Ikea and AstraZeneca Make Strides in Sustainability

North London mattress scheme hits 200,000 units recycled

The North London Waste Authority has diverted 200,000 mattresses from landfill and incineration since launching its recycling scheme in June 2021. The milestone represents roughly 4,600 tonnes of recovered material. Mattresses present a stubborn waste problem for councils because they combine steel springs, polyurethane foam, and textile layers that resist standard processing routes.

North London’s scheme collects mattresses through borough reuse and recycling centres, alongside bulky-waste collection services. The authority then sends them to a dedicated facility in London where workers dismantle each unit by hand. Steel, foam, and fabric are separated and routed to secondary markets. In the 12 months to September 2022, the programme processed 87,415 mattresses. That figure shows how quickly the initiative scaled after its initial launch.

National recycling rates for mattresses remain patchy. The National Bed Federation reported a 24% recycling rate for end-of-life mattresses between 2017 and 2021. However, a later assessment from Resource Futures suggested the real figure reached 42% in 2023, with 1.36 million mattresses recycled across the UK that year. The gap between those two numbers reflects both improved collection infrastructure and better reporting methods.

For businesses, mattress disposal is often a hidden cost. Hotels, care homes, and housing associations replace mattresses regularly. Consequently, they face rising fees for commercial waste that cannot be recycled. North London’s example demonstrates that local authorities can build viable processing routes when collection volumes justify dedicated facilities.

AstraZeneca converts 63% of global fleet to battery electric

AstraZeneca says more than 63% of its company-owned and leased vehicle fleet now runs on battery power. The pharmaceutical firm is targeting full conversion to battery electric vehicles where technically feasible by the end of 2025. The company currently operates over 14,000 electric vehicles across markets including the EU, Japan, and the United States.

Transport emissions typically form a significant share of corporate Scope 1 emissions. Therefore, fleet electrification offers one of the clearest routes to measurable reductions. AstraZeneca has linked its vehicle programme directly to a broader climate commitment: a 98% cut in Scope 1 and 2 greenhouse gas emissions by 2026, measured against a 2015 baseline.

The scale of the transition is notable. Earlier company reporting indicated AstraZeneca was converting a global fleet of around 16,000 vehicles. More recent sustainability commentary shows that figure has grown to over 22,000 vehicles as the electrification programme expanded. The increase reflects both the addition of new markets and growth in the company’s operational footprint.

Battery electric adoption has accelerated in recent years. Nevertheless, technical constraints remain for certain use cases. Cold-climate performance, charging infrastructure in rural areas, and payload capacity for larger commercial vehicles still limit full conversion in some regions. AstraZeneca’s “where technically feasible” qualifier acknowledges those practical boundaries.

Mixed materials and dedicated infrastructure drive mattress recovery

Mattresses resist conventional waste processing because of their construction. A typical double mattress contains steel coils, layers of polyurethane foam, cotton or polyester batting, and an outer fabric cover. Furthermore, many models include flame retardants, adhesives, and additional padding materials. Standard sorting machinery cannot separate these components effectively.

Manual dismantling remains the most reliable processing method. Workers cut open the fabric, extract steel springs, and separate foam from textiles. Each material stream is then baled and sold to reprocessors. Steel finds ready markets in scrap metal supply chains. Foam can be granulated for underlay or sports surfaces. Textiles often face weaker demand because of contamination and mixed fibre content.

The economics depend on collection volume. A dedicated mattress recycling facility requires consistent throughput to justify labour and space costs. North London’s success reflects both population density and the authority’s ability to aggregate supply from multiple boroughs. Smaller councils often lack the scale to support standalone facilities, so they rely on commercial waste contractors or send mattresses to energy-from-waste plants.

For SMEs in hospitality or housing, mattress disposal fees are climbing. Many waste contractors now charge premium rates for bulky items that cannot be compacted or processed through standard routes. In addition, some contracts exclude mattresses entirely, forcing businesses to arrange separate collections. Understanding local authority schemes can therefore reduce costs and improve compliance with waste-duty-of-care requirements.

Key facts about mattress recycling and fleet electrification

• North London Waste Authority has recycled 200,000 mattresses since June 2021, equivalent to approximately 4,600 tonnes of material diverted from landfill and incineration.
• National mattress recycling rates in the UK reached 42% in 2023 according to Resource Futures, up from 24% between 2017 and 2021 as reported by the National Bed Federation.
• AstraZeneca has converted more than 63% of its global vehicle fleet to battery electric, with over 14,000 electric vehicles now in operation across multiple markets.
• The pharmaceutical company targets a 98% reduction in Scope 1 and 2 greenhouse gas emissions by 2026, measured against a 2015 baseline, with fleet electrification forming a central part of that strategy.
• AstraZeneca’s fleet has grown from around 16,000 vehicles to over 22,000 as the electrification programme expanded into new markets and operational areas.
• Mattresses contain mixed materials including steel, polyurethane foam, and textiles, requiring manual dismantling for effective component recovery and recycling.

Corporate fleets account for substantial Scope 1 emissions

Transport represents one of the largest controllable sources of direct emissions for many businesses. Sales teams, field engineers, and service staff often rely on company vehicles. As a result, fuel consumption from petrol and diesel engines flows straight into Scope 1 totals on carbon reports. Battery electric vehicles eliminate tailpipe emissions entirely, shifting the carbon footprint to Scope 2 if the electricity comes from the grid.

The transition brings practical benefits beyond carbon accounting. Electric vehicles incur lower fuel costs per mile, especially where businesses can install on-site charging. Maintenance expenses also fall because electric drivetrains have fewer moving parts and do not require oil changes or exhaust system repairs. However, upfront capital costs remain higher, and charging infrastructure requires both investment and planning.

Public sector suppliers face increasing pressure to demonstrate fleet decarbonisation. PPN 06/21 requires bidders for central government contracts above £5 million per year to publish a carbon reduction plan. That plan must include committed actions, and transport emissions often feature prominently. Similarly, local authorities and NHS trusts are embedding carbon criteria into tender evaluations, making fleet electrification a competitive factor in procurement.

AstraZeneca’s progress shows that rapid conversion is achievable at scale. The company operates across diverse geographies and use cases, yet has still pushed past 60% battery electric adoption in under four years. For SMEs considering similar moves, the key lesson is that phased rollouts work. Replacing vehicles as leases expire allows businesses to spread costs and test charging logistics before committing the entire fleet.

Circular economy gains depend on collection and processing infrastructure

Waste diversion targets mean little without functioning end markets for recovered materials. North London’s mattress scheme succeeds because it connects collection, dismantling, and onward sales into a complete loop. The authority does not simply gather mattresses and hope someone will take them. Instead, it has secured processing capacity and verified demand for the resulting material streams.

Steel recovery from mattresses is relatively straightforward. Scrap metal merchants accept clean ferrous material, and prices track global commodity markets. Foam presents more complexity. Polyurethane can be reprocessed into carpet underlay, gym mats, or acoustic panels. Nevertheless, contamination from dust, moisture, or flame retardants can make batches unsaleable. Textiles face the weakest markets because mixed fibres and attached adhesives limit recycling options.

Businesses generating mattress waste should ask contractors where the material ends up. Some collectors claim to recycle but actually send mattresses to energy-from-waste facilities, where they are burned for power generation. That process recovers energy but does not create circular material flows. True recycling requires component separation and reprocessing into new products.

Housing associations and hotels can reduce disposal costs by partnering with specialist mattress recyclers. Several commercial operators now offer collection services with guaranteed recycling outcomes. Alternatively, businesses can explore reuse schemes for mattresses still in serviceable condition. Furniture reuse charities often accept donations, extending product life and avoiding disposal costs entirely.

Battery electric vehicle adoption accelerates but constraints remain

Charging infrastructure has improved significantly in the past three years. Motorway service areas, retail car parks, and workplace sites now offer rapid charging points. However, coverage remains uneven outside major urban corridors. Businesses with rural or remote operations may struggle to find reliable public charging, making on-site installation essential.

Range anxiety has eased as newer models exceed 250 miles on a single charge. For most business use cases, that distance covers daily requirements comfortably. Nevertheless, cold weather reduces battery performance, and heavier loads drain charge faster. Fleet managers must therefore assess real-world driving patterns rather than relying on manufacturer estimates.

Total cost of ownership calculations favour electric vehicles over three to five-year periods. Fuel savings accumulate quickly, especially for high-mileage drivers. Additionally, company car tax rates heavily favour electric models, reducing benefit-in-kind charges for employees. Grant funding through the plug-in vehicle grant and workplace charging scheme can offset upfront costs, though eligibility criteria and available budgets change frequently.

We support businesses with carbon reporting that includes transport emissions through our compliance services for Scope 1 and Scope 2 footprints. Many SMEs underestimate how much their fleet contributes to total emissions. A clear baseline assessment helps identify where electrification delivers the greatest impact and how to phase vehicle replacement to match budget cycles and operational needs.

Scaling circular and low-carbon operations requires planning

Both North London’s mattress scheme and AstraZeneca’s fleet programme demonstrate that environmental performance improves when organisations move from pilots to operational scale. Small trials prove concepts. However, measurable impact requires consistent processes, dedicated resources, and integration into core operations.

For waste management, that means contracts with guaranteed processing routes and regular reporting on diversion rates. Businesses should request data from waste contractors showing exactly what happens to each material stream. Vague assurances about recycling are not sufficient for compliance or credible sustainability claims. Furthermore, contracts should include performance clauses that penalise poor diversion rates or reward improvements.

For fleet electrification, planning must account for charging infrastructure lead times. Installing workplace charging points can take several months once grid connection applications, electrical surveys, and contractor schedules are factored in. Consequently, businesses should start infrastructure planning at least 12 months before the first electric vehicles arrive. Lease cycles, driver training, and insurance arrangements also require coordination.

The SBS net-zero programme helps SMEs build carbon reduction plans that combine quick wins with longer-term structural changes. Fleet and waste both offer tangible progress that shows up in annual reports and tender submissions. Moreover, both areas attract employee engagement because the changes are visible and easy to explain.

Where to find detailed guidance and data

The North London Waste Authority publishes annual performance reports that include waste diversion figures and recycling tonnages across all material streams. These reports provide useful benchmarks for councils and housing providers assessing their own waste performance.

AstraZeneca’s sustainability reporting, available through the company’s corporate sustainability pages, includes detailed emissions data, fleet electrification progress, and renewable energy procurement. The data annex breaks down Scope 1, 2, and 3 emissions by category, offering transparency on methodology and baseline adjustments.

The government’s PPN 06/21 guidance on carbon reduction plans sets out the requirements for suppliers bidding on major public contracts. It explains what must be included in a carbon reduction plan and how contracting authorities will assess submissions.

Fleet operators can access support through the government’s plug-in vehicle grants and charging infrastructure schemes. Eligibility rules and grant amounts change as policy evolves, so checking current availability before committing to vehicle orders is essential.

For broader mattress recycling context, the National Bed Federation tracks industry recycling performance and publishes periodic reports on end-of-life mattress flows. These reports help businesses understand national trends and identify regional variations in collection infrastructure.