders to prevent travelling back and forth between locations, however the demand for fast – including next or same day delivery – can result in less efficient operations and higher total vehicle activity.

As a result of the longer distances travelled, and the shorter milage range on electric vehicles compared to conventionally fuelled vehicles, increasing the number of public electric chargepoints in rural areas is vital. Additionally, Logistics UK’s EV report highlighted the difficulties operators are facing UK-wide in finding available, and usable, chargepoint spaces with many encountering broken or inoperable chargers, or issues surrounding their suitability for commercial vehicles. Logistics UK continues to urge government for an EV charging and

refuelling infrastructure roadmap designed in collaboration with business to work for logistics vehicles, backed with clear guidance and incentives for local authorities.

As part of the roadmap, consideration for rapid chargers will be vital. With van drivers – especially in rural areas – travelling distances that may exceed their mileage range throughout their delivery schedule, rapid charging facilities are vital to ensure the vehicles are not removed from the road from significant periods of time, reducing efficiency. Of the 44,020 public electric vehicle charging devices available in the UK (as of 1 July 2023), 8,461 of these are rapid charging devices. This is an encouraging 814 increase compared to 1 April 2023, however – in the view of Logistics UK – progress on the installations must be accelerated to ensure consumer demand can continue to be met efficiently.

Overall, despite the ban on the sale of new diesel and petrol cars and vans being pushed back to 2035, electric vans continue to play an important role as the UK heads towards net zero by 2050. While progress of electric vehicle chargepoint installation is needed across the UK in both urban and rural areas, it is vital that given the distances travelled and the current lack of public chargepoints compared to urban, particular consideration is now given to increasing the charging infrastructure in rural areas as part of an EV charging and refuelling infrastructure roadmap. L FURTHER INFORMATION

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27

Advertisement Feature

Navigating to zero Zero emissions motoring has the potential to be more cost-effective and is already better for the environment. However, there are still hurdles to overcome as supply catches up with demand and employers work to address drivers concerned about range and productivity. Keith Shorter, director at Europcar Vans & Trucks, looks at how van rental can help businesses navigate these challenges, as well as mitigate against the risk of additional costs from the growing network of Clean Air Zones and London’s Ultra Low Emission Zone

Even for the early adopters, driving electric has changed significantly in a matter of years, from the charging time and life of batteries to the infrastructure available to recharge and the range of model choice. It’s critical right now, therefore, that businesses start to ‘think zero’ so that they can build EV into their fleet strategy for the future – even if they’re not making the switch yet.

Turning a negative into a positive Talking to fleet managers, the big conversation is all about overcoming misperceptions and anxieties. Forgive the pun, but as a sector we need to turn the negatives into positives. And that has to start with the driving experience.

Manufacturers and dealers are working hard to offer large fleet buyers the opportunities to test drive the latest electric models. However, for smaller businesses – and recognising that supply is currently relatively limited – a test drive of more than a few days is rarely feasible.

For these businesses, rental – whether for a few weeks or a month or more – is a good zero-commitment alternative. It gives employees the chance to put electric through its paces in real-world conditions

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

and will enable employers to build an electric fleet strategy that is fit for purpose for their specific business model.

At Europcar we are working with a number of businesses to identify the types of electric commercial vehicles they think might fit their needs so that we can build this into our own fleet acquisition plans.

It’s all about opening up the discussion to understand use cases matched to vehicles coming off the production line.

Navigating CAZ and ULEZ We are also talking to businesses about how to navigate the clean air and ultra low emission zones that are already in place.

For businesses running commercial fleets inside the M25, a cost of anywhere between £625 and £4,375 per year per vehicle is simply not a sustainable option.

However, replacing every van with a newer and more fuel efficient model since the introduction of the London-wide ULEZ is an eye-watering prospect. And even for those businesses with deep enough pockets, supply chain delays mean replacements can’t necessarily be sourced easily.

Some fleet managers are replacing a small number of vehicles which can be used for any journeys in the ULEZ, while noncompliant vehicles make journeys outside of the zone. However, the logistical demands of this model are likely to be beyond most smaller businesses. And as the network of CAZ grows it will be less practical too.

Flexible vehicle rental is a simple, cost effective and efficient alternative.

A unique partner Europcar holds a unique position in the world of low and zero emissions motoring. We’re not trying to persuade businesses and individuals to buy; instead we’re providing solutions that mitigate against the cost of CAZ and ULEZ, combined with the flexibility to create

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Access the right compliant vehicles Being compliant with CAZ and ULEZ requirements doesn’t have to mean switching to electric. The Europcar fleet includes more than 10,000 commercial vehicles, ranging from small panel vans to crew vans, tippers and traffic management drop sides as well as other specialist vehicles. All vehicles are CAZ compliant – Euro 6 Diesel or Euro 4 Petrol. In addition, when on longterm rental commercial vehicles can be customised with livery, tow bars, internal racking and more, to suit individual business requirements.

The Europcar Vans & Trucks Guide helps identify the best van or truck solution for an organisation’s needs. Plus, our Commercial Vehicle experts at our network of 13 specialist Vans & Trucks supersites as well as our 50 other stations where vans are available can help businesses identify the right solution for each job.

real-world experiences for company vehicle drivers to learn about electric motoring.

We know there are still many questions organisations are asking before they make the switch to electric. And as a major provider in the mobility space it’s our responsibility to help businesses find the answers. It’s all part of our commitment to reducing emissions, both for our customers and for our own operations. L

To find out more about how Europcar can support your organisation’s decarbonisation journey, visit us on the contact details below.

FURTHER INFORMATION

www.europcar.co.uk/business 0371 384 0140

Issue 149 | GREENFLEET MAGAZINE

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Electric Van Special

INTERVIEW

A greener parcel delivery and pick-up fleet FedEx Express has set a global target for 50 per cent of all newlyprocured parcel pickup and delivery vehicles to be electric by 2025, rising to all new vehicle orders by 2030. We speak to Robert Peto, vice president for ground operations at FedEx Express UK, to find out how the company’s getting on with its green ambitions Can you give an overview of your fleet, in terms of what ‘green’ vehicles you have?

Global transportation providers are operating in one of the most challenging sectors when it comes to decarbonisation. FedEx has long recognised the need to decouple our business growth from our carbon emissions, so that we can continue to meet the demand for express logistics services, while minimising our environmental impact.

Over the years, we have piloted and deployed solutions that diversify the fuel types used in our fleet. In the last year, we grew our global fleet of alternative fuel vehicles to more than 6,200, including hybrid, electric, liquefied or

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

compressed natural gas, liquefied petroleum gas, and hydrogen fuel cell vehicles.

And we continue to make progress on our journey to electrify our pick-up and delivery fleet. Our first 23 electric vehicles have been introduced in the UK, allocated to two stations serving low and ultra-low emissions zones in London. And we also continue to prepare our facilities to meet the renewable energy needs of our future fleet and await delivery of further vehicles for UK stations in Barking, Enfield, and Oxford next year. We are still in the early stages of this journey, but we have an ambitious target to procure 50 per cent of new vehicle purchases as electric by 2025, rising to 100 per cent of new vehicle orders by 2030.

Looking particularly at your electric vans, how are these used and how are they charged?

As well as the UK, FedEx Express in Europe is starting to introduce more electric vehicles in the Netherlands, France, and Spain. The gradual introduction of these vehicles is to ensure a smooth transition, making sure that it is a proven solution that can be successfully scaled without any compromise on efficiency, reliability, or capability. All our new vehicles are being used for the first and final mile in urban centres, ensuring route demands are well within the vehicle’s battery range, but also where this change is encouraged to improve air quality in our cities. In London in particular, changing to these vehicles allows us to future-proof our access to low and ultra-low emissions zones, avoiding all tail-pipe emissions in restricted areas.

Were there any challenges to putting in place the charging infrastructure?

The infrastructure solutions for each station are designed with the specific station layout and operational needs in mind. The most critical early step is of course to ensure sufficient energy capacity from renewable sources.

In some cases, we identify that we need to work with our energy provider to increase the incoming supply, but both these UK stations already had sufficient energy supply from renewable sources. To help manage energy consumption efficiently, we installed smart

Electric Van Special

All the FedEx-owned and operated vehicles make use of overnight charging onsite in our stations, so they should have no need to use public charging infrastructure energy management systems as standard – these make it possible to adjust the rate of supplied energy to be lower, allowing for more vehicles to charge sufficiently but over a longer period where necessary.

The vehicle charging infrastructure in Bermondsey is installed adjacent to the package sort belt with one ground charging point for each vehicle. In Hornsey, our design combines a mixture of ground charging points and wall charging points, conveniently located where the vehicles are parked overnight.

How do your electric vans compare to diesel vans, in terms of fleet management?

Prior to placing our initial vehicle order, we identified routes that could be fulfilled by an electric vehicle in place of a diesel van. Since the general specification of the new vehicles is equivalent to existing vehicles, we were able to confidently allocate these new vehicles to these locations as direct replacements.

Where older vehicles still have a lifespan in our fleet, they are then redistributed within the UK and to ensure continuous modernisation of our fleet overall.

How do you approach last mile deliveries?

As well as shifting gradually to battery-electric pickup and delivery vans, FedEx Express also operates a fleet of over 40 e-cargo bikes, working alongside our vehicle fleet to deliver a more sustainable last mile. E-cargo bikes are a constantly evolving logistics solution, and we at FedEx have been fortunate to work with manufacturers on various iterations of the product since we began using them in 2020.

In the UK we operate the largest number of e-cargo bikes in the FedEx Express Europe fleet, and we continue to add these in select locations. The four-wheel e-cargo bikes, favoured by our couriers, are proving to be an efficient alternative to light commercial vans E Sponsored by

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Electric Van Special

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F in areas where infrastructure and access make e-cargo bikes a viable solution.

Do your van drivers ever have to use the public charging network, and have they experienced any challenges?

We have designed our electric vehicle rollout to ensure that vehicles should have sufficient battery range and capability to fulfil couriers planned routes on a single charge. All the FedEx-owned and operated vehicles make use of overnight charging onsite in our stations, so

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they should have no need to use public charging infrastructure.

As we anticipate more of our transportation partners will transition to electric vehicles in the coming years, we’ve taken care to install additional charging infrastructure than we currently need for our owned vans. We hope that in providing a future charging option for our partners we are facilitating their own move to electric. L FURTHER INFORMATION

www.fedex.com

Advertisement Feature

Time is of the essence: Getting Britain ready for the EV revolution EV Blocks was created to deal with the challenges and disruption when installing pedestal mounted charging points poured, left to dry all before, installing the charging point. And it didn’t end there as there were even challenges when it came to either fix or replace charging points. It was from all these experiences that he was inspired to create EV Blocks. The product provides its users with a simple solution for installation and ongoing maintenance with its universal adaptor plates.

The UK Government’s mission is to drastically reduce its CO2 emissions and become Net Zero by 2050. With heavy encouragement on the public to trade in their gas guzzling cars for fully electric vehicles, the pressure is now on for local infrastructure to support this rapid transition.

Ultimately, this is a very positive direction for the motor industry as it has been one of the biggest contributors to greenhouse gases. However, with years of relying on petrol and diesel cars we know that the infrastructure / services for electric vehicles won’t just pop up overnight. It will take a lot of investment and time to catch up in order to meet the demand of electrical vehicles on our roads. This is where EV Blocks comes in!

The inspiration Before the birth of EV Blocks, director and owner, Trevor Palmer experienced his fair share of challenges when installing pedestal mounted charging points. With costly and time-consuming installations being a challenge, Trevor had also found that customers were facing major disruptions during the process. This included, holes needing to be dug, cement mixed then

Benefits of using EV Blocks Future–proof installation – The universal adaptor plate technology allows projects to be started before the electric charger has been specified. Therefore, allowing installation at civil-works stage.

Time saving – Shorten the turn-around time for your projects with our ready to install pre-cast concrete blocks.

Installation consistency – EV Blocks are designed to give our customers a uniform look and finish on every installation.

Flexible installation – The innovative design can be used with ducting up to 150mm and allows for a change in direction at each block if required.

Whatever the weather – EV blocks can be installed in any weather condition maximising efficiency and productivity.

Ultra strong platforms – Suitable for local earthing with an earth rod / ground rod within the block, or with an open PEN device.

EV Blocks, proudly made in the UK, not only promote greener living but also minimize their carbon footprint with 35% reduced carbon concrete. L FURTHER INFORMATION

www.evblocks.com info@evblocks.com facebook | instagram | linkedin | youtube Issue 149 | GREENFLEET MAGAZINE

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SAVE UP TO 40% ON ELECTRIC CARS WITH RISK FREE SALARY SACRIFICE

Grosvenor Leasing’s Salary Sacrifice scheme for Ultra Low Emission Vehicles and Electric Vehicles can save your employees as much as 40% per month compared to a personal lease, with financial and environmental advantages for your business too.

Benefits to Employees and Employers

Risk Free and Minimal Administration

The employer gains by making Class 1A National Insurance savings as well as offering an additional staff benefit, at no extra cost.

It also comes with protection against employees leaving the company, or going on extended sick or maternity/paternity leave, and there is minimal input required to put it in place.

It means businesses can implement the scheme with complete peace of mind, and without being overwhelmed with lots of administration.

For more information, why not speak to one of our Ultra Low Emission and Electric Vehicle Salary Sacrifice experts

Employees sacrifice a portion of their gross salary in return for a fully maintained, taxed and insured company vehicle, at very competitive rates.

With many exciting electric cars available, such as the Tesla Model Y, Cupra Born and Polestar 2 (all shown above), now is a great time to be offering a ULEV and EV Salary Sacrifice scheme.

Telephone 01536 536 536 or email salsac@grosvenor-leasing.co.uk

Advertisement Feature

Transport managers highlight key challenges for moving to electric vans Rather than see how electric vans can fit into a business’ current operating model, the business needs to adapt to electrification. Here’s how For companies operating light commercial vehicles, the transition to electric vans is far from straightforward.

To understand the issues facing LCV operators, Grosvenor Leasing recently held an electric van round table discussion, bringing transport managers together to discuss the challenges they face, share experiences to date and map out the key areas to focus on.

The overriding viewpoint was that change needs to be driven from board level, as the electrification of a company’s van fleet is not a task that sits with the transport team alone.

Rather than see how electric vans can fit into a business’ current operating model, this is far more a case of how the business needs to adapt to electrification; there being an impact on operations, finance, human resources, property, facilities management, and customer service.

“Companies have built their operating models around diesels,” explained Grosvenor Leasing’s LCV electrification expert, Steve Beadle. “The areas vehicles cover, their mileages, the loads they carry, the numbers of stops they make – everything is based on operating a diesel.

“Trying to fit electric vans into that model is the classic square peg in a round hole, and our panel saw this is an opportunity to review, and reengineer, their operations for a zero emission future – and that required stakeholder buy-in from across the entire business.

“Detailing the capabilities of the electric vans on the market and combining real life trials with route analysis and operational data will help transport managers begin to see where EVs will fit with the existing business model, but also how that business model needs to adapt to EVs.

“From this, the charging infrastructure can begin to be mapped out, and with home charging being ruled out by certain members of the panel, and concerns over any reliance on public charging sitting with everyone, a plan is needed to decide how and where vehicles can be charged to avoid problems with downtime and the inability to meet key performance targets and customer commitments.

“It is also important to build flexibility into any fleet strategy to allow for emerging technology as the commercial vehicle switch gathers pace, and Grosvenor Leasing offers a wide portfolio of solutions for commercial vehicle operators, including advice on charging infrastructure, telematics, driver education and vehicle suitability."L

To discuss your light commercial vehicle fleet and its transition to electric, please contact us below.

FURTHER INFORMATION

www.grosvenor-leasing.co.uk Steve.Beadle@grosvenor-leasing.co.uk 01536 536 536

Issue 149 | GREENFLEET MAGAZINE

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EXPERT PANEL ELECTRIC VANS

Despite the electric van market growing, diesel vans still make up more than nine in ten registrations. So what’s standing in the way of van operators making the move to electric vehicles? And how does delaying the ban on new diesel vehicle production affect van operators? We ask our expert panelists for their views and advice A record 14,296 electric vans have been registered since January 2023, taking up 5.5 per cent of the overall market. However, diesel vans still make up more than nine in ten registrations, showing that the the adoption of electric vans is slow, especially when compared to electric cars.

The government’s decision to delay the end date for the production of new petrol and diesel vehicles was met with a mixed reaction in the industry, but the Association of Fleet Professionals (AFP) suggested that the delay may acknowledge a reality for some van operators. While there are 25 zero emission van models now available in the UK, they might not meet the needs of all fleets in terms of range and size. Plus the public charging infrastrucuture has historically been designed for cars and is therefore not yet fully geared-up

for commercial vehicles. The AFP commented that while many operators will remain committed to their original targets, some businesses may now slow van electrification.

The government is attempting to make it easier to operate electric vans. It continued the Plug-in Grant for vans, while it scrapped it for cars – and has recently announced that it will change certain operating requirements for electric vans up to 4.25 tonnes, such as removing the training requirement and allowing the same towing capabilities as an ICE equivalent.

However, barriers remain. To help those fleet operators considering van electrification, we speak to our expert panelists Dr Angus Webb, founder and CEO of Dynamon and Mark Gallagher, EV partnerships manager at Centrica, for their views and advice. E Issue 149 | GREENFLEET MAGAZINE

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Expert Panel

Apart from providing more cost competitive public charging tariffs, vans need more suitable locations that support shorter top-up charge opportunities to get them through their day

EXPERT PANELIST Dr Angus Webb, founder and CEO, Dynamon Angus is the founder and CEO of Dynamon. Originally from an engineering research background, Angus worked at the University of Southampton developing data analytics tools that helped Team GB win more medals at London and Rio Olympics. With this expertise, Angus founded Dynamon with the vision to vastly improve the efficiency of the logistics industry. Angus has built an incredibly talented and diverse team at Dynamon to realise this vision. The team which he leads are developing state of the art data analytics software tools enabling fleet managers and other key players in the transport industry to run their operations cost effectively by providing access to insights around new vehicle technology, including EVs.

F Diesel vans still make up more than nine in ten registrations. So why is the adoption of electric vans slower than cars?

For me, the continuing preference for diesel vans over electric vans is predominately based on two factors – the operational complexities of different commercial fleets which today, are better supported through diesel availability; and the higher cost to electrify those fleets through initial investment and on-going energy costs.

Operational complexity covers multiple areas but starts with, does the fleet really understand

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their own operations? Do they have robust data which shows the true range needed from electric vehicles and where the best charging times are? Can they charge in depot, are their drivers able to charge at home, do they need public charging support? The most important thing for an electric fleet is to have charging available when and where they need it, and understanding this across a fleet’s operations is complex. Currently, a lot of fleets just don’t know what that looks like to make the transition to electric vehicles with confidence.

Higher costs don’t just extend into the higher price for electric vehicle. Yes, this is an important factor – often with fleets amplifying this by unnecessarily buying vehicles with the largest batteries due to their range anxiety – but the TCO of an electric vehicle over the life of that vehicle is favourable compared to a diesel vehicle. Unfortunately, the cost of energy – in particular when using public charging – means this TCO model only becomes favourable over too long of a time frame, say four to five years. We need to see the TCO become favourable over two years then you will see fleets flocking to electric vehicles.

They will also put more effort into dealing with the operational complexities of running an electric vehicle fleet to make sure it works.

Cheaper energy provision and consistent pricing across the network will help with this, alongside the natural reduction of vehicle prices through this decade.

Looking at public infrastructure in more detail, how can it be improved for electric van users?

Paul Kirby summarised this well in a recent webinar – there has been lots of investment already into the infrastructure supporting electric car users, there is a lot of planning going in to support the transition of HGVs to electric – but vans have been left in a grey area. The design of charging areas where

For van operators that have not begun their electrification journey, how can they judge the viability of EVs? Most importantly and the first thing a fleet can do is engage with a company who has expertise in this area – electrifying fleet operations is a complex topic and making the best decisions early on will provide the confidence to continue with the process.

Next – the fleet needs to know their operations accurately. What does each vehicle do, how far do they travel, how much energy will they need to support an electric vehicle doing the same thing, when and where do the vehicles stop long enough to get charged – be it during the day or overnight, and where will that charging be done, either in depot, at home or public – or a mix of all three. If a fleet does not have robust telematics data or routing information to point the way to answer these questions, then they should look into getting this in place ahead of starting their electrification journey, or decisions will be based on guesswork.

Then the expertise you have hired in will really show their worth by helping design the charging infrastructure needed to keep your vehicles charged as needed. What electrical grid upgrades or other energy solutions will be needed to prepare depots sufficiently, will the investment be future proofed so you only “dig once”? How can home charging be implemented successfully, what solutions are available for drivers without access to a driveway or a home charge point? Where will I need to rely on public charging and who is the best CPO to partner with to support this, with competitive pricing?

These are all difficult questions needing expertise and robust data to be available to make the most informed decisions. Otherwise, fleet decisions will have to be made on broad assumptions, which will likely lead to suboptimal decisions. This will most likely mean spending more than was necessary on over-specced vehicles and incorrect charging infrastructure, whilst still probably ending up with a fleet not fit for purpose to meet their operational needs. At Dynamon, the electrification journey for fleets is based on two things; first, making sure the operational needs of your fleet are covered, and second, doing this in the most cost-effective way as possible.

Expert Panel

vans are not separated from car users creates an “us and them” attitude where van drivers and the associated fleets are judged badly by the public for using the available public charging facilities. It just shouldn’t be like this.

So what to do about public infrastructure for vans? Provide segregated areas for them, have more appropriate charging infrastructure to allow for effective energy top-ups in 20 mins, provide the ability to pre-book charging slots ahead of time and limit the time a van can be charged for to allow for quick turnover of vehicles. Apart from providing more cost competitive public charging tariffs, vans need more suitable locations that support shorter top-up charge opportunities to get them through their day, which would also compliment the operational cycles of the van driver.

How will pushing back the ICE vehicle end date to 2035 affect those operating vans?

The pushing back of 2030 to 2035 means that some fleets will most likely delay their transition to being fully electric. However, with the revised ZEV mandate meaning that at least 70 per cent of new vans sold by 2030 are to be electric, most fleets will have to be well into their electrification journey by then. Based on the already committed investment by OEMs, where some are targeting for 100 per cent of their new vans to be electric well before the new 2035 date, expect to see fleets also push their own transition plans along but probably not all of them by 2030 now.

For most fleets, the strongest motivator for transitioning to EV was based on the 2030 date. With this potentially no longer being the case, the conversation needs to turn to demonstrating that EVs are a cost-effective option to replace many ICE vehicles. When they do enough mileage each day, coupled with cheaper recharging options available in depot or at home, and with on-going maintenance being lower for EVs, it will become much easier to make an economic business case for EVs. E

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Expert Panel

EXPERT PANELIST Mark Gallagher, EV partnerships manager, Centrica Mark Gallagher works within Centrica’s Hive business, supporting corporate partners to leverage the energy efficiency and cost reduction products offered to support Electric fleet transition. With over 23 years in the fleet sector, he is focussed on optimising Hive’s EV proposition to deliver leading Home EV charging solutions, leveraging all the strengths of Centrica’s unique position in the energy sector as a driving force towards net zero.

Mark is a former BVRLA Industry Hero and was listed on GreenFleet 100 Most Influential People in 2019. He has substantial experience to support fleets overcoming challenges on the way to a successful and sustainable net zero fleet.

F Will pushing back the ICE vehicle end date to 2035 affect vans operators?

Regardless of the government’s pushing back of the deadline, our aim is to have a fully electric fleet by the end of 2025. This is an ambitious target but we know we need to aim high when it comes to achieving net-zero.

Looking at public infrastructure in more detail, how can it be improved for electric van users?

For immediate improvements, there needs to be a greater investment to boost the availability of public infrastructure nationally, with high capacity to deliver rapid charging sessions. Some of the solutions that have been suggested are introducing more geographical consistency across usage costs for these charging sessions and improving chargepoint availability. This could allow for more flexibility in the system and potentially increase uptake.

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

Any operators that are beginning their electrification journey should take enough time to fully assess all of the options in front of them.

Conversations with the sector and other operators will be completely invaluable For van operators that have not begun their electrification journey, how can they judge the viability of EVs? Any operators that are beginning their electrification journey should take enough time to fully assess all of the options in front of them. For those without expertise, conversations with the sector and other operators who have already begun their journey will be completely invaluable. There are many options available to operators at the moment, and the more these options are engaged with, the more effectively we can collectively push for barriers to be removed.

What tips can you give for van operators to be more productive and efficient during the working day.

Education is the key tip here. Ultimately, the behaviours that will lead to the most productivity may be different for each operator.

The most important thing is for operations to calculate exactly what behaviours fit best with their business model, and then to promote driver training to encourage these behaviours.

There are lots of other things operators can do too. For example, technology can help with efficient route scheduling and supporting employees to achieve the best range for their specific vehicle is important too.” L

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Skills & Training

Fleets can’t afford to lose EV momentum Steve Nash, CEO of the Institute of the Motor Industry, looks at the currently tumultuous automotive landscape and the implications for the fleet sector, and urges continued focus on EV training despite the ICE deadline delay The fleet sector deserves a pat on the back.

Despite the unprecedented change, we have seen in the last five years, across all aspects of automotive, business fleets have stepped up to the plate. They are now leading the charge when it comes to EV adoption, although some may argue that this is only because private buyers have lost the incentives to switch.

As identified by the SMMT, the removal of the Plug-in Car Grant in 2022 left the UK as the only major European market with no consumer incentives to switch to EV, despite having the most ambitious timeline for transition. As a

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result, private EV sales have fallen. Pushing back the deadline will only reinforce that decline.

Fleet operators have also adapted to other new automotive technologies. Increasing use of complex Advanced Driver Assistance Systems (ADAS) and connected cars, heavier use of Fluorinated gas (F-gas), more specialised wheel alignment, and the new requirements for MOT management and tester training all come with additional training and assessment requirements to ensure technicians can work safely on modern vehicles. The sector should, therefore, be very proud of its role in advancing

Skills & Training

the UK to net zero and operating a vehicle parc that is cleaner and better for the environment.

A state of confusion The problem right now is that there is a state of confusion about how much, and when, to invest in training to sustain the momentum in the adoption of new automotive technologies.

The industry needs assurance that there will be a strategic roadmap for electric vehicle infrastructure, including charging stations, grid enhancements, and battery disposal solutions. The transition to EVs is not just a shift in technology; it is an overhaul of the entire ecosystem and the skills that support it.

Zero and low emission vehicles bring a new set of requirements and risks which must be mitigated with appropriate and regular training and assessment. And looking ahead to the day when new petrol and diesel vehicles will no longer be available to purchase, the aftermarket sector has worked tirelessly to prepare its workforce, its skills and its planning to adapt to the approaching deadline. Now that deadline has been pushed back by a substantial five years, the question is how that will affect employers’ commitment to EV training in the relative short-term, albeit the ZEV targets for E

The problem right now is that there is a state of confusion about how much, and when, to invest in training to sustain the momentum in the adoption of new automotive technologies

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Skills & Training

F OEMs mean there will still be a growing demand for an EV-skilled workforce.

The problem is that the government’s shift in the 2030 deadline not only demonstrates a distinct lack of understanding of the pressures a multi-technology vehicle parc places on the automotive workforce, but also under-estimates the hard work and commitment those in the automotive sector have already shown. The upskilling that has already taken place has come at a financial strain which businesses and individuals have justified because of the expected increased EV adoption. With the deadline pushed back to more than a decade away there is a serious risk that momentum will be lost. And that could mean businesses and individuals take their foot off the pedal.

The great success the IMI has had in engaging the automotive sector as a whole to commit to investment in EV skills could go into turtle mode.

The EV skills gap The reality is, even if EV uptake slows over the next few years, there will still need to be a concerted focus on upskilling to meet the needs of the growing parc as well as other emerging technologies such as connected and autonomous vehicles. However, with the ICE vehicle parc not diminishing as had been previously expected, the skills to work

Steve Nash, CEO of the Institute of the Motor Industry

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on petrol and diesel vehicles will also need to be fully maintained for far longer. This multitechnology pressure could undermine access to competent and fair priced aftermarket services as a whole. And that not only threatens general road safety but hits hardest those struggling with cost-of-living pressures – the very group the government’s announcement was allegedly designed to help.

The automotive sector is already struggling against a growing skills gap and recruitment challenges; the shift in phase-out dates could easily lead to disillusionment among current and prospective professionals and potentially reduce the specialised workforce. If the previously anticipated growth in the EV sector doesn’t materialise as quickly, professionals may find their skills under-utilised, leading to potential career stagnation. On top of that, many businesses may well re-evaluate their CPD priorities and see less value in investing in EV training. This, again, could undermine motorists’ access to qualified professionals and potentially result in higher longterm costs for repairs and maintenance.

Skills & Training

The role of the fleet sector The Society of Motor Manufacturers and Traders (SMMT) data has provided clear evidence that the fleet sector is leading the charge towards electric adoption. As well as being an important move in terms of environmental benefits, this also means fleets are performing a vital role in seeding the second-hand EV market, creating opportunities for vehicles to be in the economic reach of the majority of motorists.

Fleets are also likely to help drive the uptake of EV qualifications, with many having their own service and maintenance divisions and others increasing demand for EV trained technicians through franchised dealers or networks of approved independent garages.

Whichever solution they adopt they will require ready access to suitably qualified people as their primary requirement is to keep their vehicles properly maintained and on the road.

Stalling progress We must not forget the reason for the original and more ambitious timeline to remove new ICE

vehicles from sale, and that the delay will come at significant environmental cost.

It could lead to the UK missing important environmental targets – including being carbon net zero by 2050 – meaning higher levels of carbon emissions and a longer-term negative impact on the environment and air quality.

It is crucial, therefore, that the shift to 2035 is not seen as a ‘free pass’ to delay investment in infrastructure and training. Therefore, having made this change, the government must now understand the multiple challenges the sector faces and provide the right support to ensure the UK economy and wider society can continue to rely on the automotive sector. What we need now is stability and consistency in messages and targets, so that no more time, ambition or progress is wasted and we can work together towards the zero emissions future of mobility in the UK. L FURTHER INFORMATION

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Mobility

Mobility as a Service – the Code of Practice is here, so what next?

In late August, the government published its Mobility as a Service (MaaS) Code of Practice. The Urban Mobility Partnership views this as an important tool for local authorities looking to implement MaaS solutions, and will pave the way for greener business travel MaaS systems can improve accessibility, cost-efficiency and encourage a shift away from private vehicle usage and ownership. It can offer streamlined journeys for travellers and commuters, help achieve the UK’s

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environmental targets and make use of innovative technology to encourage modal shift.

The Urban Mobility Partnership (UMP) has been at the forefront of calling for a Code of Practice from government to ensure that the

The importance of data In particular, we were delighted to see the inclusion of recommendations around data sharing, accessibility and the inclusion of sustainability and emissions data in MaaS applications. Data sharing and standardisation is vital to the development of MaaS as without this, the interoperability of modes and services is unlikely to be realised. UMP has advocated against a monopolisation of MaaS solutions and the data and services on MaaS platforms. The inclusion of data considerations within the Code of Practice is therefore incredibly important as a way to protect the consumer, local authorities and companies.

Undoubtedly the Code of Practice is a positive step forward for MaaS in the UK. However, it is worth outlining the next steps to all stakeholders to realise the potential of MaaS solutions, in order to develop more interconnected transport systems where switching between modes for multi-modal journeys is seamless.

A growing market The MaaS sector is expected to grow significantly, with estimates suggesting that by 2030 the global MaaS market will be worth $40 billion up from an estimated $5.7 billion this year. Clearly investment is coming into the

In the GO-HI project, Highlands Council has ensured that their staff make use of the GO-HI app for all of their own staff travel and have encouraged staff to use it for their commute

Mobility

development of MaaS is not only in line with the ambitions of government at all levels, but also places the consumers at the heart of solutions.

UMP, as a coalition committed to developing policy solutions to improve future mobility, has consistently worked with national and local governments on the development and implementation of MaaS policy and in 2021 released its own Practical Guide to Mobility as a Service. We were therefore delighted to see that a number of our own recommendations were included in the Code of Practice, and it is the culmination of extensive engagement from the Department for Transport with UMP and the broader industry.

Additionally, we were pleased to see that the GO-HI Project in the Highlands and Islands of Scotland, in which many UMP members are participating, and our member Mobilleo is the provider, is included in the Code of Practice as a best-practice example of how to implement MaaS. This shows the potential of an organisation like UMP, where members can work together to ensure effective solutions, rather than in a silo.

MaaS market, and the number of players and operators will grow. As urbanisation continues to occur, the demand for more efficient and accessible transport systems will become also become greater and cities desire to have MaaS applications will become significant.

Despite this inevitable investment and demand, there are barriers which are holding back the deployment of MaaS and are preventing MaaS solutions becoming a part of daily life and as synonymous with mobility as the private car.

Fundamentally, for MaaS to work, a user must be able to access all the available transport modes, in a particular area, in one application.

But there also needs to be a sufficient level of service of those modes and different types to cater for all journeys and people. MaaS has the capability to nudge consumers to where necessary make optimal choices, considering a range of different variables, for their journeys.

But for this to be achieved customers must have trust in those local available services whether it be the local bus service, micromobility solutions, DRT services or car rental, and not just the technology of a MaaS solution.

Local authority involvement Before we consider MaaS, we need to expand these services that sit on applications and much of this lies in the power of local authorities.

Now we have the Code of Practice and local authorities in the UK have the guidance to support MaaS delivery, an assessment of local available transport services should be made.

They should then look to operators willing to expand services and make investments in order to develop local transport systems and products which can best serve consumers and be deployed on MaaS. The policy behind the deployment of new services or expansion of existing services should reflect overarching policy objectives around reducing private car ownership, i.e targeting areas where the biggest difference can be made but also around MaaS E Issue 149 | GREENFLEET MAGAZINE

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Mobility

F and integrating these services as much as possible, both physically and digitally – taking into account the Code of Practice.

Boosting adoption The next step policy makers and stakeholders need to consider is how we boost adoption of the aforementioned services and any future MaaS application. MaaS has significant potential to boost the adoption of mobility services and public transport, but consumers are still going to need to be encouraged to do so. Policy in the UK has often gone about this in a way as such to ‘punish’ private car users driving old polluting vehicles through the introduction of clean air zones or ultra-low emission zones. Now it isn’t to say these measures will not eventually work, but there needs to be a speeding up of achieving modal shift ambitions and less focus on the upgrading of private vehicles to either be low emission or zero emission.

Any local authority looking to deploy MaaS should ensure that within their budget, revenue funding is set aside for the continual marketing and promotion of the MaaS solution. There have been successes in deploying journey planners in the UK, particularly in London and these have spread often by word of mouth. But both MaaS providers and local governments deploying MaaS will be making significant investments into products, services and return on investment, both commercially and in terms of delivering the patronage will be vital. Ensuring regular promotion of a MaaS application will help to make local consumers, organisations, and businesses aware of these services.

Business travel Another area in which to build on this is by encouraging businesses, the public sector, and other organisations to use MaaS for their business travel. B2B MaaS applications are already in existence, however with the deployment of ‘public MaaS’ the use of MaaS for business travel can be expanded and increasingly utilised. Not only does this support businesses in reducing their emissions, at a time when ESG reporting requirements are increasing, but it also exposes everyone within that organisation to a new MaaS service and will in turn make them more likely to use MaaS in their commutes and leisure travel.

Policy makers have a role to play in this, both at a national and local level, by working with organisations and major employers to encourage them to make more use of

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sustainable travel modes, and in turn MaaS, and by providing guidance to those organisations.

In the GO-HI project highlighted in the Government’s Code of Practice, Highlands Council have indeed taken these steps. They have ensured that their staff make use of the GO-HI app for all of their own staff travel and have encouraged staff to use it for their commute. This has boosted the use of the app but has also allowed operators of mobility services in the area to expand and provide additional services. This sort of lighter touch intervention, alongside the Code of Practice has real potential to support the growth of MaaS in the UK. A positive outlook As more projects are coming live, and there is increasing investment into MaaS and partner solutions, this indicates a positive outlook for MaaS the UK. One such example is the Transport for the West Midlands announcement that they will be launching one of the largest MaaS solutions in the near future alongside a number of UMP members. The Department for Transport will undoubtedly be monitoring the progress of schemes such as this, to track against the Code of Practice and ensure that they are delivering on their overarching vision for transport systems across the UK. The Urban Mobility Partnership looks forward to continuing to work with policymakers and stakeholders to ensure transport systems across the country reflect the wants of consumers alongside reducing emissions and congestion.L FURTHER INFORMATION

www.ump.org.uk

Roundtable

Road-to-Zero Roundtable: North Central GreenFleet’s roundtable on 5 October in Rotherham gathered a mix of fleet and industry professionals to discuss how organisations are progressing with their decarbonisation plans, and whether these have been altered now the end-date for new ICE vehicles has been delayed The latest Greenfleet Roundtable took place at the Magna Science Adventure Centre in Rotherham on 5 October to discuss progress on the road to zero. With expert opinion on hand from Allstar, Electrassure, The Grosvenor Group and Zemo Partnership, delegates discussed the recently announced 2035 ICE-vehicle ban, funding charging infrastructure and the importance of winning hearts and minds Moving the ICE vehicle ban out to 2035 was one of the main topics discussed. Delegates agreed that while it may have created some breathing space for large van fleets, the overall feeling was that the announcement will not impact OEM plans or net zero targets. The emphasis is very much on the ZEV mandate that sets clear OEM targets for the sale of zero emission vehicles.

The discussion highlighted that funding of workplace and home charging infrastructure is a major barrier to electrification, as it’s difficult to secure the capex when many fleets under pressure to cut budgets. It was also raised that large fluctuations in fuel costs makes TCO calculations more difficult. Home charging was cited as the best value for fleets. Allstar estimated a saving of up to £2k per annum when comparing home to public charging.

Electrassure recommend a click on/click off design that allows wallboxes to be removed if the employee moves, or leaves the company.

The viability of hydrogen as a fuel, vehicle-togrid charging (V2G) and electric trucks were also discussed at the roundtable. To see more of the discussion, view the roundtable video below. L

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Air Quality

Data to enable the UK’s first Zero Emission Zone Oxford’s Zero Emission Zone pilot required a unique approach to the use of data in order to be fair and meet its air quality objectives Britain’s first Zero Emission Zone (ZEZ) pilot, created by Oxfordshire County Council, Oxford City Council and Conduent Transportation, went live in Oxford on 28th February 2022. Not only was this the first of its kind in the country, but it also required a unique approach to the use of data in order to make it happen. In January 2019, Oxford City Council and Oxfordshire County Council highlighted the need to tackle air pollution and set out proposals for a Zero Emission Zone. The authority called out nitrogen dioxide as the local air pollutant of most concern in Oxford, and the only pollutant for which European limits continue to be breached in the city. The UK Government’s Committee on the Medical Effects of Air Pollutants warn there is no safe level of nitrogen dioxide.

Oxfordshire County Council and Oxford City Council have been focusing on ways to reduce air pollution levels within the city for some time, having implemented a low emission zone for buses in 2014 and secured government funding to install cleaner bus

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engines. The ZEZ pilot and its expansion into a larger area offers the opportunity to ensure a further reduction in air pollution levels.

“It’s a complex and challenging task to permit certain vehicles to enter into specific areas of a city freely whilst identifying and charging non-compliant ones,” says Pete Stone, senior software architect at Conduent Transportation.

The system operates by collecting vehicle registration mark data via Automatic Number Plate Recognition (ANPR) cameras of vehicles entering the ZEZ and checking the vehicles emissions output (via multiple databases) against the rules set by the scheme to determine if a charge is payable.

Determining if emissions data is correct The scheme is the first to use emissions data as a key driving factor focusing on the number of grammes per kilometre (g/km) of CO2 produced by each vehicle, not solely relying on the vehicle class or engine type. Rather than doing a simple look-up for the details of

A logical vehicle checker Conduent Transportation worked in partnership with Oxfordshire County Council and Oxford City Council to design a logical vehicle checker that considers data from multiple sources such as the DVLA, Ministry of Transport (MOT) and the UK Vehicle Data service (UKVD) to ensure the most accurate data is obtained. The system will also consider permit and exemption data enabling the authority to apply a charging structure that takes into consideration each user’s needs.

“It’s up to local authorities how they wish their pricing models to operate; they are all fully configurable,” says Stone. “Clients can set different thresholds, whether relating to

The scheme is the first to use emissions data as a key driving factor focusing on the number of grammes per kilometre of CO2 produced by each vehicle, not solely relying on the vehicle class or engine type

emission status, CO2 emissions, vehicle class, emergency service status, residence permit data or parking permit status. Our approach is about bringing all these different sources of data together in one platform and using them in the best way for our customers.

We’ve made sure to design the system with foresight that we can add in new data sources to the mix without too much effort.”

Air Quality

one vehicle, Conduent’s system compares the initial DVLA data to the engine type and uses much deeper logic, based on what is known about the vehicle, to determine whether the emissions data is correct. The system applies additional look-ups from multiple sources in order to build a complete picture of the vehicle, rather than just relying on one data source.

“The key issue we found when creating the platform for the ZEZ in Oxfordshire was that key data, such as that from the Driver and Vehicle Licensing Agency (DVLA), wasn’t necessarily complete or totally accurate,” says Stone. “In several cases, older gas-guzzling Subarus had been classed as zero emission vehicles because of the way they were originally registered. So, in order for a ZEZ platform to function correctly, it needs to cross-reference multiple data sources.”

Managing vehicles individually Going forward, Stone adds, data is the key to unlocking the ability to manage each vehicle on the network individually. “Over time, the quality of DVLA data improved, so we use that as our first source and then go to second and third sources, namely Driver and Vehicle Standards Agency (DVSA) and UK Vehicle Data (UKVD). Any other sources that have a good API interface can also be added, so if there are use cases that need slightly different data then we build in an access route for those. But the core data sources used by local authorities are free to access using the authority’s credentials. This is how we can ensure that our clients are getting best value for money.”

Oxfordshire County Council and Oxford City Council have worked closely together on planning for the scheme, engagement and communications to residents and partners. “Using an accurate and flexible platform like Conduent’s is one way to reassure citizens they are being treated fairly and reasonably,” says Stone.

The platform offers multiple points of contact for drivers and a robust system of checks and balances, which updates in as “near to real-time as is humanly possible”. The latest system ‘lookups’ on payments, exemptions and tickets are always as up to date as possible.

The platform is adaptable and scalable for any particular use cases. As Conduent’s system is designed to carry out logical searches from multiple sources, it can also be used to facilitate schemes such as Clean Air Zones (CAZ), Low Traffic Neighbourhoods (LTNs), and School Streets, as well as other healthy neighbourhood schemes. Seamlessly tying together transport and parking solutions enables authorities to have a holistic approach to achieving their clean transport strategies and provides the flexibility to layer multiple approaches, ensuring the best solutions are achieved in each area. L FURTHER INFORMATION

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Hydrogen

Using wastewater to supply green hydrogen fuel for heavy vehicles Giulia Pizzagalli, Innovations Project Manager at Anglian Water talks through a game-changing project which sees the company trial the production of green hydrogen from wastewater, which can then be used as a fuel for heavy vehicles 52 DRIVING THE SWITCH TO CLEANER FLEETS | www.greenfleet.net

Green hydrogen will be a very important fuel in the future to help transport fleets decarbonise. Indeed this is spelled out in the UK Government’s Hydrogen Strategy.

This says green hydrogen is “fundamental to achieving net-zero in transport, potentially complementing electrification across modes of transport such as buses, trains and heavy goods vehicles”.

Green hydrogen powered vehicles are well suited as a zero-emission alternative to diesel for a number of reasons. Firstly, unlike battery electric vehicles, the refuelling process and time are similar to diesel refuelling and much quicker than recharging of batteries.

This is critical for fleet owners who need fast turnaround and cannot afford long periods of vehicle and driver downtime.

Hydrogen

The Anglian Water Triple Carbon Reduction project is seeking to establish how water companies could fulfil green hydrogen demand both internally and for a variety of end users, including heavy vehicle fleets, by coupling green hydrogen generation with wastewater treatment Secondly, hydrogen fuel cell vehicle technology weighs less than the large batteries that would be needed for electricpowered heavy vehicles, meaning hydrogen power vehicles can carry heavier loads.

Green hydrogen can also be used in hydrogen combustion engines, which have near zero CO2 emissions.

Altogether, green hydrogen can replace the use of diesel in heavy vehicle fleets and deliver impressive carbon reduction results that will help fleet owners achieve their own net zero goals. For example, it is estimated that 1kg of hydrogen fuel offsets 5.6 litres of diesel and 12 kilograms of CO2.

However, there has been a concern that green hydrogen is being produced at some distance from where demand would be highest in urban areas.

Green hydrogen is expected to be produced in the UK in plants using electrolysers powered by nearby offshore or onshore windfarms, or large scale solar, which tend to be on the coast or in more remote parts of the UK. Water companies are located closer to built-up areas across the country and have access to wastewater that, when treated, could replace the need to use fresh water for electrolytic hydrogen generation. This means that water companies, such as Anglian Water, can become a key part of the value chain for green fuels across their respective geographies and reduce the transport and logistics costs involved.

The role of water companies The Anglian Water Triple Carbon Reduction project, which also involves other partners from the energy sector, the water industry and academia, is seeking to establish how water E Issue 149 | GREENFLEET MAGAZINE

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Hydrogen

F companies like Anglian Water could fulfil this green hydrogen demand both internally and for a variety of end users, including heavy vehicle fleets, by coupling green hydrogen generation with wastewater treatment.

The co-location of renewable fuel generation and wastewater processing also aligns with Anglian Water’s greater strategy of reducing its own greenhouse gas emissions when it treats water. The water sector currently accounts for almost a third of the UK’s greenhouse gas emissions through its waste and industrial processes. Direct emissions from treatment processes (process emissions) have been highlighted as a key priority for the water sector as they are expected to represent the largest proportion of residual emission by 2030.

The water industry is committed to addressing this issue. All English water companies including Anglian Water have pledged to reach net zero carbon emissions by 2030, with Scotland and Northern Ireland to achieve the same in 2040 and 2050 respectively.

The Triple Carbon Reduction project The Triple Carbon Reduction project, which is being followed closely by the rest of the industry, is designed to both cut greenhouse gas emissions and electricity used in the wastewater treatment process, while delivering a new source of renewable energy.

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Using novel technologies, the project will create a ‘triple carbon’ synergy and demonstrate an alternative wastewater treatment process that could significantly reduce the volume of emissions created compared to the current process.

A demonstration plant is being set up at Anglian Water’s Cambridge Water Recycling Centre in Milton and the project has a completion date of June 2024.

The core of the demonstration is an electrolyser, using renewable energy from the site to split water into hydrogen and oxygen, with a view of using treated effluent in the future, to avoid using potable water and safeguard our water resources and the resilience we are building to fulfil demand in our Region.

The oxygen produced will be used into a novel wastewater treatment process called a Membrane Aerated Biofilm Reactor (MABR).

The water industry is in a unique position to exploit this synergy as it has both the resources, such as water and renewable energy, and end uses for the hydrogen and oxygen products.

This creates an elegant circular system to reduce carbon and recover resources.

By coupling an electrolyser and MABR, the Anglian Water project aims to achieve three main carbon benefits, hence the name Triple Carbon Reduction, in line with the aims of the industry’s Water UK Net Zero 2030 Route Map.

Elimination of nitrous oxide emissions The project will demonstrate a viable alternative way to treat wastewater that could significantly reduce its impact on emissions. This demonstration plant process is working towards the goal of eliminating nitrous oxide, a greenhouse gas produced during wastewater treatment, which has an impact on the atmosphere 300 times greater than carbon dioxide.

What’s more, this alternative treatment process will aim to reduce the energy

consumption by up to 85 percent compared to conventional processes.

Hydrogen

Project benefits The benefits of the Triple Carbon Reduction project at Anglian Water are vast. Firstly, there’s hydrogen production. This will represent a new and additional source of renewable energy, which can be used in applications that are currently challenging to decarbonise such as diesel generators or heavy vehicle fleet, depending on the scale of generation. The hydrogen by-product from the project will help address the need for wider production of green hydrogen and will be off taken by Element 2, who are building the first national network of hydrogen refuelling stations (HRS) across the UK and Ireland.

Their goal is to enable the rapid transition of heavy road vehicles and municipal fleets to a zero carbon, zero emissions future.

A source of green hydrogen While the trial is in its early stages, Anglian Water is working with Element 2 on how green hydrogen will be used in their refuelling network for heavy vehicle fleets. The likely initial market for the hydrogen produced will be buses, hydrogen demonstration vehicles (trucks, refuse collection vehicles and vans), plus used to support vehicle manufacturers develop hydrogen engines. Even though the test rig is small and a pilot, Anglian Water expects it to achieve a production rate of 90 kilograms of hydrogen every 24 hours, which would be enough to fuel thirty cars or six buses.

If the trial proves successful, the Triple Carbon Reduction system is designed to be scaled up to treat more wastewater and produce more green hydrogen. As the project is being done in partnership with other water companies, the success of the project could lead to more wastewater treatment plants adopting this kind of technology. The higher volumes of green hydrogen produced will support the hydrogen refuelling plans of Element 2 and other energy companies.

For example, Element 2 has a partnership with leading fuel card provider Radius and its UK Fuels network. This collaboration will enable more than 100,000 commercial fleet customers to access a reliable supply of fuel cell grade hydrogen across the UK in the future.

Element 2 has received planning permission for two permanent hydrogen sites on the A1(M) and M6 motorways (Exelby services).

Element 2 is active in refuelling hydrogen vehicles today and it’s ambition is to have a UK-wide national network of safe, highquality hydrogen refuelling stations by 2027.

The Anglian Water project is an important step in testing the viability of the UK water industry becoming a source of green hydrogen.

The approach is a perfect demonstration of how, as we look to scale up the production of green fuel sources, we also need to optimise the use of the resources that we have instead of further tapping fresh natural resources. It is by taking this more holistic approach that water companies can work towards their own sustainability goals and play a full part in the journey to net zero. L FURTHER INFORMATION

www.anglianwater.co.uk Issue 149 | GREENFLEET MAGAZINE

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Interview

Staying committed to green ambitions Evri – previously known as Hermes – has been committed to creating a sustainable fleet for some time. From bio-CNG trucks, electric vans and cargo bikes, to the establishment of ParcelShops, Evri has addressed multiple angles in its decarbonisation journey. David Landy, head of fleet, discusses the progress made and the barriers still to overcome You’ve been committed to creating a sustainable fleet for some time now – can you tell us how your fleet decarbonisation journey started?

Evri launched its first ParcelShop in 2012, when the business was known as Hermes – this was one of its first initiatives to cut carbon from the ‘final mile’ by consolidating pick-up and drop-off points. Evri was also one of the early-adopters of bio-Compressed Natural Gas (bio-CNG) in 2018 at the same time it launched an EV fleet in central London, this fleet was in limited numbers at that time. The decarbonisation journey was super-charged with the appointment of myself as head of fleet in 2020 and Nancy Hobhouse as head of

ESG in 2021 – since then we have added many more low carbon vehicles into our core fleet as business as usual.

And can you give an overview of your fleet now, in terms of what ‘green’ vehicles you have?

We’re always growing our sustainable fleet when the replacement cycle allows us.

Currently, it includes 190 bio-CNG tractor units, 168 electric vans and an increasing number of e-cargo bikes as we aim to deliver 500,000 parcels by e-cargo bike this year. E-cargo bikes have zero tailpipe emissions and are a good solution for some urban routes. We’re also looking at eHGVs and we hope to trial E Issue 149 | GREENFLEET MAGAZINE

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Interview

F hydrogen vehicles before the end of the year.

We also have large depot fleet which has been successfully running on HVO for two years.

Looking back to when you started with your decarbonisation journey, what were the challenges like then and what are they like now?

Technology is the biggest change over the years with advancement in battery capacity creating a range in vehicles which, just a few years ago, wasn’t possible. Now, we’re able to trial them and put them to the test in challenging, reallife environments. Whilst the technology will continue to improve we have to keep a close eye on current and emerging models to make sure that we adopt at the right time to meet our operational needs, we do not want to acquire fleet that compromises our operations in any way. The supply and availability of vehicles is one issue, and another challenge is changing the deep-routed driving habits of experienced drivers who are used to driving with diesel.

We have our own driving academies around the country to help bring in the next cohort of drivers and ensure they haven’t picked up any ‘bad habits’. For us now, due to our driver training programmes, and transport management styles, the alternative fuelled vehicles are embedded at the heart of our operations. For our bio-CNG, we even have our

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on-site fuelling tanks and lanes to make their operation simpler for our teams.

Can you tell us more about your two electric HGVs? The two electric HGVs are based at our site in Rugby. The tractor unit is used for limited journeys between a client warehouse and Rugby, one of our main distribution hubs – the routes can be tightly controlled to ensure we’re not going to exceed its range. The particular challenge with electric HGVs is managing the change in driving style; we initially had several reports of drivers ‘feeling sick’ but through education, and better understanding of how these vehicles work, we’re seeing improved performance of these vehicles and greater satisfaction from the drivers as they get used to them. A drawback however is that we cannot use the electric trucks currently to meet the same length duty cycles that we enjoy with our diesel and bio-CNG vehicles due to the stand times on the charging we have. We are also running with light weight loads, but we can see for other operators that overall payload can well be an issue due to the higher unladen weight.

You have 168 electric vans on fleet how do these compare to diesel vans, in terms of fleet management?

Our electric vans make up around 30 per cent of our van fleet and we have ambitions to grow

Our latest e-cargo bike site is near Wimbledon and has 15 new bikes which have replaced 15 vans that were operating out of the depot – they’ll be able to deliver around 1,500 parcels per day

Interview

our EV fleet at our earliest opportunity. The electric vans have a lower capacity in terms of payload and carrying cube, so we made some small changes to the way our drivers load those vehicles. Our planning team are exceptionally good at identifying where we can replace diesel vans with electric vans to ensure we’re balancing efficiency of drivers’ time with efficiency of the vans’ range capabilities. There are some routes, often in rural areas, which have a longer distance between stops and a greater number of miles to cover. We’re hopeful hydrogen could be a solution in those cases and the pace of EV development will allow those challenges to be met. The vast majority of our electric vans are used to pick-up and drop-off parcels at our network of ParcelShops. Typically, a parcel which goes through our network of 8,000 ParcelShops, reduces emissions per parcel by about 45 per cent. Over three-quarters of the

UK population live within a 10-minute walk of a ParcelShop – which is another important part in that journey to decarbonise the ‘final mile’.

You’re also moving to cargo bikes for last mile deliveries. What are the benefits and challenges?

We have ambitious plans to triple e-cargo bike deliveries this year to over 500,000. Our latest e-cargo bike site is near Wimbledon and has 15 new bikes which have replaced 15 vans that were previously operating out of the depot – they’ll be able to deliver around 1,500 parcels per day. The bikes reduce tailpipe emissions by 100 per cent compared to diesel vans and will see more than a 75-tonne reduction in CO2 per year as a result. In addition to reducing Evri’s carbon emissions, the bikes also reduce noise pollution and congestion. Their space efficient design allows them to navigate the city streets easier and deliver an often-quicker service to customers in built up urban areas.

The project has also enabled the recruitment of local couriers who may not have vehicle access, providing increased opportunities for young adults and a wider community demographic.

What positive environmental impact has greening your fleet had, in terms of carbon savings?

Our carbon per parcel has reduced by 10 per cent since last year and we have reduced our operational carbon my almost a third since our baseline of 2020/21. We measure scope 1, scope 2 and all of scope 3. L FURTHER INFORMATION

www.evri.com Issue 149 | GREENFLEET MAGAZINE

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Road Test

Model tested: Nissan Ariya Advance 63kWh

Nissan Ariya Following the huge success of the Leaf, Nissan’s newest EV, the Ariya has a tough act to follow. Richard Gooding discovers if the all-electric crossover impresses What is it?

The Nissan Leaf is largely remembered as the first ‘proper’ electric car of the modern age. The five-door electric family hatchback was launched in 2010 and evolved into a second generation in 2017. Announced in 2020, the Ariya coupé crossover is the second coming of Nissan’s electric passenger car, and couldn’t be more different from the Leaf, embracing the current family car trend for practical space and SUV style.

What range does it have?

Nissan Ariyas have either a 63kWh or 87kWh lithium-ion battery with a single electric motor or dual motors if fitted with the e-Force all-wheel drive powertrain. Official WLTP combined cycle range for 63kWh models is up to 250 miles; the 87kWh version increases this to 329 miles. The 87kWh all-wheel drive variant officially travels from 310-319 miles on a single charge. A standard heat pump should help efficiency.

How long does it take to charge?

All 63kWh Ariyas have a 7.4kW on-board charger as standard, with the option of a 22kW unit.

When plugged into a 7.4kW wallbox, the battery will be charged from 10-100 per cent in 10 hours.

A 22kW connection takes this down to 3.5 hours.

It’s worth noting that of the 63kWh models, the Engage trim does not have the 130kW DC CCS

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

charging rate as standard which comes on the Advance and Evolve and will refill the battery from 10-80 per cent in around 30 minutes.

The 22kW on-board charger is standard on all 87kWh Ariyas. A 7.4kW wallbox will charge the battery from 10-100 per cent in 13.5 hours, the 22kW connection adding on two hours to the 63kWh battery’s refill time.

How does it drive?

The Ariya’s coupé crossover lines certainly get it noticed, and at over 4.5m long, it’s a large car. Inside, the minimalist dashboard features haptic switches which appear ingrained in the wood-effect trim, creating an upmarket and premium feel, and the same treatment is applied on the centre console with the e-Pedal and driving mode switches. Japanesestyle lantern ambient lighting also adds a distinctively different look. The materials mostly feel premium, and the Ariya’s cabin is a comfortable place to spend time.

Based on the Renault-Nissan-Mitsubishi Alliance CMF-EV platform which also underpins the new Renault Megane E-Tech Electric, the Ariya is comfortable and quiet on the move, and also delivers plenty of pace. Three driving modes – Eco, Standard and Sport – allow you to tailor the driving experience, while a firmer ‘B’ braking setting increases the regeneration available.

Road Test

The e-Pedal mode is carried over from the Leaf, and gives an almost one-pedal driving option, making the Nissan even more relaxing to drive.

What does it cost?

The Nissan Ariya family is made up of 63kWh, 87kWh battery sizes, front or all-wheel drive specifications, and Engage, Advance and Evolve trims.

At £39,645, the entry level Engage 63kWh features 19-inch alloy wheels, a rear view camera, a 12.3-inch navigation screen, a 12.3-inch driver’s display, and Android Auto and Apple CarPlay. The 63kWh Advance adds 130kW DC CCS charging and dual zone climate control, and the £47,140 63kWh Evolve features an electric panoramic sunroof, a powered and movable centre console, and ventilated front seats.

Ariya models with the 87kWh battery are priced from £44,645, while the cheapest e-Force all-wheel drive model is the £50,845 87kWh Advance The range-topping 87kWh Evolve+ model costs from £59,025 and features an enlarged 290kW/388bhp power output.

How much does it cost to tax?

The Nissan Ariya is exempt from VED charges in its first and subsequent years of registration.

For fleets, the Japanese crossover has a two per cent 2023-2024 Benefit In Kind (BIK) value.

Why does my fleet need one?

The Nissan Ariya is a stylish and well-made electric SUV that drives well, and features some innovative interior design features.

Quality takes a step up over the Leaf, and in part, justifies the higher price, but practical and usable space is also a key benefit. The newer entry level Engage model should add some more fleet appeal, but overall, the Nissan crossover impresses with its blend of range, power and style. L FURTHER INFORMATION

www.nissan.co.uk Nissan Ariya POWERTRAIN: 160kW (214bhp), 178kW (238bhp) electric motor / 225kW (302bhp), 290kW (388bhp) dual electric motor / 63kWh and 87kWh batteries / front or all-wheel drive RANGE (WLTP combined): 250-329 miles OFFICIAL EFFICIENCY (WLTP combined): 3.3mpkWh GF EFFICIENCY (combined): 2.8mpkWh CO2: 0g/km VED: £0 first-year, £0 thereafter BIK: 2% PRICE (OTR): £39,645-£59,025 (including VAT)

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Road Test

First Drive: Iveco eDaily The Iveco eDaily has been reborn with a new modular battery set-up and a vast array of configurations. Richard Gooding sees if the large van delivers What is it?

The new Iveco eDaily is the latest in a line of electric-powered light commercials from the Italian company. A comprehensive family of panel and window vans, chassis cabs, chassis cowls, and minibuses from 3.5t to 7.2t GVW, there is a choice of one, two or three batteries in 37kWh, 74kWh and 111kWh options. These batteries are modular, which means an operator can add or remove batteries freely at any time or swap a battery between vehicles – removal or replacement time is two hours – should an individual eDaily’s usage cycle or payload use change.

How practical is it?

Over 200 eDaily variants are available. The panel van is available with wheelbases from 3,0004,100mm, with a cargo volume from 7.3m3 to 20m3. Lengths start at 5,189mm and go up to 7,669mm, while heights begin at 1,545mm, topping out at 2,100mm. Payloads – for which the driver’s weight must be subtracted – begin at 1,100kg, rising to 4,065kg. Wheelbases on chassis cabs span 3,000-4,750mm, with body length ranging from 2,510-3,000mm to 5,6906,190mm. Maximum payloads start at 1,390kg, rising to 4,605kg.

A special single-wheel 4.25t ‘42S’ UK B-driving licence derogation model has been introduced, capable of carrying up to 2,700kg on the rear

axle. It also features the same payload capacity as the B-licence diesel Daily. The eDaily’s 3.5t towing capacity is currently unrivalled,while electric power take-off (ePTO) options from 2.515kW are also supported.

What range does it have?

When tested with a full payload, official WLTP combined cycle ranges for the Iveco eDaily vary from 64 miles for the 3.5t, 37kWh single-battery model, through to 186 miles for the 111kWh, three-battery 4.25t variant.

How long does it take to charge?

Single-battery eDailies take just over three hours for a full charge using an 11kW connection, triple-battery versions increase this to just under 10 hours. A 22kW charger reduces these times to 1.5 and five hours respectively.

Single-battery models are capped at 40kW for DC charging, but can still refill the battery from 20-80 per cent in 30 minutes. Two and threebattery eDailies enjoy an 80kW rate, with 62 miles of range added in 30 minutes. An 11kW on-board charger is standard on all eDailies, with a 22kW option available.

How does it drive?

Externally, the eDaily looks very similar to its diesel sisters, and it’s the same story in the cabin. There’s no mistaking its LCV purpose,

Model tested: Iveco eDaily 35S14E V 74kWh two-battery panel van

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Road Test

What does it cost?

Excluding VAT, the Iveco eDaily range starts at £55,750, rising to £103,320.

but a multifunction steering wheel and 7.0inch colour touchscreen add car-like touches.

All eDailies have a 90kW (119bhp) electric motor under ‘normal’ running conditions, but engage the ‘Hi-Power’ mode by depressing the accelerator pedal past its usual stop, and this is boosted to 100kW on single-battery models, and 140kW on two and three-battery versions for over two minutes. Peak torque is 221lb ft and 295lb ft respectively.

An additional three driving modes – Eco, Natural and Power – allow the matching of mode with individual mission, while the same number of regenerative braking settings – including a neat ‘Sailing’ mode, which effectively lets the van coast – harvest energy back into the battery. The one-pedal mode isn’t quite that, but makes the van easy to drive around urban areas, along with the ‘City’ steering setting which can take out as much as 70 per cent of the effort for improved manoeuvrability. Comfort is improved in comparison to past Dailies by improved suspension and steering set-ups, and our twobattery test van felt responsive and agile.

Why does my fleet need one?

With such a number of versions available, the new Iveco eDaily straddles the line between traditional light commercials and light trucks.

This means there will be a model for every need and fleet, made even more flexible by the modular battery set-up. The eDaily does come at a price, but for those who value versatility and practicality above all else or need a more individual solution, there is little else to beat it. L FURTHER INFORMATION

www.iveco.com/uk Iveco eDaily GROSS WEIGHT: 3,500kg-7,200kg GROSS PAYLOAD: 1,100kg-4,605kg LOAD VOLUME (van): 7.3m3-19.6m3 POWERTRAIN: 90kW (119bhp) electric motor (100kW/133bhp or 140kW/188bhp in ‘Hi-Power’ mode) / 37kWh, 74kWh, or 111kWh batteries CO2: 0g/km RANGE (WLTP combined, full payload): 74186 miles VED: £0 PRICE (Excluding VAT): £55,750-£103,320

Issue 149 | GREENFLEET MAGAZINE

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