The Russian invasion and war in Ukraine have brought some fairly swift economic retaliation from the UK, USA and EU. Russian banks and companies have been sanctioned, as has a long list of individuals.
Daimler Truck revealed its plans for an independent future at a press conference last month as it heads towards separation from its parent company and stock market listing by the end of the year.
Two specific issues have been identified with hydrogen that the truck sector needs to deal with: firstly, the development and construction of efficient fuel cells. Then secondly, the distribution of hydrogen to ensure that trucks can be refuelled safely and quickly.
As we know, the government plans to end the sale of petrol and diesel powered cars and vans by 2030. Provided the industry can produce enough electric vehicles by then, there seem to be few barriers to ensuring the date is met. It’s a different story where heavy trucks are concerned though and diesel powered vehicles are likely to still be keeping us supplied after 2030.
The government’s announcement last week that it is cutting the grants for plug-in vehicles makes very little difference to HGV operators on the simple basis that only three commercial vehicles with GVWs above 3.5 tonnes are currently eligible for any kind of grant support. These are the BYD Auto eDucato 4.25-tonne GVW van, the FUSO eCanter and the Paneltex Z75. There is no grant funding under the scheme for trucks over 12 tonnes GVW anyway.
Last month, Daimler Trucks and the Volvo Group finally established the hydrogen fuel cell joint venture the two companies announced last year. It promises a significant step forward in the production of electric drivelines for both companies.
As first reported on motortransport.co.uk, it looks as though some 20 years of campaigning by Dick Denby of Denby Transport in Lincolnshire is about to pay off and the government will give the go ahead for trials of the Denby Eco-Link B-double road train from next month.
Have you met a professional driver who is not concerned about road safety? All of us who have driven a 16.5m or 18.75m long vehicle in city traffic are acutely aware of the additional hazards presented by pedestrians and cyclists around us, particularly in poor visibility. If the Direct Vision Standard (DVS) being introduced by Transport for London (TfL) on 1 March helps to remove some of the stress involved in city driving and reduces the number of people who […]
Visitors to the virtual Commercial Motor Show at the end of September may have sat in on the break-out session on eco trucks, when Andrew Malcolm, chief executive of the Malcolm Group discussed a proposed trial of 48-tonne GCW trucks to feed railheads for intermodal operations.
In my archive, I have a Commercial Motor road test cutting, unusually with an accompanying video, dated 15 December 1996. It is of a back-to-back road test of two identically laden ERF EC12s belonging to BOC Distribution, carried out by Toby Clark, then vehicles editor and me, then engineering editor.