Aaron Engineering Group has invested in its first zero-emission EV van, kickstarting plans to transition to a fully electric fleet.
The transition is part of Aaron''s pledge to become a net-zero carbon business by 2030. Over the coming months, more vehicles in its existing fleet will be replaced with environmentally friendlier electric alternatives.
A government study found that, as of 2019, transport was responsible for 27% of the UK''s total greenhouse gas emissions [1]. Electric vehicles produce no direct tailpipe emissions, making them less harmful to drive.
Nigel Eastwood, Aaron Engineering Group''s managing director, commented: "We are committed to being an environmentally conscious business, and have aims to become a carbon neutral business by 2030. Transitioning to an electric fleet is just part of this commitment, and I''m delighted that we have begun the process."
As part of its drive to become a greener business, Aaron has implemented a range of programmes and policies – including a cycle-to-work scheme, which encourages employees based in its head offices to swap their cars for bikes.
A special waste management system also helps the group to establish whether some items due to be disposed of could, in fact, be reused. PPE, for example, is compliance checked, and recycled if it meets certain requirements.
This all helps to reduce waste. Aaron Engineering Group''s net-zero pledge is part of an overarching commitment to investing in the future and adding social value. This involves engaging with the communities it works in, and supporting Britain''s service people.
Learn more about the measures it has taken to invest in the future here: https://
Aaron Engineering Group Limited, Registered in England and Wales, Number 12709136
Coral Davenport covers energy and environmental policy for the climate desk from Washington. She was part of a Times team that was a finalist for the Pulitzer Prize for distinguished public service journalism in 2020, and part of a Times team that received Columbia University’s John B. Oakes award for distinguished environmental journalism in 2018. More about Coral Davenport
Neal E. Boudette is based in Michigan and has been covering the auto industry for two decades. He joined The New York Times in 2016 after more than 15 years at The Wall Street Journal. More about Neal E. Boudette
President Joe Biden signed an executive order last week setting a target goal of zero emissionsfor half of all new vehicles sold in 2030, including battery-charged electric, plug-in hybrid electric and fuel-cell-powered vehicles.
Among the infrastructure investments included in the order are:
Additionally, new rules for auto emissions, slated to be applied for model year 2023 vehicles, will cut carbon dioxide emissions annually by one-third during a car''s lifetime— in total, about 200 billion gallons of gas.
U.S. automakers are aligning with the change, contingent upon a spending bill that allocates billions for a national electric vehicle charging network and tax credits that support both manufacturing and consumer purchases.
Steven Polzin, a nationally renowned expert in transportation systems and policy, is a research professor at Arizona State University''s School of Sustainable Engineering and the Built Environment, and part of ASU''s U.S. Department of Transportation TOMNET University Research Center. Polzin recently completed an appointment as the senior adviser for research and technology in the Office of the Assistant Secretary for Research and Technology.
Polzin, who testified before the U.S. Senate Subcommittee on Transportation and Infrastructure in May, answers questions about how Biden''s vision to move toward zero-emissions vehicles can be attained.
Question: What are the most critical components to successfully escalating the adoption of electric vehicles?
Answer: Ultimately the technology needs to work in a way that makes consumers happy. It has to be affordable, convenient, reliable and safe.
In the near term, regulation and market interventions such as tax credits, exemption from transportation user fees — gas tax or road user fees — subsidies for the development of charging stations and federally supported research can stimulate interest and deployment.
In the long run, EVs need to satisfy consumers in a financially and environmentally sustainable fashion. This is particularly true since the U.S. only contributes about 14% of global greenhouse gases, and all transportation contributes an estimated 29% of U.S. CO2 equivalent greenhouse gases. So, America can''t solve this problem on its own, and the technologies need to be viable and affordable globally. Not every country will have the will or the ability to subsidize the transition to EVs. Ultimately the success of EVs is dependent on EVs performing in a way that makes them the first choice of consumers. U.S efforts to advance EVs to the point where they are the preferred choice absent market interventions is critical to global adoption.
At the operational level, several things need to go right. The battery technology needs to keep improving and becoming cheaper with the impacts from battery production and disposal able to be mitigated. The charging infrastructure needs to be in place, and the power grid and generating capacity need to be able to meet demands. For EVs to have the desired benefits, the sources of electricity need to be less carbon-intensive such that the carbon emissions associated with the generation and transmission of the electrical power needs to be meaningfully less than the emissions from the increasingly efficient internal combustion engines they replace.
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