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GreenFleet DRIVING THE SWITCH TO CLEANER FLEETS

ENERGY MANAGEMENT

THE ENERGY FACTOR Making the right energy decisions to support your electrification plans

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PLUS: HGV DECARBONISATION | DIGITAL TWINS | ROAD TESTS | GREAT BRITISH GRID

Making EVs work for your business? We’ve got this. You know your business. We know fleet. Put that knowledge together and you get a team that sees the whole picture – from the decisions in front of you, to the opportunities that lie ahead. The result is an electric fleet shaped around where your business is now and where it wants to go, with the expertise and support to make every move count. Take your electric fleet further. alphabet.co.uk

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Editor’s Comment GREENFLEET 167

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226 High Rd, Loughton, Essex IG10 1ET. Tel: 020 8532 0055 Web: www.psi-media.co.uk EDITOR Angela Pisanu PRODUCTION MANAGER & DESIGNER Dan Kanolik PRODUCTION CONTROL Deimante Gecionyte ADMINISTRATION Shanelle Alfred WEB PRODUCTION Freya Courtney PUBLISHER George Petrou ACCOUNT MANAGER Kylie Glover ADVERTISEMENT SALES Terry Chesney © 2026 Public Sector Information Limited. No part of this publication can be reproduced, stored in a retrieval system or transmitted in any form or by any other means (electronic, mechanical, photocopying, recording or otherwise) without the prior written permission of the publisher. Whilst every care has been taken to ensure the accuracy of the editorial content the publisher cannot be held responsible for errors or omissions. The views expressed are not necessarily those of the publisher. ISSN 1470-0735

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Issue 167 |

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Contents

Contents GREENFLEET 167 ENERGY MANAGEMENT

ENERGY MANAGEMENT

NEWS

CHARGING INFRASTRUCTURE

SHARED CHARGING

ENERGY MANAGEMENT

GRID CONNECTIONS

CONNECTION STRATEGY

GREAT BRITISH GRID

ENERGY MANAGEMENT

SOLAR & STORAGE LIVE

POLICY

DIGITAL TWINS

EV RALLY 2026

HGV DECARBONISATION

ROAD TEST

KGM MUSSO EV

KIA EV2 LONG RANGE

GREENFLEET Magazine

RTX SCOTLAND

emex 2026

www.greenfleet.net 5

E L E C T R I C . R E D E F I N E D.

Model shown is a 27MY Range Rover Sport Electric Autobiography Global Spec with optional features. Availability and specifications vary by market, check with your local retailer. All-electric range in miles (km): Up to 378 (609) WLTP. The figures provided are as a result of official manufacturer’s tests in accordance with EU legislation. For comparison purpo accessories fitted.

r. Official Fuel Consumption Figures for the [Range Rover Sport Electric] in mpg (l/100km): [N/A]. Electric energy consumption in kWh/100km: [21.8 - 22.7]. CO2 Emissions in g/km: [0]. oses only. Real world figures may differ. CO2, range and fuel economy figures may vary according to factors such as driving styles, environmental conditions, load, wheel fitment and

News Paul Hollick, chair, Association of Fleet Professionals

The AFP’s Paul Hollick Fleets are still ordering PHEVs despite forthcoming tax hike Starting with the 2028-29 tax year – now only 18 months away – all petrol hybrid electric vehicles (PHEVs) become liable for a blanket 18 per cent benefit in kind (BIK) tax rate, meaning some drivers will have seen their liability more than triple over a typical replacement cycle. While most members of the Association of Fleet Professionals have removed PHEVs from choice lists for this reason, a perhaps surprising number appear to still be operating these vehicles and a few even retain them on choice lists. If drivers understand their tax position and are content to pay more, that’s fine, but there is a widespread feeling many will want to get out of these vehicles once they realise exactly how they stand to be taxed. It is certainly possible numerous fleet managers will receive e-mails from PHEV drivers in the spring of 2018 who want to move into electric vehicles (EVs) and the lower BIK they offer when they see how much is being deducted from their pay packet. Some feedback from members suggests a few drivers want to stay in PHEVs because of their negative experiences with electric vehicles (EVs). They have switched back out of EVs because of ongoing problems with access to charging and see a PHEV as a useful compromise. Again, if they are comfortable with the tax situation, it is their choice, but we suspect many will be unhappy once the increase actually occurs. FURTHER INFORMATION

www.theafp.co.uk

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EV CHARGING

Planning permission no longer needed for cross-pavement chargers The government has stopped the need for planning permission to install cross-pavement chargers, in a move aimed to make the process cheaper, easier and quicker to install. Cross pavement chargers run under pavements from people’s homes to their cars, allowing residents without off-street parking to plug into cheaper domestic electricity prices, as well as save up to £300 on installation. Buses and local transport minister Simon Lightwood said: “We’re saving drivers up to £300 off the cost of installing home charging by cutting unnecessary red tape.” Vicky Edmonds, CEO of EVA England, said: “This might look like a small planning change, but for someone without a driveway, it could make the difference between being able to afford an electric car and ruling one out altogether. Removing the need for planning permission for cross-pavement charging is a really welcome and meaningful step towards a fairer transition. “Our research found that 60 per cent of petrol and diesel drivers without off-street parking would never consider an electric vehicle. Being able to connect a car parked on the street to cheaper home electricity could help change that. It’s now up to local authorities and landlords to make these solutions easier to access in practice.” Alongside this, the government has also launched two consultations to make home charging easier and ensure new buildings are equipped with electric vehicle chargers, so people can plug in with ease. READ MORE

Jonathan Murray, managing director, Zemo Partnership

Fleets invited to test freight decarbonisation planning tool Truck operators in Scotland are being invited to test a new planning tool designed to help accelerate the decarbonisation of road freight in Scotland. The ScotVolt interactive dashboard has been developed for Transport Scotland, Scotland’s national transport agency, by researchers based at Heriot-Watt University in Edinburgh with The Centre for Sustainable Road Freight. The tool explores what happens when Scotland’s heavy goods vehicles (HGVs) switch from diesel to electric. Truck fleet owners and operators, hauliers, delivery companies and logistics firms are now being invited to test the tool against their own routes and submit feedback. Using sophisticated computer modelling techniques and data from around 80,000 real truck journeys in Scotland, ScotVolt allows users to test different routing and charging scenarios to see where electric HGV chargers would be needed, how much electricity they would draw, and whether the local electricity grid can handle it. The dashboard draws on two years of research commissioned by Transport Scotland and the Scottish Government through their HGV Decarbonisation Pathway for Scotland, published in March 2024 to help transition heavy goods vehicles to zero-emission technology. Stephen Flynn, cabinet secretary for economy, tourism and transport in the Scottish Government, said: “We pledged in our HGV Decarbonisation Pathway for Scotland to work collaboratively with industry to...

News

COMMERCIAL VEHICLES

Zemo Partnership’s Jonathan Murray

Times of uncertainty but the transition is gathering pace We are in a significant moment in the decarbonisation transition, as figures emerged showing that internal combustion engine vehicles accounted for less than half of global new vehicle sales in the first six months of 2026. While there are several caveats to note here – pure battery electric vehicles still trail quite a way behind those with ICE – there’s a growing sense that a global tipping point is being passed. BEV sales rose 12 per cent to nearly 7 million in the first half of 2026, achieving a 17 per cent total share and passing the 16 per cent threshold cited by some as the tipping point for mass adoption. Globally and locally, the electric vehicle market keeps setting records, even while the rules that underpin it in the UK (the ZEV mandate) are coming under review. BEV sales in September increased by more than 36 per cent compared with last year achieving more than 28 per cent market share. Encouraging news, too, as New Automotive reported that the UK’s is quietly becoming an EV battery powerhouse, with the industry already supporting more than 10,000 jobs. The consultants’ report says that over £7bn has been committed across 14 major commercial battery projects, already generating £4.2 billion in turnover. For operators, though, the situation continues to be turbulent... CONTINUE READING

www.zemo.org.uk

Issue 167 |

News

COMMERCIAL VEHICLES

High diesel costs strengthen case for e-HGVs, says Welch Group High diesel prices are strengthening the business case for electric heavy goods vehicles, with haulier Welch Group forecasting substantial long-term savings from electrifying its fleet and opening its charging infrastructure to other operators. Analysis from New AutoMotive estimates that the surge in diesel prices since July is adding approximately £35 million a week to UK hauliers’ fuel bills. The average forecourt price reached 199.9p per litre on 30 September, up 35p since 8 July. Welch Group, which operates both diesel and electric HGVs, has developed its own financial model examining the economics of electrification and shared depot charging. The modelled annual saving against a dieselfleet comparison could reach approximately £792,000 by 2035, as its electric fleet expands and charging infrastructure is shared with other operators. Chris Welch, CEO of Welch Group, said: “Diesel prices are proving that our decision to go electric was the right one. We’re already seeing substantial savings on energy costs compared with diesel, and every increase at the pump makes the economics of electrification more compelling. “But the opportunity goes much further. By opening our charging hubs to other operators, we can spread the cost of infrastructure and make our own electric trucks progressively cheaper to run. Our internal modelling suggests the savings could become increasingly significant as our fleet and charging network grow...

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

TECHNOLOGY

Openreach Fleet to test how data can improve safety and sustainability Openreach Fleet is partnering with telematics company Geotab to understand how better data and insight can boost driver safety and support net-zero ambitions. Volunteer engineers are putting themselves forward to test out the technology, validate the user experience and assess how richer vehicle data and insights can help build a safer, more efficient fleet while reducing environmental impact. The data will provide enhanced insights into vehicle performance, helping identify potential maintenance issues before they lead to breakdowns and minimising unplanned downtime. Openreach will also use the data to better understand fuel consumption, vehicle utilisation and opportunities to support its transition to lower-emission vehicles. The driving data is shared directly with drivers via an easy-to-use app so they can understand their own driving behaviours, self-correct where needed and continuously improve their driving skills. The technology has been designed with employee privacy in mind and includes controls that limit data collection outside working hours. When proved successful, the technology will be deployed across the entire fleet of more than 23,000 company cars and commercial vans. Judy O’Keefe, director of fleet management, says: “Our engineers rely on their vehicles every day to keep people and businesses connected... CONTINUE READING

News

More top news stories from www.greenfleet.net 82 per cent of businesses back a fuel duty cut, RHA survey finds: READ MORE Fuuse and Drax EV lead migration for bp pulse fleet customers : READ MORE

Ben Fletcher, chief executive, Logistics UK

Fleet operators urged to prepare for Euro 7 rules: READ MORE High fuel costs driving interest in alternative fuels for logistics firms: READ MORE Petrol and diesel prices now included on Google Maps: READ MORE

EMERGENCY SERVICES

New tool to help emergency services plan EV fleet transition UK Power Networks has launched a new digital tool which provides emergency service organisations with early visibility of their electrical capacity and the potential impact of EV charging. Fleet managers told UK Power Networks they needed a clear understanding of how much electric vehicle charging their sites could accommodate and how different electrification approaches would affect their operations. They also wanted visibility of potential costs, delivery timescales and practical ways to maintain operational resilience throughout the transition. A trial has now been launched for 999 services to access the tool, called Blue Light. By providing insight at the earliest stages, it helps organisations explore options for their sites with greater confidence, improving resilience and enabling more informed conversations about investment, infrastructure and future network connections. The team behind the tool will continue to gather valuable feedback from users to inform its next phase of development, ensuring it reflects the operational needs of customers. Luca Grella, head of innovation at UK Power Networks, said: “The tool will help emergency services plan the most operationally effective and cost-efficient route to transition their... CONTINUE READING

Logistics UK’s Ben Fletcher

Low carbon fuels have key part to play in the decarbonisation transition The transport and logistics sector is making great strides in its decarbonisation transition, with operators already making significant investments in battery electric vehicles (BEVs) and charging infrastructure to reduce emissions, as it strives to meet the government’s phase out date for ICE vehicles by 2035. However, electrification is not a viable solution for all use cases with barriers such as vehicle duty cycles, payload requirements and infrastructure constraints risking impeding the rate of progress. To ensure our sector is as prepared as possible for the phase-out deadline and can deliver carbon savings now, Logistics UK believes there needs to be greater recognition of the role low carbon fuels (LCFs) can play in the decarbonisation of road freight in the short to medium term. BEVs are an effective long-term solution for operators, as diesel use will drop and more businesses shift to electric, but in the short term there are challenges. Logistics businesses operate on narrow profit margins with significant cost pressures hampering the potential for investment, and as a result, electrification of the heaviest vehicles is not considered to be commercially viable. In Logistics UK’s road decarbonisation survey, almost 70 per cent of operators cited vehicle cost as the largest barrier to electric HGV adoption... CONTINUE READING

www.logistics.org.uk

Issue 167 |

Energy Management Charging Infrastructure

What fleets need to know before installing EV charging infrastructure From grid capacity to energy storage, smart charging, compliance and future demand, Mark Constable, head of transport Policy at the REA, shares the key considerations fleets need to know before installing EV charging infrastructure As more businesses transition their fleets to electric vehicles, installing charging infrastructure is becoming a critical part of fleet management. But successful electrification involves considerably more than choosing a charger and having it installed. For fleet operators, getting the infrastructure right from the outset means understanding how vehicles are used, assessing the site’s energy capacity, navigating grid connections, selecting appropriate equipment and ensuring that installations meet the relevant requirements. There is also an opportunity to look beyond charging itself. Solar PV, battery storage and smart charging can form part of an integrated energy strategy, helping businesses manage demand and make better use of their electricity supply

by reducing upgrade requirements or avoiding the need for any upgrade in the first place. So, what should fleet managers consider before embarking on an EV charging installation? Start with the fleet, not the charger The first step is to understand the operational requirements of the fleet. Fleet managers should look at vehicle mileage, routes, operating schedules, where vehicles are parked and how long they are stationary for. Telematics and other operational data can help establish which vehicles are suitable for electrification, what battery capacity they require and how much charging infrastructure is actually needed.

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

Assess your site’s electrical capacity early One of the most important considerations is whether the existing site can support the additional electricity demand created by an electric fleet. Installing multiple high-powered chargepoints can significantly increase a site’s electricity requirements. Fleet managers should therefore assess their existing electrical infrastructure

Choose charging equipment around operational needs More powerful charging equipment is not automatically better. The appropriate charging speed depends on how vehicles are operated. Vehicles that remain at a depot overnight may have plenty of time to charge and may not require the highestpowered equipment. By contrast, vehicles with short turnaround times may need faster E Issue 167 |

Charging Infrastructure

This is particularly important because there is no single charging solution for every fleet. A last-mile delivery fleet returning to a depot every evening will have very different requirements from an HGV fleet operating long-distance routes or a mobile engineering fleet where drivers take vehicles home. Understanding the operational profile first means infrastructure can be designed around the fleet, rather than the other way around.

Consider the whole energy system Charging infrastructure should not necessarily be considered in isolation from the rest of a site’s energy needs. Fleet depots may have significant roof or land space that could potentially accommodate solar PV. Generating electricity on-site can help reduce reliance on grid electricity, while battery storage can provide another way of managing when and how electricity is used. For some sites, combining solar, storage and smart charging could help manage peak electricity demand and make better use of an existing grid connection. The important point is to assess these technologies together. A fleet manager planning an EV charging installation should consider solar generation, battery storage, energy procurement and charging management as part of an integrated energy strategy.

Energy Management

Installing multiple highpowered chargepoints can significantly increase a site’s electricity requirements. Fleet managers should therefore assess their existing electrical infrastructure and available grid capacity before committing to a particular charging strategy

and available grid capacity before committing to a particular charging strategy. Where additional capacity is required, the Distribution Network Operator (DNO) or an Independent Connection Provider (ICP) will need to be involved. New connection processes can take time and costs can vary significantly depending on the site and the level of capacity required. An upgrade could be reduced with the deployment of a growing number of storage solutions, but the upgrade costs need to be understood to reach the right answer overall. This needs to be factored into the project timeline from the beginning. There is little value in procuring electric vehicles if the depot does not have the infrastructure to charge them when they arrive. Fleet managers should also consider future requirements. A depot may initially need infrastructure for a relatively small number of electric vehicles, but if electrification is expected to expand, designing for future capacity can avoid expensive and disruptive upgrades later.

Energy Management Charging Infrastructure

F charging (subject to the vehicle-defined limit) to remain operational. Fleet managers should therefore consider when vehicles are available for charging, how much energy they require and how frequently they need to return to the depot. The physical design of the site also matters. Vehicle dimensions, parking arrangements, turning circles, cable management, access and safety all need to be considered, particularly for larger commercial vehicles. It is worth considering whether bi-directional charging offers an extra revenue stream against the vehicle duty-cycles and model choices. Build compliance into the project from the beginning Compliance should not be treated as something to check after the equipment has been selected. Before starting an installation, fleet operators should establish which requirements apply to the proposed equipment, electrical works and site. Depending on the project, this can involve electrical safety, planning, building and other technical requirements. Using appropriately qualified and experienced professionals is particularly important for larger or more complex installations. Fleet managers should also establish who is responsible for testing, commissioning, maintenance and ongoing servicing once the installation is operational.

One way of reducing complexity is to use a managed service for a whole project, but careful consideration and procurement activities don’t necessarily reduce all the burden. The same principle applies to associated technologies such as solar PV and battery storage. These should be assessed as part of the overall site design, with the appropriate technical and safety considerations incorporated from the outset. Taking a compliance-led approach early can help prevent costly changes further down the line and give fleet operators greater confidence that their infrastructure is safe, suitable and capable of supporting their operations. Don’t overlook charging software The physical chargepoint is only one part of the system. Charging management software can provide fleet operators with visibility over charging activity, energy consumption and vehicle usage. It can also enable operators to schedule charging according to vehicle requirements and electricity prices. Smart charging can be particularly valuable for larger fleets. Rather than every vehicle charging simultaneously when it returns to the depot, charging can be managed according to operational priorities and available electricity capacity.

This can help fleets avoid unnecessary peaks in demand and make better use of their existing infrastructure.

A joined-up approach For fleet managers, the complexity of electrification can initially seem daunting. But many of the risks can be addressed by taking a structured approach. Start by understanding how the fleet operates. Assess the site’s electrical capacity and grid connection requirements. Establish what charging equipment is actually needed. Consider solar, battery storage and smart charging as part of the wider energy system. Make sure compliance and safety requirements are understood from the outset, and select installers and technology providers with the appropriate expertise. Most importantly, plan for the fleet you are likely to have in the future, not simply the vehicles you are replacing today. The transition to electric fleets is not just about replacing a diesel vehicle with an electric one. It requires a coordinated approach to vehicles, energy, infrastructure, software and operations. With the right planning, fleet managers can make infrastructure decisions that support reliable day-to-day operations while creating a scalable foundation for the next stage of their electrification journey. L

For many organisations, the conversation around fleet electrification still starts with vehicles and chargers. But the real challenge, and the real opportunity, lies in energy. As fleets transition to electric, businesses are becoming significant energy consumers in their own right. The ability to generate, store, manage and optimise electricity is increasingly determining the success of electrification projects, influencing everything from operating costs and infrastructure investment to grid resilience and long-term sustainability. Forward-thinking organisations are therefore taking a broader view. Rather than simply installing charge points, they’re building integrated energy ecosystems that combine renewable generation, battery storage and intelligent charging technologies. Effective fleet electrification should be approached as an energy management challenge first. By understanding how power is generated, distributed and consumed across a site, organisations can reduce costs, maximise available capacity and create infrastructure that’s ready to support future growth. L

Charging Infrastructure

Plan for public, home and depot charging Even fleets with dedicated depot infrastructure may need access to public charging. This is particularly relevant for vehicles undertaking longer journeys, as well as fleets where drivers take vehicles home. Fleet managers should consider how drivers will access public infrastructure, including reliability, location, vehicle compatibility and payment arrangements. A charging strategy needs to work for the driver as well as the vehicle. For commercial fleets, this also means considering whether charging sites can accommodate the size and manoeuvrability of the vehicles being operated. Infrastructure designed primarily around passenger cars may not necessarily meet the needs of vans or HGVs. Where home charging is part of the strategy, fleet operators should similarly consider how charging costs, equipment and reimbursement will be managed.

Energy management: the missing link in successful fleet electrification

Energy Management

SPONSOR’S COMMENT

FURTHER INFORMATION

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

FURTHER INFORMATION

www.r-e-a.net Issue 167 |

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.

Find out more energy.drax.com/ev

Advertisement Feature

The future of EV fleets starts with smarter energy As organisations continue to decarbonise their operations, many are finding that it’s not about choosing the right electric vehicle. It’s ensuring they have the energy infrastructure needed to support them

Historically, fleet operators purchased fuel when and where they needed it. Electricity is different. Once vehicles begin charging at scale, organisations must actively manage increasing power demands, available grid capacity and fluctuating energy costs. This is where energy management becomes critical. The most successful electrification strategies now look beyond charging and consider the entire energy ecosystem. Renewable generation, battery energy storage, smart charging software, load management and site-wide energy optimisation are increasingly working together to create more resilient and cost-effective operations. Solar generation is a prime example. Many depots, distribution centres and operational facilities have extensive roof space that can be used to generate clean electricity during the day. When paired with battery storage, this energy can be retained and used to charge vehicles during peak operational periods or when electricity prices are highest. However, generating energy is only part of the equation. Managing demand is equally important. Avoiding costly upgrades Without effective energy controls, simultaneous charging of multiple vehicles can quickly exceed available site capacity, potentially triggering costly network upgrades. But this doesn’t have to be the case. Smart charging networks and load balancing technologies can help overcome this challenge by intelligently distributing available power across charging assets. Vehicles still receive the energy they need, but site demand remains within predefined limits.

This approach enables organisations to maximise existing infrastructure before investing in costly reinforcement works and provides the flexibility needed as fleets grow. Smart charging We recently worked with the London Borough of Camden on a chargepoint installation project combining AC and DC charging infrastructure with smart charging network capabilities. This allowed charge points across their depot to operate as part of an integrated system rather than as standalone assets. The project included six 22kW AC charge points, two 50kW dual-socket DC chargers, integration of existing charging assets and connection to a smart charging network, creating a scalable charging environment capable of supporting future fleet growth. Ultimately, the future of fleet electrification will belong to organisations that think beyond vehicles and chargers. Those that embrace energy management as a strategic capability, combining renewable generation, storage and intelligent charging, will be best positioned to reduce costs, improve resilience and accelerate their journey to net zero. M FURTHER INFORMATION

energy.drax.com/ev

Issue 167 |

Energy Management Shared Charging

Making better use of existing depot charging infrastructure While the public charging network continues to expand, existing bus depot electric charging facilities could offer fleet operators with heavier vehicles access to high-powered, strategically located charging. Stagecoach’s Mike Smith explains how the business is sharing its own charging network to do just that The growth of the electric vehicle charging network is essential to the UK’s transition to zero-emission transport. According to data from the European Automobile Manufacturers’ Association (ACEA), an estimated 299 truck charging hubs are expected to be constructed by 2027. However, with more than 600,000 trucks using UK roads, the focus now needs to go beyond simply installing more chargers. We need to ensure the charging infrastructure is available in the right places, at the right times and with sufficient power to meet the demands of heavy commercial vehicles. For large fleet operators, that distinction is critical. Commercial vehicles operate to tightly managed schedules, often carrying heavy loads over long distances. Charging therefore needs to become part of everyday route planning, alongside considerations such as driver hours, delivery windows, vehicle utilisation and operational resilience. For fleets beginning their electrification journey, gaps in suitable charging infrastructure can make some routes difficult to operate using electric vehicles. This creates a familiar dilemma: fleet operators may be ready to invest in electric vehicles, but the charging infrastructure needed to support them can take considerably longer to plan, connect and build. High-powered charging presents a particular challenge for heavy commercial vehicle fleets. Larger batteries require more energy to recharge, and the vehicles themselves need larger charging bays. Yet

much of the existing rapid and fast-charging infrastructure has been designed around smaller battery-electric vehicles. Meeting the higher power demands of larger vehicles also depends on sufficient grid capacity and the availability of suitable connections. However, while investment in new infrastructure continues, there’s also significant potential to make better use of charging capacity that already exists across the network.

Chargd sees Stagecoach bus depots evolve into commercial EV charging hubs

Electric buses and heavy commercial vehicles share some of the same infrastructure requirements. So existing bus depot charging can provide an additional option for commercial fleets

Shared Charging

can be deployed, compared with the pace at which they want to introduce electric vehicles. Stagecoach’s Chargd initiative provides one example of this approach, with selected bus depots being made available to third-party commercial fleets to support their transition to electric vehicles. The programme is being introduced in phases, with eight depots currently live and further locations set to go live later this year.

Energy Management

Bus depots as a charging solution The bus sector is already providing an example of what’s possible when it comes to fleet electrification. Many bus operators, including Stagecoach, have been electrifying their fleets and investing in substantial charging capacity at strategically located depots across the country for a number of years. These facilities have been designed around the operational requirements of large vehicles, including significant power capacity and rapid charging capability. Electric buses and heavy commercial vehicles share some of the same infrastructure requirements. And so, where geography, physical access, vehicle compatibility and operating arrangements allow, existing bus depot charging can provide an additional option for commercial fleets on their electrification journey. It’s important to note that this isn’t about replacing investment in dedicated truckcharging infrastructure. The public network will remain essential as the number of electric HGVs grows. However, bus depot charging can play a supporting role: providing fleets with access to suitable infrastructure now, while new, dedicated charging hubs continue to develop. This is a solution that can help address one of the biggest practical concerns facing fleet operators – how quickly charging infrastructure

Putting existing capacity to work Chargd is a straightforward proposition. The charging infrastructure already installed to support Stagecoach’s own bus operations can, where capacity and operating requirements permit, also be used by other commercial vehicles. E

Issue 167 |

Shared Charging

Energy Management

Through the Chargd scheme, Gregory Group can access Stagecoach’s Inverness depot to recharge its HGVs before they make the return journey

F Stagecoach’s depot charging systems manage charger output according to operational requirements. During normal operations, output can be adjusted to optimise energy use and ensure buses are ready when required. And for a commercial fleet customer who has a planned charging stop, the available output can be increased to maximise charging performance and minimise the vehicle’s dwell time. For a commercial operator, that can make a significant difference. Rather than waiting for a dedicated charging site to be developed on a particular route, an existing depot may already provide a practical charging point that can be incorporated into a fleet’s operating schedule. The value here is that bus depot charging infrastructure can support a wider fleet of commercial vehicles in need. A proposition such as Chargd offers a potential solution in the form of location, sufficient power, access and facilities designed around large commercial vehicles.

A real-world solution for the logistics sector The experience of UK logistics business, Gregory Group, illustrates how this approach can work in practice. Gregory is working towards net-zero carbon emissions from its operations by 2038, and is introducing battery-electric HGVs to its routes as part of this journey. One challenge emerged on a regular route operated by Gregory subsidiary Pollock, between Bathgate, near Glasgow, and Inverness – a return journey of more than 320 miles. The electric HGVs managed the outbound leg, but suitable charging infrastructure for the return journey presented a significant obstacle. Public charging options in the area were limited, particularly for vehicles of this size. Gregory partnered with Stagecoach to access its Inverness depot, where charging infrastructure can accommodate HGVs. Four HGVs now stop

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

A more flexible charging ecosystem Gregory Group’s experience highlights an important consideration for the wider commercial fleet sector. Electrification is an operational challenge, shaped by how infrastructure fits into the day-to-day demands of running a busy fleet. As more operators look to introduce electric vehicles to reduce emissions and respond to evolving regulations, charging infrastructure needs to reflect how commercial vehicles actually operate. That means considering location, vehicle size, charging speed, dwell times, grid availability and the realities of commercial schedules. Continued investment in dedicated truckcharging hubs will be vital, and the expansion of the public network should be welcomed. But fleet operators shouldn’t have to wait for every element of that future network to be completed before making the switch to electric vehicles. The next phase of the electric vehicle transition will depend on building a charging ecosystem that reflects the realities of commercial transport, with infrastructure designed around the demands of fleet operations. Utilising existing bus depot infrastructure alongside the growing dedicated charging network will not solve every charging challenge, but as commercial fleets look to move further and faster towards electrification, it could provide a practical and immediate way to keep vehicles moving while the additional infrastructure catches up. L

Insights for a cleaner future

As fleets navigate the transition to lower and zero-emission mobility, they face growing pressure to balance sustainability goals, operational performance and regulatory compliance. The shift towards electrification and alternative fuels presents significant opportunities, but also raises questions around technology selection, infrastructure readiness, vehicle performance and longterm environmental impact. At the same time, regulatory requirements continue to evolve. From zero-emission vehicle mandates to stricter environmental standards, organisations need robust evidence to support compliance, investment decisions and fleet decarbonisation strategies. Reliable measurement and analysis are therefore more important than ever. Industry attention is expanding beyond tailpipe emissions to include non-exhaust emissions such as brake wear particles and tyre wear, as well as their impact on air quality and water systems. Addressing these challenges requires accurate, real-world data. HORIBA supports the mobility sector with advanced testing and analytical solutions that help evaluate emerging technologies, quantify environmental impacts and provide the insights needed to build cleaner, more efficient and future-ready transport networks. M

Shared Charging

at the depot each day to recharge before making the return journey to Bathgate, with charging scheduled around their operating requirements. Drivers can also access depot facilities while their vehicles charge. For Gregory, the arrangement highlights a wider point about fleet electrification. The pace of adoption depends on the availability of suitable charging infrastructure along key routes, as much as the vehicle itself. Paul Jefferson, group legal & sustainability director at Gregory Group, says: “Without a partner like Stagecoach, this project would be incredibly challenging, as EV charging infrastructure in northern Scotland is so sparse, particularly for the likes of artic lorries.”

Energy Management

SPONSOR’S COMMENT

FURTHER INFORMATION

www.horiba.com Lewis Redford-Knight sales manager – energy & environment HORIBA UK

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www.stagecoachsolutions.com Issue 167 |

Supporting the Future of Sustainable Mobility As the transportation sector navigates the transition to lower-carbon mobility, HORIBA continues to provide the advanced measurement, testing and analytical solutions that enable informed decision-making across the automotive industry. With decades of expertise in emissions measurement and vehicle development, HORIBA supports manufacturers, regulators and fleet operators in understanding the real-world environmental impact and efficiency of their vehicles.

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HORIBA supports the future of sustainable mobility As the transportation sector navigates the transition to lower-carbon mobility, HORIBA continues to provide advanced measurement, testing and analytical solutions that support informed decision-making across the automotive industry With decades of expertise in emissions measurement and vehicle development, HORIBA supports manufacturers, regulators and fleet operators in meeting evolving environmental challenges, making data-driven decisions and advancing more sustainable transport solutions. Through industry-leading Real Driving Emissions (RDE) and Real-World Emissions (RWE) solutions, HORIBA helps organisations accurately measure emissions, fuel consumption and vehicle performance under actual operating conditions. By providing reliable, real-world data, HORIBA enables organisations to better understand vehicle behaviour, evaluate technology pathways and make informed investment decisions. These insights help support fleet decarbonisation strategies, vehicle selection and operational efficiency. As vehicle electrification accelerates, HORIBA supports the development and validation of batteries, power electronics, electric

drivetrains and charging infrastructure. Its comprehensive testing solutions help ensure the safety, reliability and performance of nextgeneration electric vehicles from research and development through to production. Hydrogen is also set to play an important role in sustainable transport, particularly in heavy-duty and hard-to-electrify applications. HORIBA’s hydrogen solutions span the entire value chain, from hydrogen production and storage to fuel cell and hydrogen engine testing. By supporting emissions reduction, electrification and hydrogen innovation, HORIBA is helping accelerate the transition to cleaner, smarter and more sustainable transportation through technical expertise, global support and a commitment to help organisations navigate the challenges and opportunities of the journey to net zero. M FURTHER INFORMATION

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Energy Management Grid Connections

Smarter grid connections for a faster fleet charging rollout For fleets looking to install depot charging, smart connection solutions, including flexible connections and profiled connections, can keep costs down, speed up delivery and make better use of available network capacity. UK Power Networks explains further As fleets accelerate the shift to electric vehicles, access to the right grid connection is becoming just as important as the vehicles themselves. Before Ofgem introduced access and forwardlooking charging reforms in 2023, customers could pay for both their connection and wider reinforcement needed on the network. Under the new shallower charging model, customers pay the cost of their connection, while reinforcement on shared network assets is non-chargeable to the connecting

customer. UK Power Networks estimates that only around 10 per cent of connections require distribution network reinforcement. This means most customers can connect without wider reinforcement, although the final cost can still vary depending on the site location, distance from the existing network and the size of the asset being connected. UK Power Networks explains how different smart connection solutions, including flexible connections and profiled connections,

Energy Management

can provide further options to keep costs down, speed up delivery and make better use of available network capacity. Fleet electrification For many businesses, electrifying a fleet is no longer a distant ambition. It is becoming a practical operational priority, driven by net zero targets, customer expectations, clean air policies and the availability of new electric vans, trucks, buses and cars. But turning that ambition into action depends on more than vehicle choice. Fleet operators also need confidence that their sites can access the electricity capacity needed to charge vehicles reliably, affordably, and in line with operational deadlines. Installing depot charging or high-power public charging is not simply a case of putting chargers in the ground. Operators need to understand how much capacity is available, what reinforcement may be needed, how long a connection could take and whether there are smarter ways to make better use of the existing electricity network. That is where smarter connection options are becoming increasingly important. Ofgem’s 2023 network access reforms introduced a more streamlined approach to connecting to the network and changed how connection charges are calculated. Through the shallow charging model, reinforcement on shared network assets is no longer charged directly to the connecting customer, helping reduce the contribution many customers make towards wider reinforcement. Smart connection options build on that progress by giving customers more choice where location, asset size or the length of connection required could still affect cost and timescales.

GRIDSERVE’s EV charging hub in Cobham uses a flexible grid connection

Grid Connections

For fleet operators, flexible connections can use smart systems to monitor and manage electricity use in real time, so customers can connect sooner while agreeing to reduce demand or generation during periods of network constraint. Profiled connections can also help by matching a customer’s agreed import or export profile to the times when the local network has capacity available. Together, these options are not a substitute for network investment, but an additional route that can reduce the need to wait for traditional reinforcement, lower upfront costs and make more efficient use of existing network capacity. What has changed? UK Power Networks has launched a major upgrade to the way customers connected through Independent Distribution Network Operators (IDNOs) can access flexible connections. For the first time, IDNO customers can now benefit from UK Power Networks’ Distributed Energy Resources Management System, known as DERMS. An IDNO owns and operates local electricity networks, often serving new developments, commercial sites and infrastructure projects. Until now, customers connecting through an IDNO could not access the same smart connection options available directly through UK Power Networks’ own network. The new process changes that, opening up a route for more customers to connect low-carbon technologies through solutions that are smarter and more responsive to real-time network conditions. E Issue 167 |

Energy Management Grid Connections

F How does DERMS work? DERMS is part of UK Power Networks’ smart grid. It gives the company a realtime view of connected assets such as solar farms, batteries and electric vehicle charging hubs, and allows the network to be managed more actively. In practical terms, if there is no network capacity to enable the full unconstrained capacity of a connection request, the site may be offered a flexible connection. Once it connects, if the network is operating within its limits, the site can continue to operate as normal. If there is a constraint, the site will receive an instruction to turn down demand or generation in line with the customer’s agreed connection terms. This type of flexible arrangement can be particularly useful where a site needs a large connection, but the local network does not have enough firm capacity available all of the time. Rather than waiting for reinforcement before connecting, a customer may be able to operate sooner, with agreed conditions around how the connection is managed during periods of network constraint. Why does this matter for fleet operators? Fleet electrification puts new demands on depot sites. A depot that previously needed electricity mainly for buildings, lighting or equipment may suddenly need enough capacity to charge dozens of vehicles overnight, support rapid daytime turnaround, or power larger commercial vehicles with higher energy requirements. For some fleets, grid connection uncertainty can become one of the biggest barriers to electrification. Operators need to know whether their depot can support their charging plans, what it will cost, and whether the connection timeline aligns with vehicle procurement, funding deadlines and operational commitments. The new IDNO DERMS process could help by giving eligible customers another option. Where a traditional firm connection would require costly or time-consuming reinforcement, a flexible connection may allow the site to connect earlier by agreeing to operate within flexible limits at certain times. In other cases, a profiled connection may be suitable where a customer’s charging pattern can be matched to periods when the network has capacity available.

Helping to solve connection challenges Large EV charging projects often face similar challenges. The site may be in the right location for drivers or fleet operations, but the local network may not have enough spare capacity for a fully firm connection in the timescale required. Reinforcement can add cost and delay. Customers may also struggle to understand what capacity they actually need, especially if their charging load will vary by time of day, vehicle type or operational pattern. Smart connection options help address this by matching the connection more closely to how the site will operate in practice. A depot may have predictable charging windows that suit a profiled connection, while a public charging hub may need the real-time management offered by a flexible connection to respond to changing demand. With the right data and control arrangements, the network can support more customers by making better use of existing infrastructure. For customers, the process is intended to create more choices. A firm connection may still be the right option for some sites. But for others, a flexible or profiled connection could provide a practical route to connect sooner, reduce upfront reinforcement requirements and start delivering benefits more quickly. A real-world example The first example is GRIDSERVE’s EV charging hub at Extra Motorway Services, Cobham, the busiest motorway service station in the UK, connected through ESP Utilities Group. It is the first fully flexible demand customer connecting to an IDNO network through this process. The project demonstrates that flexible connections are not only relevant to sites that export electricity, such as solar farms or

Energy Management Grid Connections

batteries. They can also support customers with high electricity demand, including EV charging hubs, by helping them access the electricity they need without always waiting for conventional reinforcement. Daniel Saker, head of network strategy at UK Power Networks Distribution System Operator, said: “This is a landmark moment as we bring a new connection offering to IDNO customers. By enabling smarter, more flexible connections, we’re helping businesses and communities get their low-carbon projects online faster and more efficiently.” For fleet operators, the message is loud and clear: grid connection planning should be

part of fleet electrification from the start. The right connection strategy can influence timelines, cost, site selection and charging design. By opening smarter connection options to IDNO customers, including flexible and profiled approaches where appropriate, UK Power Networks is helping more businesses explore practical routes to electrification and making it easier for charging infrastructure to keep pace with the transition to electric transport. L FURTHER INFORMATION

www.ukpowernetworks.co.uk

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Team The AA and Drivetech win national EV myth-busting rally Team The AA and Drivetech made a successful return to the GREENFLEET Mythbusters EV Rally 2026, winning the efficiency category for cars and vans and challenging common EV misconceptions. The rally took place from 7-11 September and, for the first time, included a dedicated Trucks & Trailers route Team AA used two Toyota EVs, the C-HR+ and bZ4X Touring, to embark on the extensive route around the UK passing through Exeter, Snowdonia and Newcastle. The variety in locations helped the teams experience EV driving in real-world conditions as well as visit a range of stakeholders, including the Metropolitan Police and Toyota Motor Manufacturing UK (TMUK). Spending time with these partners at their facilities offered valuable insight into how the shift to electric mobility is being delivered in practice. The Metropolitan Police has recently

added electric cars and motorcycles to its fleet as part of wider efforts to reduce emissions and diversify its response capabilities. The vehicles have proved incredibly popular with officers, and demand to drive them has exceeded availability. At TMUK, they have been building cars since 1992 and currently produce the Corolla Hatchback and Touring Sports hybrid models. With Corolla recently celebrating its 60th anniversary and over 57 million vehicles sold since launch, it remains the world’s best selling car and a core model within Toyota’s European model range.

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while being monitored for their efficiency and the safety of their driving styles. Team AA came first in the fuel efficiency category and a close second in driving safety. Leo Taylor at Drivetech said: “The team performing well in both efficiency and safety shows the close correlation between these two factors and the importance for companies to engage in driving training to protect their drivers and decrease their charging costs. “The rally has given us the real-world platform on which to showcase the value of cautious, controlled driving. By deploying preventative driving tactics, business drivers can reap rewards on two fronts by decreasing their risk and their energy consumption.” Together, the rally findings and the latest EV Fleet Readiness Index demonstrate how many of the traditional barriers to EV adoption continue to diminish, helping drivers and fleet operators make informed decisions about electrification. M

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September’s AA EV Fleet Readiness Index reached 60 for the first time, suggesting that the case for switching to an EV continues to strengthen. The index also revealed that Chinese manufacturers took 15.8 per cent of the UK new car market in August, despite reluctancy regarding their adoption. Rising fuel prices meant that electricity remained 66 per cent cheaper per mile than petrol, for those than can charge at home. However, ultra-rapid public charging remained around 15 per cent more expensive per mile than petrol, highlighting the divide between those who can charge at home and those that can’t. EVs continued to outperform ICE vehicles in breakdown recovery, with 88.1 per cent of incidents resolved at the roadside compared with 83.5 per cent for petrol and diesel models, while just 1.3 per cent of EV callouts were attributed to a depleted battery. “Confidence is one of the biggest factors in the shift to electric vehicles. Drivers and fleet operators want clear, practical evidence about how EVs perform on real roads, over longer distances and in everyday operating conditions,” said AA President Edmund King, who participated in the rally. “The Mythbusters EV Rally gave us the chance to test EV readiness in a very visible way, using two of Toyota’s latest battery electric vehicles to gather real-world insight on a range of roads and conditions.” Along the route, the teams engaged in longdistance driving across a range of terrains

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Energy Management Connection Strategy

Why a smart connection strategy pays Simon Reilly shares five tips for developing a robust connection strategy for fleet electrification, from land permissions and commissioning, to phased connections and network adoption September brought record electric van registrations, but also a reminder of how far the transition still has to go. The Society of Motor Manufacturers and Traders (SMMT) recorded 4,832 battery-electric van registrations. Yet their market share over the first nine months of 2026 was just 10.8 per cent, against a headline annual target of 24 per cent for manufacturers’ new van registrations under the Zero Emission Vehicle Mandate.

The SMMT identifies upfront costs and depot upgrades as major barriers. For fleet managers, there is also a practical concern: will our new electric vehicles be charged and ready when needed? That is why a connection strategy belongs at the heart of an electrification programme. A vehicle delivery date is a commitment; the ability to charge those vehicles cannot be left as an assumption. Here’s our top five tips:

For businesses comparing depots, make this assessment part of the property decision. A favourable lease is little comfort if the power arrangements cannot support the fleet. Know what could delay the switch-on Land rights can be just as important to the programme as the electrical design. Establish whether the proposed cable route crosses thirdparty land and whether landlord consent, access rights, or planning permission are needed. These are not finishing touches. Land agreements and permissions can delay a project even when the electrical design is ready. Substation locations also need to work around loading bays and vehicle movements, not simply fit into an available corner. Bring legal, property, and engineering specialists together before fixing the layout. Discovering a problem at this stage gives operators options; discovering it after the equipment has been ordered can mean costly changes. For leased depots, clarify who can approve the works and what rights the network operator will need for future access and maintenance.

Connection Strategy

Commercial ramping agreements address a related issue: paying for capacity before it is needed. Subject to the terms available, capacity charges can rise alongside agreed requirements rather than reflecting the depot’s eventual size from day one

Energy Management

Understand the demand Before committing to a grid connection, operators need to understand how much power the depot will need, when it will be needed, and how requirements could change. Bring fleet teams, charging specialists, and connection partners into the same conversation early. A depot where vehicles park overnight presents a different challenge from one handling short turnarounds throughout the day for example. Assess busy periods, late returns, and future expansion, not just a typical working day. Managed charging may reduce peak demand, but must not compromise day-to-day operations. Existing depot demand matters too; such as refrigeration, heating, and workshops which will still need electricity when vehicles are plugged in. Charging and electrical specialists can translate those requirements into a demand profile. The connection team can then review the network design and work with the local Distribution Network Operator (DNO) to establish available capacity, any necessary upgrades, and realistic timescales.

Explore your delivery options Fleet operators also have a choice over who delivers and operates their electricity network. Accredited Independent Connection Providers (ICPs) can design and build contestable works within their accredited scope: the parts of a connection open to competition. While an Ofgem-regulated Independent Distribution Network Operator (IDNO) can adopt, own, and maintain the resulting network. Exploring these choices early gives operators more scope to compare delivery arrangements, costs, and long-term support. Ask prospective partners how they will coordinate design approvals, land E Issue 167 |

Energy Management Connection Strategy

F agreements, and commissioning. No provider can make an upstream capacity shortage disappear, so understand which parts of the timetable they control and which depend on wider network upgrades. Responsibility after switch-on matters too. Establish who responds to a network fault and where responsibility passes to the charging provider. Those boundaries matter when an overnight problem could affect the next morning’s departures. Match capacity to fleet growth A depot may eventually support 100 electric vehicles but start with 20. The connection strategy should reflect that staged growth rather than the eventual requirement from day one. Where network conditions allow, a smaller initial connection could support the first vehicles while additional capacity is delivered. Ask your chosen network provider whether this would get part of the fleet on the road sooner, and agree the conditions and milestones for later increases. Commercial ramping agreements address a related issue: paying for capacity before it is needed. Subject to the terms available, capacity charges can rise alongside agreed requirements rather than reflecting the depot’s eventual size from day one. An IDNO can help you explore these arrangements, but an agreement on charges alone does not guarantee access to more power. The physical connection programme and commercial terms must align. Battery storage and on-site generation may also help manage demand, but should be assessed against charging schedules and the full project costs. You can also think beyond your own fleet. Installed charging infrastructure may have spare capacity at certain times, consider opening it up to other commercial EV users. This makes better use of the asset and create additional value for the operator from the investment. Ask about this ‘hidden’ funding opportunity Connection strategy can also improve the business case through an Asset Value (AV) payment offered by an IDNO – a financial benefit that would not be available in the same way through a traditional DNO connection. When an IDNO adopts an eligible network, it takes responsibility for owning, operating, and maintaining those assets over the long term. In return, it receives ongoing distribution income through electricity suppliers and can share part

of that expected future value with the customer through a one-off payment towards the project. For bus depots, AV payments can range from hundreds of thousands of pounds to more than £1 million, depending on the size and characteristics of the connection. This can effectively reduce the net cost of the electrical infrastructure and release capital for the next stage of electrification. For a finance director weighing up the budget available for the next batch of electric vehicles, understanding the difference between the DNO and IDNO routes – and the potential value available through an IDNO adoption – could materially influence the business case. Lessons from buses and heavy freight Aurora’s work with Stagecoach involved adopting and operating connections with capacity to support around 1,330 electric buses across its nationwide depot electrification programme. For operators managing multiple sites, the practical lesson is to assess each depot individually. Vehicle requirements, available space, and connection arrangements should shape the rollout. A more straightforward site could move forward while another works through land or network constraints for example. Meanwhile, heavy freight can bring another challenge to the fore: shorter charging

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Energy Management Connection Strategy

windows. Aurora was the IDNO partner on the landmark megawatt HGV charging hub project for Russell Group in North Lanarkshire, Scotland. Connected by June 2026, highpowered charging systems had to fit around a working logistics operation, and the network design had to allow for future upgrades. Planning for growth therefore means considering both current and future capacity, as well as layout and space constraints: where will additional equipment go, and how can it be installed without disrupting vehicles already in service?

planning the grid connection alongside the fleet, long before delivery day. L

Simon Reilly is CEO of Aurora Utilities. FURTHER INFORMATION

www.aurora-utilities.co.uk Simon Reilly, CEO, Aurora Utilities

Before your next vehicle order My advice is to bring fleet, property, finance, and electrical specialists together before your next major EV commitment. Establish what the first vehicles need, what the depot can support, and what must change before they arrive. Build vehicle deliveries, construction, land permissions, and commissioning into one programme of activity. Explore phased connections and network adoption while there is still time to influence the design and budget. The aim is to understand grid constraints so you can make smarter decisions. And, when the first electric vehicles arrive on site, the focus should be on getting them on the road as quickly as possible. That means

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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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EVjuiceNgo is on a mission, providing electric juice that both transport and grid networks require for our NetZero world. Our DC fast chargers offer best-in-class experience and will provide V2X grid support. We believe EVs should provide energy when not driven, otherwise what a waste!

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Made in the UK As a UK-based manufacturer located in the South West, EVjuiceNgo is dedicated to promoting growth and increasing efficiency in the power solutions industry and is a trusted partner fr 45 years for the UK grid’s utility standby power solutions. When visiting the site, enthusiasm for utilities, renewables, EV infrastructure & "smart, connected EV batteries" is evident. Their status as an employee-owned business underscores the company’s focus on supporting British manufacturing, creating jobs, and reducing carbon footprints, all of which are crucial for continued success towards a NetZero future.

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Delivery from 2026

The government has recenly announced plans for a publicly owned Great British Grid, which it says will support the delivery of critical network infrastructure, reduce connection delays and unlock capacity for clean power. It will operate within Great British Energy (GBE), extending the publicly owned energy company’s investment role beyond clean power generation, storage and supply chains to include electricity network infrastructure. For fleet operators looking to install EV charging infrastructure, the announcement could prove significant. Tackling the grid connection bottleneck Where existing electricity infrastructure cannot support the additional demand needed for electric vehicle charging, network reinforcement may be required. This can

introduce significant costs and delays, potentially undermining an otherwise viable fleet electrification business case. Ben Fletcher, chief executive of business group Logistics UK, said that fully electrifying road freight alone will require an estimated 32 TWh of electricity a year – the equivalent to around 40 per cent of the power used by UK households. The SMMT meanwhile has said that commercial vehicle operators in the UK face wait times of up to 15 years for electricity grid connections at their transport depots. The transport sector is also facing growing competition for electricity from power-hungry data centres and new housing developments. As such, the government argues that Britain’s electricity grid must be expanded and modernised at an “unprecedented pace” to accommodate growing demand. E

Great British Grid

The government’s proposed Great British Grid aims to support the delivery of critical network infrastructure, cut connection delays and unlock capacity for clean power. So what could this mean for fleets looking to install electric vehicle charging?

Energy Management

Great British Grid: what it could mean for fleets

Energy Management Great British Grid

One of the most relevant elements of the announcement for businesses is the government’s intention to expand self-build electricity connections F Great British Grid is intended to bring additional public capital to private sector investment, as well as “dedicated leadership” to projects that need to progress more quickly. Working alongside existing network operators, private investors and developers, GBG will be able to invest in critical electricity network infrastructure. The government expects this approach to increase competition, accelerate project delivery and help ensure the network can accommodate future demand. Self-build connections One of the most relevant elements of the announcement for businesses is the government’s intention to expand self-build electricity connections. A self-build electricity connection is where a business or project developer builds some or all of the electricity infrastructure needed to connect their site to the national electricity grid, rather than waiting for the electricity network company to build it for them. The announcement points to reforms in Ireland, where similar measures have reduced connection times by up to 11 months. Ofgem has recently published a specific consultation on self-build transmission connections. For fleet operators, self-build connections could create another route to delivering charging infrastructure, particularly for businesses with the resources and expertise to coordinate complex developments. However, self-build connections will not automatically remove every barrier. Projects will still need appropriate technical approvals, coordination with network operators and access to the wider network capacity required to supply the site. Businesses will also need to assess whether taking on connection works is commercially and operationally viable. Other reforms Great British Grid will complement existing reforms to the electricity connections system.

The government is working with the National Energy System Operator (NESO) and Ofgem to reform the connections queue, including removing more than 300GW of speculative capacity. The aim is to prioritise viable projects and improve the process for those ready to connect. The government will also accelerate competitive tendering for transmission projects, allowing a wider range of organisations, potentially including Great British Grid, to compete to deliver new infrastructure. Together, these measures are intended to increase competition, encourage innovation and improve value for consumers while speeding up the delivery of essential network upgrades. How does GBG fit in to the energy system? Great British Grid will have a distinct role within the wider energy system.

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Energy Management Great British Grid

Ofgem will remain the independent economic regulator, responsible for regulating energy markets and network companies, protecting consumers and ensuring value for money. The National Energy System Operator (NESO) will continue to operate, plan and coordinate the electricity system, while Great British Energy will focus on investment in clean power generation, storage and supply chains. Great British Grid will add a further investment mechanism, using public capital alongside private funding to support electricity network infrastructure. The government has said GBG’s initial start-up costs will be covered by Great British Energy’s existing budgets, with longer-term funding to be considered through a future spending review. A step towards removing a major barrier For fleet operators with energy-intensive requirements, grid connections remain a major obstacle to progress.

Great British Grid represents an attempt to address this challenge at a national infrastructure level, combining public and private investment with reforms designed to increase competition and accelerate delivery. If the new body helps bring forward network upgrades and gives businesses more flexibility in building connections, it could make it easier for fleet operators to plan and deliver charging projects with greater certainty. Tom Rowlands, managing director of global EV solutions at Corpay, said: “If Great British Grid can genuinely make that process faster and more predictable, it would address a real commercial constraint. Fleets are making vehicle and infrastructure decisions years in advance through procurement cycles and long-term investment plans, so they need confidence that the power will be available when those vehicles arrive.” L FURTHER INFORMATION

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Energy Management Solar & Storage

Discussing the UK’s clean energy transition at Solar & Storage Live Solar & Storage Live UK on 22-24 September 2026 explored many of the issues shaping the transition to a cleaner, more flexible energy system, including microgrids, batteries, electric vehicles, solar carports and sector leadership Solar & Storage Live UK 2026 took place from 22-24 September at the NEC in Birmingham, bringing together solar and storage professionals for one of the UK’s largest events dedicated to the sector. The three-day event provided a valuable opportunity for industry professionals to connect with energy experts, explore the latest innovations in solar and energy storage,

and discover technologies supporting residential, commercial and large-scale utility projects. With a broad range of exhibitors, the event floor also offered extensive opportunities for delegates to see the latest products and services in the sector, as well as network, share knowledge and develop new business relationships.

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A programme focused on the future of energy Alongside the exhibition, Solar & Storage Live UK 2026 featured a comprehensive conference programme across multiple theatres. Sessions explored many of the issues shaping the transition to a cleaner, more flexible energy system, including microgrids, electric vehicles, energy-sector leadership, biodiversity on solar farms, solar carports and the growing role of flexibility in energy storage. One of the key themes throughout the event was the rapid evolution of the solar and storage industry and the need for the sector to think beyond simply generating clean electricity. Lennart van Walsum of the Global Solar Council delivered a keynote examining the trends in solar and storage that are expected to shape growth over the next decade. His presentation provided a broader perspective on how the industry is developing and the opportunities emerging as solar and storage become increasingly important components of the global energy system.

Batteries and electric vehicles have the potential to become valuable sources of flexibility, helping to balance supply and demand while supporting a more responsive energy system

Solar & Storage

Batteries and the role of EVs As renewable generation continues to expand, the ability to store electricity and manage when energy is consumed is becoming increasingly important. Batteries and EVs have the potential to become valuable sources of flexibility, helping to balance supply and demand while supporting a more responsive energy system. Philip Steele, future technologies evangelist at Octopus Energy, explored a similar theme from a residential perspective. His session examined how solar, batteries and EVs can work together to create a flexible home, with household energy assets potentially becoming valuable resources for the wider electricity grid. E

Energy Management

Chris Hewett, chief executive of Solar Energy UK, also addressed the future of the industry, discussing what the next era of clean power could look like and the role solar energy will play in the UK’s transition to a low-carbon energy system.

Energy Management Solar & Storage

F From the Arctic to the future of off-grid energy One of the more distinctive sessions came from Dwayne Fields FRGS, Arctic explorer, television presenter and UK Chief Scout. In the session Chasing the Sun, Dwayne shared experiences from his expeditions to some of the world’s most remote environments, including his journey of more than 400 miles to the Magnetic North Pole. His presentation explored what it takes to operate far beyond conventional infrastructure and highlighted the increasingly important role of technology in enabling exploration. He discussed everything from solar modules now exceeding 700W and energy storage designed to operate in extreme conditions, to solar-powered basecamps and the possibilities offered by off-grid energy technology. Dwayne also discussed his latest challenge: driving a solar-charged electric vehicle around the world. The session offered a different perspective on the capabilities of solar, storage and electric mobility, demonstrating how technologies developed for the energy transition can also enable activity far beyond the traditional grid.

Building the workforce for net zero Technology was only one part of the conversation at Solar & Storage Live UK. Several sessions highlighted the people and skills required to deliver the UK’s clean-energy ambitions. Dawn Longdon, technical trainer at E.ON Next Training Academy, discussed the importance of training, apprenticeships and upskilling in accelerating the UK’s net-zero ambitions. Drawing on lessons from E.ON’s Net Zero Academy, she explored how the industry can develop a workforce capable of delivering clean energy at scale, while also addressing the growing skills gap and attracting the next generation of energy professionals. Local action on climate change The transition to clean energy was also considered from a regional perspective. Dan Griffiths from Greater Manchester Combined Authority discussed the cityregion’s plans to achieve carbon neutrality by 2038. The plan includes integrating a clean transport system with a rapidly expanding electric bus fleet, delivering affordable

Energy Management

net-zero homes and upgrading hundreds of public buildings to lower emissions. Such initiatives demonstrate how the energy transition is increasingly becoming a local as well as a national issue, with cities and regions developing their own approaches to decarbonisation, energy infrastructure and resilience. security, minimising downtime, protecting long-term asset performance and meeting insurance and commercial objectives. A sector moving beyond generation Solar & Storage Live UK 2026 provided a useful snapshot of an industry undergoing rapid transformation. From large-scale solar and battery storage to flexible homes, EV fleets, workforce development and renewable energy security, the event demonstrated the increasingly interconnected nature of the UK’s clean-energy transition. L

Solar & Storage

Protecting renewable energy infrastructure As the UK’s renewable energy infrastructure expands, protecting solar farms, battery storage facilities and other energy assets is becoming an increasingly important consideration. Matthew Uttley, renewable energy security specialist at DeterTech, examined the evolving security threats facing the sector and outlined a preventionfirst approach combining intelligence, deterrence, detection and rapid response. His session focused on practical strategies for strengthening site resilience throughout the project lifecycle, from construction through to operation. The discussion also highlighted the connection between effective

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www.terrapinn.com

Solar & Storage Live 2026: GoodWe makes its mark in Birmingham

When the industry gathered at the NEC Birmingham from 22nd to the 24th of September, the conversation was clear; homes and businesses want energy that works harder, and installers want partners who make that simple. At stand H45, GoodWe met that demand head-on. The Warm Homes All-in-One Solution took centre stage, a timely answer to the UK’s

push for smarter, lowercarbon heating and power. Alongside it, our Residential, C&I and Utility ranges showed how one manufacturer can serve every scale of project, from a single rooftop to a large commercial site. What stood out was the quality of the conversations. Installers, distributors and developers came with practical questions about integration, installation

and support. Those are the questions that shape purchasing decisions, and they are the ones we most want to answer. Solar & Storage Live is the UK’s biggest showcase for what comes next, and this year the mood was confident and focused on delivery. Storage is moving from add-on to default. For GoodWe UK & Ireland, it was a strong reminder that our strength lies in the relationships we build with our partners. M FURTHER INFORMATION

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Issue 167 |

Policy

Making the transition to electric vehicles work for everyone Ann Carruthers, former President of ADEPT and director of growth, environment and transport at Leicestershire County Council, reflects on the challenges of the transition to electric vehicles, and how integrated, joined-up policy can drive efficient change The transition to electric vehicles (EVs) is essential to decarbonising transport and meeting the UK’s net zero ambitions. Progress is already visible with more EVs on the road, and investment in charging infrastructure continuing to grow. But as ADEPT’s policy position paper, Supporting the Transition to Electric Vehicles makes clear, the next phase must

be practical, fair and deliverable for every local authority (LA) and community. Making the transition work for all Fairness for communities everywhere is critical and central to ADEPT’s position. Drivers with off-street parking can usually charge at home, often more cheaply than those reliant on public charging. For

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residents without driveways, especially in urban areas, safe, convenient and affordable charging remains harder to access. Pavement channels and cross-pavement charging may help, but they raise questions about accessibility, safety, maintenance and enforcement. There is no single solution for every street. This is why ADEPT is calling for clear and consistent national guidance, supported by an agreement for local flexibility so that LAs can choose the approaches that work for their places. This same principle applies to fleet vehicles. Drivers and vehicle operators need reliable and simple charging options without having to navigate multiple systems, apps and accounts. ADEPT strongly supports a more integrated approach, including a national EV charging platform to improve consistency and streamline access. There is also a bigger funding question. As EVs reduce fuel duty revenues, government must lead a serious conversation about how the transport network will be paid for and maintained. Any future model must be fair and avoid undermining the shift to lower-emission vehicles.

Policy

By giving LAs the clarity, powers and resources they need, government can help ensure the move to electric transport works efficiently for residents, businesses and fleet operators and delivers lasting, widespread environmental benefits A joined-up approach Making the EV transition work for everyone will require more than installing charge points. It needs joined-up policy, sustained investment, robust infrastructure planning and strong local leadership. For local authorities, the challenge goes beyond simply encouraging uptake. They already balance escalating and competing demands for limited street space and supporting charge point delivery adds an additional requirement to already stretched budgets and workloads. By giving LAs the clarity, powers and resources they need, government can help ensure the move to electric transport works efficiently for residents, businesses and fleet operators and delivers lasting, widespread environmental benefits. L

Ann Carruthers, former President of ADEPT and director of growth, environment and transport, Leicestershire County Council

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Digital Twins

Digital twins could be the missing link in fleet decarbonisation Fleet decarbonisation involves a complex web of decisions. Maryam Farsi explores how digital twins could help fleet operators test different scenarios, understand the wider impact of their choices and find lower-risk, more cost-effective routes to zero emission vehicles Fleet managers have so many decisions to make. How do we reduce emissions? What vehicles do we need? How could our operations be impacted? How much will it cost? Where do we start? This is where digital twins can make a real difference. Digital twins are digital replicas of the physical world, and at UK research hub TransiT, we’re exploring how they can help to identify the lower-risk, more cost-effective pathways to transport decarbonisation in the UK across road, rail, air and maritime, for both passengers and freight. In my own research for TransiT at Cranfield University, I’ve led the development of

a standardised framework that can be used to design digital twins specifically to support transport decarbonisation. This gives organisations developing digital twins a reference architecture – a practical stepby-guide guide. And we are now exploring how to apply this approach, with help from industry partners including global logistics group DHL and East Midlands Airport in Leicestershire. What exactly is a digital twin? The term “digital twin” is often used in discussions about artificial intelligence, smart cities and Industry 4.0, but the concept is actually quite straightforward. In fleet operations, a digital twin might represent

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Emissions are influenced by many things and changing one part of the system often affects another. A digital twin allows organisations to see these relationships clearly

Digital Twins

DHL and East Midlands Airport are partners in the digital twins project by TransiT. Photo by East Midlands Airport

Think of it as a flight simulator for fleet management. Instead of experimenting in live operations, where mistakes can be costly, operators can explore different scenarios in a virtual environment first.

a single vehicle, an entire fleet, a depot, a charging network or even a complete logistics operation. The digital twin receives information from vehicles, sensors, telematics systems, energy infrastructure and operational databases. This creates a synchronised digital picture of what is happening across the fleet. The key advantage of digital twins is their ability to exchange data both into and out of the physical world. This two-way interaction allows the twin to recommend or potentially trigger responses in the physical world as conditions change.

Why fleet decarbonisation is so difficult Many fleet operators already have access to large amounts of data. Vehicle telematics, fuel reports, maintenance records, driver information and route data are widely available. The challenge is that these datasets often sit in separate systems and are not easily integrated. As our research found, many existing digital solutions focus on individual problems such as route optimisation, emissions monitoring or charging management. While these tools are useful, they often operate in isolation. This can make it difficult to understand the wider impact of operational decisions. For example, a fleet manager may decide to electrify part of their fleet. E

Digital Twins

F On paper, the decision may reduce tailpipe emissions. But it may also create new challenges around charging capacity, depot operations, vehicle scheduling and energy demand. Understanding these interactions is difficult using traditional planning tools. Digital twins help by bringing all these factors together into a single environment. Moving beyond vehicle replacement One of the biggest misconceptions about transport decarbonisation is that it’s simply about replacing diesel vehicles with electric ones. In reality, decarbonisation is a system challenge. Emissions are influenced by vehicle use, route planning, maintenance schedules, driver behaviour, energy sources, infrastructure capacity and operational processes. Changing one part of the system often affects another. A digital twin allows organisations to see these relationships clearly. For example, instead of simply identifying the oldest diesel vehicles for replacement, a fleet manager can use a digital twin to help identify which vehicles generate the highest emissions, which routes may be best suited to electrification, and where charging infrastructure could deliver the greatest benefit. How our digital twin framework works Our research reviewed more than 100 studies from across the transport sector and combined this evidence with expert input from researchers and industry specialists. The result was a

standardised digital twin framework designed specifically for transport decarbonisation and aligned with international standards. Our framework consists of five main functional elements. The first is observable elements. These are the physical things that need to be monitored, like vehicles, drivers, charging stations, depots, fuel use, infrastructure and operational processes. The second is device communication. This is how data is collected from sensors, telematics systems, GPS devices, charging equipment and other connected assets. The third is the core digital twin. This is where the intelligence sits. It creates digital representations of operations, runs simulations, analyses performance and generates forecasts and recommendations. The fourth is the user layer, which allows fleet managers and operators to interact with the system through dashboards, reports, planning tools and decision-support applications. Finally, there is the cross-system layer, which ensures different systems can work together securely and reliably. This includes data sharing, interoperability, cybersecurity and governance. Together, these elements create a complete architecture for decarbonisationfocused decision making. What this means for fleet managers For fleet managers, the framework offers a structured blueprint for moving from data towards practical digital-twin design.

An electric DHL truck. Photo by DHL Group

Landside aerial view of East Midlands Airport, Photo by East Midlands Airport.

Reducing risk and improving confidence One of the most powerful benefits of digital twins is risk reduction. Fleet decarbonisation requires significant investment. New vehicles, charging infrastructure, depot upgrades and software systems all involve financial commitment. Decision-makers naturally want confidence that these investments will deliver value. Digital twins provide an evidence-based way to explore alternative pathways. An operator could compare different vehicle technologies, evaluate charging strategies or test changes to delivery schedules before implementing them in the real world. This enables organisations to compare different pathways and identify potentially lower-risk and more cost-effective routes towards decarbonisation.

and wider supply chains. Decarbonisation decisions will increasingly depend on understanding these connections. This is why our framework places such a strong emphasis on interoperability and cross-system integration. The future will not be built around isolated technologies. It will depend on connected ecosystems where data flows securely between vehicles, operators, infrastructure providers and regulators. Digital twins can provide an important foundation for this transition.

Digital Twins

The first step is understanding what data already exists within the organisation. Most fleets already collect valuable operational information. Vehicle locations, fuel consumption, charging records, maintenance schedules and driver performance data can all serve as inputs to a digital twin. The next step is identifying decarbonisation objectives. For some organisations, the priority may be reducing fuel use. For others, it may be supporting electric vehicle adoption, improving asset utilisation or meeting net-zero targets. A digital twin helps translate these aims into measurable outcomes. For example, a fleet manager could use the twin to answer questions such as which routes should be electrified first, where charging infrastructure should be installed, and how vehicle replacement will affect operational performance. A digital twin can also help answer questions such as how energy costs can be reduced while maintaining service levels and what the likely emissions impact of different investment options is. Rather than relying on assumptions, managers can test multiple scenarios before committing resources.

From data to action The next steps for our digital twin blueprint include testing it in real-world operational settings, so we can see in practice how all that data supports decarbonisation decision-making. My hope is that fleet managers and transport operators use the framework as a practical reference architecture and blueprint to guide the development of digital twins in a standardised, interoperable and scalable way. Decarbonisation will still need investment, collaboration and long-term commitment. But digital twins can give organisations something that is often missing during major transitions: confidence. L

Dr Maryam Farsi is a co-investigator at UK research hub TransiT and a senior lecturer in engineering optimisation at Cranfield University’s Centre for Digital and Design Engineering. FURTHER INFORMATION

transit.ac.uk Dr Maryam Farsi

Preparing for a connected transport future Looking ahead, transport systems are becoming increasingly connected. Fleets will interact with energy networks, smart infrastructure, logistics platforms

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Smartview360: remote access and recording for digital wing mirrors Transforming your existing manufacturer-fitted digital mirrors into connected, recordable and remotely accessible systems Fastview360 has launched Smartview360, a fleet technology solution enabling operators to record, monitor and manage footage from existing manufacturerfitted digital wing mirror cameras. While digital wing mirrors improve driver visibility and road safety, they don’t have recording and remote access capabilities for incident management. Smartview360 addresses this gap without interfering with the vehicle’s original system. Launched at Road Transport Expo in June, with a DAF XD supplied by DAF UK, the solution was demonstrated live to visitors and delegates. How Smartview360 works Smartview360 works by recording footage using existing digital mirror cameras. Fastview360’s technology captures footage directly from manufacturer-fitted cameras, with additional cameras supported where required.

Fleet managers can use FVLink for live viewing, remote recording and rapid footage retrieval. Smartview360 also integrates existing third-party cameras into one platform, supporting up to eight cameras per vehicle, including manufacturer-supplied cameras. With 99 per cent of footage retrieved remotely on the first attempt in 2025, Smartview360 enables remote viewing and recording of digital mirrors, integrates existing manufacturer and third-party cameras, and supports up to eight cameras per vehicle. Through FVLink, fleets can manage incidents faster, reduce installation and hardware replacement costs, and improve safety, operational efficiency and vehicle visibility while maximising existing camera infrastructure. If you want to be a part of the latest technology solutions – get in touch today. M FURTHER INFORMATION

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EV Rally 2026

Twenty myths busted on the EV Rally 2026 This year, the Mythbusters EV Rally set out to challenge the most persistent misconceptions around electric vehicles over its five days – and accomplished exactly that. Here are 20 myths the rally busted From EVs catching fire easily and batteries ending up in landfill, to electric vans not having enough payload, the Mythbusters EV Rally, sponsored by Lex Autolease, made it its mission to disprove false and outdated assumptions about electric vehicles. Now in its sixth year, the EV Rally brings together teams from across the fleet, transport and energy sectors to demonstrate how electric vehicles perform over long distances and how the public charging infrastructure measures up. For 2026, the Rally went further, with separate routes for cars and vans, and trucks

and trailers, in recognition of their different operational and charging requirements. Starting in Exeter on 7 September, the cars and vans travelled more than 1,000 miles through England and Wales, taking in rural roads, motorways and urban centres, before finishing at Allianz Stadium, Twickenham for the Everything Electric show on 11 September. The Trucks & Trailers route covered around 900 miles, visiting dedicated electric truck charging hubs and demonstrating that the electrification of heavy transport is moving into real-world operation. E Issue 167 |

EV Rally 2026

F The result was a five-day practical demonstration of electric vehicle capability, infrastructure and innovation, with a number of myths and misinformation challenged on the way. Here are twenty of the myths the Rally busted. Myth 1: EVs do not have the range or capability to do the job One of the most cited arguments companies make against fleet electrification is that electric cars and vans simply do not have the range or capability required for real-world fleet operations. The Rally put that argument to the test, with around 40 different electric cars and vans taking to the roads. Cars and vans completed daily journeys of between 200 and 300 miles, adhering to set stops and timelines. The results demonstrated that modern EVs can undertake substantial daily operations when routes and charging are planned appropriately. The Rally also showcased the latest generation of EV technology, with two teams behind the wheel of the BMW iX3. With a quoted range of more than 550 miles on a single charge, these teams barely had to think about charging. In fact, one team stated they never needed to charge beyond 70 per cent of the battery.

And while not every EV can travel 550 miles, the BMW iX3 does show how vehicle capability has evolved and what EV technology is capable of achieving. Myth 2: There is not enough decent public charging infrastructure For many potential EV drivers, there is a fear that there will be nowhere to charge on route or at their destination. The Rally provided a robust test of the UK’s charging options, with stops at 100–400kW ultra-rapid charging hubs, 22kW destination chargers in local car parks – and everything in between. With no team struggling to find a charge, the Rally showed how extensive the public charging network is, as well as the vital role that routing technology and apps play in seamlessly planning charging stops. Myth 3: Public charging is prohibitively expensive Charging costs vary according to location, charger type, operator and tariff, but the idea that public charging is universally unaffordable is not the case. During the Rally, Arnold Clark Charge highlighted an ultra-rapid charging tariff of £0.55/

EV Rally 2026

One enlightening check point on the Rally was the Fire Service College, where teams were able to explore what actually happens when an EV is involved in a fire kWh, reducing to 39p if subscribed to Octopus Electroverse, demonstrating that competitive public charging options are available. Myth 4: EVs are constantly catching fire Few EV myths have generated as much concern as the perception that electric vehicles are inherently dangerous because of battery fires. One enlightening check point on the Rally was the Fire Service College, where teams were able to explore what actually happens when an EV is involved in a fire. Lead instructor Paul Reames gave some data to give some perspective; EVs are 20 times less likely to catch fire than an ICE vehicle and on average, only five electric vehicles per 100,000, catch fire, compared to 110 ICE vehicles.

The Rally’s visit to Veolia’s specialist EV recycling operation in Birmingham also showed what happens to vehicle batteries once they have reached the end of their useful life. Teams got to see the recycling process at first hand. End-of-life batteries can be securely collected and discharged before being dismantled. Components are then separated mechanically, with battery cells processed to produce materials including plastics, metals and so-called black mass. Veolia showed how valuable materials from the black mass can be separated and purified, allowing recovered metals to be used again.

Myth 5: An EV fire is difficult to put out Paul continued to highlight that EV fires are different from conventional vehicle fires, not more dangerous. Battery fires present different challenges because of the possibility of thermal runaway and the potential for re-ignition. That means firefighters may need to manage the vehicle differently from a conventional car, including securing the area and monitoring the vehicle after the incident. Water remains the main firefighting resource – not any special foam or substance.

Myth 7: There’s no demand for second-hand EVs There are some long-standing concerns over the second-hand EV market, with some people worry that an older EV will not have enough range and the battery won’t last long. These are mostly outdated views and a stop at Arnold Clark’s dealership in Wolverhampton gave teams the chance to find out about the reality of second-hand electric vehicles, as well as get a convenient charge on site. Jamie Green, technical lead at Arnold Clark Charge, explained that the company has around 3,500 used EVs across its dealer network and that there is a massive choice of variety to suit most needs. And they are selling well – out of the 20 used electric vehicles on site the previous week, only seven remained.

Myth 6: EV batteries don’t last – and then they go to landfill Concerns about battery degradation are often accompanied by the assumption that an EV battery will need replacing after only a few years. The evidence emerging from modern EVs tells a different story. Analysis of over 22,700 electric vehicles by a leading telematics specialist showed that the average annual electric vehicle degradation rate is 2.3 per cent and will often last beyond a typical vehicle’s service life.

Myth 8: EVs do not perform properly in hilly or rural areas There are some concerns that electric vehicles cannot cope with steep hills or on rural roads. So, the Rally went looking for some of the toughest routes it could find. Teams drove over the Llanberis Pass in Snowdonia and Harthope Moss in the E Issue 167 |

EV Rally 2026

The Rally’s visit to Veolia’s specialist EV recycling operation in Birmingham showed what happens to vehicle batteries once they have reached the end of their useful life F Pennines, putting EVs through demanding climbs and descents. And driving long stretches on rural roads proved to be fine, with no vehicle running out of charge or unable to find a charger. Myth 9: EV tyres end up in landfill The assumption that used tyres simply have one destination – landfill – does not reflect the recycling processes already in operation. During a checkpoint at Kwik Fit in Warrington, the company demonstrated how used tyres collected during replacement services can be processed and shredded into rubber granulate or crumb. Those recycled materials can then be incorporated into products such as sports surfaces, playground flooring and road applications. Myth 10: Motorway service stations are not ready for EVs The traditional motorway forecourt was designed around the internal combustion engine, leading to concerns that existing road infrastructure cannot accommodate large-scale EV adoption. The Rally started at Moto Exeter, home to what was described as the UK’s largest public charging hub, including dedicated electric HGV charging. The experience showed how the conventional service station is evolving from a place to refuel into a place where vehicles can charge while drivers take a break. Myth 11: Electric HGVs are not available in the UK For cars and vans, electric models are now familiar. For heavy trucks, however, there is still a perception that the technology exists somewhere else and has yet to arrive in Britain. Aiming to disprove this, one checkpoint on the Rally was the DAF factory in Leyland where teams could see electric trucks being manufactured in the UK.

With production capacity capable of building around 30 electric trucks per day, the visit provided a powerful demonstration that electric HGV manufacturing is already part of Britain’s industrial landscape. Myth 12: EV charging takes too long Another barrier to EV adoption is the assumption that charging will take too long. The Rally demonstrated that with high-powered EV charging, this is not the case. At Gridserve Electric Forecourts and motorway service stations, teams were able to recharge rapidly, with many vehicles reaching 80 per cent charge before drivers had even finished their comfort break. Indeed, one team driving the BMW iX3 was able to add 249 miles of range in just 15 minutes and a further 204 miles in 12 minutes, demonstrating that fleet downtime need not necessarily be a concern. What the rally highlighted was that for most journeys, charging can be integrated into a driver’s existing break rather than becoming a separate activity. Myth 13: Electric vans are too heavy to carry useful payloads It is often believed that an electric van cannot carry the payloads needed to do the job, with the weight of the battery often cited as a reason. The Rally challenged this perception. Farizon, the Rally’s Logistics Partner, supplied SV electric vans to the organiser’s crew, enabling them to carry equipment to each location ahead of the participants. With up to 13m3 of cargo volume and a payload capacity of up to 1,350kg, these vehicles showed that electric vans can work over long routes and in real world business operations.

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Myth 14: Electric HGVs have nowhere to charge When the UK began its transition to electric vehicles, it was all about passenger cars. This means that much of the public charging infrastructure is not suited to larger vehicles, in terms of not having sufficient power, physical space or access. The Rally’s Trucks & Trailers route showed how things have changed. Teams visited dedicated eHGV charging infrastructure, including Gridserve’s Electric Freightway network and the Milence hub near Hull, where specialist high-power chargers and larger bays have been designed specifically around the requirements of electric trucks. Myth 15: The UK has no joinedup approach to fleet charging Many say that there is not a ‘joined-up’ approach to charging infrastructure in the UK, especially for fleets, but recent innovative thinking has addressed this. The Rally visited Stagecoach’s bus depots in Gillmoss, Chesterfield and Cambridge where its charging infrastructure is now being made available to other fleet users through Stagecoach’s Chargd service.

Sharing depot charging allows companies to earn extra revenue when their charging facilities are not being used, and helps to accelerate EV adoption by plugging some of the gaps in existing public charging infrastructure provision, especially for HGVs and larger LCVs.

EV Rally 2026

What’s more, the Rally visited System Edstrom in Corby, whose lightweight internal racking systems are designed to reduce the weight of van fit-outs.

Myth 16: Mass EV adoption will overwhelm the grid There is a long-standing question surrounding mass electrification and what happens to the electricity grid if millions of vehicles all plug in at once. But a number of emerging technologies is helping to address this. Smart charging, Vehicle-to-Grid and Vehicle-to-X technologies mean that EVs can actually be part of the solution. V2X technology allows vehicles to interact with homes, buildings and the electricity grid. EVs can be charged when electricity demand is lower and renewable generation is available, while compatible vehicles can potentially export electricity during periods of higher demand. That turns an EV from being purely an additional electricity load into a flexible energy resource. The first checkpoint on the Rally was a EVjuiceNgo’s facility in Bristol, where the company demonstrated the V2X capability in its charging systems, showing how bidirectional energy flows could become part of the future charging landscape. E

EV Rally 2026 F Myth 17: EV charging is disconnected from other forms of transport Another misconception is that charging infrastructure exists in isolation, with little consideration given to how people actually travel. The Rally visited the Fastned hub at Newcastle Airport as an example of strategically located charging infrastructure close to another major transport hub. Airports, railway stations and park-and-ride facilities can all provide logical locations for EV charging, allowing charging to become part of an existing journey rather than an additional destination. Myth 18: There is no EV charging innovation being developed in Britain It is sometimes assumed that EV chargers are simply manufactured overseas and imported into the UK. At EVjuiceNgo in Bristol, the Rally saw an established design and manufacturing business apply its expertise in industrial DC charging systems to the EV sector. It was another reminder that electrification is not simply about importing vehicles and chargers. It is creating new opportunities for British engineering, manufacturing, software and energy businesses. Myth 19: EVs have limited or no towing capabilities There is a perception that EVs are no good at towing, unable to handle the additional load. KGM – the Rally’s Vehicle Partner – disproved this assumption. In an interview with John Curtis, KGM’s Clive Messenger spoke about how the Musso EV has a towing capacity of 2.3 tonnes which is enough for most trailers, horseboxes and caravans. Clive shared his own experience testing the vehicle with a trailer, noting its responsive handling, solid stability and smooth overall drive.

Myth 20: EVs will never ‘take off’ Many still believe (and some hope) that EVs are just a fad and that they will never fully replace the ICE vehicle. The Rally finished at Everything Electric Greater London, at Twickenham, which is dedicated two-day event showcasing electric vehicles and clean energy. Regularly attracting more than 20,000 visitors at each event, this reinforces that the interest in electric vehicles is real. And the massive number of electric vehicles on display shows the immense effort of the automotive industry to ensure there is an electric vehicle for everyone. Beyond the myths The final message from the Mythbusters EV Rally was not that every challenge with electric vehicles has disappeared. It was that the conversation needs to move beyond outdated assumptions to recognise how far electric vehicles and charging infrastructure has come. And by putting a wide range of electric vehicles to the test across England and Wales, the 2026 Mythbusters EV Rally provided the real-world evidence to do just that. L FURTHER INFORMATION

For updates on next year’s Rally, contact Colin Boyton, event manager at colin.boyton@psigroupltd.co.uk and visit www.ev-rally.co.uk

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Traditionally, changing funders and suppliers has meant juggling multiple providers for three to four years while existing vehicle contracts run their course. IFM’s approach eliminates this hassle by managing entire fleets regardless of funder or ownership status, enabling businesses to change providers without years of complexity. Shaun Redhead, commercial director at IFM says: “From the moment you appoint us, you’re no longer dealing with multiple suppliers or that long, drawn-out process of managing

different funders for several years. You hand everything over to us, and we do the rest. “In doing so, we not only become your immediate single point of contact, we also ensure the best costs are achieved across the entire supply chain. By applying our terms, and implementing strict cost control, we begin making savings from day one.” The solution consolidates all fleet data onto IFM’s award-winning OSCAR fleet management platform, creating one point of contact for drivers and removing confusion about vehicle ownership, maintenance responsibilities, and day-to-day queries. M FURTHER INFORMATION

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HGV Decarbonisation

The ZEHID programme’s first report The first annual report for the Zero Emission HGV and Infrastructure Demonstrator (ZEHID) programme highlights progress in deploying electric HGVs across the UK, with more than 240 trucks and 40 charging sites established. However, high vehicle costs, payload constraints and grid connection delays remain barriers. We examine the report The first annual report from the ZEHID programme highlights progress in deploying zero-emission HGVs across the UK, while identifying the cost, payload and infrastructure challenges that must be overcome to for zero-emission freight to become viable for the masses. The UK’s Zero Emission HGV and Infrastructure Demonstrator (ZEHID) programme has deployed more than 240 zero-emission trucks and established over 40 charging sites, marking significant progress in the transition to cleaner road freight. However, its first annual report highlights ongoing challenges around

vehicle costs, payload capacity, grid connections and the infrastructure needed to support widespread adoption. Funded by the Department for Transport (DfT) with approximately £150 million and delivered through Innovate UK, ZEHID was established in 2022 to put battery electric and hydrogen-powered trucks to work across real-world freight operations. The evidence generated from the programme will then support future industry investment, infrastructure planning and policymaking. Its three active projects – Electric Freightway, eFreight 2030 and ZENFreight – are testing battery-electric and hydrogen- E Issue 167 |

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Real-world performance The battery-electric HGVs weighing up to 44 tonne vehicles, supplied by six manufacturers, are being used by 35 operators across multiple sectors and applications. Early results indicate that the vehicles are already operating successfully on commercial routes across the country. Monitoring has recorded more than 85,000 trips, 2.2 million miles travelled and over 550,000 tonnes of freight moved. The programme estimates that these operations have delivered an 81 per cent reduction in greenhouse gas emissions compared with equivalent diesel operations, saving more than 4,000 tonnes of CO2 to date. Most operators report minimal disruption to their day-to-day operations, with vehicles carrying payloads of up to around 25 tonnes.

Early results indicate that the vehicles are already operating successfully on commercial routes across the country. Monitoring has recorded more than 85,000 trips, 2.2 million miles travelled and over 550,000 tonnes of freight moved

HGV Decarbonisation

F powered vehicles in real-world freight operations, generating evidence to inform future investment and policy decisions. By the end of 2026, the programme expects to have around 300 zero-emission trucks in operation and 70 infrastructure sites established across the UK.

The findings provide encouraging evidence that zero-emission HGVs can meet the requirements of many commercial freight operations. However, the report makes clear that performance and commercial viability vary according to vehicle type, route length, payload and operating conditions. Claire Spooner, director of the Innovation Service at Innovate UK, said: “This report provides valuable insight into what is working, where challenges remain and what will be needed to support the wider transition to zeroemission freight.” E

HGV Decarbonisation

F Building the charging network Alongside vehicle deployment, ZEHID is helping to establish the charging infrastructure needed to support electric freight. More than 40 ZEHIDfunded charging sites had been commissioned by July 2026, spanning depots, shared facilities, public locations and customer sites. The infrastructure ranges from 43kW chargepoints to facilities offering up to 5MW of ultra-rapid charging, reflecting the different requirements of commercial fleets. However, grid connections remain a significant barrier. The report highlights considerable variation in connection costs and timescales between sites. One potential eFreight 2030 location was quoted a connection time of five years, prompting the project to redirect development efforts towards sites better suited to its demonstration timetable. For fleet managers, this reinforces the need to assess depot capacity, charging requirements and future vehicle demand together, rather than treating vehicle procurement and infrastructure installation as separate decisions. The challenge of long-distance freight Although early results demonstrate the potential of electric HGVs, the report identifies long-distance and heavy-duty applications as more difficult to decarbonise. During the early deployment phase, electric HGVs typically travelled around 840 miles per week, compared with approximately 1,615 miles for a sample of diesel trucks. Nevertheless, some electric vehicles have demonstrated long-distance capability, covering up to 500 miles in a day or 2,485 miles in a week. The report identifies larger battery requirements, reliance on en-route charging and higher charging costs as factors slowing progress towards total cost of ownership (TCO) parity for vehicles travelling more than 250 miles per day or operating at 40 tonnes and above. Payload capacity is another consideration. Electric HGVs are typically around 3.5 tonnes heavier than equivalent diesel vehicles when unladen. Depending on vehicle configuration, this can reduce payload by approximately 1.5 tonnes for a 42-tonne 4x2 vehicle and up to 3.5 tonnes for a 6x2. For operators transporting heavy goods, these restrictions can affect productivity and the economics of switching to electric vehicles. The report notes that some hauliers are therefore prioritising lighter loads and shorter routes.

The issue is particularly significant because long-haul and heavy-duty vehicles account for a disproportionate share of road freight emissions. Analysis by the Energy Systems Catapult cited in the report suggests these applications generate around 45 per cent of emissions despite representing approximately 12 per cent of the fleet. Progress in these segments will therefore be important to achieving wider emissions reductions across the sector. Making the business case The financial case for zero-emission HGVs remains highly dependent on the circumstances of individual operators. According to Electric Freightway analysis cited in the report, some specific use cases could deliver lifetime savings of £60,000 to £120,000 per vehicle over eight years when current grants are included. However, a substantial TCO gap remains in most cases. Upfront vehicle costs account for an estimated 45 per cent to 85 per cent of total cost of ownership before grants, making the initial investment a major consideration.

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HGV Decarbonisation

Other factors include vehicle utilisation, electricity and hydrogen prices, the balance between depot and public charging, and how infrastructure investment is financed and spread over time. Smaller operators may face additional difficulties because they have less access to capital and fewer opportunities to absorb financial risk or commit to longterm infrastructure investment. People and processes matter ZEHID also highlights the organisational changes involved in moving to zero-emission freight. Electrification affects more than vehicles, requiring coordination across fleet operations, logistics, procurement, maintenance and depot management. Drivers’ experiences have generally been positive, with even initially sceptical drivers adapting quickly and reporting benefits such as smoother acceleration and reduced noise and vibration. However, electric HGVs introduce new operational requirements. Operators must actively manage the relationship between

electricity supply and vehicle demand across sites, routes and charging schedules. This means successful deployment depends on developing the skills and processes needed to integrate new vehicles into existing operations, alongside investment in technology and infrastructure. Evidence to support the next phase The first annual report marks the beginning of a longer period of evaluation. ZEHID has now entered a five-year monitoring and evaluation phase running until 2031, which will examine vehicle performance, infrastructure use, costs, emissions and operational impacts in greater detail. The findings will help inform decisions by fleet operators, manufacturers, infrastructure providers, investors and policymakers as the UK works towards ending sales of new non-zero-emission HGVs in 2035 for lighter vehicles and 2040 for heavier vehicles. L FURTHER INFORMATION

Read the report here. Issue 167 |

RTX Scotland 2026

RTX Scotland shifts up a gear for 2026 From alternative fuels and zero-emission vehicles to infrastructure, compliance and operational efficiency, RTX Scotland 2026 offers fleet decision-makers the knowledge and solutions they need to shape the next generation of road transport HGV fleet operators looking for practical routes to decarbonisation will find an even broader range of vehicles, technology and expert advice when RTX Scotland returns this autumn. The Glasgow-based event is set to double in size for 2026, creating an expanded two-day showcase where operators can explore the products, services and innovations helping to deliver cleaner, safer and more efficient road transport.

Taking place at the Scottish Event Campus (SEC) on 18-19 November, the Road Transport Media exhibition – part of the Mark Allen Group – will build on the success of its inaugural event last year with a larger exhibition hall, additional floor space and extended opening hours from 9am to 5pm on both days. For fleet decision-makers, the enlarged show provides greater opportunity to compare powertrain technologies, supporting

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RTX Scotland 2026

How do I attend? RTX Scotland takes place on 18-19 November at the Scottish Event Campus (SEC), Glasgow. Attendance is completely free. Simply register at roadtransportexpo.co.uk/ scotland to secure your ticket and receive the latest event news and updates. Scottish Event Campus (SEC) Exhibition Way Glasgow G3 8YW Located on the banks of the River Clyde, the SEC offers excellent transport links and event facilities. The venue has its own railway station, Exhibition Centre, and is easily accessible by road and bus.

infrastructure and efficiency solutions before committing to long-term investment decisions. Vehicle and body manufacturers already confirmed for the event include DAF, MAN, Isuzu, Renault Trucks, Volvo, Thompsons and Terberg DTS. They will be joined by suppliers spanning tyres, fuel, components, technology, energy, compliance, training and workshop services, enabling visitors to assess how vehicles and supporting systems can work together to reduce emissions, improve safety and boost fleet performance.

At the heart of the exhibition, a two-day conference programme on the Knowledge Zone will bring together leading industry figures to discuss the key challenges and opportunities facing Scottish fleets and hauliers. Through a series of presentations and panel discussions, delegates will gain practical insight into best practice, emerging trends and the future direction of the industry. E

RTX Scotland 2026

Five reasons to visit RTX Scotland 2026 F The Knowledge Zone programme will run across both days of the show and will cover topics including skills, road safety, compliance, operational performance and the transition to net zero, providing valuable guidance for operators planning their future fleet strategies. A highlight of this year’s event will be on the second day, where Scotland’s Cabinet Secretary for Economy, Tourism and Transport Stephen Flynn MSP will deliver a ministerial address to hauliers attending the show. This year’s exhibition will also coincide with the Transport News Scottish Rewards breakfast event, now in its 32nd year, creating another important gathering point for Scotland’s haulage, logistics and fleet community. RTX Scotland show director Vic Bunby said: “The response to our launch event last year exceeded expectations, with strong visitor numbers, excellent exhibitor feedback and clear demand for a larger, longer event. “That has given us the confidence to expand RTX Scotland for 2026, creating more space, more exhibitors and more opportunities for Scotland’s road transport community to come together, do business and share ideas.” Organisers are also expanding catering and hospitality areas throughout the venue to create additional space for networking, meetings and informal business discussions. For fleets moving from ambition to implementation, these conversations offer an opportunity to explore vehicle suitability, energy and refuelling requirements, wholelife costs, maintenance considerations and day-to-day operational realities. By bringing operators, manufacturers and specialist suppliers together under one roof,

1. Compare vehicles side by side Get up close to the latest trucks, bodies and fleet technology from leading manufacturers and suppliers. 2. Hear from industry experts Pick up practical advice from conference speakers covering topics including compliance, road safety, skills, operational performance and the transition to net zero. 3. Find solutions for your fleet Whether you’re looking at alternative fuels, workshop equipment, training, tyres, telematics or fleet management software, you’ll find suppliers ready to answer your questions. 4. Network with industry peers Meet operators, suppliers and decisionmakers from across Scotland’s road transport sector. 5. It’s completely free to attend Registration is free, giving you access to the exhibition, conference programme and networking opportunities. RTX Scotland aims to provide a practical forum for product discovery, knowledge sharing and strategic fleet planning. Its larger format for 2026 is designed to help operators assess the market, challenge suppliers and learn from industry peers as they shape the next generation of fleet operations. M FURTHER INFORMATION

roadtransportexpo.co.uk/scotland/

Scotland’s one-stop industry event that’s all about the truck and everything related to it.

REGISTER NOW RTX Scotland will take place from 18-19 November 2026 at the SEC Glasgow. This exciting free-to-attend event brings together Scotland’s road transport community, offering visitors an unparalleled opportunity to explore the latest vehicles, equipment, and cutting-edge industry innovation first hand.

RTX Scotland

Road Test

KGM Musso EV After more than 1,000 miles on the 2026 Mythbusters EV Rally, the KGM Musso EV proved that an electric pick-up doesn’t have to drive like a truck, delivering the refinement and composure of an electric SUV with the practical addition of having a load bed. By Angela Pisanu What is it? KGM, formerly known as SsangYong Motor Company, has released its first fully electric pick-up for the UK – the Musso EV – bolstering a corner of the commercial vehicle segment that has been slow to electrify. It shares its name with KGM’s established diesel Musso, but the two vehicles are fundamentally different underneath. The EV uses a monocoque architecture rather than traditional pickup construction. This gives it a noticeably more SUV-like character and refinement. It has a 690kg payload and 2.3-tonne towing capacity – which although is less than many diesel pick-ups, will be sufficient for many fleet applications. What range does it have? The Musso EV has an 80.6kWh BYD lithiumiron-phosphate battery with a quoted range of up to 240 miles, and our test showed that to be realistic. However, there is a small but notable drop in estimated range

when the air conditioning goes on. Load, speed and towing will also have an impact, so fleets should bear that in mind. There’s also adjustable regenerative braking, operated through steering-wheel paddles, which can help maximise efficiency. KGM says the Musso EV can rapid charge from 20-80 per cent in 31 minutes. There’s also vehicle-to-load capability, allowing the battery to supply power to equipment, which could be useful for tradespeople and mobile workers. How does it drive? With 339Nm available instantly and a motor on each axle, the Musso EV has plenty of take-off. KGM quotes 207PS, and acceleration to 62mph is around eight seconds. That makes it considerably more energetic than the usual diesel pick-ups. The power delivery is smooth, with the AWD system automatically distributing torque between the axles.

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Road Test

The suspension deserves credit, too. The rear uses a self-levelling system designed to maintain stability as the load changes. Inside, it’s considerably more refined than a traditional pick-up. The cabin is spacious, with a comfortable upright driving position and excellent visibility. One point to note however is that various safety systems – such as lane keeping and driver monitoring – are pretty intrusive. While these can be turned off, they are reset every time the vehicle is turned off. The dashboard has a pair of 12.3-inch screens incorporated into a panoramic display. There’s plenty of standard equipment, too. Heated and ventilated front seats, heated rear seats, dual-zone climate control, a heated steering wheel, 360-degree camera, navigation, Apple CarPlay and Android Auto all feature. What does it cost? The Musso is well-priced at £39,995 including VAT with the £5,000 Plug-in Van Grant. For company drivers, the tax position is compelling. KGM quotes a four per cent

Benefit-in-Kind rate for 2026/27, with monthly BIK costs from around £30. Why does my fleet need one? The Musso EV combines the practicality of a working pick-up truck with the comfort and refinement of an SUV. While its payload and towing capacity are less than many diesel pick-ups, the Musso EV would work well for those carrying moderate loads such as trade people, utilities, local authorities, housing contractors and service fleets. The low BIK rate is another compelling case for businesses. L FURTHER INFORMATION

www.kgm-motors.co.uk KGM Musso EV POWERTRAIN: 80.6kWh battery, 152.2kW motor, 4WD RANGE: 240 miles EFFICIENCY: 2.9 mi/KWh PAYLOAD: 690kg CO2: 0g/km BIK: 4% PRICE: £39,995, including VAT and Plug-in Van Grant

Road Test

Kia EV2 Long Range The Kia EV2, the smallest of all Kia’s electric vehicles, is an affordable and highly capable vehicle that packs big-SUV energy into a compact package, finds Angela Pisanu What is it? The Kia EV2 is an important car for Kia. It takes the brand’s already broad electric line-up into the compact B-SUV class, providing a smaller and more affordable alternative to the EV3 while retaining the practicality, technology and long warranty that have become Kia staples. Kia’s focus model in the UK is the 61.0kWh Long Range version, available in Air, GT-Line and GT-Line S trim. There’s also a limited-run First Edition with a smaller 42.2kWh battery. Its quirky, boxy design gives the Kia EV2 a distinctive presence, while its compact dimensions give it the attitude and presence of a much larger SUV. The EV2 joins the EV4 on Kia’s European production line in Žilina, Slovakia. What range does it have? On a test driving day organised by Kia, I drove the EV2 in both Air and GT-Line form, both with the 61.0kWh Long Range battery. The Air is the range champion, with up to 275 miles, while the GT-Line has up to 261 miles.

The EV2 allows a maximum charging rate of 118kW, with a 10-80 per cent charge taking around 30 minutes when connected to a 150kW DC fast charger. An 11kW AC charge from 10100 per cent takes five hours 35 minutes. To recoup some range back, the EV2 features a wide variety of regenerative braking modes. ‘Auto’ regen, accessed with a long hold of the right paddle, operates the system automatically. A long hold of the left paddle engages i-Pedal mode which itself features four different levels of regenerative braking strength. How does it drive? The EV2 is a nippy, agile and comfortable ride. It produces 133bhp and 250Nm, with 0-62mph taking 9.5 seconds in Air form and 9.7 seconds in GT-Line. The instant torque makes pulling away from junctions and getting into gaps in traffic effortless, while the compact dimensions make the EV2 easy to maneuverer around town.

Road Test

The EV2 deals with rough road surfaces well and road and tyre noise are impressively well suppressed. Kia has used extensive insulation, acoustic glass and sound-absorbing materials to create a peaceful and refined cabin. Inside, there’s a three-screen dashboard comprising dual 12.3-inch displays and a 5.3-inch climate-control screen, while wireless Apple CarPlay and Android Auto, Kia’s connected-car navigation system, over-the-air updates and its AI Personal Assistant are all part of the package. The Air’s material interior is comfortable and feels durable, while the GT-Line gets a smarter two-tone artificial-leather finish and hammock-style headrests. There’s also plenty of room in the back seat row, helped by the EV2’s dedicated EV platform and clever packaging. What does it cost? The Long Range Air starts from £24,245 after the £3,750 government plug-in grant, making it one of the most affordable ways into Kia’s electric range. The GT-Line is £28,995 after the government plug-in grant, and while it’s more that the Air, it brings a more upmarket interior, sportier design and additional equipment. Why does my fleet need one? The Kia EV2 is a particularly convincing small electric SUV, combining an impressive level of standard equipment with a comfortable ride, quiet cabin and enough range for many fleet users.

The Air is arguably the rational fleet choice; it has the longest 275-mile range, the lowest price and all the essential equipment. But the GT-Line is likely to be popular too. You sacrifice a little range compared with the Air, but gain a more premium interior, a sportier exterior, and a higher equipment level. There’s also Kia’s seven-year/100,000-mile warranty, with the battery pack covered by a further year, which is particularly reassuring for high-mileage fleet operators and should help reduce concerns around long-term ownership. L FURTHER INFORMATION

www.kia.com Kia EV2 Long Range POWERTRAIN: 61.0kWh, 99.5kW motor RANGE (WLTP): 275 (Air), 261 (GT Line) EFFICIENCY (WLTP): 4.08 mi/kWh (Air), 3.85 mi/kWh (GT Line) CO2: 0g/km VED: £10 first year, £195 thereafter BIK: 4% PRICE (OTR): £24,245 (Air), £28,995 (GT Line) after plug-in grant

Issue 167 |

emex 2026

Powering the transition: why fleet professionals should visit emex 2026 With less than 10 weeks to go until emex 2026, hundreds of visitors have already registered for two days dedicated to the technologies, strategies and practical solutions driving the UK’s energy transition Taking place at Excel London on 25–26 November, emex will bring together more than 4,500 professionals, 100+ expert speakers and 100+ exhibitors working across energy management, electrification, sustainability, smart infrastructure and net zero. For GreenFleet readers, the connection between transport and energy is becoming increasingly important.

As organisations electrify their fleets, decisions around vehicles can no longer be considered separately from energy. Charging infrastructure, electricity costs, grid capacity, onsite generation, battery storage, flexibility and managing demand are all becoming part of the fleet transition. For businesses and public sector organisations planning larger electric

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emex 2026

fleets, understanding where that power will come from, how much it will cost and how demand can be managed will be crucial. Energy and fleet electrification come together The free-to-attend emex conference programme will explore many of the wider energy challenges affecting organisations investing in electrification. Among the speakers confirmed for 2026 is Tom Parsons, commercial director at Good Energy, a specialist in the UK energy market with extensive experience helping businesses and households reduce energy costs and decarbonise. His experience includes the development of EV and battery charging tariffs, alongside solar, renewable power and other technologies designed to support the energy transition. Also joining the programme is Rachel Stanley, director of commercial product and revenue growth at OakTree Power. OakTree Power works in energy flexibility, helping organisations use existing assets more intelligently and participate in a more responsive electricity system. That wider conversation around flexibility will become increasingly relevant as organisations add EV charging and other electrical loads to their estates.

Managing demand, costs and resilience The expanded Power Responsive Theatre will explore flexibility, demand-side response and distributed energy resources, looking at how organisations can better manage energy demand, reduce costs and support a more resilient electricity system. For fleet operators installing charging infrastructure, these issues are increasingly significant. Electrification can create substantial additional electricity demand, particularly at larger depots and operational sites. E

emex 2026

“emex is the place to meet the decision-makers of today and find the solutions for tomorrow.” F Understanding when vehicles charge, how that demand can be managed and how onsite generation, storage or flexibility could support operations may become just as important as choosing the vehicles themselves. The new Solutions Showcase will put practical implementation centre stage, featuring real-world projects, technologies and measurable results. Visitors can also explore solutions across the exhibition covering energy management, onsite generation, smart technology, battery storage, controls, carbon reduction and wider sustainability. Looking beyond the vehicle The transition to lower-carbon transport sits within a much bigger energy challenge. emex will examine issues including energy security and volatility, climate resilience, electrification, intelligent buildings and how organisations can reduce unnecessary energy consumption. Roundtables and networking sessions will also provide opportunities to meet peers, experts and solution providers and discuss the practical challenges involved in turning sustainability plans into action. Previous attendees have highlighted the value of bringing decision-makers and solutions together.

Simon Graham, head of innovation, De Courcy Alexander Ltd Whether you are already operating electric vehicles, planning the next stage of fleet electrification or starting to assess the infrastructure and energy requirements involved, emex provides an opportunity to look beyond the vehicle itself and understand the bigger energy picture. Hundreds of visitors are already registered and there are now less than 10 weeks to go. Don’t miss your chance to join them at Excel London on 25–26 November. Register free for emex 2026 below. M FURTHER INFORMATION

https://forms.reg.buzz/emex2026/110926-green-fleet

SAVE THE DATE THURSDAY 10TH DECEMBER MOTORCYCLE MUSEUM, BIRMINGHAM

CONTACT COLIN BOYTON:

Colin.Boyton@psigroupltd.co.uk 020 8532 5704

events.greenfleet.net

PERFORMANCE ENHANCED. £1000 SAVED. †

WHEN YOU

TEST DRIVE THE NEW 2.2 ISUZU D-MAX

BOOK A TEST DRIVE AT ISUZU.CO.UK

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4x4

Off-Road Capability

3.5

Tonne Towing

400

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1.0 Tonne

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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. † £1,000 saving applies to all Isuzu D-Max models purchased post test drive, offer starts 1st October and ends 31st December 2026, not to be used in conjunction with any other retail offer. Contact your local Isuzu dealer for more information. Isuzu (UK) Ltd a subsidiary of International Motors Limited.