Van User - December/January 2022/3

Clean-sheet new vans are few and far between these days, which is hardly surprising given the cost of development and engineering. This year however has been a bumper 12 months for new metal, with VW’s ID.Buzz Cargo and Ford’s E-Transit leading the way. The body work of the big Ford will no doubt be familiar to many, but it’s all-new under the skin.

The next 12 months looks like being no less hectic, with Maxus’ T90EV electric pick-up arriving in the Spring, alongside the next Kangoo and Trafic E-Tech models from Renault, plus Mercedes-Benz’ next generation e-Sprinter. Then later in the year expect to see the smaller E-Transit Custom, as Ford Pro really gets into its electric stride.

The common factor in all of these new LCVs is not hard to spot. Whether they put the e in front of the name or behind, electric drive is the linking factor. Readers sometimes ask why we don’t cover many new diesel vans any more. We do when we see them and we’ll be driving new Ranger and Amarok, diesel and PHEV Transit Custom and a host of other combustion-engined models next year too. But the manufacturers are already moving on and the development money is only going in one direction.

This year we haven’t just covered new vans though. We’ve also managed to get behind the wheel of the odd truck and, at the other end of the scale, have donned a cycle helmet to try the latest e-Cargo bikes. This diversification reflects the changing nature of many last-mile delivery and service providers and will no doubt continue into 2023.

Wherever the industry goes, be assured that we will be trying to keep a finger on the pulse of the van business throughout the coming year.

All that remains for me to do is to wish all of our readers, contributors, advertisers and supporters a very Merry Christmas and a peaceful, healthy and prosperous New Year.

OUTLOOK

FLEET MANAGEMENT

ULEZ set to expand Research reveals

EVs ‘not working as hard as diesel’

Michelin Connected Fleet has analysed records from more than 85,000 fleet vehicles and found that many electric vans are being underutilised, when compared with their diesel counterparts.

The firm’s data team discovered that the average internal combustion engined van travels 63 miles per day, while electric vans are covering just 28 miles, though e-LCVs are usually purchased for shorter travel operations.

However, the team also found that 59% of electric vehicles were being plugged in, when they still had more than 50% charge. This can put the batteries through unnecessary charging cycles, that could negatively impact range and battery condition.

“Range anxiety is clearly impacting the fleet market’s confidence in electric vans, resulting in EVs being overcharged, and under-worked,” said

De Monte, business segment director at Michelin Connected Fleet.

“In most applications the EVs you buy today have the range to do the job of a petrol or diesel-powered van in and around cities, but they’re being deployed on the lightest duty work, whilst ICE assets are being worked harder, which is less efficient and increases emissions.

“We know lithium-ion batteries perform best when the state of charge is maintained between 20 to 80%, and the general advice is to only charge the battery fully if you need that additional range for a particularly long journey. What we’re seeing, points to more guidance being needed for fleets, to ensure they are maximising the benefits which transitioning to EVs offer and not storing up issues which could impact performance and residuals down the line.”

First Fuso fridge for Smith &

Brock

has added a Fuso 3.5-tonne truck to its fleet, with orders for a further six of the fridge-bodied Canters on the way from dealer Sparshatt Truck & Van. Established in 2016 by brothers Nick and Joe Fowler, the company has seen growing demand from London’s hotels and restaurants, along with pubs, contract caterers and schools, that has seen its delivery fleet grow to 32 vehicles.

While much of the fleet is made up of vans, the company did have seven 3.5-tonne previous generation Canters, chosen for their higher payload and body potential. The Canters operated in inner-city multi-drop delivery work without any engine or DPF problems, unlike some of the company’s vans.

The Fuso trucks are powered by a Euro VI E 3.0-litre diesel engine with Duonic automated transmission. They are equipped with Coolfreeze single compartment bodies and a GAH refrigeration system.

Alberto

Fruit and vegetable wholesaler Smith & Brock

expand from next year

London’s Ultra-Low Emission Zone (ULEZ) will cover all of the Capital’s boroughs from August 29, next year. Driving a van that does not meet the emissions standard within the ULEZ will cost companies £12.50 a day, 24 hours a day, seven days a week. This includes residents within the zone. The ULEZ charge is applied in addition to the Congestion Charge, for those vehicles entering the central London zone.

Minimum emission standards for vans are Euro 4 NOx limits for petrol vehicles and Euro 6 NOx and PM emissions for dieselpowered vehicles. All new diesel vans sold from September 2016 should achieve the Euro 6 standard, while petrol vans registered from January 2006 should meet the requirements.

Air quality

London has made significant progress over the last six years in improving air quality. However, according to the mayor’s office, the greatest number of deaths attributable to air pollution are now in the city’s outer boroughs. Road transport accounts for 28% of carbon emissions in London and around 85% of the vehicles currently using outer London streets meet the ULEZ standard.

The Mayor’s office believes that expanding the ULEZ area next year will result in a 10% reduction of NOx emissions from cars and vans in outer London and a 16% cut in PM emissions within the boroughs. It said that the London-wide ULEZ will see the number of vans not meeting the standard on London streets each day dropping from 42,000, to 26,000.

From January 30, 2023, there will be a new van and minibus scrappage scheme, for sole traders, micro-businesses (less than 10 staff) and charities. Applicants will be able to scrap a van (£5,000 grant) or a minibus (£7,000 grant), retrofit certain vehicles (£5,000) or replace a van or minibus with a fully electric vehicle (£7,500 and 9,500 respectively).

UK CV production continues recovery in October

Commercial vehicle production in the UK continued to recover in October, with 8,740 vans, trucks and buses built, a rise of 10.7% over last year. That marks 10 months in a row of steady growth, as the industry continues to recover from the pandemic and from component shortages that have affected manufacturers worldwide. Year to date, UK CV production is up 45.4%, at 85,547 vehicles, which is the best result for the industry since 2012.

Exports increased by 50.2%, while vehicles intended for the domestic market were down by 28.4%, as manufacturers concentrated on fulfilling overseas orders. Indeed, demand from overseas customers has seen exports rise by 70% so far this year, while domestic sales are up by a more modest 19.6%.

“Another month of growth for CV manufacturers us good news for the wider industry, as it shows how the UK is well placed to build high-quality vehicles which support jobs, growth

and exports,” said Mike Hawes, SMMT chief executive.

“While the industry looks to 2023 with some optimism, we cannot be complacent as sustained long-term growth is dependent on favourable operating conditions and a competitive framework for automotive manufacturing.”

Defib network gets boost from eStar

There are around 30,000 out-of-hospital cardiac arrests across the UK each year, with a survival rate of around 8%. Using a defribrillator within the first minute after a collapse can see that survival rate rise to as much as 90%, while getting to an AED within 3-5 minutes sees a survival rate close to 74%.

North West and North Wales Mercedes-Benz Truck and Van dealer eStar has installed five Automated External Defribrillators (AED) at its sites in Deeside, Knowsley, Stoke on Trent and Trafford Park. They have been publicly registered, so that 999 call handlers can direct members of the public to them in an emergency.

Vauxhall’s e-Vivaro.

ROAD TAX EV users set to lose benefit

Electric van and car owners will have to pay Vehicle Excise Duty, also known as road tax, from 2025. The news came as part of the Chancellor’s Autumn Statement and, though expected by many, will do little to promote the early adoption of zero-emission vehicles.

“For the transport sector, the government’s balancing act of increasing tax revenues with its continued commitment to meeting net zero targets was always going to prove contentious,” said David Bushnell, director of consultancy and strategy at Fleet Operations.

“His Autumn Statement, however, has at least given fleet businesses and drivers clarity, along with breathing space, to plan ahead and factor tax rises for electric vehicles into their financial forecasts and budgeting from 2025.

“It was always going to be a case of when and not if EVs would become subject to Vehicle Excise Duty and the year-on-year 1% increase in company car tax, for the three years from 2025, was lower than many industry analysts were expecting. Thankfully, a significant tax benefit remains for those transitioning to EVs.”

Electric vans first registered after April 1, 2017, will be liable to pay the lowest first year VED, which currently applies to vehicles with CO2 emissions of 1-50g/km. From the second year of registration onwards, zero

emission vehicles will move to the standard annual rate. It is generally agreed by many, that electric vehicle owners should contribute to the upkeep of roads, but a reduced tax burden was one of the attractions of early adoption to battery electric power.

“While we agree that electric vehicle owners should contribute to the upkeep of our roads, there is still more that needs to be done to ensure the UK has suitable infrastructure in place for businesses that switch to electric ahead of the ban on new petrol and diesel vehicles in 2030,” said James Maden, sales and marketing director at Nexus Vehicle Rental.

“Road tax generates billions for the Treasury each year and as more and more people move to EVs, that’s a large fiscal gap to plug,” said David Lewis, head of electric vehicles and energy at Select Car Leasing.

“In my view EV road tax has been brought in at least two, three years ahead of time, as a reaction to a challenging financial outlook. And while that’s disappointing on the face of it, I don’t ultimately see this as being a deal-breaker for those looking to get behind the wheel of an EV.”

“It’s hugely disappointing to see this decision from the government. We’re just eight years out from the cessation of Internal Combustion Engine (ICE) powered cars in the UK and very much at the crux of the transition to electric,” said David Savage, VP UK and

Ireland at Geotab.

“We recently revealed that over half of light-duty fleet vehicles in Europe could save nearly £218m simply by switching to electric today. However, this series of decisions from the government is demonstrably stifling the economic viability of this transition. Moving forward, we hope to see more focused investment and support from the government to accelerate the shift to electric ahead of its 2050 net zero ambitions.”

Strategic shifts

“The difficulty is that this will occur at the same time as major strategic shifts in fleet management are occurring, notably electrification and juggling these priorities will be extremely demanding,” said Peter Golding, managing director of FleetCheck.

“Car, van and truck fleets will be very much part of this process and, for us, it is clear that the story for 2023 for this sector, is very much going to be about trying to reduce costs and extract more value from money that is being spent.”

Paul Hollick, chair of the Association of Fleet Professionals summed up the news, adding: “Crucially, this will allow fleet decision makers to plan for the second half of the decade, as they continue the process of electrification. The VED equalisation with ICE, something that will apply to the vast majority of EV’s from 2025/26, is disappointing but not unexpected.”

“

It’s hugely disappointing to see this decision from the government

Ranger Raptor flies in

Ford has launched its updated Ranger pick-up, with the range-topping Raptor model the first to reach customers. Whereas the previous generation Raptor used a bi-turbo version of the 2.0-litre diesel engine found in lesser Ranger models, the new Raptor can now be had with a 3.0-litre V6 EcoBoost petrol engine, pumping out 292hp and 491Nm of torque. The diesel engine will still be offered in Raptor early next year as an option.

To match the performance from the new petrol motor, Ford has added an active exhaust system, that amplifies the exhaust note in four selectable modes. These are Quiet, Normal, Sport and Baja, which is intended for

Both of the engines drive through a 10-speed automatic transmission and for the first time Raptor comes with a full-time four-wheel drive system, with an electronically-controlled two-speed transfer case. The truck has both front and rear locking differentials, for maximum off-road traction and no less than seven driving modes.

Trail control

This includes three on-road modes, of Normal, Sport and Slippery, along with four offroad modes: Rock Crawl, Sand, Mud/Ruts and Baja. The Ford also has Trail Control, which is in effect cruise control for off-road driving.

Behind those 17” alloys, with all-terrain

pension, with aluminium upper and lower control arms, long-travel front and rear suspension and a Watt’s link rear end. There are also Fox 2.5” Live Valve shock absorbers, developed for improved off-road travel.

Inside the cab there are similar upgrades, with sports seats front and rear, a 12.4” digital instrument cluster, a 12” central infotainment screen featuring SYNC4A connectivity and a 10-speaker B&O sound system. Externally the Raptor comes with LED lights, flared wheel arches, a bold FORD grille badge and separate bumpers.

Though probably of more interest to company managers than working pick-up drivers, the new Raptor will be joined by more commercial Ranger trucks in 2023.

he Ranger Raptor will have to share top spot in Ford’s revised line-up, with a new Ranger Platinum, that takes luxury levels in the truck to new heights. The Platinum is also V6-powered, but using a 3.0-litre diesel engine, offering 240hp and 600Nm of torque. This drives through the 10-speed auto and full-time 4WD driveline.

Sitting above the Wildtrak model in terms of specification, the Ranger Platinum gets a new grille with silk chrome highlights, 20” machined alloys, a soft-close tailgate, privacy glass and matrix LED headlamps and daytime running lights. The powered leather seating is both heated and cooled for front seat occupants, while maple wood trim lines the dash.

There are two 12” screens, including a digital instrument cluster and a portrait screen with Ford’s SYNC4A infotainment. This includes an eight-speaker B&O stereo and a host of ADAS assistance systems as standard, including a 360 camera.

Order books are open for the Platinum, alongside lesser Ranger models, with deliveries expected in late Spring. While working Ranger trucks like the XL start from £27,550, for a single cab model, the double cab Platinum will set you back £44,400, without the VAT.

ALL THE THEBUZZ

Volkswagen’s ID. Buzz Cargo, and its non-Cargo people-carrying stablemate, will arrive in the UK before the end of the year. Though not confirmed yet, VW is expecting the commercial to qualify for the Plug-in Van Grant, that will reduce its £46,621 starting price by £5,000, by the time customer vehicles reach dealers. Talking of which, all of VWCV’s 64 Van Centres will have a demo model on hand, for those van operators interested in a test drive.

The ID. Buzz Cargo comes in a single size, offering a 3.9m3 load area that can be accessed through twin sliding side doors as standard. The van can carry up to 607kg, depending on trim level and can tow up to 1-tonne.

The power is provided by a 77kWh battery pack that drives the rear wheels through a 204hp electric motor. With 310Nm of torque on tap instantly, there is more than adequate performance available, offering rapid acceler-

ation and a comfortable cruise. Use the power efficiently and you can expect to achieve up to 256 miles of driving range. VW is also looking at the possibility of speed limiters, for fleet buyers that don’t want drivers using all of the available power.

That battery pack can be recharged using either an 11kW AC charging point or a rapid DC charger offering up to 170kW. With a DC charger capable of delivering that level of input, the van will go from 5-80% charged in just 30 minutes. ID. Buzz Cargo also comes with a Plug & Charge functionality that, at compatible rapid charging stations, will automatically authenticate and charge the customer directly. VW has also appointed Ohme as its preferred home charger provider, offering the company’s Home Pro 7.4kW charger if you take the Volkswagen finance offer.

The van will be offered in two trim levels, Commerce and Commerce Plus, in line with VWCV’s other models. That said, the

Commerce van is very well equipped, with everything from Climatic air conditioning, an infotainment system with a 10” touchscreen, DAB, Bluetooth and smartphone compatibility. Externally, you get LED headlights and rear lights, 18” steel wheels, black bumpers and power adjustable and heated door mirrors. There are also plenty of ADAS assistance systems, including cruise control with Intelligent Speed Assist, AEB braking, Car2X networking and a Driver Alert system.

Reduced payload

Opt for the more expensive Cargo Commerce Plus, which takes the entry price to £51,721 and you also get Adaptive Cruise Control with Stop & Go, a heated windscreen, Intelligent Park Assist and a rear-view camera. The wheel material changes to alloy and the diameter goes up to 19”, while the bumpers are body-coloured and the mirror housings are painted gloss black. However, as well as

Late next year, there will be a longer wheelbase model offered in passenger-carrying form, but this will not be available as a Cargo van. However, an all-wheel drive system that will be offered in 2024, will be available to van customers as well as car buyers.

While those list prices may look fairly frightening for a van of this size, strong residual value projections have contributed to monthly contract costs that are far closer to their diesel counterparts. A 36-month, 10,000mile a year Contract Hire agreement with

On the road, the Cargo is a pleasure to drive. With keyless go on the Plus model, you simply climb in and press a button to the right of the steering column. Gear selection uses a small twist paddle to the right of the wheel too, which if you rotate twice moves the drive system into a brake regeneration mode. You have to access the main infotainment screen to choose between drive modes, but that’s not something that you are likely to do on a regular basis.

The steering is light, with reasonable feed-

back and, being rear-wheel drive, the engineers have managed to include a turning circle of just around 11m, similar to the Golf car. There are struts at the front and a multi-link suspension system at the rear, to provide the handling to match the electric motor’s output. The van can be a little bouncy when unladen on country roads, but is refined at higher motorway speeds and very nippy in town driving.

Iconic shape

All of which probably won’t matter at all, to many of the early buyers. That iconic Microbus shape, a powerful driveline and a more than acceptable driving range will be enough to convince the early adopters and VWCV is already predicting strong demand.

The ID. Buzz Cargo is neither a replacement for the Caddy, or for the larger Transporter. It sits in an area that covers both vans, almost creating a new sector for VW’s dealers to compete in. Even without the citrus yellow colour scheme, the van certainly attracts attention and, for some buyers, that will reflect positively on the brand that they are projecting.

After the rather disappointing conversion of the previous generation Transporter into an early e-LCV, the ID. Buzz Cargo moves the game forward completely for Volkswagen. Expect to see one on a road near you very soon.

‘More diesel LCVs expected before EV truly takes off’

Cox Automotive, the parent company of auction business Manheim, believes that there will be one final circuit of diesel LCV purchases, before the commercial vehicle sector truly starts to transition to electric vehicles. Matthew Davock, director of Commercial Vehicles at Cox Automotive, says that the van sector is two-to-three years behind that of passenger cars.

The majority of new van registrations are still diesel vehicles and, considering production delays, the sector may well attempt to squeeze in one or even two more circuits of diesel vans before 2030.

“There are circa 375,000 diesel vans that have been ordered today but not yet built. By the time they have been built, delivered and fallen out of traditional warranty periods, there will still be a window of a few years before 2030, which is the point at which the sale of vehicles powered solely by fossil fuels will be banned in the UK,” said Davock.

“Unless questions surrounding EV stock availability, range and cost can be answered by then, it’s likely fleets will opt for one or even two more circuits of what they know - diesel vans - taking them up to 2030.

“Over the past 10 months we have sold

183 full electric used vans through our auction platform. The average age has been recorded at 48 months and an average mileage of 15,294 miles. The average selling price these assets have achieved is £15,836 and they have achieved 95.5% on guide averages.”

Mixed reception

“Overall appetite has been mixed from buyers, for example early priced higher range electric vans have sold well, with some models performing over 160% more than diesel, but first-generation examples at 1-2 years old with much lower mileage and charge ranges have struggled to bolster demand. Some examples of these have performed on average just 58% of diesel alternative performance models,” said Davock.

Anxieties surrounding range, weight, and payload of electric vans for consumers are currently outweighing an immediate need to phase out diesel models for a more environmentally friendly option.

“Dealers are trying to be proactive, ordering more demos to gain a better understanding of the vehicles and how they can meet

their customers’ needs. But you can’t escape the price point. EV models are viewed as expensive, with awareness levels of financial incentives to buy electric vans low within the fleet world. Confidence in whatever incentives are available is also low, highlighting a need for better communication and core infrastructure and wider combined financial support,” said Davock.

A couple of the main barriers to the widespread acceptance of EV in the wholesale van market are the lack of overall vehicle knowledge and the low confidence of van usage weight versus mileage ranges. Ford has launched its new electric range, but only a small number of models have been registered so far, even though plenty of demos have been requested. This illustrates the desire from dealers to support the government’s 2030 EV plans and the limitations they face in doing so.

However, Davock believes that while the market is moving slowly for LCV, it is definitely moving and the 2030 deadline to ban the sale of new ICE vehicles still seem achievable. “Many fleets are taking demos but ultimately the new and wholesale markets are still largely driven by diesel for LCVs. Unless we see a prompt response from the government and EV manufacturers, that ensures electric vans and trucks are more affordable and supported by suitable infrastructure to overcome range and vehicle downtime anxieties, fleets will choose the easier option in the short term, which at this point in time, is ICE vehicles,” said Davock.

Getting the product right

PART 4: CONVERSIONS

As the UK’s market leader in supplying maintenance services for electronic gates, automated entrances and time-sensitive doors, ASSA ABLOY’s customers have come to rely on the company for routine servicing and a swift response to emergency call outs. Having fully-equipped service vans so that engineers are able to carry out a first time fix as often as possible is vital.

When its ongoing fleet replacement programme required 50 new vehicles, Tracey Owen, BSI UK head of service for ASSA ABLOY, approached Leeds-based conversion company SM UK, with a view to refining the design of the new vehicles, making operation easier and more efficient, whilst cutting costs.

The first item to be scrutinised was the base van. SM UK’s managing director Steve MacDonald explained: “The Renault Master that had previously been used worked well, but there was scope for improvement. The vans had a GVM of 2.9 tonnes, but a Ford Transit rated at 3.5 tonnes offered an additional 600kgs of payload and additional working space that the engineers would appreciate.

would be drastically reduced.”

Although one of the UK’s most experienced and respected conversion companies, SM UK appreciates that the customer knows their business best and that a two-way consultative process is vital.

Van conversion manager Tom Fenton said: “Getting around the table with Tracey and her colleagues was instrumental in getting this

van would be exactly what the company and the engineers wanted.”

The additional payload gave scope to improve the racking systems fitted to the van interior, and SM UK proposed the use of high-quality System Edstrom products. The racking solutions are certified crash tested to ECE R17 regulations and they can have a second life when removed and refitted to a new vehicle when the original is de-fleeted.

“We fit them for good reason,” said MacDonald. “The last thing you want in an accident or emergency braking situation is items breaking free inside the van, causing damage to not only these items, but other pieces of equipment and even the van itself. You’ve then the cost of replacing them and the potential for aborted call outs and the van being taken off the road, with the cost that incurs.”

SM UK gives its backing to the product by confidently including a three-year warranty, matching the cover offered by the majority of van manufacturers on the base vehicle. The company’s presence in the conversion market has increased sharply in recent years and SM UK now manufactures solutions for some well-known names in the service sector. MacDonald is clearly proud of the business and the ethos behind what it does.

“It’s a cliché, but we genuinely care about what we do. Be it a single van order or 100, our aim is to get it right, first time, every time,

SM UK managing director Steve MacDonald talks through service provider ASSA ABLOY’s van conversion programme.

Renault Trucks offers added security

With tool and van content theft costing tradespeople up to £264m a year in the UK, Renault trucks has launched a high security version of the Trafic Red Edition van. Previewed earlier this year, the van features additional security doors within the bodywork, to prevent access even if the outer door is prised open.

The vans come with fully sealed steel mesh internal rear and side doors, with an internal five-point locking mechanism covered in high impact Perspex. They also get a fully lined interior and floor, along with a Cat 1 alarm system. Built by conversion specialist PD Stevens, the high security pack, which can be body-coloured to match the exterior, is avail-

able on the Trafic Red Edition and on Exclusive models, in L1H1, L2H1 and L2H2 bodies.

Deterrence

“For builders, carpenters, plumbers and heating engineers, van break-ins and tool theft can seriously impact their business financially.

“We have designed this vehicle to deter thieves in the first instance, protect valuable content and to offer total peace of mind for our tradespeople who rely on their tools for the continuity of their business,” said Grahame Neagus, head of LCV at Renault Trucks UK & Ireland.

“This is a clear statement of our intent

Fleets report ‘frustration’ at insurance decision-making

Research from LeasePlan UK has shown that almost a third of fleet managers (31%) are frustrated that other departments get a bigger say in the insurance decision making process than they do. Yet, only around 32% of those insurance decision makers felt that they were well equipped and knowledgeable enough about vehicles and drivers, to get the most out of their fleet insurance. Of the 500 fleet decision makers that were questioned, 36% felt that the insurance process was too time consuming and 20% said the claims process was too difficult.

“The fleet insurance process clearly has its challenges, from first assessing your options all the way through to making claims,” said Steven Kirwan, director of operations at

LeasePlan Insurance

“The more challenging the process, the more important it is to have the right decision makers involved. In the case of fleet insurance, fleet managers should be your goto. They’re the people most likely to have a clear and detailed understanding of fleet operations and know exactly which elements of an insurance policy could benefit their drivers most. To make the process even simpler and more efficient, decision makers should also work with a specialist fleet insurer who understands their operational needs.

“Fleet managers shouldn’t be de-prioritised in the decision-making process, though. In fact, their expertise should be more valued than ever.”

to work with and for our customers, understanding their challenges and coming up with tangible, cost effective and innovative solutions. We are also in discussions with insurance companies to offer a discount for operating vehicles with these additional anti-theft features.”

Theft on rise in London

Data from insurance company Direct Line shows that 3,314 vans were stolen in London over the past year, equal to nine thefts each day from September 2021 to August 2022. Of that number, 1,773 vans went missing from on-street parking and 101 were stolen from driveways. The peak month was November 2021, when 354 vans were taken.

“Vans are essential for many businesses across London and the rest of the country,” said Malkit Sihra, van product manager at Direct Line business insurance.

“Disruption is stressful, and we know that tradespeople lose, on average, £1,427 each working week from lost business when their van is stolen, damaged or written off. It is important that those who rely on their vans for business remove any expensive tools and equipment when parking overnight. Our small courtesy van as standard offering also helps provide peace of mind and keeps van customers on the road if their van is stolen.”

Think all locks are the same?

Same species, different level of protection

Defect reporting leads to greater software take-up

Fleet management specialist FleetCheck says that digitalising walkaround daily checks and defect reporting are the top reason for many of its customers adopting fleet management software, as the safety and security of its drivers and its vehicles becomes increasingly important. Improving compliance, removing reliance on spreadsheets and centralising data were also among the top reasons for taking on a fleet management system.

“The fact that walkaround checks top the list shows that there continues to be a high level of interest in moving away from paper-based systems for these essential processes and towards the improvements that digitalisation can deliver,” said Peter Golding, manag-

“Further to this thinking, it’s also noteworthy that improving compliance is mentioned prominently in

Call for motoring law refresher

Anglo Scottish Asset Finance is calling on company drivers and managers to brush up on their motoring law and recent changes to the Highway Code, or face potential fines. The company claims that just 40% of Britons feel very familiar, or even fairly familiar, with the Highway Code. These are some of the points that the company said that drivers should consider.

• Failure to pay a Clean Air Zone charge within six days can result in a penalty charge notice.

• Drivers can no longer use their mobile phone while driving for any purpose. Previously drivers were allowed to use phones to

Collision avoidance tops ADAS list

Research from the Arval Mobility Observatory Barometer shows that collision avoidance technology is considered to be the most beneficial advanced driver assistance system (ADAS) available for business drivers. Of the companies asked, 38% felt that collision avoidance technology was the most useful ADAS system, followed by automatic emergency braking (37%), driver fatigue warning (35%), lane departure warning (34%) and pedestrian detection systems (32%).

“ADAS systems are now becoming widespread on company vans and cares, being mentioned in more fleet policy documents as employers look to further increase their focus on driver safety and behaviour,” said Shaun Sadler, head of Arval’s Mobility Observatory.

“They are also set to become even more prevalent following recent moves by the EU to make them a standard fitment on all new vehicles introduced into the market later this year.”

change songs and other small tasks, but that is no longer the case.

• Contrary to common belief, eating or drinking behind the wheel is not illegal. However, if you are deemed to be not in proper control of the vehicle, you could receive a £100 fine and three penalty points.

• Splashing a pedestrian with rainwater

on your licence and a fine if caught sleeping in a vehicle whilst drunk.

• Flashing you headlights to give way, can result in a minimum fine of £30.

“Many drivers are concerned about rule changes regarding Clean Air Zones, because of the varying introduction dates and classes,” said Allan Hetherington, from Anglo Scot-

isting knowledge of motoring law isn’t up to es that could land you in hot water with the law, so we always recommend staying up to

Fourth depot for ProtectAVan

hicle

ditional space would translate into

means that the company now has more than 40 mobile

strengthened depot network and a PDI compound.

“With the opening of our new facility in Swindon, we are not just growing our ProtectAVan brand, but giving more van owners easy access to vital security equipment, that could save them financial and emotional heartache in the long run,” said Laura Moran, managing director of parent company TVL Group.

TVL gets police approval

Vehicle security provider TVL Security has achieved Secured by Design’s Police Preferred Specification (PPS) for several of its van products, following third-party testing and auditing. Products including the ArmourShell external lock, along with the DeadLock Protect+ and HookLock Protect+ security keys can now be officially recommended by police forces to current and potential victims of van crime.

“TVL Security now boasts the largest range of PPS-accredited products dedicated to the light commercial vehicle sector,” said Luke Powell, commercial and IT director.

“The accreditation also reinforces our In-

novation Team’s hard work in ensuring TVL Security offers an unrivalled product range that secures the livelihoods of many van drivers across the country. We are looking forward to working with Secured by Design as we continue to stay one step ahead of thieves and lead the way in vehicle security innovation.”

Secured by Design is owned by the UK Police Service and works to reduce crime by validating the effectiveness of relevant security products. The PPS initiative is the only way for companies to obtain police recognition of security-related products in the UK.

ProtectAVan has opened a site in Swindon, adding to its existing network of depots in Loughborough, Leicestershire and Brentwood. It’s biggest site yet, the 560m2 facility is open for ve-

security upgrades, installations and full scale fit-outs. The company said that the ad-

shorter waiting times for customers. The Swindon site

engineers, supported by a

TRANSFORMING FLEET RISK

Simon Turner, campaign

manager

at Driving for Better Business discusses the safety and security benefits of a fully utilised telematic system.

Telematics can help fleets transform their risk profile and the technology is available in more formats and price points than ever. Evidence suggests that most fleets that use telematics only exploit its operational capabilities, functions like asset tracking, geo-fencing and delivery performance. They are not harnessing the phenomenal power of telematics to improve driver behaviour, lower their risk profile and reap all the financial benefits which go with the two.

To gain the safety and financial benefits of telematics, fleet managers must use the information to power driver coaching. If you have no resource to read the telematics reports or to coach drivers, consider one of the offerings which coaches drivers directly, or does the analysis for you. Many systems offer gamification and eLearning modules to incentivise and support driver learning.

Now is the time Telematics is now a mature market with an array of solutions to fit all budgets and operational profiles.

• Traditional CANBus (Controlled Area Network) telematics feed exception events (harsh braking etc) back to fleet managers along with any diagnostic codes from the vehicle. This will usually generate results to highlight either the

riskiest drivers on the fleet, for management intervention, or specific problem issues such as speeding.

• Camera enabled telematics now integrate camera feeds, to give a full narrative of events. Where traditional telematics will highlight an emergency braking event, camera footage can show whether the driver had been reckless or heroic.

• Managed video systems capture any exceptional footage and analyse driver behaviour, feeding coaching notes back to managers. This is a huge time saver for fleets. The systems also capture braking, revs, acceleration and GPS coordinates.

• In-cab real-time driver behaviour systems can coach the driver in real time (with warning lights or coloured icons if they exceed parameters) and will highlight success, progress or areas of concern at the end of the shift.

Possible benefits

If driver behaviour systems are used properly, with actionable insights captured and shared with drivers, the benefits can be huge and rapid.

• Camera-based systems usually achieve a return on investment within the first few weeks, providing rapid evidence in no-fault claims

• Lower collision rates

• Lower fuel usage, up to 10%

• Fewer near misses

• Less uninsured damage

• Less wear and tear on vehicles, lower repair costs and better residuals

• Improved insurance premiums

• A clear audit trail of driver management

• Better driver protection from injury and fraudulent claims

• Better driver retention

“Telematics doesn’t only help fleet managers, but also drivers, administrative staff and anyone else involved in operating a business fleet” said Richard Stansfield (pictured above), director of business development at Auto Electrical Services.

“The key benefits of working with a telematics solution to us are increased efficiency, increased productivity, improved safety, decreased costs, improved communication, increased customer satisfaction, reduced stress for drivers and simplified admin.”

Telematics can help fleets to discharge their duty of care, lower their work-related road risk, and protect their expensive assets, both human and vehicle. It makes road risk visible and measurable and, once it can be seen and measured, it can be managed.

The business case for telematics is generally a no-brainer. If your fleet isn’t using telematics, why not choose the right kind of system for you and run a pilot? See for yourself the improvements it can make to your on-road incidents and your bottom line.

Fleets to miss EV targets

Research by Volkswagen Financial Services has found that 29% of fleets are falling behind in the transition to electric propulsion, as the 2030 ban on the sale of new petrol and diesel cars and vans grows closer. Fleets play a crucial role in the transition, accounting for 1.5m vans and cars on UK roads.

Businesses falling behind in this move to EV may find themselves in difficulties in 2030 and the years that follow the ban date. A planned, gradual transition is always easier to manage than a sudden, significant move to a new way of working.

“Organisations need to approach EV transition with a strategy and plan in place and ensure all relevant stakeholders, not just fleet managers, understand and are committed to the transition,” said Emma Loveday, senior fleet consultant at VWFS Fleet.

“Undertaking a sudden switch can lead to problems with vehicle utilisation, if the charg-

Volta Trucks joins forces with Cake

Electric commercial vehicle producer Volta Trucks is to collaborate with Swedish e-bike manufacturer Cake, to deliver a zero-emission delivery service. The two companies will operate a trial in Paris in early 2023, with the H&M Group, providing a warehouse to end customer service using electric trucks and two-wheelers.

The Volta Zero truck will operate as a mobile micro hub, or mini warehouse. Cake’s electric motorcycles will be loaded into the truck at the start of the working day and deployed within the city centre, carrying out the lastmile element of the delivery. The truck can then be used in other locations or to carry replacement batteries for the bikes.

ing strategy isn’t thoroughly thought-out, or issues with driver engagement and acceptance if they haven’t been suitably supported with a switch to EVs. There are various reasons why businesses are hesitant to transition at pace now, 19% said EVs are too expensive for them to acquire and many flagged their uncertainty around the UK’s charging infrastructure.

“While transitioning company cars can be seen as the ‘easier’ part of the vehicle fleet to transition, organisations with mixed, or significant commercial vehicle fleets, need to start focusing their attention on transitioning their light-duty vehicles to electric as well. With a standard 4-year/48-month replacement cycle, there are typically only two to three vehicle replacement cycles left before the 2030 ban comes into place. With the ongoing issues with vehicle supply and lead times, this timeline is going to be further compounded for fleets.”

Hydrogen van starts performance testing

First Hydrogen has commenced testing of its fuel-cell powered MAN TGE van at the Horiba Mira Proving Ground near Birmingham. The vehicles were certified for road use last month and will go for trials with a number of UK operators in early 2023. The company claims that its fuel-cell vans have five times the range capability of a battery electric model, achieving 250-370 miles on a single fuelling. The refuelling time takes five minutes.

First Hydrogen plans to develop further fuel-cell powered vans, as part of a Hydrogen-as-a-Service solution. This would include the supply of green hydrogen, distribution and vehicle management services, in addition to the vehicle itself.

“Most of our customers are using trucks to deliver from out of town warehouses to inner city stores,” said Essa Al-Saleh, CEO of Volta Trucks.

“But as a forward-thinking brand, we’ve always sought innovative partners to deliv-

er new and industry-defining solutions. The partnership between Volta Trucks and Cake will showcase how a combination of zero tailpipe emission transport solutions can bring benefits to brands and customers, such as the H&M Group and city centre environments.”

Van service for heavier e-LCVs

Fleet Assist has expanded its light commercial service, maintenance and repair capabilities by setting up a nationwide network of 900 Premier Van Centres capable of handling vans and chassis cabs up to 4.25-tonnes in weight. This move reflects the higher weight available to alternatively-fuelled LCVs, that can still be driven on a car licence.

Each EV Premier Van Centre has the premises, equipment and technicians to service and

maintain larger vans, particularly those with hybrid and electric drivetrains. This allows the Fleet Assist team to assign leasing and rental vehicles to the right garage to undertake work on heavier models, to reduce downtime.

“The Government has extended the gross vehicle weight from 3.5 tonnes to 4.25 tonnes that can be driven legally on a Category B car licence for five years,” said Vincent St Claire, Fleet Assist’s managing director.

“This is great news for operators, as electric van payloads have increased, but for garages it means having vehicle lifts in their workshops capable of accommodating the heavier vehicles. Many dealers will simply not be equipped to handle these vans, which is where our EV Premier Van Centre network comes into its own. It avoids misdirection of SMR work to garages unprepared for heavyweight LCVs.”

Despite being part of the larger Stellantis group of companies, it’s good to see that Citroen is still given the freedom to head off on a tangent and design a potential solution that nobody else has seen. The My Ami Cargo is an LCV version of the company’s Ami full-electric urban runabout, with a seat removed and a load area installed alongside the driver.

Powertrain

The Cargo is powered by a 5.5kWh battery, that turns a 6kW electric motor. This delivers a range of up to 47 miles and a top speed of just 28mph. That’s because the Ami is classed as a quadricycle, so can be driven on a full AM moped licence or on a conventional B

car licence.

While the compact Citroen soon whizzes up to its maximum speed, using a push-button D/N/R control to the left-hand side of the driver’s seat, that really is its maximum. While that won’t be a problem in congested city streets, if the traffic does thin, you soon discover that everyone else would like to be travelling slightly above the 30mph limit, resulting in a bit of a queue in your rear-view mirror.

Also, that 6kW motor won’t maintain 28mph if you hit an uphill climb. Even the smallest incline will see the digital speedo steadily dropping. A bit more power, to maintain the 28mph on all terrain, would have been helpful.

The van has an integral charging cable, just inside the right-hand door, that can be

adapted from a three-pin domestic plug to a regular on-street Type 2 car charger. However, it can only connect to an untethered Type 2 charger, you can’t plug a charger’s dedicated cable into the Citroen. However you plug in, it will take around three hours to reach 100%.

Load carrying capacity

All Ami’s are left-hand drive only, though given its compact dimensions, where you can easily open either side window manually from the driver’s seat, that is less of a problem than it might be in a larger vehicle. The passenger seat is replaced in the Cargo with a 260-litre load area with a modular shelf above. Combined with the other storage areas on the dash and behind the driver, there is a total of 400 litres on offer.

Positioned between an e-Cargo bike and a light van, Citroen’s My Ami Cargo offers a low-cost alternative to the conventional, says Dan Gilkes.

Maximum payload is 140kg, plus the driver and you can put up to 40kg on that shelf, which also has a holder for A4 paperwork. That may not sound like much, but the cargo area is surprisingly spacious and a last-mile courier would get quite a few small parcels on board. Maximum load length is a healthy 1.2m, so longer loads can also be accommodated.

In the cab

At just 2.41m long and 1.39m wide, the Ami is certainly compact. Yet, with Tardis-like ability, it feels much larger inside. As a 6’ plus driver, I had no trouble getting in or finding a comfortable driving position. You’ll notice that to keep costs down, the front and back body sections are identical, just with different coloured lights. Likewise, there is only one door panel, which opens from the back on the passenger/cargo side and from the front on the driver’s side.

The interior is built of sturdy black plastics and the seat is little more than a plastic bucket shape with padded base and backrest. It’s not uncomfortable though and is a

definite step up on the Renault Twizy. The suspension is certainly more supple than its Gallic competitor, with a ride that can best be described as bobbly. If you’ve ever used the Pod Parking service at Heathrow’s Terminal 5, then you will have experienced a similar level of comfort.

Creature comforts are fairly sparse, in line with the Ami’s low-cost mission. There is a windscreen heater that does a reasonable job of lifting the internal temperature. You also get a mobile phone holder and a USB slot, so you’ll be relying on your own equipment to deliver communication and navigation.

If you need additional ventilation, the bottom half of the door windows can be folded up, like an old 2CV. You will also want to take along some sunglasses, as there are no sun visors and a large glass roof, which with low winter sun can result in a bit of a dazzle. Those less used to being stared at by other road users, may also welcome the anonymity.

On the road

Given its dimensions, you would expect the Ami Cargo to be highly manoeuvrable and it doesn’t disappoint. The turning circle is just 7.2m, making it easy to navigate crowded streets, while drivers will seldom be stuck for somewhere to park. The handling is reasonable for such a short, thin vehicle and, de-

spite a bit of lean in roundabouts, everything feels secure in normal driving.

As mentioned, a slightly higher turn of speed would be welcomed, but that won’t be a problem in congested city streets, which is after all the intended destination.

In terms of running costs, the Ami Cargo will be fairly economical on a daily basis, particularly if charging in a depot. Service intervals are set at 12,500 miles or two years, but should also be reasonable with very little to actually service. The vehicle comes with a two year/unlimited mileage warranty, while the battery gets a three year/25,000mile warranty.

Conclusion

With the seemingly never-ending growth of last-mile delivery, manufacturers and delivery companies are constantly looking for new ways to get small goods from A to B and C. The Ami Cargo fills a niche gap between an e-Cargo bike and a small conventional LCV, providing weather protection for driver and goods, without compromising inner city manoeuvrability.

It won’t suit every operator of course, but for the money, there is nothing really that combines the same set of talents.

VanUser Rating: 3.5

TOYOTA COROLLA COMMERCIAL

As our six months with Toyota’s Corolla Commercial draws to an end, we thought we’d turn our attention to the financial implications of this car-derived van. We’re making the assumption, fair or otherwise, that a Toyota customer that’s considering the Corolla Commercial, will also have taken a look at the diesel Proace City and, if emissions are a major part of the buying decision, the Proace City Electric. So, how does the Corolla stack up against its in-house competition?

There is only one version of the Corolla, so that’s easy. There are six models in the diesel-powered Proace City line-up, but we’ll take the 100hp Icon model in L1 format as the nearest competitor. We’ve gone for the Icon model, as the Corolla has a high trim level that is hard to match in the dedicated vans. Likewise with the City Electric, which can be had in L1 or L2, we’ve opted for the shorter model in Icon trim.

Of course, if you are looking for maximum payload or load volume, then the Corolla falls at the first hurdle. If those are not your main criteria however, the car-derived van stands up well against its dedicated LCV competition. In terms of purchase price, the electric van is unsurprisingly the most expensive. However, much of that premium is retained in its strong residual value. The Corolla also does well, according to our friends at RV specialist Glass’s, holding onto more than a third of its value over the benchmark time and mileage.

Daily running costs for the EV will depend on where you get your power, fill up regularly at a motorway services and that price per mile will jump. The petrol hybrid Corolla compares well against the diesel van though. When it comes to servicing, electric vans are expected to be around 40% less costly, as there are fewer moving parts. You’ll be visiting the dealer twice as often in the Corolla, in line with most Toyota prod-

ucts. The Stellantis-built Proace City stretches those stops to once every two years.

You really do pay your money and take your choice, but the figures are perhaps closer than many may have thought. The good news for Toyota, is that it is the only manufacturer able to offer all three options in the first place.

HEAD TO HEAD

Purchase price

Corolla Commercial - £23,053, CVOTR price is £24,003

Proace City 100hp Icon - £22,615, CVOTR price is £23,565

Proace City Electric - £29,232, CVOTR price is £29,892

Residual value at 3 years/60,000 miles (supplied by Glass’s)

Corolla Commercial - £8,875

Proace City 100hp Icon - £7,900

Proace City Electric - £12,675

Fuel consumption

Corolla Commercial – 55.6mpg @ £1.65p/litre = 13.4p/mile

Proace City 100hp Icon – 51.3mpg @ £1.81/litre = 15.9p/mile

Proace City Electric – 150 miles/50kW @ 34p/ kWh = 11.3p/mile

CO2 emissions

Corolla Commercial – 105g/km

Proace City 100hp Icon – 144g/km

Proace City Electric – 0g/km

Service intervals

Corolla Commercial – 1 year/10,000 miles.

Proace City 100hp Icon – 2 years/25,000 miles

Proace City Electric – 2 years/25,000 miles

Warranty

Corolla Commercial - up to 10 years/100,000 miles

Proace City 100hp Icon – up to 10 years/100,000 miles

Proace City Electric – up to 10 years/100,000 miles (battery up to 8 years)

Load Volume

Corolla Commercial – 1.3m3

Proace City 100hp Icon – 3.3m3

Proace City Electric – 3.3m3

Max Payload

Corolla Commercial – 425kg

Proace City 100hp Icon – 1,000kg

Proace City Electric – 800kg

Max Towing

Corolla Commercial – 750kg

Proace City 100hp Icon – 1,200kg

Proace City Electric -750kg

The DVSA recently revealed that 88.5% of LCVs stopped at the roadside were overloaded.

With plans to pull over more LCV’s on the roadside and to potentially enforce HGVlike legislation on the LCV market, isn’t about time you checked your minibus or van’s laden weights, especially the individual axle weights ? SvTech has discovered many more vans have overloaded rear axles than previously thought. Any overload could invalidate your insurance.

SvTech can help with uprating your LCV to give you more payload, keeping you safe and legal. Most makes and models catered for. Call us to discuss your needs and try using our free Load Distribution program – www.svtech.co.uk/lda

If you need to Downplate your LCV for LEZ purposes, we can help with that too.

SvTech Ltd, Chandler House, Talbot Rd, Leyland, Lancs PR25 2ZF 01772 621800 www.svtech.co.uk