Welcome to our latest Journey to Zero podcast where we delve deep into the electrification of commercial transport, a crucial step towards a sustainable future. Today, we’re joined by Phil Kershaw, Director of EBus at EO Charging, as he unpacks the complexities and innovations behind transitioning fleets to electric vehicles. With over a decade of experience in the bus industry and significant strides at EO Charging, Phil brings invaluable insights into overcoming the cost barriers, resistance to change, and infrastructure challenges that come with electric vehicle adoption.
[PODCAST TRANSCRIPT]
Georgia Lomas:
You’re listening to the Journey to Zero podcast hosted by Alltruck Zero. If you want to stay ahead of the game and find out more about the very latest green truck technology, or you’re looking for hints and tips on how to decarbonise your own fleet, then this is the place for you. In this podcast, we’ll be sitting down with the thought leaders who are guiding the way on the journey we’re all on as we work to decarbonise the transport industry.
Georgia Lomas:
Today we are welcoming Phil Kershaw, EOS director of EBus, to the podcast. Welcome, Phil.
Phil Kershaw:
Hi, yeah, thank you. Thank you for having me.
Georgia Lomas:
No worries. Could you please introduce yourself and your role at EO charging?
Phil Kershaw:
As you said, Phil Kershaw, I’m head of the bus team at EO charging. So we look after the UK bus market when it comes to providing infrastructure and ongoing services through, cloud. That’s what I do. I’ve been around the bus industry for well over ten years, I think nearly twelve years now. Last two years at EO charging and then before that I was with Alexander Dennis, who were the market leaders. Still are, I think, in EV’s within the UK. So I was with Alexander Dennis for just short of ten years. I ran there EV platform for the UK and pretty much the whole of the globe.
Phil Kershaw:
So that was the introduction of the vehicles with BYD to the UK market, which became the market leading product for four or five years. And then I worked on the first integral all ADL product for North America as well, and then decided that it would be good to move to the infrastructure and start to work on some projects on how you actually get the electricity into the things.
Georgia Lomas:
Could you give us an introduction to EO charging?
Phil Kershaw:
Yes, yes. So this year is a great year for EO, actually, because it’s our 10th year, so we’ve been around for ten years now, which is great news for anyone to achieve that mark in today’s climate. So, founded in 2015 by Charlie Jardine, and from there we’ve grown the company. So we started off with hardware manufacturer and we’re now starting to transition our proposition away from just being that manufacturer, but into a more commercial grade charge assurance provider. So delivering what customers uptime is going to be the key thing for any fleet or bus operator in terms of having vehicles ready for the next day. So we see that as a shift and we’re starting to move into that technology space rather than just solely being an AC hardware manufacturer. There’s been some good wins for us along the way. 2020 we won a great deal with Amazon, which saw us taking on a pan european electrification contract which included some installations, software and maintenance and looking after their estate.
Phil Kershaw:
As it stands today, we’ve got over 6000 assets under management with them across nine countries, 100 plus depots. And right now we’re in the high 99% of availability, which is a great feat if you compare that to something like the public space where availability is 60 70%, it’s great to be not quite there, but almost at that hundred percent mark. So that’s. We’ve really grown that relationship with Amazon over the last few years. And then in 2021, which was just before I joined, we saw the gap in the market, in the truck space and the bus space. Everything had been heavily focused on the vans. So the last mile type operations, because the vans were readily available, everyone started moving to those during COVID as everyone started to do the shopping online. And then coming out of that we realised there was a big gap where there was a huge opportunity to start to go after the bus market because there was grant funding from the government had just been released and regions were looking to accelerate their goal to net zero.
Phil Kershaw:
And then again in the truck space as the oems were starting to bring the products to market. So we launched a team then and we’ve kind of grown from there over the last couple of years. And then the latest thing for us, which we’ll get into a bit, is our EO hub launch, which was sort of back into last year, that’s now in the market doing energy management pieces for a few of our key customers.
Georgia Lomas:
Great. So when it comes to commercial vehicle charging options, what sets eo apart from other competitors?
Phil Kershaw:
Yes, I think we see ourselves as a full stack partner. So we’re not just here to get your infrastructure in the ground and then run away and leave you to it. We’re going to be there all the way along the full journey with you. So we will start with that delivery, getting you on site, understanding what your requirements are, how you’re going to get your fleet electrified, what do you need to get the depot, do you need new power, that sort of thing. So we’ll work out all of that for you. Do smart fleet consultations, do the designs, select the right hardware, you know, and that, you know, that’s just the base of the, of what you need to get going. But once you’ve got stuff in the ground, you then into, you know, how do you manage that? How do you keep it going? How do you guarantee that your vehicles are going to be ready to go through the next. Ready to go for the next day’s operation.
Phil Kershaw:
And that’s where we believe the technology stack and the shift away from that manufacturing becomes key to operators. So we then, you know, on top of the build, we then layer our charge assurance, which is sort of essentially our uptime guarantee, if you like, where we can ensure that those, the infrastructure is going to be working operational and every, you know, your vehicles are going to be ready for the next day. That’s delivered through our 24 7365 support. So our technical operations center and we can provide a full turnkey delivery service in the aftermarket, just making sure that everything’s up, everything’s looked after and what have you. And then on top of that, energy management, that’s going to be one of the key things. I think moving forward, as everybody starts to electrify energy power is going to become something that everybody’s fighting over. And with our energy management systems, we can potentially limit what you need to site balance the power balance of charging over what you’ve got as available energy. So we can help reduce the capex, keep the opex as well to a minimum, and ensure that wherever you’re charging is wherever we need to charge the vehicles, we can get it into whatever window of either time availability.
Phil Kershaw:
We’ve got all power availability, and we can manage that across the full site. And then beyond that, it’s looking at things particularly with fleets and buses during the day the vehicles are out. They’ve got a lot of assets sat there, which ultimately earning them no money. How do you then monitise them? What can you do to get. What can you do to get a bit more revenue, a bit more return on that investment? So we can look at propositions where you can increase the revenue that perhaps those assets would get you. Everything we deliver, when it comes to the operational side of things, is underpinned by the EO cloud and the EO hub. So the EO cloud is our software platform, which delivers and helps us monitor all the charges to give that up time guarantee. And then the EO hub is our.
Phil Kershaw:
We call it the brain of the depot. That’s essentially what does all the management of the chargers on site to ensure that they don’t go over peak. They stick to whatever schedule we set them and they’re delivering what we want on site. And the other bit about the hub is that it works remotely. So there are a lot of load management systems out there, but they’re all cloud based. You lose the cloud, you lose that capability. Now, with the hub, you lose that connectivity, the hub will continue to manage the depot so it can work without that online connectivity, which, you know, I think. I think sets us apart from a lot of it.
Phil Kershaw:
And then, you know, the final bit and the big thing for me is people, you know, we’ve got a diverse experience within the team. We’ve got people who’ve been around the charging industry since, you know, since the early days, in the early two thousands, mid two thousands. And then when it comes to the, the fleet and the bus teams, we’ve got people that are from the industry. So they’ve either worked with operators, work with oems, works with organisations that have previously delivered projects for these types of clients. So we understand it. You know, we’ve got a team that understand the industry. We’ve got lots of experience. And when it comes to talking to the clients, I think that’s a big bit and helps get over some of the hurdles that they might have when they’re talking to somebody that understands the industry has been through that journey and understands how you get there and how you address some of what they would see as the challenges.
Phil Kershaw:
It helps open the door and hopefully you convert them a little bit quicker than perhaps they would have done talking to anyone else.
Georgia Lomas:
So that brings me nicely onto my next question, which is what challenges have you had to overcome with introducing the new EO products?
Phil Kershaw:
Yes, I think it’s not just EO products. It’s that general shift to decarbonisation starting to electrify the fleets. You know, you can, you could really look at it from that perspective. So, you know, big things are, you know, resistance to change. There’s, there’s a lot of people that have been running fleets and running things, doing it in a certain way and it works. And, you know, it’s, you know, it’s almost that mentality, well, if ain’t broke, don’t fix it. And it’s trying to convince them that the right thing to do is move to the electrification, to decarbonise the fleet, have that benefit for the environment and all the other good stuff that we know that it brings. So it’s getting those guys to change.
Phil Kershaw:
It’s ultimately a culture shift away from what they know and what they’ve been doing. And I think a lot of education and giving them a better understanding of what it is they do, how our products can support them, how our services will ensure they deliver, can unlock some of that. You know, these cost is always a big one when you. When you’re talking about decarbonisation because, you know, as we know, the vehicles are more expensive than their equivalent ice, you know, and then on top of that, you’ve also got to find the cost to them, putting some infrastructure. And when you, when you start to look at some of the heaviest stuff. So when you get into the truck and the bus space and you’ve got vehicles that have got, you know, a 300 plus battery capacity, you then into the DC side of the market, which tends to require new grid connections, bigger charges to ensure that the fleet’s charged, that, you know, that the costs can. If you were to just look at them at day one, you would say, why would we spend that money? And that’s a big thing to overcome. Now, there are ways you can address that.
Phil Kershaw:
There are different things you can do. And one of the big things, I think, is going to be looking at as a service model. So sort of leasing the assets over a period of time similar to what people do with the vehicles, it gets rid of that headache in capex and allows it to become more of an opex, which ultimately helps the books at day one. And then you kind of almost replacing your diesel with some electric infrastructure. So whether it’s cost neutral or there’s a slight increase, who knows? But you, you’re going to see it as going through that part of the business rather than thinking, I’ve got this big number to pay at the start. So there’s ways we can unlock ways we can. And we have unlocked that challenge with the as a service models.
Georgia Lomas:
So your mission at EO is to create a new charging ecosystem for EV’s that enables energy autonomy. Could you explain to listeners what this means?
Phil Kershaw:
Yeah. So look, our mission, as well as accelerating zero carbon commercial transportation with sort of innovative and efficient, ultra reliable electric charging assurance, is that that’s quite complex. We want to make it simple, reliable and accessible. That’s ultimately what we want to get to. And having that autonomy from the energy is about ensuring that our clients, the fleets, they’re not having to worry about where’s the power coming from, how do they do it, how are they going to deliver it, and that sort of thing. And a key part of that is energy management. So with our EO hub offering, we are able to provide a solution that will ensure that whatever that we can provide a solution that will fit within the boundaries that they’re site or the limitations of their site have got. And, you know, it can, you know, as I said before, it can work for two things.
Phil Kershaw:
One, if there’s. If they can only get a certain amount of capacity. We can then, you know, manage the charging for that. We’ve got some clients where they. They can, they’ve got a one and a half NVA connection, but in order to charge the fleet, they need three things. It works out three and 3.3 energy. Now, if you were doing that without any energy management, you would need to bring in a connection that was 3.5 mva to enable you to charge at the peak. But with our energy management, we’re managing to put that amount of energy through with one and a half NVA connection.
Phil Kershaw:
And that’s because we’re using the hub to manage the fleet, manage what vehicles are getting charged at what time, and ensuring that we don’t go over that peak. But by the, you know, 04:00 a.m. When they start to run way vehicles out the next day, everything is 100%. So it really creates that flexibility and allows you to bring in a connection quicker. If, you know, if there’s a time, if there’s a time limit on bringing something, bringing in a bigger connection, or it allows you to keep that capex down, because you can bring in a smaller connection, which means you lower cost on the infrastructure, and then you just manage it, you know, manage it over, over time.
Georgia Lomas:
In the EO 2024 predictions article, you talk about the importance of investing in and implementing effective active load management solutions, and you’ve talked about that a bit today. So could you just explain in a bit more detail what this is and why it’s so important?
Phil Kershaw:
Yeah. So a little bit of what I’ve said before, but as more and more fleets electrify, there is going to be a demand on the grid that perhaps today it isn’t going to be able to provide, but over time it will be able to. As the distribution network operators upgrade the network, the power will become available. But you find in some areas that the connection you want could be four or five years away. The nearest one could be 7 km away. It’s very much a lottery when it comes to where’s the power that you need and is it going to be affordable? Energy management allows you to be flexible with that and look at what else can we do? What other types of connections could we take? Could we take a timed connection where you take so much during the day with an increase overnight when your vehicles are charging? Can we take a lower load, balance the charging out over the period of time that we’ve got when the vehicles are on charge, and energy management allows you to access those types of opportunities that there might be which could accelerate your ability to decarbonise the fleet. So that is really one key, key, key against it. And again, you know, longer term, that will provide some stability for the grids as well because, you know, as you start to look at other, you know, as you start to look at demand response services with the grid, whereby, you know, if there’s, if there’s a peak coming through an area, you know, we can, we can help reduce the load of the level of the charges so that they’re not pulling as much from the grid for a period of time to ensure there isn’t a spike.
Phil Kershaw:
And it, it goes over the set frequency that the grid needs. So it brings all of that into play and will, over time help the stability of the grid as well, I believe.
Georgia Lomas:
Right. So what are businesses reservations when you’re talking to them about commercial charging cost?
Phil Kershaw:
I think cost is the biggest barrier at the minute. When you start to look at the cost of the vehicles, as I mentioned, sometimes you can be twice the price of the equivalent ice vehicle. And then you start to add the infrastructure, new grid connections, that type of thing, it becomes very hard to sell that capex internally that you need to spend potentially millions rather than a couple of hundred thousand on some new vehicles. So that becomes a barrier. But again, there are ways that we can unlock that. You’ve got resistance to change as well. So there’s, you know, do we, do we really want to do this? Is this the right thing for us? Should we do it now? Should, you know, should we just keep carrying on as we are until, you know, until the deadline arrives and then we’ll worry about it then rather than making the jump now. So, you know, there’s that type of thinking and, you know, I think the other bit is a lot of it is, you know, are the vehicles going to actually deliver what we need them to? Are they going to be reliable? Are they going to be efficient? Can we run the same operation? That’s where their heads are at the minute.
Phil Kershaw:
And I think as they start to trial vehicles, as they start to run things, you know, see how charges work, see how the infrastructure grows around the road network as well, that, you know, that apprehension will start to start to waver and they’ll realise actually, these can, you know, these can do the, do the job. There was, when I first started out in the bus industry, you know, there was a lot of, there was a lot of resistance to the EV’s. Can they, can they do the job? Can they deliver the same level of service. Can we do the same number of miles that we’re doing now without needing extra vehicles? And as more and more vehicles have gone out onto the road and we’ve seen how, how reliable they can be, what the performance of them is like, you know, all of a sudden it’s, no, no one’s saying can the vehicles do it? It’s, they know they will do it and, you know, and it’s, and it’s now just, you know, just a matter of getting the right funding to be able to afford to transition rather than actually having any reservations for doing it. Because they know that once they put the vehicles out, there are a few routes which will be challenges. But for the majority, vehicles can do what they need them to do.
Georgia Lomas:
So how is EO helping and supporting customers looking to move to an electric fleet?
Phil Kershaw:
Our full end to end solution, our full turnkey delivery is a great tool that, that is helping organisations understand what it is they need to do, how they can do it. You don’t need to do everything in one big bang. How do you take a phased approach to this? How do you make whatever you’re going to put in there scalable so you can cover what you’re doing just now, but have that ability to expand the fleet over time? I think takes away a lot of the reservation when it comes to setting the site up because it’s, you know, you do it once and you do it right, so you size your connection for the future, but you only operate what you need to now, which is, which is a great thing. And then our technology stack, the charge assurance, the energy management, the monetisation of the assets, when you start to add all of these propositions up, they all become very powerful tools to prove that you can deliver and ensure that you are going to get that uptime guarantee across it. Ultimately, cost is one of the biggest barriers. Well, if you can move it away from a capex into sort of an opex and look at it as a service model over a tenure of 5810 years, whatever your business might be, it starts to then become a lot more affordable so you can start to transition a lot quicker.
Georgia Lomas:
What do you think the UK could learn from other countries in order to meet our net zero commitments?
Phil Kershaw:
So, yeah, good question because I actually think at the minute that the UK is actually leading the way in some areas of it and there are some areas where we need to reflect on what others have done to try and try and push that switch. So if you, if you look at say, the public charging network, there is there’s been a lot of funding put into that, there’s been a lot of growth that’s gone into that. And the number of charges every year is increasing, which is great for passenger cars, but it doesn’t address the commercial vehicle bit of it, because, you know, you can park a car on it, but if you wanted to put a van on it, you hit on any of the charges, you. If you’ve got a small van, you’re all right, but anything know, bigger than a seven and a half tonny, you’re going to struggle. So it’s very much public orientated at the minute. And then in the bus market, I think with the funding that the government have put in and how they’re helping accelerate the fleets to zero emission is making us leaders in that space. We’re transitioning the fleet within some of the biggest private organisations within the UK as quick as possible, as well as the municipal owned fleets, and we’re doing good in those two spaces. But where we’re lacking in comparison to some of the countries in Europe is that we’re not incentivising the commercial vehicles.
Phil Kershaw:
And if we want to get to the targets that we’ve set, although we keep moving them, we need to provide some form of funding or provide some sort of incentive that will allow people to transition quicker. I think in Germany they did have one of the largest subs subsidies against trucks. I think over here, I think 25,000 is the most you can get in a grant for a truck. Well, when you’re having to find double the capital to buy the truck, 25,000 isn’t really going to touch the sides in the grand scheme of it. So having better incentives would allow people to make that switch a lot quicker.
Georgia Lomas:
Yeah. So what measures would you recommend that we put together to incentivize commercial EV adoption?
Phil Kershaw:
One of them, and it’s quite. You know, it’s seen as quite a controversial topic, I think, around the UK and many cities have been challenged when they’ve been trying to do this, but clean air zones, you know, is setting those. Those limits around town centers or around areas where at the minute there is. There is high levels of pollution and things like that that needs to be reduced, is going to force people to have to change the vehicles. Now, I know a lot of people don’t like them, but it’s just one tool that would allow us to change and transition a lot quicker. And then the other bit, as I said, is those incentives. What can you provide for the vehicles that will make them more affordable? For fleets right now and then what could the government do? What tax breaks could they offer? What could we do that says, if you invest in your fleet and decarbonise it, we’ll offer you some sort of incentive to do that through tax breaks and potentially other bits of funding. So it’s just, they need to step up to the plate, I think, a little bit, and provide those incentives to help the commercial vehicle space transition a quicker rate than it.
Phil Kershaw:
Than it perhaps currently is.
Georgia Lomas:
Yeah. So the transport secretary announced a 70 million pound pilot scheme in the autumn statement to power up the UK’s motorway service areas to pave the way for the ultra rapid EV charging points. But does this plan take into considerations the HGV EV market?
Phil Kershaw:
On the surface of it, no. The answer is no, it doesn’t. It’s sorely focused on the. The passenger and the car space, which, you know, when you look at that and you sort of hear about that scheme, you think, oh, that’s not great. It’s not looking at the fleets. But there is a separate project to that, which is the ZIRF project. So the ZIRF project is the zero emissions road freight demonstration. So this is a project that the government have created through innovate UK, and there’s 140 million pounds being invested into this to demonstrate how battery and also hydrogen can be used in the commercial vehicle space, particularly in the trucks, to accelerate it and demonstrate the capability of what is available out there.
Phil Kershaw:
So that it sort of kicked off last week. There’s a number of consortiums within that that have got the task of delivering at depot infrastructure, but part of that is also en route on the road network. So that will. So we’ll start to see commercial charging hubs appearing around the UK as part of that project. So that will be a good first step in that area, but it will, you know, it’s going to be localised to where those consortiums want to run, so it’s not going to address the wider market at the minute, but it will give us a good idea of what’s needed to. To get there, to where we can run a fully zero emission fleet around the whole of the UK network.
Georgia Lomas:
So, in your opinion, what needs to happen for us to meet the UK’s proposed 2035 ban on diesel vehicles at 26 tonnes and below, as I’ve mentioned.
Phil Kershaw:
Already in incentives, there needs to be something there to encourage people to transition to start with. That’s a big bit, if, you know, that’s helped the bus space accelerate at pace with the grant funding that they’ve had through UK and sort of the more the local governments as well. Cost of the vehicles is the other bit of it as well. And the infrastructure is looking at how you can reduce the cost of those over time. How do you get from it costing twice as much down to something that is more of a reasonable uplift on a vehicle and then to help them become a bit more widely accessible and I think more option in the market as all the OEM start to bring things out. I think that will help with the price point because they’ll all be competing over the market share, so that should help with the cost of it. And then a little bit from the infrastructure side, how can we help the clients just work out how do they scale up, how do they do what they need to do to dip the toe in the water, if you like, and then how do we ensure that they can scale up from, from that initial bit? So, you know, there’s bit on ourselves to support the industry and then stricter emission zones. That would be another thing which would help drive people to transition at this stage.
Phil Kershaw:
And then, look, we need to engage the DNOs within this as well, because we need the right power in the right place to support fleets. And at the minute, the way it works is application goes in, grab the power where you can. Whereas maybe we need to have of a holistic conversation around, maybe not the country, but maybe the dnos by region. What do commercial fleets need in order to electrify by 2035, and where does that power need to go to support that? And if you think about it more in that way, you could then prioritise some of the work that’s going on to reinforce the network and get the power into the right location, so that engagement across the industry and also the national grid and the dnos could help with that as well.
Georgia Lomas:
What can the HGV market learn from the bus industry successes in decarbonisation?
Phil Kershaw:
One of the things we encourage anyone in the hgv space to do that is looking at this, is to go and talk to a bus operator that’s done it, because you will learn a lot in terms of what they’ve done and what they would now do differently. So there is a lot of learning that you can take from there, because they’ve gone from just doing one or two vehicles to doing full depots. So they’ve kind of done a mix of it. I think scalability is probably one of the biggest things. So what you’ve early adopters and the way the market set out, it was well, let’s just put the power in for this route that we’re changing or for these vehicles that we’re bringing in. Well, that was kind of a short sighted way of looking at it. So you would. When you then did want it to the next bit of it, it was our.
Phil Kershaw:
Well, we need to rip all that stuff out that we’ve just invested a lot of capital in and then put some more to change it to some higher capacity kit so that we can then expand our network. So that that’s one of the big things that I think you can. You can take from that. The other. The other bit is, you know, that, so setting that scalability, being able to expand it, and that’s, you know, that’s one of the things now that a lot of the bus operators are doing. It’s not, you know, we might only need to put one route in now, which might be eight vehicles. But what do we need to do to then ensure that when we come to do the rest of the routes that run from that garage, we just add in the chargers and not. And not any of the expensive transformers and lv panels.
Phil Kershaw:
It’s just a simple. I say simple. It’s not always straightforward, but just add some extra charges to the network so that we can just bring the vehicles in and make it easy. So that’s. That’s a good bit. You know, that’s a good learning. And then I think it’s, you know, understanding just operationally what. What it means to have Ev’s in your fleet, because I think you’ll find that maintenance becomes a lot easier.
Phil Kershaw:
There’s less moving parts, there’s less bits to change on it, so you can get a lot more out of it. Understanding the wear and tear on the vehicles, how that could, I say, improve, but reduce the number of bits that you’ve got to. You’ve got to change. You know, there might be some bits that, you know, tires might wear a little bit more because you’re running heavier, heavier loads and such. But there are a lot of other things that you don’t need to do in comparison to a diesel vehicle. So that, you know, again, learning from that and how that operationally can benefit you would be, you know, would be a good. Is a great thing for them to see, but just walking around the depots with them, understanding how they’ve done it, how they’ve thought through those processes, it’s a great thing to go and do and talk to some of the pioneers that have been at the front of this since 2015. When the first EV’s really started to hit the road.
Georgia Lomas:
Great. So what would your advice be to someone who is looking to electrify their HCV fleet?
Phil Kershaw:
Yeah, I think kind of answered that in the last bit as well. Actually going and talking to some of the operators that have done that, and we can help facilitate that, actually, for anyone that would want to go and go and do that with a number of depots and key clients that we can do that introduction for. But it’s going and understanding what’s been done before, how they’ve done it, what they’ve learned from it, and taking that away and then applying that to the business model. So there is, you know, there’s a lot of similarities between hgv fleets and buses. You know, one’s moving one’s moving goods, the other one’s moving people, but essentially they’re both really doing the same thing. So understanding how their business model has slightly changed, perhaps what they’re doing slightly differently, what they’re doing, that’s the same, because that, you know, that’s the key. What are you not having to change is, you know, helps with that resistance that you might get. But just, just going and talking to people that have done it and shifted their model away from diesel to ev is, is the biggest way that you’re going to get the best advice on how to do it.
Georgia Lomas:
So what exciting plans are on the horizon for EO charging?
Phil Kershaw:
Yeah, look, it’s, you know, as I said at the start, it’s that, you know, we’re moving from being that hardware manufacturer to a commercial grade charge assurance provider. And that, you know, that’s the exciting bit from us. You know, we’re shifting the business into that technology stack, providing all these additional services that are going to guarantee that uptime of the fleet, ensure that you’re ready to go the next day, provide the energy management so we can be smarter, smart around what we build, how we control the energy around the fleet. You know, it’s those things that are going to really allow the market to accelerate and support the clients and give them that assurance that they need that EV is the right and decarbonisation is the right thing to do. So that’s going to be great as we shift into that technology. It’s more of a technology software driven space. A lot more focus on the fleets for this year. Starting to work with a lot of the big HGV logistics organisations, helping them to decarbonise their fleet.
Phil Kershaw:
And then, look, it’s that as a service model, I think that’s going to be a key piece to helping people transition is how can we take this from a capex to that monthly operating expense that it just becomes a regular payment again, as you would do it with diesel and electric. So that is going to be exciting for us in the next twelve to 24 months as people start to roll out more fleets.
Georgia Lomas:
Great. So if somebody wanted to get in contact with EO charging, how would they best do that?
Phil Kershaw:
So, yeah, so if anyone wants to reach out to us or find out more, they can visit eocharging.com and on there, there’s obviously links to contact us so you can reach out to a member of the team and we’ll. We can start the conversation on how we can support you decarbonising the fleet.
Georgia Lomas:
That’s fantastic. Thank you so much, Phil, for spending some time talking to us about EO charging and charging infrastructure and we’re excited to see what the future holds for EO charging.
Phil Kershaw:
No, it’s been great. Thank you. Thank you very much for having me.