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ISSUe 166

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GreenFleet DRIVING THE SWITCH TO CLEANER FLEETS

ELECTRIC FLEET

A GUIDE TO

ELECTRIFICATION

key considerations for a successful fleet transition

PLUS: ZEV MANDATE | MYTHBUSTERS EV RALLY PREVIEW | ENERGY HUBS | DRIVER TRAINING

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Editor’s Comment GREENFLEET 166

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Contents

Contents GREENFLEET 166 ELECTRIC FLEET

NEWS

BUSINESS CASE

ELECTRIC FLEET

ENERGY HUBS

DRIVER BRIEFING

ELECTRIC FLEET

EV RALLY 2026 PREVIEW

ZEV MANDATE

ROUNDTABLE: HUDDERSFIELD

LOGISTICS

HGV DRIVER TRAINING

GREENFLEET Magazine

GF100 SUMMER SUMMIT

ROUNTABLE: CYMRU

CHARGING

ROUNDTABLE: SOUTH EAST

www.greenfleet.net 5

News

AIR QUALITY

Clean air zone charges cost van drives almost £800 a year New research has revealed that UK van drivers are spending an average of £780 per year (£65 per month) on fees and penalty charges for driving into Low Emission and Clean Air Zones. The research by Peugeot shows London van drivers are bearing the biggest financial burden, spending an average of £99 per month, equivalent to almost £1,200 per year, followed by those in the Tyneside Clean Air Zone, which covers Newcastle and Gateshead, who spend on average £82 per month (£984 per year). Van drivers in Wales, which does not currently operate any Low Emission or Clean Air Zones, paid out the least in charges and fees (£37 per month on average). Van drivers in Scotland, which operates Low Emission Zones (LEZs) in Glasgow, Edinburgh, Dundee and Aberdeen, spend £39 each month on average. Scotland does not use a daily fee system and instead places a ban on drivers of noncompliant vehicles entering the zones, with fines issued to any that do. There are currently 14 Low Emission Zones, Clean Air Zones or Zero Emission Zones across the UK, including the London ULEZ and LEZ. Nine of these zones charge non-compliant petrol and diesel vehicles an entry fee, with Penalty Charge Notices issued to drivers who fail to pay the daily charge. The research highlights how significant these charges have become for commercial van drivers, with the cost of driving into Low Emission and Clean Air Zones exceeding the £632 per year (over £52 per month) that van drivers spend on parking and related fines on average...

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

MANUFACTURING

Electric and hybrid vehicle production up 6.8 per cent in July The UK’s production of fully electric and hybrid models recorded the first monthly increase of the year in July, up 6.8 per cent to 25,678 units, according to the SMMT. Electrified models accounted for more than four in 10 cars built in July, up from around three in 10 a year ago. Overall, UK vehicle production fell -11.6 per cent in July to 63,655 units. The decline reflects weaker exports, down -15.9 per cent to 47,377 units, as well as earlier scheduling of routine summer maintenance shutdowns at some plants, the SMMT says. Year to date, UK factories have turned out just under 450,000 cars and CVs, down -8.1 per cent on the same period in 2025, reflecting model changeovers, the closure of a plant last year, and continued trade and investment uncertainty. Even so, the latest independent forecast expects UK car and light vehicle output to remain broadly stable in 2026, at 740,000 units, before growth resumes in 2027. The SMMT says that output could still reach one million units by the turn of the decade, but only if the UK addresses its competitiveness and secures fresh model investment. Government’s recently launched ZEV Mandate provides an opportunity to make meaningful reforms to the regulation that, with stronger market enablers, would help reduce the high cost of selling EVs in the UK, which is currently a major deterrent for global investors. Reform of industrial energy costs is also needed as, despite the forthcoming British Industrial Competitiveness Scheme (BICS), they will remain some 60 per cent higher than Europe’s. At the same time, government... CONTINUE READING

Jonathan Murray, managing director, Zemo Partnership

Digital twin design framework for transport decarbonisation A new standardised approach to designing digital twins for transport decarbonisation across road, rail, air and maritime has been developed. The digital twin design framework, developed by Cranfield University as part of the UK research hub, TransiT, is described as the first to adapt an international standard for digital twin design in manufacturing – ISO-23247 – to the transport sector. Digital twins are digital replicas of the physical world that are increasingly used in transport and other sectors for functions such as predictive maintenance and ‘what-if’ scenario planning. Research lead author Dr Maryam Farsi, said: “While digital twin technologies are increasingly being used in transport, it’s very fragmented, and most existing systems focus on specific areas or assets, like electric vehicle charging, traffic management or fleet operations. There’s limited interoperability between different modes of transport and few systems address decarbonisation. “The framework we propose fills this gap by bringing together vehicles, personnel, transport infrastructure, processes, energy and data systems, climate factors, human decisionmaking and many other elements into a single, standardised digital environment.” The researchers say the aim of their work is to help policymakers, industry and researchers by providing a common structure for organising the development of transport digital twins that are tailored to system-level decarbonisation across road, rail, maritime and air modes...

News

TECHNOLOGY

Zemo Partnership’s Jonathan Murray

ZEV Mandate review announced but electrification trajectory is unstoppable Many of you will be aware that Norway has been the international ‘poster child’ for the electric revolution in road transport, so it was a surprise to learn that its near neighbour Denmark has joined the leaders’ party, with 97 per cent of all new cars sold in the country being fully electric (BEVs) in July this year. Denmark may be the rising star, but EV sales are on the rise almost everywhere. The SMMT reported that BEV registrations in the UK soared by 44.5 per cent year-on-year in July to take a 27.5 per cent share of the total new car market. This follows the historic milestone earlier this year when EV sales in the UK officially overtook petrol car sales over a rolling 12-month period for the first time. The UK is in a different situation and a much larger car market than Denmark or Norway, of course, but it’s clear that we’re on a similar path. Following encouraging UK EV sales figures in July – and coming so soon after the summer’s latest, alarming heatwave (providing further evidence, if any is needed, that climate change is happening) – the announcement that there will be an early review of the ZEV Mandate targets may have felt a bit dissonant... CONTINUE READING

www.zemo.org.uk

Issue 166 |

News

POLICY

Weaker ZEV mandate could add extra 71 million tonnes of CO2 The extra petrol, diesel and plug-in hybrid cars sold as a result of a weakened ZEV mandate could generate carbon emissions of 71 million tonnes over their lifetimes – close to a year of emissions from the UK’s entire transport sector, modelling has shown. BEAMA modelled what could happen if the government reduced the 2030 target for zeroemission car sales from 80 per cent to 50 per cent, following the launch of a consultation on the ZEV mandate. BEAMA estimates that the weaker trajectory could mean up to 1.7 million fewer home charge point sales by 2034 than under the existing Mandate, representing around £1.56 billion in sales and installations. That would delay demand manufacturers have already invested or planned to invest to serve. The impact could also be felt across the electricity system. BEAMA estimates that reducing the 2030 target to 50 per cent could mean up to 12GW less flexible charging capacity by 2034. That sits uneasily with the Government’s own Clean Flexibility Roadmap, which expects around 4.5GW of flexibility from EV smart charging by 2030. This contribution could become harder to achieve if EV uptake, and with it the rollout of charge points, slows. Matt Adams, head of electrical transport systems at BEAMA, said: “Government needs to decide whether it is mandating or meandering. Manufacturers have invested millions against the trajectory the Government set. If the targets keep changing...

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

COMMERCIAL VEHICLES

Wholesalers show electric HGVs can match diesel in trial A new trial, facilitated by the Scottish Wholesale Association (SWA), Renault Trucks and Vertellus, has found that electric heavy goods vehicles (eHGVs) can already match – and in some cases exceed – diesel performance on local wholesale delivery routes. However, the research highlights that charging infrastructure – especially beyond built-up areas such as Scotland’s central belt, as well as support with building confidence in route planning and incorporating electric HGVs into fleets, remains an area where development is needed. The findings come from the Vertellus EV Discovery Programme, which allows wholesalers to lease 18-tonne Renault Trucks E-Tech D electric HGVs for 12 months at a cost comparable to diesel equivalents. Two wholesalers – United Wholesale (Scotland) and Creed Foodservice – took part in the trial, operating the vehicles in real-world conditions across multiple seasons on multidrop food and drink delivery routes. The trials found that up to 95 per cent of short and regional journeys are achievable using eHGVs across both operators’ fleets, based on real-world data. The electric HGVs consistently matched or exceeded diesel performance in local multidrop operations. Vehicle range is often underestimated in practice: trial vehicles used just 36 per cent of battery capacity on average, indicating significant headroom to increase utilisation as confidence grows. Emissions savings exceeded 50 kg of CO2 per 100 km... CONTINUE READING

£47m government funding for automotive innovation Thirty-three automotive projects have been selected to receive more than £47 million in government funding as part of the government’s £4 billion DRIVE35 programme. DRIVE35 forms a core part of the government’s Advanced Manufacturing Sector Plan and Industrial Strategy, supporting the transition to zero-emission vehicle technologies. The programme supports businesses through targeted funding from early-stage innovation to commercialisation and manufacturing scale-up. It aims to help businesses bring innovative technologies to market, creating skilled jobs, attracting private investment, and strengthening domestic supply chains. The latest funding allocation will leverage over £90 million of total project investment, supporting technologies across electrification, battery innovation, advanced manufacturing, digitalisation, circular economy solutions and zero-emission mobility, combining UK Government grant funding with significant private sector co-investment. The recipients of the funding include Cooled Motors, which is developing an electric motor that is designed to be lower cost and easier to fit into different vehicles. This could help manufacturers bring cleaner vehicles to market more easily. It also includes a collaboration between Bentley Motors and Ionetic in a project that will localise the manufacture of battery and plug-in hybrid electric vehicles battery packs in the UK, strengthening domestic supply chain capability and supporting future...

News

MANUFACTURING

More top news stories from www.greenfleet.net Registration opens for RTX Scotland with decarbonisation in focus: READ MORE Confidence of logistics firms starting to rise: READ MORE DragonSea adds 37 electric Farizon vans to fleet: READ MORE DVLA expands online medical reporting service: READ MORE Fuel and energy costs top UK fleet budget pressures: READ MORE Wales announces rates relief for public EV charging operators : READ MORE USED ELECTRIC-VEHICLES

Used battery-electric car sales rise 67 per cent in second quarter The sale of second-hand battery electric cars rose 67.0 per cent to 110,761 units in the second quarter of 2026, the SMMT has reported. This is the strongest quarterly growth since Q1 2024. Demand rose particularly sharply in April and May (up 110.9 per cent and 57.6 per cent respectively compared with 37.8 per cent in June), which the SMMT says coincided with fuel price rises linked to the Middle East conflict and was set against a relatively weak performance last year when VED changes came into effect. Between April and June, more than one in 18 buyers made the switch, up from around one in 30 a year ago, reflecting the growing choice of models entering the market. Hybrid electric vehicle sales also rose, up 31.2 per cent to 130,825 units, increasing their market share to 6.5 per cent from five per cent in the same period last year. Plug-in hybrid transactions, meanwhile, fell by -6.8 per cent to 22,856 units, accounting for 1.1 per cent of overall demand, down from 1.2 per cent in 2025. Overall, the UK’s used car market returned to growth in the second quarter, up 0.7 per cent as 2,009,318 vehicles changed hands. Petrol remained the most popular fuel type, despite transactions falling by -1.2 per cent to 1,121,243, while diesel sales continued... CONTINUE READING

Issue 166 |

Advertisement Feature

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Business Case

Building the business case for electrification success

Electric Fleet

Platinum Partners

From understanding vehicle use and calculating total cost of ownership, to planning charging infrastructure and running trials, we look at how to develop an evidence-based EV strategy to ensure a smooth transition without taking unnecessary risk While the Department for Transport has launched a review of the zero emission vehicle (ZEV) mandate, with the potential to introduce softer annual electric car and van sales targets for manufacturers, it stresses that the 2030 phaseout of new petrol and diesel cars and 2035 zeroemission target will remain unchanged. Fleets therefore still need to plan for electrification. Key to success is having a strong electrification business case, which needs support from the top. So where do you start? And what key considerations will make the plan a success without taking unnecessary risks? A strong EV strategy should start with the operation rather than the vehicle. Fleet operators should first understand how their vehicles are used by using telematics data to get a clear picture of vehicle movements, mileage, journey times, idle time and driver behaviour. That data can reveal which vehicles are natural candidates for electrification, or the “low hanging fruit”. A vehicle that regularly returns to base, covers a predictable daily mileage and spends several hours parked overnight may be an obvious candidate. But a vehicle

that travels long distances at short notice or has limited opportunities to charge may be much harder to electrify and could be better left for a later replacement cycle. Once the fleet has identified which vehicles and duty cycles are suitable for electrification, the next step is to look at what is actually available on the market. Operators should compare the electric vans, cars, trucks and specialist vehicles currently available against their operational requirements, including range, payload, body configuration and charging capability. Consider how the vehicles will be funded The way an EV is financed is important, especially as the upfront cost is often more expensive than an ICE vehicle. Leasing can spread the cost of vehicle acquisition over an agreed period and can provide greater predictability around monthly fleet expenditure. It may also allow operators to avoid taking the full residual-value risk, which can be particularly relevant while the used EV market continues to develop. E Issue 166 |

Electric Fleet Business Case

Platinum Partners

F Depending on the contract, maintenance and other services can also be incorporated into a single monthly payment. Rental can provide another useful route, particularly for operators who want to trial electrification without making a long-term commitment. Rental can be used to test an electric vehicle on a particular route or within a particular depot before committing to a full replacement cycle. It can also provide flexibility for seasonal operations or where vehicle requirements are changing. Contract hire, finance arrangements and outright purchase each have different implications for cash flow, balance-sheet treatment, risk and residual values. The right choice will depend on the operator’s circumstances, so the business case should compare the whole-life cost of each funding model rather than focusing solely on the monthly payment or initial capital requirement. Make sure you look at any government help too. The UK government’s Electric Car Grant (ECG) provides a direct discount of up to £3,750 on new, fully electric cars priced at or under £37,000. Meanwhile, the Plug-in Van Grant (PiVG) gives businesses up to £2,500 off small electric vans (under 2.5 tonnes) and up to £5,000 off large electric vans (2.5 to 4.25 tonnes). Make TCO the centre of the argument The business case should then move from vehicle price to total cost of ownership. An EV can have a higher purchase or lease cost than its combustion-engine equivalent, but that is only one part of the calculation.

Energy costs, servicing, maintenance, tyres, taxation, financing, residual values, insurance and downtime all need to be considered. Operators should also calculate the cost of charging, including electricity tariffs, connection costs, hardware, software and infrastructure. Given the fuel-price volatility caused by conflict in the Middle East, savings on fuel cost can be an important part of the argument. Any discounts or exemptions for clean Clean Air Zones should be included in the calculation where relevant. It is also worth modelling different energyprice scenarios. An EV business case that works only at one favourable electricity price is unlikely to convince a finance director. Showing how the numbers change under conservative, expected and optimistic assumptions makes the proposal much more credible. Also note that routine service, tyres, and general wear and-tear is typically lower for EVs than ICE vehicles due to fewer moving parts. Charging considerations Charging infrastructure can sometimes appear to be the biggest obstacle to electrification. Installing depot or workplace charging can be costly and complex, especially if a site does not have enough electricity supply. Understanding how many vehicles need to be charged, when they return, how much energy they require, and they be ready to leave again can also help determine whether a depot needs rapid charging or whether lower-powered overnight charging will do the job.

Trial before committing A pilot can turn a theoretical business case into evidence. A trial can measure energy consumption, charging behaviour, downtime, maintenance, driver feedback, payload impacts and any changes to route planning. The experience of drivers and depot teams is particularly important because they will identify practical issues that may not appear in a spreadsheet.

A successful trial can then provide the confidence to scale. If problems emerge, the fleet has learned about them while the exposure is limited. Carbon savings Environmental performance is an increasingly important part of fleet decision-making. For businesses with formal ESG strategies, fleet electrification can contribute to emissionsreduction targets while also addressing local air quality issues. It can demonstrate tangible progress to customers, employees, investors and procurement teams increasingly interested in supply-chain sustainability. A fleet operator can predict carbon savings by comparing the tailpipe emissions of current fossil fuel vehicles against the emissions of electric vehicles, factoring in total expected mileage, local electricity grid carbon intensity, the vehicle lifecycle and vehicle efficiency ratings.

Business Case

Operators should consider the available electrical capacity, the cost and timescale of any network connection, and how the site might need to expand as more vehicles become electric. If vehicles return at different times, smart charging can potentially spread demand across the available charging capacity rather than having every vehicle draw maximum power simultaneously. Support from the government’s Workplace Charging Scheme, which has been extended to March 2027, should be investigated. The maximum grant is £500 per socket, subject to eligibility. Home charging is the cheapest option, especially with EV-specific tariffs, but would require drivers to have a charger installed and reimbursement processes put in place. This, of course, is not always possible if the employee doesn’t have a driveway. Charging on the public charging network is the most costly option. For those that will be reliant on it, it is worth examining whether a charge card could be beneficial, as they often offer discounted rates, as well as simplified billing.

Electric Fleet

Diamond Partner

Learn from fleets that have already made the move Perhaps the most valuable research an operator can undertake is to speak to another fleet. The market is now mature enough for businesses to learn from organisations that have already encountered the practical challenges of EV adoption. Fleet managers can provide insights into vehicle selection, charger reliability, driver training, energy tariffs, depot layouts and unexpected costs that may not appear in supplier presentations. The most useful comparisons will be with fleets that have similar operating patterns. A city delivery fleet, a mobile engineering operation and a long-distance haulage fleet may all have very different electrification opportunities. Finding similar fleets that have demonstrated cost per miles savings can be a strong factor in any business case. The right decisions Ultimately, a strong EV business case will make the argument for making the right decisions vehicle by vehicle and site by site. Telematics can identify the operationally suitable vehicles. TCO analysis can establish whether they make financial sense. Charging analysis can determine what infrastructure is actually required. Trials can test the assumptions in the real world, while Clean Air Zones, ESG objectives and customer expectations can add further strategic value. L Issue 166 |

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Electric Fleet EV Charging

Platinum Partners

Charging decisions based on fleet operations Workplace or depot charging can be a significant investment, so getting it right is essential. But what do fleet operators need to consider to avoid over-investing in infrastructure while ensuring vehicles have the energy they need to get the job done? Charging is one of the most important considerations when planning an electric fleet. It can be a significant expense, so planning is crucial. Before investing in vehicles or infrastructure, operators need to understand where vehicles will charge, when they will need to charge and how much energy they will require. The right solution will depend on vehicle range, daily mileage, operating patterns and the amount of time vehicles spend parked. Understanding these requirements at the outset will help fleet operators avoid over-investing in charging infrastructure while ensuring vehicles have the energy they need to complete their work. Start with the power available Where workplace or depot charging is required, one of the first questions to answer is whether the site has enough electrical capacity. Operators should establish the size of their agreed supply capacity with their Distribution

Network Operator (DNO), how much electricity the site currently uses and, crucially, how much spare capacity is available for EV charging. This assessment needs to consider the site’s existing electricity demand as well as the additional demand created by the vehicles. The objective is to ensure that charging can take place without exceeding the site’s available capacity or creating problems with other operations. If there is insufficient capacity, a grid connection upgrade may be possible through the DNO. However, this can be an expensive and lengthy process, particularly where significant network reinforcement is required. For fleets working to tight electrification timescales, waiting for additional grid capacity may not be an attractive option, with the SMMT stating it can take up to 15 years. There are alternatives, however, and these should be investigated before committing to an expensive connection upgrade.

EV Charging

Making better use of available power Load balancing and smart charging systems can help sites make better use of the electricity they already have. Rather than allowing every charger to draw its maximum available power simultaneously, these systems monitor the site’s energy consumption in real time and adjust the power available to EV chargers according to demand. For example, if a building’s electricity demand increases, the charging system can reduce the power being delivered to vehicles. When demand elsewhere on the site falls, more power can be made available for charging. This approach can be particularly effective for fleets where vehicles are parked for several hours. An example of this is UPS. The company wanted to increase its London-based electric fleet from 65 to 170 commercial delivery vans. However, the local grid network could not supply the necessary power without a multi-million-pound substation upgrade that would take years to complete. UPS collaborated with UK Power Networks Services, Cross River Partnership, and Innovate UK to build an intelligent smart-grid charging hub, and instead of charging all vans concurrently at maximum speed, an automated energy management system spreads the charging load across the entire evening. It tracks the collective depot draw and caps total power ingestion to stay below the grid’s maximum limit. On-site energy generation and storage can provide another way of managing power constraints. Solar generation can provide electricity directly to vehicles, while

Electric Fleet

Diamond Partner

Operators should establish the size of their agreed supply capacity with their Distribution Network Operator, how much electricity the site currently uses and, crucially, how much spare capacity is available for EV charging battery energy storage systems can store energy for use when demand is higher or electricity from the grid is more expensive. The importance of the site survey A detailed site survey should be an essential part of any workplace or depot charging project. It will help establish what is technically possible and identify potential challenges before installation begins. Engineers will typically assess the site’s existing electrical infrastructure, available power, proposed charger locations, cable routes and the potential requirement for groundworks. The survey should also consider how vehicles move around the site and whether chargers can be positioned without disrupting day-to-day operations. E Issue 166 |

Electric Fleet EV Charging

Platinum Partners

F Planning for future growth is important too. A fleet may initially require only a handful of chargepoints, but if the intention is to electrify more vehicles over time, it can make sense to consider future cabling, electrical capacity and charger locations during the initial project. Property ownership is another issue that should be addressed early. If the fleet operates from a leased or rented site, the operator will need the landlord’s consent to install charging infrastructure. This can involve legal agreements and negotiations, so it is worth starting the conversation as soon as possible. Where workplace chargepoints will also be available to members of the public outside fleet use, operators will need to consider the requirements of the Public Charge Point Regulations 2023. Choosing the right charging speed Charging speed is another important consideration, but faster is not necessarily better. Fast chargers typically operate at around 7kW to 25kW and can be suitable where vehicles are parked for long periods, such as overnight or throughout the working day. For many depot-based fleets, this can provide all the charging capability required. Rapid charging, generally around 50kW to 100kW, is more suited to operations where vehicles need a quicker turnaround. Ultra-rapid chargers of 150kW and above can provide even faster charging and are particularly relevant to public charging hubs, short-stay destinations and some electric HGV applications. The optimum solution will depend on how the fleet operates. Installing high-powered chargers across a depot may sound attractive, but if vehicles spend eight or ten hours

parked there, the additional cost and power requirement may deliver little practical benefit. AC or DC? Fleet operators will also need to understand the difference between AC and DC charging. AC chargepoints take alternating current from the grid and supply it to the vehicle, where the vehicle’s onboard charger converts it into DC electricity for the battery. Typical AC charging rates are 7kW, 11kW and 22kW, although relatively few vehicles can make full use of 22kW AC charging. With DC charging, the power conversion takes place within the chargepoint itself. Because the equipment can contain much larger power converters than those found inside the vehicle, DC chargers can deliver considerably higher charging rates and therefore charge vehicles more quickly. The choice between AC and DC should again be driven by the operation. A depot where vehicles are parked overnight may not need DC charging, whereas a vehicle that needs to return to service quickly could benefit from it. Look beyond the hardware Choosing a chargepoint installer is not simply about the physical equipment. Operators should also examine the software and support services that sit behind it. A good back-office platform should provide visibility of charging activity, including charging times, energy consumption, charging speeds and costs. For businesses with sustainability targets, the ability to generate emissions and carbon-saving reports can also be valuable. Fleet operators should also ask what happens when something goes wrong. The availability of maintenance and support, response times,

SPONSOR’S COMMENT repair arrangements and callout costs can all have a significant impact on the longterm value of the charging installation.

Is home charging possible? For company cars and vans that are taken home by employees, it is worth understanding if they would be able to install a charge point for cheaper home charging. If so, the business should discuss the installation process with the employee, including where the chargepoint will be located, who owns and maintains the equipment and what happens if the employee moves home or leaves the company. Reimbursement also needs to be agreed in advance. Home charging can be an economical option, particularly where drivers can access favourable EV-specific electricity tariffs, but fleet managers need a reliable way to record the electricity used for business journeys and reimburse drivers appropriately.

For mission-critical fleets, charging infrastructure is operational infrastructure. If vehicles aren’t charged and ready to leave on time, the entire operation is affected. That’s why fleet electrification shouldn’t start with the question, “Which charger should I buy?” It should start with, “What does my operation need to run reliably and efficiently?” At KEBA, we believe the future lies in energy hubs of all sizes. Every fleet has different operational requirements, and the right solution often combines AC and DC charging, intelligent load management and seamless integration into a wider energy ecosystem with technologies such as battery storage and renewable energy. As one of the world’s leading manufacturers of AC and DC charging solutions, KEBA supports every use case, from passenger vehicles to heavy-duty electric trucks. Our latest innovation, the KeContact DCA20, extends our DC portfolio with a compact, allin-one fast charger designed for fleets that need reliable, scalable charging. With more than 750,000 chargers installed worldwide, KEBA helps customers and partners build charging ecosystems that keep mission-critical fleets moving today while preparing for tomorrow. M

EV Charging

Public charging has a role to play The UK’s public charging network has expanded significantly, with particularly strong growth in ultra-rapid charging. For fleets that need to charge away from base, there is therefore an increasing range of options, supported by apps and digital services that can help drivers locate available chargepoints and check their status. However, public charging is generally more expensive than charging at a depot or at home, particularly when using rapid and ultra-rapid infrastructure. Fleet operators should therefore understand how much public charging their vehicles are likely to require and factor the cost into their total cost of ownership calculations. Chargecards can simplify the process. A driver can use a single card or account across multiple charging networks, while the fleet manager receives consolidated billing and charging data. Depending on the provider, this can include information about charging habits, costs and carbon savings. Many providers also offer discounted charging rates.

Mission-critical fleets need more than charging stations

Electric Fleet

Diamond Partner

FURTHER INFORMATION

www.keba.com/emobility Darren Gardner, head of western eMobility, KEBA

Get governemnt support while it lasts The Government’s Workplace Charging Scheme provides financial support towards eligible workplace chargepoint installations and has been extended to March 2027. Operators should check the latest eligibility criteria and grant levels when planning their projects. L Issue 166 |

AC & DC Charging Solutions

When charging delivers.

www.keba.com/emobility

KEBA believes successful fleet electrification starts with understanding each customer’s operational requirements As fleet electrification accelerates, businesses need more than charging stations – they need a trusted partner who understands the complete energy ecosystem. Since pioneering eMobility in 2009, KEBA has become one of the world’s leading manufacturers of AC and DC charging solutions, with more than 750,000 chargers installed globally. Designed and manufactured in Austria, KEBA’s portfolio supports every fleet application, from passenger vehicles to heavy-duty electric trucks. KEBA believes successful fleet electrification starts with understanding each customer’s operational requirements. Rather than simply installing chargers, the focus is on creating scalable and future-proof energy hubs that integrate AC and DC charging, photovoltaic systems, battery storage, intelligent load management and energy management to maximise efficiency, reliability and future growth. With one of the industry’s most comprehensive charging portfolios, KEBA

Advertisement Feature

When charging delivers delivers the right solution for every use case. Overnight depot charging may be best served by intelligent AC or lower-power DC systems, while applications requiring fast turnaround benefit from high-performance DC charging. The latest addition to the portfolio, the KeContact DCA20, provides a compact all-in-one DC fast charging solution, ideal for fleets seeking reliable, flexible charging infrastructure with room to grow. Backed by decades of engineering expertise and a European service network, KEBA is helping organisations build economic, reliable, more resilient fleet charging ecosystems for the future. M FURTHER INFORMATION

www.keba.com/emobility

Electric Fleet Energy Hubs

Platinum Partners

How DC energy hubs could transform fleet charging As fleet operators electrify, constrained grid connections and rising energy costs are creating new challenges. Cenex’s Greg Payne explores how integrated DC energy hubs combining solar, battery storage, smart controls and bidirectional charging could help fleets reduce energy costs and maximise existing infrastructure As fleet operators accelerate the transition to electric vehicles, one challenge consistently rises to the top of the agenda: energy. While vehicle technology continues to advance, many depots, workplaces and operational sites face a more immediate constraint – the electricity network connection available to support charging. For many organisations, installing multiple chargers can trigger costly grid upgrades, long lead times and increased energy bills. The question is no longer simply how to electrify vehicles, but how to do so efficiently and economically. Recent modelling undertaken by Cenex as part of the Innovate UK-funded 3ti V2X DC FastHub Demonstration Project suggests that integrated energy hubs could offer a compelling answer. By combining solar generation, battery storage, smart controls and bidirectional charging within a single DC microgrid, these systems have the potential to reduce energy costs, lower peak demand and enable EV charging without major infrastructure upgrades or long lead times.

Moving beyond traditional charging Most EV charging installations are designed around one primary task: charging vehicles. However, a modern fleet energy system can perform a much broader role. The 3ti Papilio3 FastHub evaluated in the project combines 12 bidirectional 30kW chargers, a 280kWh battery energy storage system (BESS), 20 kWp solar PV generation and a single grid connection within a containerised, rapidly deployable solution. What makes the approach particularly interesting is its DC architecture. Instead of converting electricity between alternating current (AC) and direct current (DC) multiple times as energy moves between solar panels, batteries and vehicles, all major components operate within the same DC system. This reduces energy losses and allows smarter management of on-site energy resources. For fleet operators, the practical outcome is simple: the ability to make better use of available electricity while reducing dependence on expensive grid upgrades.

Rather than charging vehicles as soon as they are plugged in, the FastHub model optimises charging and discharging based on electricity tariffs, solar generation, battery state of charge and site demand

Turning EVs into energy assets One of the most significant findings from the study is the value of intelligent energy management. Rather than charging vehicles as soon as they are plugged in, the FastHub model optimises charging and discharging based on electricity tariffs, solar generation, battery state of charge and site demand. A typical operating strategy might look like this: the battery energy storage system recharges overnight when electricity is cheapest, while solar generation supports daytime vehicle charging. Battery storage helps reduce afternoon demand peaks, charging is rescheduled to lowercost times wherever possible, and V2G enabled vehicles and batteries discharge during expensive tariff periods. The result is lower energy costs and more efficient use of available infrastructure. Importantly, the system is designed

Significant savings across multiple site types The modelling demonstrated recurring cost reductions across all site archetypes evaluated. Using a conventional two-rate electricity tariff, annual energy cost savings included approximately £3,200 per year for the fleet depot, approximately £2,600 per year for the office, approximately £3,700 per year for the golf club, and approximately £18,200 per year for the factory. The factory site delivered by far the greatest benefit because of its substantial electricity demand and the opportunity to shift large amounts of energy consumption away from peak-price periods. While these figures relate only to electricity costs and do not include capital or operational expenditure considerations, they illustrate the scale of savings available through intelligent energy management. The findings also highlight an important lesson for fleet operators: the value of energy optimisation increases as overall site electricity demand grows.

to work behind the meter, meaning it supports site energy optimisation without requiring significant intervention from the wider electricity network.

Energy Hubs

Why fleets are an ideal candidate The modelling work examined four representative site types: fleet depots, factories, offices, and golf clubs and destination venues. Although these environments differ significantly, they share a common characteristic: electricity demand (whether from the building or EV charging) fluctuates throughout the day. This creates opportunities to shift this energy consumption away from expensive periods and make better use of locally generated renewable power. At sites where vehicles remain plugged in for extended periods, bidirectional charging also opens the possibility of using vehicle batteries to support wider site energy demand.

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Dynamic tariffs unlock even greater value Perhaps the most eye-catching results emerged when the model was tested against dynamic electricity tariffs. Unlike traditional day and night tariffs, dynamic tariffs change frequently, reflecting wholesale electricity prices throughout the day. The flexibility built into the FastHub proved particularly effective in responding to these price signals. E Issue 166 |

Electric Fleet Energy Hubs

Platinum Partners

F Under dynamic tariff conditions, annual savings increased dramatically: over £13,000 for the fleet depot, over £13,000 for the office, nearly £14,000 for the golf club, and more than £90,000 for the factory. These figures demonstrate how energy flexibility could become increasingly valuable as electricitymarkets evolve. However, the report also notes an important consideration. Achieving the highest savings often requires more intensive use of vehicle batteries through bidirectional charging. Fleet operators will therefore need to balance financial benefits against battery usage and long-term asset management strategies. Tackling one of electrification’s biggest barriers Beyond reducing energy costs, the study highlights another major benefit: avoiding or postponing grid upgrades. Many fleet sites face limitations in available connection capacity. Traditionally, adding multiple chargers requires increasing site capacity agreements or waiting for network reinforcement works. The FastHub approach uses battery storage and intelligent control to work within existing constraints. In fact, for three out of the four sites assessed, we found that by adding the FastHub

the grid import capacity could be reduced whilst accommodating the extra demand for EV charging. This demonstrates how energy hubs can effectively distribute and manage power across multiple vehicles without demanding large increases in connection capacity. For fleet operators struggling with constrained grid connections, this capability could significantly accelerate electrification plans. Efficiency matters too Although cost savings and grid constraints often dominate discussions around fleet charging, energy efficiency also plays an important role. The modelling compared the DC microgrid approach with a more conventional arrangement consisting of separate solar, battery and charging systems. Because the FastHub minimises repeated AC-to-DC and DCto-AC conversions, it reduces energy losses. At the factory site, avoided conversion losses equated to savings ranging from around £300 per year under simple operation to more than £2,100 annually when advanced energy optimisation strategies were applied. While relatively small compared with tariff savings, these efficiencies contribute additional value and support wider sustainability objectives.

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Energy Hubs

A new approach to fleet energy The transition to electric fleets has often been discussed as a vehicle challenge, but increasingly it is becoming an energy management challenge. The Cenex modelling demonstrates that integrated energy hubs have the potential to address several of the biggest barriers fleets face today: constrained grid connections, rising energy costs and the need to maximise infrastructure utilisation. By combining solar generation, battery storage, bidirectional charging and intelligent controls within a single deployable system, organisations can transform EV charging from a new source of demand into an active energy management tool. For fleet operators planning the next stage of electrification, the message is clear. The future is not just about where vehicles charge. It is about how energy is generated, stored, managed and shared across the entire site ecosystem. Those organisations that optimise all four may unlock far greater value than charging alone can ever deliver. Get in touch with Cenex for advice with your fleet and site electrification and support with modelling your energy optimisation strategies. L

As well as Scope 3 emissions reporting, 2026 brings greater regulatory pressure from the ZEV mandate and changes to Benefit-in-Kind which will impact businesses and increase the need for smarter fleet management. Fleet priorities must now revolve around optimisation, including right-sizing fleets and adopting Mobility-as-a-Service models. Renting low and zero emissions cars or vans whenever needed allows even the smallest fleet to drastically reduce its tailpipe emissions without the costly financial implications of having an expensive asset sitting in a car park during quiet periods. The wide range of electric cars and vans on our fleet provides businesses with a great way to put electric vehicles to the test operationally, and provides more flexibility than lease or purchase – they can test, learn, and adapt without having to make a longterm financial commitment. M

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europcar.co.uk

Tom Middleditch, head of B2B marketing and sustainability spokesperson, Europcar Mobility Group UK

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Europcar: The right partner for the essential transition to sustainable fleets The best way to understand how electric will work for an organisation is to experience it. And with rental, businesses can understand any operational adjustments that might be needed, while drivers experience real-world electric driving and Battery Electric (BEV) models in the rental market. And it has made that fleet as accessible as possible with price parity to ICE models and tailored solutions for business users.

Businesses have been reducing their environmental impact in recent years, focusing on both their direct and indirect impact and what changes will bring quick wins. With scrutiny of their activities under the spotlight, supply chain businesses need to be able to demonstrate that they are managing and reducing their emissions wherever possible. However, it is no small task to drastically cut the emissions of an entire fleet, and the cost is out of reach for most businesses across the supply chain ecosystem. Rental as a strategic tool The best way to understand how electric will work for an organisation is to experience it first-hand. And with rental, businesses can understand any operational adjustments that might be needed, while drivers experience real-world electric driving. With a detailed handover of a carefully selected electric vehicle that suits the needs of the job or journey, even previous EV-sceptics are being converted to zero tailpipe-emissions motoring. Europcar is continually adding new models to its electric fleet, with arguably one of the widest range of Plug-in Hybrid Electric (PHEV)

The eVan factor Europcar has also made a significant commitment to its eVan fleet, with vehicles in a range of sizes to meet a variety of use cases. This is helping businesses switch steadily without the burden of large upfront costs or long-term commitment. The partner of choice for the EV transition Europcar has led the way in delivering mobility solutions that enable organisations to operate efficiently, effectively and sustainably without being tied into longterm lease agreements or residual value risks of ownership. And flexible EV rental allows businesses with seasonal demand or project-based work to add or remove electric vehicles from their fleet as often as necessary without penalties or delivery delays. M FURTHER INFORMATION

Find out more about how Europcar can support essential services organisations by visiting www.europcar.co.uk/business

Issue 166 |

Electric Fleet Driver Briefing

Platinum Partners

Are your drivers ready for electric? As fleets make the switch to electric vehicles, driver buy-in is key to a smooth transition. From charging and route planning to driving adjustments behind the wheel, we cover the essentials drivers need to know to feel confident and get the most from their electric vehicle Drivers are at the heart of the electric transition, and making sure they are supported from the outset can make the switch smoother, more effective and less daunting. For those getting behind the wheel of an EV for the first time, understanding the basics is a must - don’t assume they know. Drivers should be shown how to access and use the charging port, check battery levels and locate the charging cable. A physical demonstration of plugging the vehicle in and charging can be valuable. They should also understand the different charging options available and when each is most appropriate. Ultra-rapid chargers on motorways can deliver a significant amount of charge

in a relatively short time, while slower destination chargers can take several hours but are suitable when a vehicle is parked for longer periods. Knowing what to expect from different chargers can help drivers plan journeys and avoid unnecessary delays. Payment is another consideration, particularly when using public charging networks. All new public charge points above 8kW, and existing charge points above 50kW, must offer contactless payment. However, chargers rated at 7kW or below may still require drivers to register with a network or use an app. Businesses can simplify the process by providing drivers with charge cards, giving them straightforward access to public networks

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Driver Briefing

while also making it easier to consolidate billing and manage mileage expenses. For those charging at home, drivers should understand what is involved in installation, how electricity consumption will be recorded and how costs will be reimbursed. A different way of driving Switching to an EV requires some adjustments at the wheel. Torque is instant, but acceleration should be smooth to help maximise range. As a general rule, keeping speeds moderate is more efficient, with around 50–60mph often offering a good balance between speed and energy consumption. Regenerative braking allows an EV to recover energy when the driver lifts off the accelerator, helping to improve efficiency while reducing wear on the brakes. In practice, when a driver takes their foot of the pedal, the vehicle slows down automatically. Drivers can make the most of this by anticipating traffic and using the accelerator to control their speed, rather than relying as heavily on the brake pedal. Although many electric cars now offer ranges comparable with their petrol and diesel equivalents, drivers still need to

Many EVs now come with apps that allow drivers to check battery levels remotely, pre-heat or cool the cabin and schedule charging. Some models can also pre-condition the battery before a rapidcharging stop, helping it charge more efficiently consider if they’ll need to charge, particularly when travelling longer distances or driving unfamiliar routes. Route planning therefore becomes an important part of EV driving. Drivers can use the vehicle’s navigation system or charging apps such as Zapmap to identify suitable charging points before setting off. Drivers should be aware that rapid charging typically slows considerably once the battery reaches around 80 per cent and so waiting for a full charge may not be viable. It is also important to understand the difference between AC and DC charging, and to know what charging speeds the E Issue 166 |

Electric Fleet

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Driver Briefing

F vehicle can actually accept. Not every EV is capable of using the fastest ultra-rapid chargers. Vehicle technology can make the process easier. Many EVs now come with apps that allow drivers to check battery levels remotely, pre-heat or cool the cabin and schedule charging. Some models can also precondition the battery before a rapid-charging stop, helping it charge more efficiently.

There are some additional considerations for commercial vehicles. When planning a charging stop, van drivers need to make sure the site is suitable for the size and height of their vehicle

What about van drivers? Much of this advice applies equally to electric vans, but there are some additional considerations for commercial vehicle drivers. When planning a charging stop, van drivers need to make sure the site is suitable for their vehicle. The size and height of some vans can prevent them from using certain charging bays, while longer charging times can have a greater impact on tightly scheduled working days. Vehicle weight is another important factor. Electric vans are generally heavier than their petrol or diesel equivalents because of their batteries, making tyre maintenance particularly important. Tyre pressure, therefore, should be checked at least monthly and before longer journeys. Correct tyre pressure can

SPONSOR’S COMMENT help maintain safety, efficiency and range. How a van is loaded can also affect efficiency. Drivers should distribute weight evenly, avoid overloading, stay within the vehicle’s permitted load limit and, where possible, avoid unnecessarily top-heavy loads.

With a fleet reaching 100,000 cars for the first time in the company’s history, and more than 80 per cent of those being pure EV, more people than ever before are making the switch to an affordable electric vehicle on salary sacrifice. The past few years has seen momentum increasing within various organisational sectors, with more and more companies seeing the benefit of launching a salary sacrifice car benefit with scheme with the market leaders. Tusker’s schemes have enabled customer organisations to lower their grey fleet emissions and work towards their ESG goals, while using the car scheme as a benefit to attract and retain staff. 3,000 employers in the UK now benefit from the 17 years of experience Tusker has delivering salary sacrifice car schemes. Tusker offers the expertise to help more people into more affordable, new and pre-loved electric cars. M

Driver Briefing

A positive experience There is a period of adjustment when drivers move from conventional vehicles to EVs. But with the right training and support, most quickly become comfortable with the technology and the different driving experience. Indeed, the experience of existing EV drivers suggests that the transition is a positive one. According to the latest survey from EVA England, 98 per cent of the 1,279 EV drivers surveyed said they would not return to driving a petrol or diesel vehicle, while 95 per cent said they were likely or very likely to recommend an EV to friends or family. For fleets, driver engagement should be treated as an important part of the electrification strategy, rather than an afterthought. Give drivers the knowledge they need, explain the practical differences and provide ongoing support, and they can make the switch with confidence. L

Tusker’s schemes prove that driving an affordable EV is possible for the majority

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FURTHER INFORMATION

tuskercars.com Cheryl Clements, head of business development, Tusker

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Navigating the Car Salary Sacrifice process As organisations continue to decarbonise their fleets, many are discovering that the biggest opportunity isn’t just changing company cars but making electric vehicles more accessible to employees. That’s one reason why salary sacrifice has become such a popular route into electric vehicle adoption. So where should you start? The combination of low Benefit-in-Kind rates, tax efficiencies and lower running costs makes it an attractive proposition for both employers and employees. But while the benefits are well understood, many organisations are still unsure where to start. Questions around eligibility, implementation and choosing the right provider can often slow progress. The good news is that salary sacrifice doesn’t have to be complicated. With the right support, businesses can introduce a scheme that enhances their employee offering, supports recruitment and retention, and contributes to wider sustainability goals.

To help employers navigate the process, Tusker has developed a Complete Guide to Car Salary Sacrifice. It covers the key considerations, explains how the scheme works and addresses the questions businesses most often ask. So, if you’re exploring ways to accelerate EV adoption within your organisation, this guide is a great place to start. M FURTHER INFORMATION

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The ZEV Mandate under the microscope

Open until 23 October, the government consultation on proposed changes to the Zero Emission Vehicle (ZEV) Mandate gives vehicle manufacturers, fleet operators and other industry stakeholders the opportunity to influence how the UK reaches its 2030 and 2035 targets for zero-emission cars and vans. The government has stressed that the end goals themselves are not changing. The sale of new petrol and diesel cars will be ended from 2030, with cars (hybrid), and vans (petrol, diesel and hybrids) allowed to be sold until 2035. All new cars and vans are expected to be fully zero emission by 2035. Instead, the review is focused on the route to those targets, with ministers arguing that the regulatory framework needs to remain practical and responsive to changing market conditions while supporting investment and the competitiveness of the UK automotive sector.

The consultation aims to understand whether the existing annual ZEV sales targets remain appropriate in what the government describes as a challenging global economic environment. Supply chain disruption, higher energy prices, international competition and uncertainty around tariffs and trade are among the factors being considered. For fleet decision makers, the outcome could have significant implications for vehicle availability and model choice.

ZEV Mandate

The government has launched a consultation on changes to the Zero Emission Vehicle Mandate, opening the conversation once again on how quickly manufacturers should be required to shift away from petrol and diesel – and what that means for fleets and the wider industry

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A market in transition The review comes as EV sales continue to grow. Battery electric car registrations were up 44.5 per cent in July, according to SMMT figures. Manufacturers are also currently on track to meet their 2025 ZEV targets. However, the government argues that the market in which the mandate was originally designed has changed significantly. E

Electric Fleet ZEV Mandate

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F In the foreword to the consultation, Transport Secretary Heidi Alexander points to higher energy prices, increasing international competition and uncertainty over the treatment of UK-built vehicles in export markets. “We are aware of wider challenges and uncertainty faced by the UK automotive sector,” she says, adding that government needs to support the industry’s transition while ensuring the UK remains an attractive place for manufacturers to operate and create green jobs.. Mike Hawes, SMMT chief executive, welcomed the review, saying the regulation had been developed under very different economic and market conditions, including cheaper energy, falling production costs and more optimistic expectations for global demand. He argues that regulatory targets are now running ahead of consumer demand and that the review should deliver a commercially sustainable transition that supports investment, jobs, competitiveness and greater choice for motorists. What alternatives are proposed? Under the current ZEV Mandate trajectory, manufacturers are required to reach 80 per cent zero-emission car sales by 2030, with an indicative direction towards 100 per cent in 2035.

The consultation puts several alternatives on the table. The government is seeking views on whether the 2030 target should be reduced to 70, 60, 50 or 40 per cent. Another option would retain the existing trajectory, reaching 80 per cent ZEV sales in 2030 and 100 per cent in 2035, while extending key flexibilities available to manufacturers, including banking, borrowing and CO2 conversion, through to 2034. The consultation gives specific attention to vans, where the transition to zeroemission vehicles has been slower. The existing trajectory requires manufacturers to reach 70 per cent zero-emission van sales by 2030, rising towards 100 per cent in 2035. Again, the government is considering alternative routes, including reducing the 2030 target to 60, 50 or 40 per cent, before reaching 100 per cent in 2035. Alternatively, manufacturers could remain on the existing trajectory, while gaining extended flexibility through mechanisms such as banking, borrowing and CO2 conversion until 2034. The different characteristics of the van market mean that the debate is particularly relevant to commercial vehicle operators. Simon Staton from Venson Automotive Solutions, welcomes the specific focus on vans, but argues that changing the sales trajectory alone will not remove the barriers facing fleet electrification. Payload, range, vehicle suitability, charging availability and acquisition costs can all determine whether an electric van is capable of performing the required role. Logistics UK has made a similar distinction between the car and commercial vehicle markets. Ben Fletcher, chief executive of the organisation, says van uptake continues to lag behind the trajectory, with practical barriers including grid connections, public charging suitable for larger vehicles and cost. “Getting those enablers right matters as much as the targets themselves,” he says. Industry reaction Many in the industry see the consultation as a necessary measure to ensure the ZEV is working and to influence next steps. The BVRLA has welcomed the opportunity to influence the next stage of the transition. Chief executive Toby Poston says its members have already invested more than £36 billion in 750,000 electric vehicles and that the organisation will use the consultation to identify where policy is working, where

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The consultation aims to understand whether the existing annual ZEV sales targets remain appropriate in what the government describes as a challenging global economic environment

The wider impact The impact of changing the ZEV trajectory could extend well beyond vehicle manufacturers. BEAMA, the trade association representing manufacturers and providers of electrical infrastructure technologies and systems, has modelled the potential impact of reducing the 2030 car target from 80 per cent to 50 per cent. Its analysis suggests such a change could delay up to £1.56 billion in UK home charger sales and installations, with as many as 1.7 million fewer potential home charge point sales by 2034. BEAMA also warns that manufacturers could revisit investment plans made on the basis of the existing targets. Some planned investments, it says, approach £100 million

ZEV Mandate

additional support is required and how the transition can continue with confidence. Some in the charging industry, meanwhile, has warned against weakening the regulatory signal. Delvin Lane, CEO of InstaVolt, argues that private investment in ultra-rapid charging depends on certainty over the direction of government policy. He said: “We’ve invested hundreds of millions of pounds into the UK’s charging network because government policy gave us a clear runway to plan against. Softening the mandate at this stage risks spooking exactly the private capital that’s been building the infrastructure this transition depends on.” Octopus Electric Vehicles has similarly warned that weakening the mandate could undermine confidence at a point when EVs are becoming increasingly competitive. Gurjeet Grewal, CEO of Octopus Electric Vehicles, said: “The ZEV mandate is working – giving manufacturers confidence to invest and drivers confidence to switch. Weakening it now would send exactly the wrong signal, just as EVs are becoming some of the best-value cars on the road.”

and could support jobs in local communities. The organisation estimates that additional petrol, diesel and plug-in hybrid vehicles resulting from a weaker target could generate 71 million tonnes of CO2e over their lifetimes – roughly equivalent to a year’s emissions from the UK’s entire transport sector. It also estimates that the UK could have up to 12GW less potential flexible charging capacity, at a time when smart EV charging is expected to play an increasingly important role in balancing the electricity system. What does it mean for fleets? For fleet operators, the consultation raises questions that go beyond the headline percentage targets. A slower regulatory trajectory could potentially give businesses more time to transition vehicles that are difficult or expensive to electrify, particularly heavier vans and specialist commercial vehicles. At the same time, changes to manufacturer targets could affect the speed at which new electric models reach the market and the investment decisions behind charging infrastructure and vehicle supply. A problem for those looking to electrify. However, as the consultation does not propose abandoning the UK’s zero-emission ambitions, switching to a zero emission fleet should still remain firmly on the agenda. L Issue 166 |

Charged for the future We know that organisations are looking for a long-term partner to provide flexible, future-proofed, turnkey EV charging services. From assessment through to optimisation, we build a bespoke package to implement the best solution for your needs.

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Investing in the right charging from the outset The transition to electric fleets is accelerating, but successful electrification starts with careful planning rather than simply installing chargers Businesses need to look beyond today’s requirements and consider how their fleets, operations and energy demands are likely to evolve. Investing in the right foundations from the outset, from understanding site capacity to installing future-ready cabling, can save significant time, cost and disruption as fleets grow. Where grid capacity is constrained, there are still practical solutions. Smart charging, load balancing, on-site renewable generation and battery storage can all help businesses maximise existing capacity and build resilient charging infrastructure. The key is taking a site-specific approach and designing solutions that support both current operations and future growth. Alongside the right technology, policy certainty is essential. Businesses are ready

to invest in EVs and charging infrastructure, but they need clear, consistent direction from government to make long-term decisions with confidence. Greater clarity around measures such as the ZEV Mandate will help unlock investment, support innovation and accelerate the UK’s transition to cleaner, more sustainable transport. M FURTHER INFORMATION

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Electric Fleet EV Rally 2026 Preview

What to expect at the Mythbusters EV Rally The 2026 EV Rally gets under way this September, with a clear mission to bust myths and misinformation surrounding electric vehicles, while putting the vehicles and charging infrastructure to the test across more than 1,000 miles Now in its sixth year, the EV Rally brings together teams from across the fleet, transport and energy sectors to showcase the realworld capabilities of electric vehicles, while highlighting the challenges that still need to be overcome to accelerate their wider adoption. During the five days, teams will visit charging hubs, manufacturing locations and testing facilities, highlighting the technology and infrastructure helping to drive the transition to zero-emission transport.

Busting EV myths This year’s Rally will tackle some of the most persistent misconceptions about electric vehicles. Among the myths being put to the test are claims that EVs catch fire easily, that their batteries and tyres cannot be recycled sustainably, that used-EVs are a poor choice, that suitable charging infrastructure isn’t available for electric trucks, and many more.

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A key change for 2026 is the introduction of two separate routes: one for cars and vans, and another for trucks, in recognition of the different operational and charging requirements of larger electric vehicles. Sponsored by Lex Autolease, the Rally starts in Exeter on 7 September. Over the following five

EV Rally 2026 Preview

days, teams will cover around 1,000 miles, visiting innovative clean-energy and charging projects before crossing the finish line at Everything Electric in Twickenham on 11 September. Lex Autolease Managing Director Nick Williams said: “There’s still a need for open, honest discussion, and the rally gives people something concrete to react to. It helps move the conversation from assumption to understanding. “This year’s Mythbusters theme plays into that well. It gives us a chance to address some of the uncertainty that still exists and help people feel more confident in the decisions they’re making.”

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The stop at Veolia’s EV Battery Recycling Facility in the West Midlands will show that EV batteries can be recovered and their materials returned to the supply chain – directly addressing the myth that EV batteries cannot be recycled and will ultimately end up in landfill

Checkpoints showcasing innovation The two Rally routes have been designed to showcase the breadth of innovation taking place across the UK’s EV and clean-energy landscape. One of the notable stops on day one will be Veolia’s EV Battery Recycling Facility in Minworth, West Midlands. The facility is the UK’s first E

Electric Fleet EV Rally 2026 Preview

Electric Freightway facilities at Gridserve’s dedicated electric forecourts. And on day three, the Rally stops at Milence’s charging hub in Immingham. Teams will experience a dedicated heavy-duty charging environment, explore the driver-focused facilities and see high-power charging in operation, while learning more about the development of public charging infrastructure for electric trucks across Europe.

F commercial electric vehicle battery recycling plant and was opened with the capacity to process up to 20 per cent of the UK’s end-oflife EV batteries. The site safely discharges and dismantles batteries and recovers critical materials including lithium, cobalt and nickel. It provides a real-world example of how endof-life EV batteries can be recovered and their materials returned to the supply chain – directly addressing the myth that EV batteries cannot be recycled and will ultimately end up in landfill. Veolia’s Debbie Revell, said: “Our Minworth battery recycling facility plays a pivotal role in the circular economy as it kick-starts the process of turning end-of-life batteries into materials that can be used to manufacture batteries for future EVs. With an anticipated 350,000 tonnes of end-of-life EV batteries predicted to be in the country by 2040, facilities like ours will help to maintain the production and uptake of EVs.” Another key checkpoint will be DAF’s truck manufacturing facility in Leyland, which produces more than 15,000 trucks each year and serves as the primary production site for almost all DAF trucks registered in the UK. The site also manufactures zero-emission models, including the DAF XB Electric range. For the Trucks & Trailers route, the Rally is supported by Gridserve, showcasing the Innovate UK and UK Government funded

Finishing at Everything Electric After five days on the road, the Rally will cross the finish line at Everything Electric in Twickenham, where the cars, trucks and teams will be showcased to visitors. Dan Caesar, CEO of Everything Electric, said: “The EV Rally showcases the innovation, collaboration and real-world capability of electric vehicles, bringing together industry leaders and passionate advocates from across the sector. “We’re especially excited that the rally will culminate at Everything Electric, with participants crossing the finish line at our Twickenham event on 11 September. It

EV Rally 2026 Preview

Teams and partners The Rally is supported by a network of partners helping to keep the event moving and provide expertise along the way. The AA is the event’s Roadside Assistance Partner, providing support if any teams encounter problems on the road. Drivetech is the Driver Training Partner, helping teams get the most from their electric vehicles. KGM Motors, the Vehicle Partner, will provide a selection of its electric vehicles for GreenFleet’s senior management and media teams. Farizon are back as the Official Logistics Partner, where event crews will get to experience the SV once more, alongside the new-to-market V7E. Monitoring the event this year, providing valuable energy and safety data, is Quartix, making their debut as the Technology Partner. Charging for the 2026 event is being provided by the Partners who are opening-

up their facilities, including Gridserve, Arnold Clark Charge, Fastned, E.On and Milence. Headline sponsor Lex Autolease will host the Rally’s wrap party, bringing the finalists together to celebrate five days of zero-emission driving and clean-energy innovation. This year’s teams include professionals from Lex Autolease, The AA, Vaylens, Tusker, Speedy, Jaama, E.ON, BMW/MINI, Qwello, Farizon, Kwik Fit, Maxus, Higer, GRIDSERVE and SAGA Trucks. The Rally’s media crew – Sara Sloman, John Curtis, Karl O’Sullivan and Paul Trunkfield – will once again be broadcasting the action across social media. There is an added challenge for the team this year, with Sara Sloman taking on the Trucks & Trailers route behind the wheel of a Mercedes-Benz eActros 600. With two routes, more than 1,000 miles and a host of EV myths to bust, the 2026 EV Rally is set to be an exciting showcase of the UK’s progress and success in electric vehicles and clean energy. L

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will be a fantastic way to celebrate the achievements of the rally teams while connecting them with thousands of consumers, businesses and policymakers who are driving the electric revolution forward.”

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The future of fleet electrification depends on confidence behind the wheel Fleet electrification has become one of the defining conversations in the transport sector. Investment is increasing, vehicle choice is expanding and infrastructure continues to improve. Yet, as the industry looks towards a lower-carbon future, one important question risks being overlooked – are we preparing drivers for the future as quickly as we’re preparing vehicles?

Much of the discussion around electrification naturally centres on technology. Battery range, charging networks and vehicle performance all deserve attention. But the success of electric fleets will ultimately depend on the people using them every day. The role of the professional driver is changing. Electric vehicles behave differently from traditional petrol and diesel models. Regenerative braking, energy management and charging considerations all require drivers to adapt established habits. Alongside this, fleets are becoming increasingly connected. Telematics, predictive maintenance and advanced driver assistance systems are giving drivers more information than ever before and changing how they interact with their vehicles. For fleet operators, this presents a significant opportunity. Technology can help improve efficiency, reduce downtime and strengthen safety. However, those benefits are only fully realised when drivers understand how to use these systems confidently. Investing in vehicles without investing in the people behind the wheel means businesses may never unlock the full value of their fleet. The organisations making the strongest progress are recognising that electrification is as much a people programme as it is a vehicle programme. That doesn’t necessarily mean introducing lengthy training courses or wholesale operational change. Sometimes, it’s

about giving drivers the confidence to embrace new technology, understand why changes are being made and develop the skills that will support them throughout the transition. Confidence matters because uncertainty remains. Many drivers are still experiencing electric vehicles for the first time. Questions around charging, range and day-to-day operation are entirely understandable, particularly for those whose job depends on being mobile throughout the working day. Addressing those concerns early creates more engaged drivers and helps businesses introduce change more effectively. At the same time, technology continues to evolve at pace. Connected vehicles, AI-driven insights and digital fleet management tools are becoming standard across many operations. Rather than replacing professional drivers, these developments are reshaping the role, placing greater emphasis on adaptability, decision-making and the ability to work confidently alongside new technology. This shift also creates an opportunity to rethink what good fleet management looks like. Forward-thinking organisations are increasingly combining vehicle investment with driver development, recognising that safer driving, greater efficiency and stronger employee engagement often go hand in hand. Drivers who understand the technology they’re using are better placed to make informed

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decisions, maximise vehicle performance and contribute to wider sustainability goals. The transition to electric fleets is unlikely to follow the same path for every organisation. Different sectors, operating models and vehicle requirements mean businesses will move at different speeds. That’s entirely expected. What should remain consistent is the importance of bringing drivers with you. Fleet electrification isn’t simply changing what we drive. It’s changing how professional driving looks, how fleets operate and the skills that will define the workforce over the next decade. Businesses that recognise that today will be better prepared for whatever comes next. Because while electric vehicles are shaping the future of fleets, confident, capable drivers will shape whether that future succeeds. M

Samantha Biggs, Roadside Fleet Manager, The AA With 16 years of experience at the AA, I began my journey in the Driving School segment, where I honed my skills across various areas of the business. In 2022, I was asked to lead the Fleet team, which quickly became a pivotal moment in my career. Realising my passion for fleet management, I transformed the Fleet division from offering just two brands to six, significantly enhancing customer choice. Since July 2025, I have been leading the Roadside Fleet, embracing the exciting challenges and opportunities in this dynamic field.

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Managing the cost of your company fleet: why it’s time to think differently With fleet costs under increasing pressure, choosing the right funding strategy has never been more important

Running a vehicle fleet in 2026 remains challenging, with costs at an all-time high despite some stabilisation. Contract hire offers fixed costs, but monthly rentals can vary between 10 per cent to 30 per cent for identical vehicles and contracts, depending on your provider. Ownership brings flexibility but exposes you to volatile resale values and unpredictable maintenance. The shift to electric vehicles adds further complexity. Used EV prices have fallen well below forecasts, and running costs remain difficult to predict. Consequently, many companies previously purchasing vehicles have switched to the fixed costs of contract hire. Those continuing to buy EVs must manage

them carefully, learning from market trends to forecast accurate total ownership costs. This uncertainty has prompted many businesses to adopt flexible funding strategies, often assessing options vehicle by vehicle. “An ill-calculated choice on one company vehicle could cost far more than necessary,” says Shaun Redhead, commercial director at IFM. “Across 50 or 100 vehicles, careful procurement could save hundreds of thousands of pounds. “As an independent fleet management specialist, IFM isn’t tied to any single lender or manufacturer. We examine every option, whether its leasing, buying, or salary sacrifice, and deliver the solution that works best for you financially and operationally.” M FURTHER INFORMATION

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GF100 Summer Summit

The GF100 Summer Summit The need for stable government policy on fleet decarbonisation emerged as the dominant theme at GreenFleet’s first GF100 Summer Summit, where industry leaders, fleet operators and sustainability experts discussed the future of transport decarbonisation Following the publication of this year’s GF100 Most Influential list in February, GreenFleet hosted its inaugural GF100 Summer Summit on 24 June at Hunton Park Hotel in Watford. The GF100 Most Influential recognises the outstanding individuals driving meaningful progress in fleet and transport decarbonisation. The Summer Summit brought many of these influential leaders together in person to collaborate, debate and help shape a collective strategy for the future of fleet decarbonisation. Hosted by sustainability expert John Curtis, the event featured a series of panel discussions, audience Q&A sessions and interactive polling, creating an unusually candid environment where fleet operators, manufacturers, infrastructure providers, and other key stakeholders were able to debate both the successes and frustrations of the UK’s transition to zero-emission transport. Audience participation through live polling and Q&A ensured the conversations reflected the real-world challenges facing fleets, with a clear message emerging: fleet

decarbonisation is difficult and while the fleet industry remains committed to it, achieving the transition will require clear, stable and long-term government policy. Policy certainty critical to fleet investment The opening session explored the current state of fleet decarbonisation and the challenges that lie ahead, featuring Robert Evans, CEO of Cenex, Lamech Solomon, head of decarbonisation at Logistics UK, and Catherine Bowen, head of decarbonisation & future mobility at the BVRLA. Robert Evans highlighted the importance of stable government policy, particularly amid ongoing discussions around potential changes to the Zero Emission Vehicle (ZEV) Mandate. He warned that uncertainty could have unintended consequences, with fleets potentially extending the use of diesel vehicles if confidence in future targets is weakened. “The government sees the zero-emission targets as years away, but for a fleet that’s E Issue 166 |

GF100 Summer Summit F only one or two replacement cycles,” said Robert. “With the cost of transitioning so significant, businesses need confidence that the policy isn’t going to change.” Lamech Solomon emphasised that while enthusiasm for decarbonisation remains strong among commercial vehicle operators, infrastructure development must keep pace. He noted that electric HGV adoption will struggle without a clear roadmap and adequate charging infrastructure. “There’s enthusiasm from commercial vehicle operators to decarbonise, but there’s also concern that the push comes before the system is ready,” he said. Lamech also highlighted the role of alternative fuels such as HVO, noting that organisations can achieve significant emissions reductions where electrification is not yet practical. Catherine Bowen focused on the challenges facing electric van adoption, particularly around charging infrastructure. Issues such as bay size, height restrictions and the realities of home charging continue to create barriers for operators. “While we got a lot of what we asked for from our BVRLA Van Plan, we are still a long way away from mass electric van adoption,” she said. The panel also debated whether a zeroemission mandate for trucks would be effective at this stage, with the consensus suggesting that the market and supporting infrastructure are not yet sufficiently mature. Data driving decarbonisation The second session examined the growing importance of data in fleet management, featuring Chris Rutherford, next generation ambulance programme lead at London Ambulance Service NHS Trust, Duncan Webb, head of fleet at The AA, James Rooney, head of road fleet at Network Rail, and Kelly Pinner, head of business development at Jaama.

Chris Rutherford discussed the introduction of the Trust’s first electric ambulance, launched on New Year’s Eve 2023. He explained how detailed operational data enabled analysts to model vehicle suitability, demonstrating that ambulances could be successfully recharged during the typical 45-minute turnaround between shifts. Duncan Webb outlined how The AA balances decarbonisation goals with its core responsibility of helping stranded motorists. Vehicle suitability remains paramount, with challenges such as towing capability still influencing fleet decisions. James Rooney shared how data has supported Network Rail’s electrification strategy, with the organisation targeting 50 per cent of its fleet to be electric by 2027 despite operating a diverse range of vehicles and complex operations. Electrification progress The third session focused on how electrification is progressing across commercial fleets. Speakers included Sam Clarke, head of eHGV at Gridserve, Stuart Murphy, head of fleet transformation & integration at Royal Mail, James Hooker, national bus sales manager at Harris Bus and Coach, and Thomas Rowlands, managing director, Global EV Solutions at Allstar (Corpay). Stuart Murphy described how fleet management now extends beyond vehicles to include estates, energy and charging infrastructure. Collaboration with property teams has become increasingly important as organisations roll out charging solutions. While Royal Mail has successfully electrified many of its delivery vehicles, the organisation operates other vehicles, such as trucks, which present more complex challenges. He encouraged organisations to take a measured approach. “You don’t have to rush. You can look at the data and work with OEMs to tweak vehicles to ensure they are fit for purpose.” Stuart also welcomed recent government changes affecting electric vans, where zeroemission vans weighing between 3.5 and 4.25 tonnes moved from the HGV testing regime into the Class 7 MOT system. He noted that the changes make larger electric vans a more viable option while also reducing pressure on workshop capacity. Sam Clarke highlighted the progress of the government’s £200 million Electric Freightway project, which is deploying electric trucks and charging infrastructure across the UK. However, he stressed that accelerating grid upgrades remains a critical challenge and

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Rising stars recognised During the Summit, GreenFleet hosted its inaugural GF100 Rising Star Awards, sponsored by The AA, celebrating emerging leaders who are making a positive impact within their organisations and across the wider fleet sector. The 2025 winners were Rosario Surace of Drax Electric Vehicles, Lois Loxley of Zemo Partnership and Harry Chapman of Speedy Hire. The Summit also allowed delegates to get expert advice from sponsors The AA, Geotab, Amplify, Lightfoot, EVjuiceNgo, Jaama, Harris Higer, and Allstar - a Corpay Company.

1. Policy certainty matters more than ever. 2. Data is now driving fleet decisions 3. Commercial vehicles remain the biggest challenge. 4. Infrastructure must keep pace with ambition. 5. The industry remains optimistic despite the obstacles.

GF100 Summer Summit

suggested additional government support could help speed up deployment. Thomas Rowlands discussed how data can help organisations develop more efficient charging strategies that work for both drivers and businesses. The final session brought together the top three individuals from the 2025 GF100 Most Influential list: Paul Hollick, chair of the Association of Fleet Professionals and CEO of Lightfoot; Lorna McAtear, head of fleet at National Grid; and Sara Sloman, global partnerships director at Paythru. Once again, the discussion returned to the importance of consistent government policy. The panel warned that uncertainty risks slowing investment and could leave the UK lagging behind other countries in the race to decarbonise transport.

The five key takeaways from the GF100 Summer Summit

Audience polls reinforce industry concerns Interactive audience polling throughout the day reinforced the themes discussed on stage. When attendees were asked to identify the biggest barrier to fleet decarbonisation, 37 per cent cited uncertain government policy, making it the single largest concern. Charging infrastructure followed closely at 35 per cent, while cost and budget constraints accounted for 14 per cent. Vehicle suitability and availability received nine per cent of responses, while only four per cent identified internal organisational resistance as the primary barrier. The results echoed the sentiment expressed repeatedly by speakers throughout the Summit – that while the industry remains committed to decarbonisation, progress depends on clear, consistent and long-term policy direction from government. L

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Charging solutions prepared for a V2X future EVjuiceNgo is on a mission to provide the “electric juice” that both transport and grid networks require for a net zero world Our DC fast charger solutions offer bestin-class experience and support for fleets, CPOs, local authorities and retail. We provide uptime and lower TCO now, whilst preparing for tomorrow and the V2X future. As we say, EVs should and will provide energy when not driven, otherwise what a waste! Available now is our station solution, “Juice Station”, a 60kW to180kW (two gun) modular solution & “JuiceStore”, 180kW charger with 100kW/kWh up to 400kW/kWh BESS. Available late 2026, our satellite solution, “Juice Dispenser”, is a 480kW to 1440kW modular solution (up to six dispensers /12 guns). EVjuiceNgo, our EV brand, is powered by PB Design, a Southwest UK-based power conversion solutions manufacturer for critical infrastructure, including every UK grid utility and rail operator. With over 45 years of proven

history, more than 30,000 systems in service, and 1,000 systems deployed each year for three decades, resilience is built into the EVjuiceNgo DNA. This track record is not just about numbers – it’s a testament to the company’s long-standing reliability, adaptability, and commitment to delivering solutions that perform in the real world, year after year. We look forward to partnering with you and exceeding your EV roll-out expectations. M FURTHER INFORMATION

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Workshop investment helps Greener Ealing improve fleet maintenance efficiency Keeping commercial vehicles on the road while maintaining efficiency, safety and compliance remains a key challenge for local authority fleets. Investing in the right workshop equipment can help reduce downtime, improve technician productivity and support the delivery of essential frontline services. Greener Ealing, the local authority trading company delivering waste management, recycling, street cleansing, grounds maintenance and parking services on behalf of Ealing Council, upgraded its workshop with a range of equipment supplied by Totalkare to strengthen

its in-house maintenance capabilities. The installation included a 6,500kg Two Post Lift, a 12,000kg Four Post Lift, a 35,000kg Y-MECH Lift, a 2100 Headlamp Tester and a complete oil delivery solution, providing technicians with the versatility to safely maintain both light and heavy commercial vehicles while improving workshop efficiency. Khayreddine Amiour, workshop manager at Greener Ealing, said: “We are extremely impressed with the quality and performance of Totalkare’s vehicle lifts. They have improved our efficiency, making maintenance tasks

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quicker and easier while helping minimise downtime across our fleet.” A spokesperson at Totalkare, added: “Every workshop has different operational requirements. Selecting equipment that matches the needs of a mixed fleet helps improve productivity, reduce downtime and create a safer, more efficient working environment for technicians.” M FURTHER INFORMATION

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Roundtable

Road-to-Zero Roundtable: Huddersfield GreenFleet’s Road-to-Zero roundtable series visited Huddersfield this June and brought together fleet professionals from across the public and private sector to share practical lessons from the transition to electric, highlighting how collaboration can help turn ambition into action The GreenFleet roundtable, supported by Vaylens, headed north to Huddersfield in June, bringing together representatives from a diverse range of public and private sector organisations. Hosted by Andy Eastlake, the discussion offered a valuable opportunity to share practical experience of fleet electrification. With fleets at very different stages of electrification, participants shared experiences of what has worked and what has not. There was broad agreement that understanding real-world vehicle use is fundamental. Analysing daily mileage, operating patterns and charging requirements helps fleets make better infrastructure decisions, while experience often reveals that assumptions made at the outset need to be revisited.

Infrastructure remained a major area of discussion, with outdated planning processes, insurance concerns and other challenges contributing to lengthy installation times. The group also highlighted the importance of properly introducing new vehicles and charging technology to drivers. Effective handover and familiarisation can have a significant impact on driver confidence and acceptance, yet this is an area that can still be overlooked. Perhaps the greatest value of the roundtable was the opportunity for participants to help each other solve problems. Issues raised by one organisation could often be addressed by another that had already encountered them, demonstrating the tangible value of open, cross-sector discussion. L

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Fleet electrification is becoming an operational discipline Autel shares what designing charging infrastructure over the years has taught them about keeping electric commercial fleets moving The first phase of fleet electrification was defined by deployment. Governments introduced incentives, manufacturers launched electric vehicles and operators began installing charging infrastructure. Today, that conversation has evolved. The question is no longer how quickly chargers can be installed, but whether they can support daily operations reliably over the next decade or even longer. For fleet operators, charging infrastructure is not an isolated investment. It becomes part of the logistics chain, influencing vehicle availability, maintenance planning, energy costs and ultimately the total cost of ownership (TCO) of the entire fleet. Through our work with commercial fleet operators across Europe, four themes consistently emerge: policy creates the framework, operations define success, lifecycle determines value, and energy management shapes future scalability. Policy creates confidence to invest Public policy has fundamentally changed the pace of electrification. The UK’s Zero Emission Vehicle mandate, funding programmes and increasing requirements around payment accessibility, pricing transparency and charger reliability have reduced uncertainty and encouraged investment across the sector.

Policy enables investment. Reliable infrastructure protects that investment. Charging should serve the business, not become the business Depot charging differs fundamentally from public charging. Fleet infrastructure supports an entire transport operation. Every charging decision influences dispatch planning, vehicle rotation, driver productivity and customer commitments. For operators, success is measured by vehicles leaving on schedule, not by the number of charging sessions completed overnight. This is why TCO has become the defining metric. Battery costs continue to fall and electric vehicles increasingly deliver attractive economics for predictable duty cycles. However, charging infrastructure remains a long-term operational asset whose performance directly affects those economics. The financial impact of poor reliability extends well beyond a failed charging session. Operators rarely lose only one vehicle. They reorganise routes, move vehicles between charging points, delay departures, allocate additional labour or reduce operational flexibility to compensate. For infrastructure manufacturers, understanding those operational realities should be the starting point of product development.

Infrastructure should be designed for maintenance as much as operation Installing a charging system is only the beginning of its lifecycle. The real measure of quality emerges after thousands of charging sessions, years of outdoor operation and continuous daily use. Reliability therefore starts long before production. Component selection matters, but so does product architecture. Equally important is designing equipment that can be serviced efficiently throughout its lifetime. Even highly reliable systems will eventually require maintenance. The relevant question is not whether intervention becomes necessary, but how quickly equipment can be returned to service and at what cost. Design decisions that appear minor during development – such as module accessibility, cable routing, remote diagnostics or connector replacement – become significant contributors to lifetime operating costs once hundreds or thousands of chargers are deployed. Faster fault diagnosis, simplified maintenance procedures and modular replacement strategies reduce technician time, minimise downtime and improve asset utilisation throughout the infrastructure lifecycle. Space efficiency follows the same principle. Many UK depots were never designed around electric charging infrastructure, making every square metre operationally valuable. Equipment that reduces vehicle manoeuvring space or introduces cable clutter directly affects depot efficiency. This thinking shaped solutions such as Autel’s MaxiCharger DT300 with cable rail system, where overhead cable management keeps charging areas unobstructed, reduces mechanical cable wear and allows operators to increase charging capacity without compromising vehicle movement. Making better use of available energy Power availability increasingly determines project economics. Securing additional grid capacity often requires lengthy planning processes, network reinforcement and significant capital expenditure—frequently exceeding the cost of the charging equipment itself. The objective is therefore not to maximise charging power for every vehicle simultaneously. It is to ensure that every vehicle receives the energy required before its scheduled departure while making the most efficient use of available grid capacity. Dynamic power allocation enables operators to prioritise charging according to operational

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Victor Zhou, CEO, Autel Europe UK

schedules, battery state of charge and fleet priorities rather than static charger ratings. This reduces peak demand, postpones expensive infrastructure upgrades and provides greater flexibility as fleets continue to expand. Autel’s MaxiCharger DS600L reflects this philosophy. Designed for large fleet depots and heavy-duty applications, it scales to 3 MW while dynamically distributing power across charging sessions. Its modular architecture allows operators to expand capacity progressively, improve asset utilisation and maintain operational continuity even during maintenance activities. Infrastructure should quietly do its job As fleet electrification matures, success will increasingly be measured by operational outcomes rather than installation statistics. Vehicle readiness, infrastructure availability, maintenance efficiency and lifecycle cost are becoming more meaningful indicators than installed charger numbers or maximum power ratings. Fleet operators are not investing in charging infrastructure because they want to manage charging equipment. They invest because they want to move goods, transport passengers and serve customers reliably every day. Ultimately, the best charging infrastructure is the one that becomes almost invisible to its operator – not because it lacks sophistication, but because it consistently delivers the operational reliability on which the business depends. M FURTHER INFORMATION

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Logistics

Logistics UK’s Ben Fletcher on decarbonising the road ahead Ben Fletcher took over as chief executive at business group Logistics UK at the end of the last year. Now, after nine months in the role, we sat down with him to discover his initial impressions of the logistics industry, his ambitions for the organisation and the industry at large, and what lies ahead in the future for the sector You’ve held senior leadership roles across government, major public bodies and Make UK. What attracted you to the logistics sector? What really attracted me to logistics is that it sits at the heart of almost everything the UK does. You cannot build homes, run hospitals, stock shops, export goods or deliver public services without an effective logistics network. It is the backbone of the UK economy, keeping supply chains moving while contributing £175 billion each year to the public purse. But outside the sector itself, awareness and understanding of the integral role it plays remains low. No one considers how goods arrive in the right place at the right time, but to do so involves a vast network of organisations and individuals working seamlessly to deliver for the economy.

My first real exposure to the sophistication of the sector came when I was at the Home Office and spent four years working on the security programme for the 2012 London Olympics. I was responsible for coordinating more than 50 organisations across the Olympic Park and during the construction phase, we were working with suppliers of all sizes and had to make sure that all loads coming into the park were prevetted, or sometimes searched, to make sure they met the strict security requirements. It was a highly complex, multi-layered operation which gave me a real insight into how logistics enables events of this size and scale to take place. After that, my work with manufacturing trade body Make UK reinforced the point that logistics is indispensable to British industry. It became very clear to me that you can have the best E Issue 166 |

Logistics

F factory in the world, with the most skilled staff and best product on the market, but if you can’t get your raw materials in and your finished product out, you will not be in business for very long. And it was the opportunity to make policy makers aware of these experiences and champion a sector that is central to the UK’s economic future that really attracted me to joining Logistics UK. What were your priorities when you became chief executive of Logistics UK? How have the first nine months in post been? My first priority has been to get out there and start meeting members. Our membership is the beating heart of logistics, and these meetings were a vital chance to learn more about the challenges operators are facing, but also feel their energy and enthusiasm working for the sector. Logistics UK represents the whole industry, so it is essential that our advocacy reflects the operational realities of businesses of all sizes and across all modes. My second priority was to start raising the profile of logistics among the nation’s policy makers and make sure Westminster understands that if logistics thrives, then so does the economy. Logistics needs to be recognised as a strategic enabler of economic growth, industrial strategy, regional development and meeting net zero goals, and not just seen as a background function. It was therefore significant that Department for Transport Minister Keir Mather was appointed Minister for Maritime, Aviation and Logistics in the latest round of ministerial appointments made in August. Logistics UK

has been urging government to appoint a specialist logistics minister for some time, and the expansion of Mr Mather’s role demonstrates the government is listening to the industry and appreciates the critical role that logistics can play in the rejuvenation of the UK’s economy. Decarbonisation is one of the biggest challenges facing logistics. What has gone well and what are the biggest barriers that still need to be overcome? The positive news is that the sector is not waiting to be persuaded to decarbonise and logistics businesses are already investing and innovating to make a low carbon future a reality. This year we have seen major EV charging hubs opening in strategic locations such as the East Midlands and Tilbury, and for the first time, electric HGVs have travelled through the Channel Tunnel into continental Europe. The adoption of these solutions can be costly, and as the sector is one that operates on narrow profit margins, it is vital that operators are supported throughout the transition. The provision of funding such as the Plug-in Van and Truck Grant and the ZEHID programme are examples of successful initiatives that have helped lower the barrier to entry and given operators the confidence to invest in new technologies. However, the adoption of electric fleets requires more than just affordable vehicles and before operators can make the switch, they need to be confident the new technology will be operationally viable. In addition to high upfront vehicle costs, limited public charging and refuelling infrastructure and

Logistics

The positive news is that the sector is not waiting to be persuaded to decarbonise and logistics businesses are already investing and innovating to make a low carbon future a reality delays to grid connections all remain major obstacles to making the switch. This is why we need practical systems that allow businesses to make the transition without undermining service reliability or driving unnecessary cost into the wider economy. With members spanning road, rail, air, water and freight users, Logistics UK represents the entire supply chain. What sub-sector faces the biggest decarbonisation challenge? Every mode faces its own challenge, and we need to avoid treating decarbonisation as a series of disconnected silos. The whole logistics system is interdependent, so policy on electricity networks, low carbon fuels, planning, skills and infrastructure needs to be designed as part of one coherent system. For some time, Logistics UK has argued that successful logistics decarbonisation depends on a coordinated, whole-systems approach rather than isolated action or siloed policymaking. That said, road freight faces some of the most immediate and visible challenges because of its scale, its operational diversity and the speed at which policy deadlines are approaching, as well as the nation’s reliance on the goods which road freight delivers. Vans and HGVs serve every part of the country, often with demanding payload, range and uptime requirements. For lighter vehicles, electrification is progressing, but for heavier and long-distance operations the technology, infrastructure and cost equation is more complex as well as the initial cost outlay, which can be significant. The challenge is especially acute for smaller operators, who form the backbone of the industry but often have less capital, less depot space and less ability to absorb uncertainty. If we want road freight to decarbonise successfully, we need a truly technology-neutral approach that considers all viable pathways, including low carbon fuels and other solutions.

Ben Fletcher chief executive, Logistics UK

What would be your key asks for the new Prime Minister to help accelerate decarbonisation in the logistics sector? The sector is fully committed to decarbonisation and has been investing in the adoption of new technologies to reduce carbon emissions for some time, while continuing to deliver for the economy. We now need clear signalling from the government that it is serious about the transition and are urging it to develop a co-owned industry and crossgovernment decarbonisation roadmap. Such a roadmap would support coordinated investment and improved accountability across the system, providing the long-term certainty the sector needs to decarbonise. Electrification will be central to decarbonising logistics, but it cannot succeed in isolation. Low carbon fuel will play a vital bridging role in reducing emissions from heavier and hard-to electrify vehicles until zero-tailpipe emission alternatives are considered more commercially viable. There is also a stark need for more investment in grid capacity, faster and more affordable connections, and fairer electricity pricing if operators are to have the confidence to electrify their fleets at scale and pace. L FURTHER INFORMATION

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Roundtable

Road-to-Zero Roundtable: Cymru Hosted by Sara Sloman on 2 July at Cardiff City Stadium, the Road to Zero in roundtable in Wales brought together fleet managers, suppliers and industry stakeholders to explore the realities of decarbonisation – from funding and grid constraints, to data, culture and the need for collaboration The Road to Zero Cymru roundtable brought together fleet managers and suppliers already deeply committed to decarbonisation – and with tangible progress to show for it. Yet there was a sense of frustration: a significant gap has opened up between political ambitions and deadlines, the willingness of internal stakeholders to drive change, and the funding still needed to turn those zero emission ambitions into reality. Partnered by EVjuiceNgo and Quartix UK, delegates represented the breadth of the fleet ecosystem, from smaller fleets and local authorities to larger, more complex operations with their own unique challenges. But across the sector, it was clear that smaller businesses are often feeling the pressure most acutely.

There was broad agreement that there is no single solution that will work for every use case. Several delegates highlighted 7.5-tonne vehicles in particular as an underserved part of the market. Data is also playing an increasingly important role. Telematics and operational insight are helping fleets understand where change is possible, and where the technology or infrastructure is not yet suitable. As one speaker put it: “The data paints a picture but doesn’t solve a cultural issue.” That observation captured a key theme of the discussion: decarbonisation is as much about people, behaviours and organisational culture as it is about vehicles and infrastructure. Changing those behaviours can take years, particularly when multiple stakeholders need to be brought along on the journey. L

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Given the significant risks posed by large commercial vehicles, and the serious consequences for HGV drivers who make mistakes, effective training is essential to build safe habits and ensure compliance Entrusted with operating some of the largest and heaviest vehicles on Britain’s roads, HGV drivers are held to a much higher standard of conduct than other motorists. Their decisions have the potential to affect not only their own safety, but that of every other road user. Take speeding offences. An example given in the 2024-2025 annual report from the Traffic Commissioners for Great Britain, a car driver who commits two speeding offences may receive a £100 fixed penalty and three licence points for each offence. But an HGV driver committing the same offences is far more likely to face a Driver Conduct Hearing before the Traffic Commissioner. The outcome could be a suspension of their vocational

HGV Driver Training

HGV safety starts with the driver licence for six weeks, leaving them unable to work and facing a significant loss of income. The report gives the example of a professional driver who struck a bridge after failing to account for the height of their vehicle. The criminal court dealt with the offence by imposing a fine, costs and five penalty points for driving without due care and attention. While the incident was accepted as a genuine mistake rather than deliberate recklessness, the Traffic Commissioner made it clear that professional drivers are expected to remain fully aware and in control of their vehicles at all times. Given the significant risks posed by large commercial vehicles, the driver was suspended from driving professionally for two months. E

HGV Driver Training

F The case serves as a reminder that, in the HGV industry, “human error” is rarely viewed as an acceptable excuse. Effective driver training and reminders of daily responsibilities is therefore key to ensuring safety and reducing risk. Safety starts before the engine is switched on Safe operation begins before the vehicle even leaves the depot. The Driver and Vehicle Standards Agency (DVSA), working alongside industry stakeholders, has produced guidance designed to help operators build robust safety systems that protect drivers, businesses and the public. Drivers share the responsibility for the vehicle’s roadworthiness with the operator. A driver or designated responsible person must conduct a walkaround check of a vehicle prior to using the public highway. Every HGV must undergo a thorough inspection at least once during every 24-hour

Operators must ensure that all drivers fully understand their responsibilities and are adequately trained to perform safety checks period in which it is used. In more demanding environments, such as construction sites or off-road operations, additional inspections may be necessary due to increased wear, damage and contamination. The check can be completed either by the driver or another responsible person. However, where the driver has not personally carried out the inspection, they must have evidence that the vehicle has already been checked and declared free from safety defects before taking control. Importantly, every part of the vehicle must be covered, including trailers that may be swapped throughout the working day. As large vehicles and trailers create blind spots, drivers should minimise these by correctly adjusting mirrors and using them continuously. They should also plan routes carefully with adequate rest breaks, and ensure loads are safely distributed and securely restrained before every journey.

HGV Driver Training

Being prepared for changing weather conditions, driving at appropriate speeds for the vehicle and road conditions, and maintaining alertness through adequate sleep and good nutrition are equally important. Drivers must also avoid distractions such as hand-held mobile phones and adopt a zero-tolerance approach to drink and drugs, including medications that may impair driving ability. Fleet operators must ensure that all drivers fully understand their responsibilities and are adequately trained to perform these functions. Building a safety culture Modern transport operations often involve multiple drivers using the same vehicle during a shift, making repeated full inspections impractical. Recognising this, the DVSA allows operators to implement alternative systems, provided they are supported by a robust defect reporting process.

Drivers should be able to record defects immediately, allowing subsequent drivers to monitor the vehicle’s condition and ensuring faults are identified before they become dangerous. This creates a continuous chain of responsibility rather than relying solely on a single inspection at the start of the day. Effective reporting systems also protect drivers. By recording defects as they arise, they demonstrate that issues have been identified promptly and appropriate action has been taken. Preventing bridge strikes One of the most preventable yet costly incidents involving HGVs remains bridge strikes. Every year, vehicles collide with low bridges because drivers have either forgotten the height of their vehicle or failed to plan an appropriate route. The DVSA guidance says that operators must ensure drivers know the exact travelling height of their vehicle, including any trailer or load, E Issue 166 |

HGV Driver Training F and that the vehicle height is clearly displayed inside the cab. Vehicles exceeding three metres in height must have routes planned to avoid low bridges wherever possible. Bridge strikes can cause serious injuries, major disruption to rail and road networks, costly repairs and lengthy investigations. They also place drivers’ vocational licences at risk. Training plays a crucial role in preventing these incidents by reinforcing route planning, hazard awareness and the importance of verifying vehicle height before every journey. Defect reporting matters Daily inspections are only effective if defects are properly recorded. Every safety-related fault identified during inspections, while driving or on return to base, should be documented. Reports should include the vehicle identification, date, details of the defect, the driver’s name and confirmation of how and when the problem was rectified. Even when no faults are found, a ‘nil defect’ report remains valuable evidence that inspections have been completed correctly. The DVSA recommends retaining defect reports for at least 15 months, while nil defect reports should be kept for a minimum of three months. Increasingly, operators are using electronic reporting systems, which are fully acceptable provided they

remain secure, accessible and comply with the same legal retention requirements. Investing in competence Training should not end once a driver has gained their vocational licence. Operators have an ongoing responsibility to ensure drivers understand their legal duties and are competent to carry them out. This may form part of Driver CPC training and should reflect the specific risks faced within each operation. For diverse workforces, training materials may need to be translated or supported with additional guidance to ensure every driver fully understands their responsibilities. Where drivers are authorised to carry out minor repairs, appropriate training is essential, and all repairs must be recorded within the defect management system and correctly entered on the tachograph as ‘other work’. Compliance protects lives Failure to follow these procedures can have serious consequences. The DVSA and Traffic Commissioners have wide-ranging enforcement powers where drivers or operators fail to meet the required standards. In the most serious cases, professional drivers may lose the vocational licence on which their livelihood depends. It is therefore that drivers understand their duties and are up to date with any training. L

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

Roundtable

Road-to-Zero Roundtable: South East The GreenFleet Road-to-Zero Roundtable series visited Lingfield Park Racecourse on 11 June to hear from fleet managers and industry experts on the challenges and opportunities involved in transitioning away from fossil-fuelled vehicles hosted by Dean Hedger and in partnership with Volteum, The AA - Business Services, and KEBA Group, the roundtable focused on fleet electrification and the practical considerations fleets face when making investment decisions. Delegates discussed the importance of looking beyond the upfront vehicle price and considering the full range of costs within total cost of ownership (TCO) calculations. Infrastructure investment, maintenance, energy costs, insurance, operational requirements and future-proofing all need to form part of the equation. Infrastructure planning was another important area of discussion, including the relationship between fleets and Distribution Network Operators (DNOs).

With grid capacity continuing to present challenges, engaging with the DNO is crucial before embarking on any infrastructure project. Data emerged as another recurring theme. Telematics can provide valuable insight, but only if fleets understand what the data is telling them and focus on information that can genuinely support decision-making. Delegates stressed that fleets should focus on the real-world performance of vehicles rather than relying solely on manufacturer specifications. That means testing vehicles thoroughly, under different conditions and with different drivers. The message was clear – to make decisions based on evidence, not assumptions. L

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BOOK A TEST DRIVE AT ISUZU.CO.UK All fuel consumption and emission values are based on the new WLTP (Worldwide Harmonised Light Vehicle Test Procedure) test cycle, which uses real-world driving data. Official fuel economy for the standard Isuzu D-Max range in MPG (l/100km): Low: 27.2 – 23.5 (10.4 - 12.0); Mid: 35.3 – 33.6 (8.0 – 8.4); High 39.8 – 38.2 (7.1 – 7.4); Extra-High 32.5 – 31.4 (8.7 - 9.0); Combined 34.0 – 32.5 (8.3 – 8.7). CO2 emissions(Combined) 217 – 229g/km. Visit Isuzu.co.uk for more information. Isuzu (UK) Ltd a subsidiary of International Motors Limited.