Fleet Van April 2012 by Fleet News

FleetVan B E S T P R A C T I C E F O R B R I TA I N ’ S L I G H T VA N O P E R AT O R S

April 2012 fleetnews.co.uk/fleetvan £5 where sold

ONE ACCIDENT IS ONE TOO MANY FRESH NEW LOOK AND CONTENT

R E V E A LE D

THE NEW

How Bunzl reduced its incident rate

TALKING THE LANGUAGE OF FLEETS

Francis Bleasdale on the secrets to Nissan’s rise

Major innovations and a new look for UK’s best selling van

Ford Transit

Editorial Editor Stephen Briers 01733 468024 stephen.briers@bauermedia.co.uk Associate editor Trevor Gelken trevor.gelken@bauermedia.co.uk Deputy editor Simon Harris 01733 468308 simon.harris@bauermedia.co.uk Contributors John Charles, Linda Francis Production Head of publishing Sandie Hurford 01733 468312 Senior art editor Luke Neal Production editors Andrew Ryan Alan Salt Advertising Commercial director Sarah Crown 01733 468320 Group advertisement manager Sheryl Graham 01733 468256 Account managers Lucy Herbert 01733 468800 Heidi Rogers 01733 468269 Lisa Turner 01733 468345 Marcus Woods 01733 468269 Business development manager Stuart Wakeling 01733 468342 Project managers Leanne Patterson 01733 468332 Angela Price 01733 468338 Kerry Unwin 01733 468327 Telesales/recruitment b2brecruitment@bauermedia.co.uk 01733 468275/01733 468328 Events Event director Chris Lester Event manager Sandra Evitt 01733 468123 Event organiser Kate Howard 01733 468146 Publishing Managing director Tim Lucas 01733 468340 General manager Ian Richardson 01733 468555 Group marketing manager Bev Mason 01733 468295 Office manager Vicky Meadows 01733 468319 Group managing director Rob Munro-Hall Printing: Headley Brothers Ltd, Kent © 2012 Bauer Media ISSN 0953-8526. No part of this magazine may be reproduced in any form without the written permission of the publisher. You can purchase words or pictures for your own publications. Phone 01733 465982 or email syndication@bauermedia.co.uk. Fleet News will not accept responsibility for unsolicited material. Editor cannot accept responsibility for statements by advertisers and contributors whose views do not represent those of the publisher. Member of the Audit Bureau of Circulation Copyright: Bauer Automotive

Contents 4 I Best practice: Electric vans The FTA asks its members whether electric power is the way forward for van fleets.

8 I Interview: Aiko Designs

A roof rack manufacturer set up after the collapse of MG Rover is hitting the heights.

11 I Legislation: Complying with the Corporate Manslaughter Act

Benchmarking Electric vans

Are electric vans the way forward? In a new regular feature, the FTA surveys its van fleet members on a hot topic

ardly a month goes by without news of a new electric offering from van manufacturers. Electric vans (EVs) are often touted as the way forward for operators looking to boost their green credentials but what is the experience of the early adopters and what’s holding back others from taking the plunge? A recent survey conducted by FTA’s Van Excellence programme showed that many van operators are adopting a ‘wait and see’ policy with almost 70% either having not yet adopted the technology or stating they are unlikely to do so within the next 12 months or so. So what lessons can be learned from the early adopters? The aims of the early adopters are laudable; their keenness to lead from the front and benefit from the potential environmental and cost benefits of EVs should be recognised but what messages will these pioneers pass on to others considering putting electric vans on the road. First the plus points: the reduced operational costs, ease of maintenance, minimal noise pollution and undoubted ‘in use’ CO2 benefits are massive attractions as is the positive PR message, particularly if the electricity used to charge is sourced from ‘green’ providers. But the reality of the day-to-day use isn’t quite as rosy. The downsides lead to early adopters recommending a cautious and well-researched approach to other users. We asked operators to score how well their vehicles had met expectations. Their response was decidedly average with only around a third declaring they’d met or come close to meeting their expectations. What were the issues? The significant up-front and wholelife costs cannot be ignored and neither can the limitations on range. Rory Morgan, of Iron Mountain, advices potential users “to be absolutely sure of the route they want to use the vehicle on”. “Is the vehicles’ range sufficient

in real life operations when loaded other users, particularly with the with other demands on the first few vehicles taken on. batteries such as lights, wipers, The other big tip was to allocate heaters etc? Can they justify the the vehicles to specific roles where costs; the vast majority of EV are the operator is confident the vehicle hugely expensive compared to is within its operational abilities. their diesel equivalents. Are there Our contact at a major facilities other options?” management provider commented: Best practice suggests inter“One EV is being used for park ested operators conduct trials in maintenance in the Midlands which as close to ‘real life’ conditions as fits with the range of the vehicle. It possible. would be impractical to use on These trials should range across works such as reactive repair and as many variants of operation as maintenance as they could be travpossible, including elling hundreds of range on single miles a day so the charge, with different charge would not be types of charging sufficient. Have either not yet points and voltage/ adopted the technology or “We have a more phase requirement, say they are unlikely to do extensive fleet used in different payloads a London Borough – so within the next 12 and with different months or so they are caged vehidrivers in varying cles which are used to weather and traffic conditions. collect waste items from houseIf the EV is being considered for holds in the area. Again, these are use in a specific environment or on planned routes so the distances are a particular route then it goes known prior to the vehicle without saying it should be tested commencing operation.” in that role. The importance of robust trials What did non-users feel about was underlined by Vince Dignam, using electric vans? transport manager at the CorpoWorries about operational range ration of London, but even so the topped the list of concerns, with longer-term reliability of vehicles almost 75% of respondents citing was questioned. this as a barrier. As you’d expect, the Dignam noted that vehicle offupfront cost of vehicles continues to road time can be excessive, with be a disincentive to adopt electric the ability of repairers to work with vans although the recent extension new technology and disputes of the plug-in grant, along with everaround responsibility for faults increasing diesel costs, is likely to cited as reasons. make adoption more attractive. Other respondents identified issues with older EVs where the original providers had ceased trading.

70%

What other tips would they give potential users? The competence and attitude of drivers, as you’d suspect, is seen as being an important factor in the successful use of EVs. The allocation and training of specific drivers is to be recommended. Rory Morgan again: “There is a particular style of driving with an EV compared to a standard fuelled vehicle. Training is essential to ensure the driver gets the best possible results and charge life from the vehicle.” This view was supported by

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Other issues identified included worries about the availability of a robust charging infrastructure and, interestingly, the loss of payload making it difficult for operators to keep below the 3.5t operator licence threshold, an issue already identified by Van Excellence operators. But is it all gloom? Probably not; of the operators already running electric vans, there is clear evidence that, used correctly, EVs can have a role to play in the right role. Particularly among the larger fleets, almost all the existing users expected to increase their use in the next year and some 15% of non-users expected to have joined the electric van club during the same period. Are electric vans the future? Electric vans potentially provide significant environmental benefits in appropriate operating environment. Low-mileage urban operations, with vans returning to a specific location (equipped with charging facilities) clearly lend themselves to the use of such vehicles. Makers need to build operators’ confidence in the technology and work with the remarketers to address uncertainty of residual values.

The main EV concerns for fleets Range concerns This was the biggest concern identified by the FTA survey. Sixty per cent of respondents said anxiety of vehicle range was stopping them from investing in electric vans. With range currently limited to around 100 miles, these vehicles are only fit for certain purposes. Cost of ownership Identified as an issue by 51% of respondents, the high upfront costs of buying electric vans is a major sticking point for fleets. Renault’s model of leasing vehicle and battery separately might offer a solution. Load capacity Two concerns here. First, battery weight which tips vehicles above the 3.5-tonne limit and also reduces overall capacity; second, the impact of a full load on battery charge. Half of fleets said load capacity was an issue. Charging infrastructure Despite investment by public and private sectors into charging points, 44% said it was still a worry. Reliability uncertainty; residual value uncertainty Reliability concerns are stopping a quarter of fleets (perhaps caused by issues with early conversions rather than the latest EVs); 21% are put off by RV fears.

Editor’s column

Stephen Briers, editor, Fleet Van

elcome to your new-look Fleet Van. We’ve made a few changes that I hope will make this publication of even greater use to you in the running of your van fleet. We’ve removed the news content, which you can now find on the all-new Fleet Van website – www.fleetnews. co.uk/fleet-van/ – and are instead putting the emphasis on insight and analysis of the key topics facing your businesses today. New regular sections include monthly insights into remarketing, safety, legislation and the environment, while every issue will contain an in-depth fleet case study analysing a key area of operation – in this issue Bunzl reveals how it has managed to reduce accidents in its healthcare business. Ever since the first issue of Fleet Van in 2002, we have strived to provide van fleet operators with the information, guidance and advice they need to boost their effectiveness. We also provide an environment for fleet van managers to share best practice, engage and learn. Of course, we also have our parent brand Fleet News, which provides best practice advice about company cars and vans. So how does Fleet Van fit in?

“Van-only operators need the greater depth of insight and analysis in Fleet Van”

‘Training is essential to

ensure the driver gets the best possible results and charge life from the vehicle’ Rory Morgan, Iron Mountain

Fleet News provides the macro content on vans; Fleet Van provides micro content. While Fleet News has the headline information required by people running mixed fleets, operators that only run van fleets will need the greater depth of insight and analysis offered by Fleet Van. It’s also the place to find out everything you need to know about the latest vans in our reviews section. My thanks to associate editor Trevor Gelken for his passion, enthusiasm and dedication in making the relaunch of Fleet Van such a success. Trevor is well known to many of you and he will continue to play a core part in the future development of Fleet Van. We hope you enjoy this first issue. Please let me know your thoughts about the changes we have made by emailing me at Stephen.briers@bauermedia.co.uk including any ideas for features you would like to see. n Exciting news: we’ve set the date and location for the 2012 Fleet Van Summit. We will be returning to Millbrook Proving Ground after excellent feedback from the event last year. Put September 18 into your diaries and look out for further information about content and speakers in Fleet Van over the coming months.

fleetnews.co.uk/fleetvan April 2012 5

How to make sure your business meets the minimum legal requirements.

12 I Risk and safety: Speed limiters

With a number of benefits, why are so few fleets taking advantage of speed limiters?

15 I Environment: Reducing your annual mileage

Best practice learnings from the truck sector.

16 I Remarketing: Cash in at selling time

Many fleets send vans to market in a sub-standard condition. Don’t be one of them.

20 I Case study: Bunzl Healthcare

How the company addressed its accident rate – and made fuel savings at the same time.

24 I Industry spotlight: Nissan

Nissan’s star is rising in the van market, with sales up 74%. Francis Bleasdale explains why.

26 I Interview: Volkswagen

New models and dedicated network send vanmaker’s sales skywards.

28 I Cover feature: New Ford Transit

‘Custom’ version targets one-tonne sector and promises major innovations.

36 I Road tests

Ford Ranger, Fiat Ducato, Iveco Daily Euro V, Nissan NV400.

36 I Model update

What’s new in 2012, plus van running costs. fleetnews.co.uk/fleetvan April 2012 3

B e n c h m a r k i n g b y t h e F TA E l e c t r i c v a n s

Are electric vans the wa In a new regular feature, the FTA surveys its van fleet members on a hot topic

ardly a month goes by without news of a new electric offering from van manufacturers. Electric vans (EVs) are often touted as the way forward for operators looking to boost their green credentials but what is the experience of the early adopters and what’s holding back others from taking the plunge? A recent survey conducted by FTA’s Van Excellence programme showed that many van operators are adopting a ‘wait and see’ policy with almost 70% either having not yet adopted the technology or stating they are unlikely to do so within the next 12 months or so. So what lessons can be learned from the early adopters? The aims of the early adopters are laudable; their keenness to lead from the front and benefit from the potential environmental and cost benefits of EVs should be recognised but what messages will these pioneers pass on to others considering putting electric vans on the road? First the plus points: the reduced operational costs, ease of maintenance, minimal noise pollution and undoubted ‘in use’ CO2 benefits are massive attractions as is the positive PR message, particularly if the electricity used to charge is sourced from ‘green’ providers. But the reality of the day-to-day use isn’t quite as rosy. The downsides lead to early adopters recommending a cautious and well-researched approach to other users. We asked operators to score how well their vehicles had met expectations. Their response was decidedly average with only around a third declaring they’d met or come close to meeting their expectations. What were the issues? The significant up-front and wholelife costs cannot be ignored and neither can the limitations on range. Rory Morgan, of Iron Mountain, advices potential users “to be absolutely sure of the route they want to use the vehicle on”. “Is the vehicles’ range sufficient

in real life operations when loaded first few vehicles taken on. with other demands on the The other big tip was to allocate batteries such as lights, wipers, the vehicles to specific roles where heaters, etc? Can they justify the the operator is confident the vehicle costs; the vast majority of EV are is within its operational abilities. hugely expensive compared to A manager at a major facilities their diesel equivalents. Are there management provider commented: other options?” “One EV is being used for park Best practice suggests intermaintenance in the Midlands which ested operators conduct trials in fits with the range of the vehicle. It as close to ‘real life’ conditions as would be impractical to use on possible. works such as reactive repair and These trials should range across maintenance as they could be travas many variants of operation as elling hundreds of miles a day so the possible, including charge would not be range on single sufficient. charge, with different “We have a more types of charging extensive fleet used in Have either not yet points and voltage/ adopted the technology or a London Borough – phase requirement, say they are unlikely to do they are caged vehidifferent payloads cles which are used to so within the next 12 and with different months or so collect waste items drivers in varying from households in weather and traffic conditions. the area. Again, these are planned If the EV is being considered for routes so the distances are known use in a specific environment or on prior to the vehicle commencing a particular route then obviously it operation.” should be tested in that role. The importance of robust trials What did non-users feel about was underlined by Vince Dignam, using electric vans? transport manager at the CorpoWorries about operational range ration of London, but even so the topped the list of concerns, with longer-term reliability of vehicles 60% of respondents citing this as a was questioned. barrier. Dignam noted that vehicle offAs you’d expect, the upfront cost road time can be excessive, with of vehicles continues to be a disinthe ability of repairers to work with centive to adopt electric vans new technology and disputes although the recent extension of the around responsibility for faults plug-in grant, along with evercited as reasons. increasing diesel costs, is likely to Other respondents identified make adoption more attractive. issues with older EVs where the original providers had ceased trading.

70%

4 April 2012 fleetnews.co.uk/fleetvan

ay forward? The main EV concerns for fleets Range concerns This was the biggest concern identified by the FTA survey. Sixty per cent of respondents said anxiety of vehicle range was stopping them from investing in electric vans. With range currently limited to around 100 miles, these vehicles are only fit for certain purposes. Cost of ownership Identified as an issue by 51% of respondents, the high upfront costs of buying electric vans is a major sticking point for fleets. Renault’s model of leasing vehicle and battery separately might offer a solution. Load capacity Two concerns here. First, battery weight which tips vehicles above the 3.5-tonne limit and also reduces overall capacity; second, the impact of a full load on battery charge. Half of fleets said load capacity was an issue. Charging infrastructure Despite investment by public and private sectors into charging points, 44% said it was still a worry. Reliability uncertainty; residual value uncertainty Reliability concerns are stopping a quarter of fleets (perhaps caused by issues with early conversions rather than the latest EVs); 21% are put off by RV fears.

‘Training is essential to

ensure the driver gets the best possible results and charge life from the vehicle’ Rory Morgan, Iron Mountain

EDITOR’S COLUMN

Stephen Briers, editor, Fleet Van

“Van-only operators need the greater depth of insight and analysis in Fleet Van” Of course, we also have our parent brand Fleet News, which provides best practice advice about company cars and vans. So how does Fleet Van fit in? Fleet News provides the macro content on vans; Fleet Van provides micro content. While Fleet News has the headline information required by people running mixed fleets, operators that only run van fleets will need the greater depth of insight and analysis offered by Fleet Van. It’s also the place to find out everything you need to know about the latest vans in our reviews section. My thanks to associate editor Trevor Gelken for his passion, enthusiasm and dedication in making the relaunch of Fleet Van such a success. Trevor is well known to many of you and he will continue to play a core part in the future development of Fleet Van. We hope you enjoy this first issue. Please let me know your thoughts about the changes we have made by emailing me at Stephen.briers@bauermedia.co.uk including any ideas for features you would like to see. n Exciting news: we’ve set the date and location for the 2012 Fleet Van Summit. We will be returning to Millbrook Proving Ground after excellent feedback from the event last year. Put September 18 into your diaries and look out for further information about content and speakers in Fleet Van over the coming months.

fleetnews.co.uk/fleetvan April 2012 5

Inter view Aiko designs

Business success out of MG Rover redundancies After being made redundant following the closure of the manufacturer, a group of engineers have built a successful business making quality roof racks Aiko name has Hawaiian origins

Bill Smith: taking Aiko Designs to a new level

The name Aiko Design was dreamed up in an unusual way. A friend of Bill Smith’s became friendly with a Hawaiian girl called Aiko. She stayed at Smith’s house when she visited the UK while he was pondering on what name to call his new enterprise. He said: “She was sitting at the table opposite me and I suddenly though ‘Aiko, that’s a nice name’. It just stuck after that. I think she was quite pleased about it.”

By Trevor Gelken aced with redundancy after the collapse of MG Rover in 2005, a group of British engineers have built a new business on Tyneside which caters for a small but important part of the industry. The six men were employed by Lockshield making security devices for MG Rover’s cars. But when the carmaker collapsed, they contacted a few big fleet hitters to see if there was anything they could turn their hand to. Managing director Bill Smith says: “We contacted Northgate Vehicle Hire and it turned out that they were looking for a few hundred roof racks. Within a month, we had designed, built and sold our first product.” Aiko Design was born. Since then, the company has been growing organically as van fleet operators get

to hear about a British product that carries a lifetime guarantee and which the makers boast “can be put together using one hand”. Smith initially took a back seat at the firm and “retired” after selling his interests in Lockshield but is now back to help Aiko make a major push for fleet business. A new website – aiko-design.co.uk – has been set up in which buyers can build their own products and order them online and Smith is now in talks with major fleet buyers and van dealers across the country in a bid to increase sales. He says: “I sold my interest in Lockshield after running the firm for 15 hard years and it was my intention to retire on the money I made. “But when MG Rover went out of business I wanted to make sure the men I employed had secure jobs so we launched Aiko Design. It was my

8 April 2012 fleetnews.co.uk/fleetvan

intention to sit back and relax but I found I couldn’t. I am passionate about business and was just itching to get back to work.” In a move that would shame the fat cats of the banking world, Smith does not take a salary but works for the love of his job. He said: “I made enough money to retire on but didn’t want to spend the rest of my life relaxing!” One thing Smith does insist on is that all products are built to the highest quality standards. “You can buy any number of roof racks for vans,” he says, “but a lot of them aren’t very good quality and I’d warn any potential buyers to look out for this as cheap roof racks can be dangerous. “A lot of them say ‘heavy duty’ but this is a meaningless phrase. Some of them are so weak you could bend them over your knee. Our products

cost the same as the cheaper ones but are the best quality you can get and are guaranteed for life – and we mean life.” So how does Aiko manage to survive with this business strategy? The answer lies in Smith’s canny business sense. He says: “We can sell our roof racks at reasonable prices because we don’t have any debt and we have low running costs. For example, all our premises are bought and paid for.” The company now employs 10 people and has agents who sell roof racks to dealers, who can then fit them on a customer’s behalf. Smith add: “Some roof racks come with a million different nuts and bolts but the number of parts on our racks is kept to a minimum. Everything is welded for strength and you can fit them with one hand – although two will be easier.”

Environment Mileage reduction

Truckers lead the way How to help save the planet – and thousands of pounds of fuel at the same time

By Trevor Gelken or a lesson in improving environmental credentials, Britain’s van fleet operators could do worse than turning to their counterparts in the heavy truck world. Recently, hauliers in the UK’s food distribution sector announced that they had reduced journey times by two million miles’ worth in the past five years by a series of innovative solutions. Not only did this prevent tonnes of CO2 being pumped into the atmosphere, it also saved them huge amounts of cash through using less fuel. At today’s fuel prices, they saved a total of £1,294,000. The announcement came from IGD, a charity group made up of big hitters in the food industry. Among the initiatives undertaken are sharing vehicles, even with competitors, to avoid empty trucks on return journeys, using the latest telematics technology to monitor traffic and re-route where necessary, changing the site of depots and exploring alternative means of transport, such as greater use of railways. IGD has also published a number of best practice guides, together with a series of case studies and a cost calculator so that fleets can capture and record their savings.

“Working together can help deliver benefits to the environment”

Van fleets can learn from the heavy truck sector

Joanne Denney-Finch, chief executive, IGD, said: “Food and grocery companies are some of the largest users of road transport, responsible for one in four of all HGV miles travelled in the UK. The industry recognises its responsibility to manage its impact on the environment. This commitment includes individual and group initiatives to reduce the fuel used, miles travelled and ultimately the number of vehicles on the UK’s roads. But while a notable milestone, the industry’s commitment to transport sustainability doesn’t stop here. IGD continues to bring a wide range of food companies together to offer to discuss ways in which they can co-operate further. In addition, more than 200 transport opportunities have been identified since last September and many of the organisations have

already started working together as a result.” Companies that have taken part in the initiative include Asda, British Sugar, Coca-Cola, Heinz, Iceland Foods, Proctor & Gamble, Waitrose, Marks & Spencer, Sainsbury’s and Morrisons. The idea of sharing vehicles with direct competitors may seem a bizarre one but, by setting aside business differences, those taking part in this scheme have seen huge savings in fuel costs. Richard Jones, IGD senior supply chain analyst, said: “Our work is a compelling example of how working together can really help deliver benefits to both consumers and the environment. “Even if you run a fleet of vans, you can still review your own organisation to improve how your supply chains work. “

Case studies will help fleets There are plenty of examples of best practice and many case studies available for free on the IGD website. Food and grocery companies have worked together to produce practical guides to help identify and implement techniques to improve the supply chain. n To view the case studies, log on to: http://www.igd.com/ ecr-sustainabledistribution n For information on transport collaboration, visit: http://www.igd.com/index. asp?id=1&fid=1&sid=3&tid=53 &cid=562

fleetnews.co.uk/fleetvan April 2012 11

Risk and safety Speed limiters

Speed limiters

Why are so few fleets taking advantage of speed limiters? Trevor Gelken looks at the implications for cost and safety

Behind the wheel

Frustration, experimentation and then the sheer joy of driving By Linda Francis Anyone who tries driving a van fitted with a speed limiter for the first time is guaranteed to go through three phases: frustration, experimentation and finally acceptance. Frustration arrives pretty smartish when you first realise

that, with the limiter set at 56mph, you can’t simply floor the accelerator and reach your normal speed. This phase is usually accompanied by a stream of expletives best not to mention! The experimentation phase soon follows, in which the driver tries all kind of little tricks to squeeze an

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extra mile per hour out of the van – a futile operation, I can assure you. It is after this that the acceptance gradually arrives – and it really is a kind of buddhist satori as you sit back, relax a little and actually enjoy the experience of driving for a change. After just 50 miles or so I began

to see the sense in speed limiters. They’ll save a lot of money in wasted fuel and on our little sojourn here, there wasn’t an awful lot of difference in the time it took to get from Peterborough to Southend on the motorway. Several times I saw large panel vans thrash past me at high

ands up everyone who has seen a 3.5-tonne panel van thrashing down the outside lane of a motorway at 90mph in the past month. Let’s see, one... two... oh, that’s all of you! It’s a problem that has existed as long as vans have been capable of such speeds and is one that any lawabiding, cost-conscious fleet operator would want to stamp out. The problems and dangers are obvious. For starters that van is likely to have your logo emblazoned on the side, which will immediately put your company on a negative footing in the eyes of any member of the public who sees it. It’s illegal and dangerous too, so your drivers are likely either to end up with no licences or injuring themselves and others on the roads. In addition to the obvious safety issues, this will also cost your business money. Ah yes, the cost. At 80mph a van uses 20% more fuel than at 70mph. That means that if your van does 1,000 miles in a week and uses fuel at 30 miles per gallon, you are wasting £1,561 per year per vehicle. Add to that higher maintenance bills from all the mis-use; these foot-heavy drivers are a serious drain to company profits. With facts like this you’d imagine that every fleet van on the roads would have some kind of device fitted to prevent unnecessary speeding – after all, there are plenty of them about. However, according to alarm and speed limiter manufacturer Cobra, less than 5% do. A good telematics system will alert fleet managers to any serious cases of yahoo-ery on the roads when they aren’t looking but, increasingly, suppliers are suggesting that these systems should be used in conjunction with a speed limiter, which will cut out any cases of motorway speeding at the drop of a hat. One of the reasons we suspect that more limiters aren’t fitted is the problem of driver (and, therefore, union) objection. Here, companies often tread carefully in fear of how frustrated staff might treat their vans. But this view is at variance with that of Mark Cartwright, project manager at the Freight Transport Association, who says: “Give a driver a van with a speed limiter and after a couple of months I guarantee he’ll say he prefers it. He’ll realise that journey times are the same – you don’t get there any quicker by driving too fast – and that there are major fuel savings to be gained.” And ultimately, it is the company’s van being driving for work purposes. It’s up to you what safety and cost-related equipment you install.

The challenge

It’s all very well to talk about savings and safety: how do speed limiters perform in real life? Fleet Van decided to find out. We ordered a Volkswagen Transporter Sportline, had a Cobra 56mph speed limiter fitted, drove on a 260-mile test route, had the limiter removed and did the trip again, to see for ourselves – and for the benefit of our readers – if the aforementioned theories are true. The Sportline is perfect for this experiment – the clue is in the name. With 180bhp under its bonnet, this van flies like the wind and begs the driver to floor the throttle and have fun. Could your staff be tempted to break the speed limit in one? The Cobra technician fitted the speed limiter in less than an hour. The unit is no bigger than an iPhone and can be set at whatever speed is required. There is no cutting into wiring systems and everything is tucked away under the dash where the driver can’t tamper with it.

speeds, only to be caught behind an overtaking lorry further ahead on that annoying two-lane stretch of the M11. I then caught them up and smiled serenely in my new-found behindthe-wheel heaven while they gnashed their teeth and grunted in frustration at being held up. Why did we choose 56mph? We’d already tested a van with a 60mph speed limiter and had found it

frustrating in the extreme when trying to overtake the trucks which were all doing 56mph on two-lane dual carriageways. The result was a stream of angry car drivers behind us itching to get past. Emabarrassing, especially for a female driver. As it was I simply sat back, tucked in behind a 40-tonner, put on a favourite CD and enjoyed the experience of moving sedately from

While many fleets opt to set a 70mph limit (some even choose 80mph, claiming it allows drivers breathing space to overtake), those whose vans do more urban mileage often choose a lower limit, sometimes as low as 56mph. We opted for 56mph to see just how the savings ratchet up compared to travelling at (not over) the motorway speed limit.

The route

Then it was off on two laps of the parkway circuit round our home city of Peterborough followed by a few round-town miles and then a 110-mile haul down the A1M, A14, on to the M11, M25 and finally the A127 to Southend – and back again. This route gave us an ideal mix of urban, semi-urban and motorway and, with two drivers, we split the journey. Then the limiter was removed and we did the same trip, only at normal motorway speeds. A glance at the comparison table below reveals the truth. With the speed limiter on, we achieved 43.91mpg – an amazing feat in itself as this van has an official combined mpg figure of 36.2mpg – but with no speed limiter and driving normally, the figure plummeted to just 32.01mpg. Roughly translated, this means we used 37% more fuel without the speed limiter – which cost an extra £14.07 on this trip alone. On the time front, the long haul from Peterborough to Southend took a mere 20 minutes extra (two hours 20mins, compared to two hours) with the speed limiter fitted – equivalent to a 17% increase. For fleets concerned about packing in daily deliveries, this might be too much; but from a fuel saving perspective, the figures speak for themselves.

The results Miles travelled With limiter 260 With limiter removed 260

Fuel used (litres) MPG 26.93 43.91 36.98 32.01

The Fleet Van verdict

‘A move you should consider’ Admittedly governing a panel van down to 56mph is an extreme thing to do, but the fuel savings shown here prove beyond doubt that every fleet operator should be assessing whether or not speed limiters should be fitted to their vans. The fact that the two testers here both enjoyed the experience after a short while should put paid to any fears about driver acceptance. Our advice would be to start

with a 70mph limit on all vans. If this doesn’t produce the fuel savings and safety improvements you expect, then try knocking them down bit by bit until your goals are achieved. Once they are fitted, it’s a simple matter to change the speed. Journeys will take a little longer admittedly but often this problem can be overcome by looking at your journeys and re-arranging them in a smarter order.

A to B. The most bizarre experience of all came when the limiter was removed and our Sportline revealed itself again in all its glory. It felt like a sports car in comparison and I really had to keep myself in check as time and time again I noticed my speed had accidentally crept up. I almost longed for my speed limiter back again – but maybe set at 70mph instead of 56mph.

Linda Francis gets to grips with the Cobra speed limiter

fleetnews.co.uk/fleetvan April 2012 13

Legislation Corporate Manslaughter Act

Keep your fleet legal

Do you meet all of the requirements under the Corporate Manslaughter Act?

By John Charles he Corporate Manslaughter Act was passed in 2007 after 10 years of campaigning by safety groups to make it easier to tackle companies when the failures of senior management lead to a death. It doesn’t relate specifically to the transport sector but LCV operations certainly come within its scope and although no fleet operators have yet ended up before the courts, this does not mean they can rest easy. The Act builds on existing duty of care legislation and aims to complement it rather than add to it. But unlike other health and safety laws, a charge under this Act is meant to be a serious one, reserved for the very worst cases, which explains why it has so far only been used once (see panel). Under the Act, a company commits an offence if the way in which its activities are managed causes a person’s death and amounts to a gross breach of the relevant duty of care owed by the organisation to the dead person. So what exactly is the van fleet operator’s duty of care? This can

be a moot point, but a person charged with this offence will have to show that they took trouble to ensure drivers were safe both on firms’ premises and on the road. Each case, of course, will be different and taken on its merits, but a jury will be directed by a judge to consider whether the organisation failed to comply with any health and safety regulation that relates to the alleged breach and how serious the extent of that failing was. Health and safety at work is a wide subject. It covers areas such as loading and unloading at the employer’s premises and also safety on the roads. Firstly employers should check that their drivers actually have valid licences – a simple task but one that some fleets don’t carry out. Then the vehicles themselves must be maintained to safe standards, with tyres, oil and water checked regularly. While this might seem simple, it is nevertheless an area where many fleets are lacking, especially when drivers are not responsible for a single vehicle. A driver’s handbook is also an essential item. By providing this,

an employer can set out clearly the way he or she expects drivers to behave. This can cover such items as smoking in the cab, use of hand-hand held mobile phones and eating lunch while on the move – all practices which should be banned. Driver training is a subject which should be considered too as a fleet operator who has offered this facility will be less likely to be found guilty under the Act than one which hasn’t. If a company is charged under the Act it is the senior management who will face the court. Senior management is defined as the people who play significant roles in the making of decisions about how the company is managed. This clearly involves those at board level but may also included managers who are involved at a more hands-on level if they manage a substantial part of the business. If found guilty, a company can face an unlimited fine. However, the Sentencing Advisory Council recommends a figure of between 2.5% and 10% of average annual turnover.

One company is guilty so far Cotswold Geotechnical Holdings became the first firm convicted under the Act at Winchester Crown Court in 2011 and was fined £385,000. Although the case is not related specifically to van fleets, the principles under which the judgement was reached are relevant. Geologist Alexander Wright, 27, from Cheltenham, died in September 2008 when a pit he was working in collapsed. He was taking soil samples for a housing development in the 12.6ft (3.8m) pit in Brimscombe Lane, near Stroud, which was not supported by timbers, when it caved in. The jury at Winchester Crown Court found the company guilty of failing to ensure his safety.

fleetnews.co.uk/fleetvan April 2012 15

Remarketing Maximising RVs

Cash in at selling time Too many van fleet operators are losing money by sending their vehicles to market in a less-than-satisfactory condition. Is YOUR fleet one of them?

By Trevor Gelken t stands to reason that all van fleet operators want to get the maximum price for their vehicles when selling them. And it’s pretty obvious that the way to do this is to present those vehicles in as clean and orderly a fashion as possible, so that buyers will bid for them ahead of dirtier more damaged examples. But it is amazing how many sellers send their vans to auction damaged, without the correct paperwork and sometimes even with rubbish still on board. With profit margins for many companies wafer-thin, there has never been a more important time to save every penny possible so this lax attitude to residual values amazes the auction experts, especially as there is plenty of help and advice on offer from the major players. Duncan Ward, BCA’s general manager, commercial vehicles, says: “We are seeing increasing instances where waste such as batteries, concrete, building rubble, rubber tyres and wood are left in vehicles. The costs of disposals can range from £75 for a small load to upwards of £250 for large loads. “For hazardous waste the costs can escalate again as they have to be handled and disposed of according to strict health and safety guidelines. “Vendors focus very closely on the performance in the remarketing

there in the first place. arena, but by sending vehicles full of “Traders benchmark a vendor’s waste and in effectively unsaleable stock against that of others. They are condition, some are incurring spiralattracted to those vehicles that ling waste disposal costs and delays require the least work to sell on and that could be avoided. expect vehicles to be prepared to an “It is vital for owners and operators industry standard. Failure to take to make sure these costs are miniaction could, in extreme cases, cost mised and to keep up to date with vendors and their reputations dearly. this legislation.” “Consider the sale of a vehicle At Manheim Remarketing, staff containing a have to clear the discarded corpoequivalent of 10 rate branded Olympic-sized uniform. If this swimming pools were to fall into the of rubbish from wrong hands the vans they sell outcome could be every year. very serious.” Items left in But there’s more vans include food to successful waste, brochures remarketing than and papers, simply making building materials, sure vans are protective clothing clean before being and trade waste. sold. James Davis, The problem director of with commercial commercial vehivehicles is that by cles at Manheim, their very nature, says: “The issue of Cost per vehicle of removing they tend to be rubbish removal is unwanted rubish used and abused serious and one during their working lives, so that Manheim is particularly keen to damage is inevitable and to a certain draw attention to in order to drive up extent will be accepted by trade standards in our industry. buyers. “Against our advice there are still So a florist who has been using vendors who instruct us to sell vehicles for delivering bunches of unprepared vehicles full of rubbish. flowers will expect to obtain better Ultimately, someone has to pay to sale prices than, say, a builder who remove it. This should surely fall to has been chucking bricks and the operator or individual who left it

16 April 2012 fleetnews.co.uk/fleetvan

“There are a number of key optional extras that will improve values”

£250

concrete in the back end of his vehicles for three years. But, according to Guy Pearce, sales director at the Fleet Auction Group, the secret of successful remarketing begins when fleet operators actually buy their vehicles. He says: “Commercial vehicles, like cars, have re-saleability issues that can be affected as early as the procurement stage: decisions made at the outset on vehicle specification can have a big impact at re-sale. “Colour definitely has an effect. Strange hues can be very detrimental to value, but silver or metallic blue often add interest at auction by providing alternatives to the normal expectation of white. “There are a number of key optional extras that will improve the resale value of LCVs: side loading doors are a necessity, air conditioning is still much rarer than it should be and satellite navigation is now attracting a premium on a used van. “There is a marked second-user demand for vehicles with these types of items fitted as original equipment. “With regard to tippers or dropside variants, a rolled aluminium body is preferable to a steel unit. While a steel body is significantly more robust, an aluminium body retains the edge from a presentation point of

Advertisement feature

Used van values fall in March But fleet & lease sector sees rise as demand for good stock continues

sectors with the new registration plate meant stock levels rose quite sharply in the wholesale markets and sold volumes rose at BCA by nearly 10% in March compared to February.

sed LCV values fell by £45 across the board in March to £4,227 according to BCA’s latest figures, a 1.0% drop from the February figure and 5.7% behind the 20-month high recorded in January. BCA’s Pulse data shows average values fell for the dealer part-exchange and nearly-new vans, but rose in the fleet/lease sector. Additional activity in the fleet and dealer

Conversion rates This also impacted on conversion rates which fell back from the high 80% and 90% figures seen earlier in the year. The March average figure of £4,227 was

Average used values 2010-2011 £5,000

Source: BCA £4,000

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Apl

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£2,000

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£3,000

the lowest recorded since August 2011, yet despite this, performance against Guide Prices improved by half a point to 98.9%. Year-on-year, March 2012 was £47 ahead of the same month in 2011, equivalent to a 1.1% improvement – despite the average age and mileage rising by seven months and over 6,000 miles in the same period. Duncan Ward, BCA’s general manager – commercial vehicles, commented: “While overall values declined for the second month running, fleet & lease values actually improved, which underlines the desirability of one-owner professionally managed vans in the used marketplace. “The fleet & lease sector has seen generally higher values since September last year and there is little sign of demand easing for good quality LCVs.” Ward added: “However, looking ahead, we expect volumes to rise in the short-term as corporate de-fleets filter through and this must have an effect in a supply and demand marketplace.” He continued: “With the summer months ahead – typically quieter if previous years are to be believed – there could be some pressure on conversions and values ahead.”

BCA boosts Measham’s commercial sales Reflecting the continuing growth of commercial vehicle business at BCA, the company has doubled the sales capacity at the Measham Commercial Remarketing centre with the opening of a second auction hall. BCA has also improved the existing commercial facilities with a new undercover drive-through canopy. The new purpose-built facility includes a large undercover auction hall and rostrum with full Live Online and e-Auction capability, back office and vendor hospitality facilities. Sales run in tandem, which means Measham now has the capacity to offer over 500 light commercials through two lanes every sale day.

The official opening sale took place on Tuesday March 27 and offered almost 400 vehicles, and featured stock from a number of a large contract hire, fleet and dealer groups including Lex Autolease, Alphabet, Lombard and Ford Retail. A strong turnout of buyers and plenty of

Live Online activity saw over 80% of the entry sold for 100% of CAP. Alongside the weekly LCV sales, Measham will continue to stage fortnightly heavy commercial sales on every second Thursday and specialist monthly plant & equipment and farm & agricultural sales.

Europe’s No.1 vehicle remarketing company log on to www.british-car-auctions.co.uk or call 0844 875 3480

Remarketing Maximising RVs

Under the hammer By George Alexander, editor, Glass’s Guide to CVs

Decals should be removed from vans before sale

view and will attract an uplift in used vehicle value.” Most of the big auction companies now offer a service in which experts will inspect each vehicle and gauge whether or not cost-effective repairs should be carried out. After all it’s no good spending £500 tarting your vehicle up only to see it go under the hammer for £200 more than it would have done in its original condition. Pearce says: “Major cosmetic damage that might raise questions about the overall integrity of the vehicle should almost certainly be undertaken every time. However in the current market, the severe shortages in LCV availability generally means that, even with some damage, vehicles are being sold for strong prices. “Dealers and traders who buy these units are very adept in ‘adding value’ prior to resale with strategic repairs, so take the advice of the remarketing company as to potential return on refurbishment investment. “Evidence of ghosting from previous sign writing should also be properly removed, by machine polishing or painting, to facilitate a new ‘brand’ image for the next owner.

“Removal of other characteristics of initial user identification, such as racking or exterior equipment, may also be worth considering in order to bring the vehicle back into an unspecialised standard LCV condition and to appeal to a wider resale market.” Regarding refurbishment, BCA’s Duncan Ward says: “Fleets should look at every tool in the remarketing box and refurbishment can deliver a great deal of added value to the right vehicles. Remembering that LCVs are working tools, and some damage is acceptable, sellers should look at their vans critically when making a decision on refurbishment. If a van does not have a straight panel on it, the cost versus return is likely to be prohibitive. “If there are only localised minor scuffs and dents, then SMART paint and metal repairs could be considered. An end of life inspection carried out by your remarketing partner would be a vital aid to making these decisions. “Even if refurbishment is not required, pre-sale preparation and trade name deletion certainly is, with the latter done to a high standard to leave a clean panel for the new owner to brand appropriately. There are also safety and security issues that trade name deletion addresses.”

This van actually turned up at BCA for sale in this condition

For the light commercial vehicle trade, 2012 kicked off on a high note with demand and prices maintaining an impressive pace at each auction venue. At that time, trade sentiment was encouragingly buoyant with the widespread expectation being that the only way was up. By mid-February, this hope had been dashed, with the can-do attitude seen a month earlier having turned to might-do’ By the end of March, many of our trade contacts were voicing their concerns over the prices they had to pay for vans that were in a lesser condition than was the case 18 months earlier. Both buyers and vendors appreciate that the reasons for this come down to limited availability of late-year stock, and that those commercial vehicles now being de-fleeted have been worked hard over the years of recession. For both trade and retail buyers this scenario signals that such LCVs, if offered in a poorer condition, should cost them less than they had previously been paying for attractive stock. Unfortunately for them, the big fleet and leasing vendors see things differently; their reading runs along the lines that if dealers want quality, late-year stock to sell they’ll have to pay more for less.

“In a marketplace hungry for stock, the vendors currently hold the whip hand” There’s reason in both arguments yet, in a marketplace hungry for stock, the vendors currently hold the whip hand. For trade buyers, prices have risen across nearly all sectors with every indication that they will stay at these levels for the foreseeable future. For a large part of the past two decades, while registrations rose sharply, transaction prices for new LCVs barely increased at all. On the used scene, this inevitability led to a buyer’s market with traders holding the upper hand, yet this position of strength was somewhat illusory. Although independent trade buyers had their pick of quality used vehicles at low prices, what they could charge their customers was capped by the big discounts being offered on new models. Recently, prices for new vans and off-roaders rose markedly at a time when the shortage of late-year stock was becoming acute. Accordingly, rather than being overly concerned in respect to what LCVs currently cost, dealers must reappraise what such desirable stock could (and should) now be retailed for. Here, it’s become apparent that some trade sites adopt a very conservative view in regard to upper price point they are prepared to charge; and in so doing are under-valuing the best used LCVs.

fleetnews.co.uk/fleetvan April 2012 19

Case study Bunzl Healthcare

ONE ACCIDENT A YEAR IS TOO MANY Bunzl Healthcare has cut monthly vehicle incidents to less than one per depot and reduced fuel bills by more than 7.5% . We find out how it was done

AFED training? Check. Driver assessments? Check. Certificate of Professional Competence? Check. Bunzl Healthcare has taken a proactive approach to occupational road risk for many years, but group transport manager Mark Moore felt there was more to be done. The companyâ&#x20AC;&#x2122;s philosophy is that one accident a year is one too many, and while its delivery fleet has never been plagued by large numbers of collisions, the level of occupational road risk was still considered to be too high. â&#x20AC;&#x153;Back in 2009 we were averaging 4.5 incidents a month at each of our

20 April 2012 fleetnews.co.uk/fleetvan

depots,” Moore says. By incidents, he means anything from a minor dent in a front wing to a serious collision with another vehicle. Moore was convinced that this figure could be reduced if drivers could be continually prompted to improve their driving style. “Drivers will usually drive sensibly when I’m accompanying them, but clearly I cannot accompany everybody everywhere all the time,” he says. “I look at various different pieces of technology but I could find nothing that would help drivers to drive better while at the same time providing me with feedback about their performance.” Instant feedback for drivers Eventually, he found a possible solution: Greenroad. The system gives individual drivers instant and easy-to-comprehend feedback about their driving behaviour through the use of a traffic light green-amber-red display installed in the cab. If they corner too quickly, for example, or accelerate too harshly – practices that may result in collisions – then the display goes red. Drive smoothly and sensibly, and it goes green. “For me this immediate feedback to the driver was the key benefit,” says Moore. Speeding was not a big issue for the fleet. “Legislation means that many of our vehicles have speed limiters fitted,” he adds. Insurance broker Marsh played a key role in Moore’s decision to trial the GreenRoad system. Eager to support measures that could bring down insurance claims costs, it agreed to fund 50% of the initial expense of installing the system in 15 vehicles based at Bunzl Healthcare’s Enfield, London, depot as a pilot project. “We felt this depot in particular had the potential to show us benefits because its vehicles operate within and around the M25 ring,” Moore says. “Its drivers face heavily-congested roads, resulting in stressful driving conditions.” Blind data used as a base figure Before the onboard equipment went fully live it was used to collect several weeks of blind data to use as a base figure. The blind profile revealed a 47% incidence of red (high risk) behaviour, with the amber (medium risk) and green (low risk) percentages running at 40% and 13% respectively. This gave the depot a safety score of 65. Subsequently the red figure shrank to 5%, while the amber and green figures rose to 42% and 53% respectively. That gave Enfield a safety score of 26 representing a 60% risk reduction.

“Drivers are sensible when I’m with them but I just cannot accompany them all the time ” Mark Moore, group transport manager, Bunzl Healthcare The safety score figure has more recently fallen to below 20 and this figure has been sustained. Put another way, when the trial started in March 2010, Enfield was averaging 4.25 incidents a month. By July the figure had fallen to 0.5. The reason for the rapid improvement? Bunzl says its drivers have responded to the immediate feedback. They have also, as a consequence of changing their driving styles, become noticeably less stressed. In addition, the depot transport managers are using the information they receive from GreenRoad as part of their daily driver debriefings to encourage improvements and to discuss where changes can be made. All instances of poor driving are recorded and can be downloaded and subsequently analysed and discussed with the driver concerned.

fleetnews.co.uk/fleetvan April 2012 21

Case study Bunzl Healthcare

“GreenRoad has helped us manage road-related risks more effectively and improve safety” Mark Moore, group transport manager, Bunzl Healthcare

“It’s done as part of the daily debriefing by the depot transport manager,” says Moore. Each individual is given a safety score and encouraged to improve his or her performance. They can access their own private website with personal reports and on-demand, self-guided training. The data allows individual training needs to be more easily assessed and can provide invaluable information if an incident does occur. “It has helped us manage road-related risks far more effectively and improve safety,” Moore adds. Road traffic collisions involving Enfield-based vehicles declined from 2.2 a month during the seven months prior to GreenRoad’s system going live to 0.25 a month since. That represents an 89% improvement. Meanwhile, the level of fuel saving at Enfield has been running at between 5% and 6% since March 2010 while outside contract charges have shrunk by at least 10%. System rolled out The speed and size of the overall improvement in both safety and operational economy persuaded Moore to roll the system out across Bunzl Healthcare’s entire fleet from August 2010 onwards. The programme was complete by January 2011. Fleet-wide the average number of monthly incidents has fallen to less than one per depot and the company is enjoying a number of other valuable benefits. “Across the fleet we have seen maintenance costs fall by 32% with key components such as tyres and brakes all lasting significantly longer, not to mention a cut in our annual £1m fuel bill of over 7.5%,” Moore states. Smoother driving with more judicious use of the accelerator pedal means lower fuel costs and a smaller carbon footprint. “The reaction of drivers to what we’ve done has been very positive,” he states. One benefit is that the less-frenetic driving style that they are encouraged to adopt means that they are less-stressed when they return to their depot. “Furthermore, it has not made it more difficult to complete the number of deliveries we make daily,” Moore says. “Our approach to routing and scheduling has not had to change.” Bunzl Healthcare calculates that GreenRoad’s package has delivered a return on investment in just three months. Moore is so impressed with the results that Bunzl Healthcare is now deploying the GreenRoad service in its fleet of 49 company cars.

22 April 2012 fleetnews.co.uk/fleetvan

The challenge – and the results The challenge Although Bunzl Healthcare was taking a number of steps to reduce occupational road risk, it felt that its exposure remained too high. The solution Bunzl invested in onboard technology from GreenRoad that continually monitors the conduct of drivers and provides valuable feedback to the management.

Results n Monthly incidents involving vehicles down to less than one per depot. n Maintenance costs down by 32%. n Fuel costs down by more than 7.5%. n Return on Investment gained in no more than three months.

Company background Bunzl Healthcare’s 65 commercial vehicles deliver more than 20,000 products – everything from disposable scalpels to blood pressure monitors – from more than 680 suppliers to more than 3,000 healthcare organisations around the UK, including hospitals, clinics and dental surgeries. Spread across six locations nationwide, the fleet encompasses everything from vans and 7.5- and 18-tonners to articulated lorries plated at 38 tonnes.

Drivers are periodically accompanied by managers who assess their driving and provide advice as and when appropriate. They have undergone SAFED – Safe and Fuel Efficient Driving – training while those driving vehicles grossing at above 3.5 tonnes are undergoing training for the driver’s Certificate of Professional Competence. Meanwhile, driving licences are verified using information provided by the Driver and Vehicle Licensing Agency.

Industr y spotlight Francis Bleasdale, Nissan

Talking the language of van fleets Fleet Van: How long have you been in the job? Francis Bleasdale: I have been with Nissan for nine years now and in my current LCV role for nearly three years. FV: What changes have you made to Nissan’s van sales strategy in this time? FB: We have focused on four key areas: Firstly we have put a lot of effort and focus on implementing and developing our Nissan Dealer Business Centre programme. The objective is to support them to deliver an improved level of service and expertise to commercial vehicle operators. Secondly we have expanded and broadened our product offering, entering new segments for Nissan such as CDV (car-derived van) with NV200, the heavy van market with NV400 [see the road test on page 38] and preparing the ground for our all-new 100% electric product based on NV200. Next we have overhauled all our marketing and communications plans, so they have a 100% consistent look and feel. The message to readers is one of “practically genius” to position the Nissan Commercial Vehicles as a credible range, delivering innovative and practical vehicles. Finally we have strengthened our fleet presence in commercial vehicles, to ensure we have the right people, who can talk the language of vans and understand the needs of commercial vehicle fleets.

“The message to readers is one of ‘practically genius’ to position Nissan as a credible range delivering innovation”

With van sales up 74% last year and market share up in 2012 from 5.35% to 5.78%, Nissan’s star is rising. LCV sales & marketing director Francis Bleasdale tells us the secrets to his success

FV: Nissan’s van sales were up 74.42% in 2011, in a year in which Interstar was effectively on run-out. How did you manage to achieve such an astronomic sales rise? FB: I think it was the impact of the plans mentioned previously and the fact that everyone at Nissan is really committed and focused on delivering successful growth in commercial vehicles. I have been really impressed how everyone in the company has embraced and understood what is necessary to secure success. A key factor is having one of the widest range of LCV products, delivering clear plus points for customers. For example Cabstar dominates the COE (cab over engine) 3.5-tonne truck sector and new customers really appreciate its huge payload and towing capability. NV200 offers a class-leading level of loadspace and versatility in the market. In fact in January we had our highest level of share at over 6%. Finally our dealers are recognising the opportunity to sell such a strong product offering and are investing the time and resources to make sure they are in a position to offer what commercial vehicle operators require. FV: NV400 is now on sale. Tell us a little about it, what customer reaction has been so far and how you are planning to market this vehicle? FB: NV400 really is a very exciting new addition to our range. It takes us into new areas that we were unable to access with Interstar. For example we know can now offer RWD as well as FWD, GVW up to 4.5-tonnes, extended lengths and Chassis Cab versions. Both the customer and dealer response has been very encouraging. I think we are very well set with this product to be able to provide a strong alternative to Crafter, Sprinter and Transit. FV: Will Nissan be attending the CV Show – and if so what will you be displaying there? FB: Yes we will be there in full. Nissan has supported the show throughout what has been a difficult economic climate for us all over the past few years.

Electric power on the way for Nissan NV200 FV: You have an electric-powered NV200 due at the end of next year with rumours suggesting van and passenger carrier versions. Will you follow the Renault model and offer it by selling the van and leasing the batteries separately? FB: We announced this at the Detroit Motor Show and you will hear further announcements

24 April 2012 fleetnews.co.uk/fleetvan

Factfile

Name: Francis Bleasdale Job title: LCV sales & marketing director Brief career history: I have spent all my working life within the automotive sector; I have worked with the Ford retail network, in the independent aftermarket business with Unipart and now with Nissan. Favourite film: Saving Private Ryan Favourite book: Into Thin Air by Jon Krakauer Favourite holiday destination: Amalfi coast – in Italy What three records would you take to a desert island? It would have to be Van Morrison, Van Halen and The Datsuns

The show will see the launch of the chassis version NV400 and of course the other stars of our range such as NV200, Navara, Cabstar and Primastar. FV: We think it’s fair to say that Nissan has been seen more of a retail van operation up until now. Can you really offer the kind of service the big fleet players offer? FB: Maybe fair in the past, not so now. We are working very hard to help fleet operators see that Nissan Commercial Vehicles can really deliver in terms of product, wholelife cost, support from our dealer and our fleet team out there in the field.

soon. The vehicle is based on the NV200 platform, with the powertrain, battery and onboard technology coming from the Leaf. I think the combination of Nissan’s EV technology allied to the outstanding product strengths of NV200 (loadspace, compact footprint and load length) will make this an attractive proposition for many van operators. Nissan has had a prototype on trial, within a very demanding working environment in London

with FedEx and the results have been excellent. We will have further trials with leading fleets in the coming months, which we will be announcing shortly. We have not confirmed our position with regards to battery leasing. I think we still have the time to see what customers and operators truly want. The recent news that the Plug in Grant is based on 20% of list price will also have an influence on our thinking.

FV: Tell us about your moves to improve your dealer network. FB: We continue to focus on improving the coverage and capability of our own Nissan business centre network. Our target is for 80% coverage of the UK business user market place. We will be shortly announcing a new and improved level of service for all our business customers, which will focus on giving them the level of service, responsiveness and coverage that van operators require. FV: You are changing Nissan’s van line-up from rebadged Renaults to stand-alone Nissan products. When the Renault Trafic (Nissan Primastar) is replaced, will you be going down your own route for a mid-range van or will this new van continue to be a rebadged Renault? If so, why? FB: You are right in the sense that NV200 was a uniquely Nissan product. However there are still sensible reasons for platform and powertrain sharing. Today’s global economic environment has only made these reasons more compelling. It makes obvious sense for these to be explored with our Alliance partner, Renault. Primastar it is still going strong for us. It continues to be a very capable product and a class leader in terms of its driving dynamics and its refined onboard experience. However it is scheduled to be replaced in the future and when we are in a position to communicate plans for a successor, we will do so then. FV: We know its difficult making any predictions at this time but how do you see the van market faring in the coming year? FB: I think the current climate is clearly challenging. However, everyone needs to be optimistic. We are planning for a market with relatively small growth, but Nissan will still continue to invest and grow within the commercial vehicle business. n NV400, Fleet UK drive – p38

fleetnews.co.uk/fleetvan April 2012 25

Inter view Volkswagen

VW takes second spot as Vauxhall slips back New models and dedicated network send German vanmaker’s sales skywards

By Trevor Gelken arch 2012 saw a momentous event in the history of light commercial vehicle sales – for the first time ever, Vauxhall lost its

Alex Smith: consolidating Volkswagen’s No2 sales slot

number two slot in the sales chart, to be replaced by German rival Volkswagen. Vauxhall has been firmly ensconced in its runner-up slot behind Ford since records began so the loss of its commanding position has come as something of a shock to the industry. But looking at Volkswagen’s sales strategy in the past five years, it’s easy to see how this meteoric rise in sales came about. The company has quietly but steadily been hitting the UK with a double whammy – a steady succession of top quality new models and the rolling out of a network of special van centres that offer fleet buyers the kind of service only dreamed of a few years ago. Now with a new commercial vehicle director – Alex Smith – at its helm, Volkswagen is all set to consolidate its new No. 2 sales position.

New variants ahead for 2012 Volkswagen may not have any new models to launch in 2012 but there are a wealth of new derivatives on the way. For starters, BlueMotion fuel saving models will be available across the range and there will be other fresh versions as the year progresses: Caddy: a new Edition 30 which features a 140bhp diesel powerplant, 17in alloy wheels and other stylish goodies. Transporter: new BlueMotion model with 114bhp engine and a 19% fuel saving over the standard model. Crafter: new BlueMotion model with 11% fuel savings on offer over the standard model. Amarok: power upgrade from 163bhp to 180bhp and a new BlueMotion model.

Amarok: supply problems will be solved this year

26 April 2012 fleetnews.co.uk/fleetvan

Latest sales chart – March 2012 1. Ford 2. Volkswagen 3. Vauxhall 4. Citroën 5. Peugeot 6. Mercedes-Benz 7. Renault

YTD 2012 15,668 7,636 7,112 5,092 5,056 4,518 4,088

% 25.40 12.38 11.53 8.25 8.20 7.32 6.63

In an exclusive interview with Fleet Van, Smith says: “What we have been aiming for – and achieving – in the past five years is steady, sensible growth. My predecessor, Simon Elliott, set out a clear direction for Volkswagen to follow and I intend to build on what he achieved. Our products tick all the right fleet boxes and our van centres offer a fantastic service for fleet operators. These two factors put together are the reason why we have been so successful in the past five years.” In 2007, Volkswagen enjoyed a 9% share of the UK LCV market but this figure rose to 13.2% in 2011. Caddy’s share rose from 9.5% to 21% in that period while Transporter rose from 15.5% to 18.1% and Crafter was up from 4.9% to 5.2%. Now with the Amarok 4x4 doublecab pick-up on board too, Smith expects sales to remain healthy, even though the UK market has dropped 11% so far this year. The Amarok was launched last year but has been troubled by problems insofar as VW just can’t build enough of them to supply the worldwide demand. Smith says: “So far this truck has been a victim of its own success. It is being built in Argentina but demand from South America and other worldwide markets has been so strong that we’ve struggled to get enough of them in the UK.” However, from June UK vehicles will be built in Hanover, so the supply problem should be solved. Smith sees the quality of Volkswagen’s products and the development of its van centre network as two hands which fit into a pair of matching gloves.

YTD 2011 20,110 7,255 10,278 5,078 5,461 4,235 5,248

% 27.80 10.03 14.21 7.02 7.55 5.85 7.25

% change -22.09 5.25 -30.80 0.28 -7.42 6.68 -22.10

He says: “You can have a fantastic network of dealers but if the product isn’t right then you are on to a loser. Or conversely, your product could be a good but will ultimately fail if your dealer network is sub-standard. “Our success in the UK has come about because we have top-quality products on offer and we will only choose dealers who are totally committed to our brand to open van centres. “Staff are specially trained so that they can answer any questions that fleet buyers have. “They will advise on anything from choosing the right vehicles to selecting the right finance option.” At present there are 73 van centres across the UK and 27 service centres. By the end of the year Smith is hoping to increase this to 80 van centres and 45 service centres. One possible fly in the ointment for 2013 is the imminent arrival of the new small van from MercedesBenz – the Citan. At present, Mercedes doesn’t offer a small LCV and bosses have already confidently predicted in the pages of Fleet Van that they will be sitting at the No. 2 sales slot by 2016. However, Smith is confident that the Volkswagen products are a match for anything the three-pointed star can offer. He says: “We have the utmost confidence in our products and our dealer network. Feedback from customers on Caddy is superb – it has low running costs, it’s comfortable and it has high residual values. In our eyes, it’s second to none. “We’re not the cheapest and never will be – but we are in great shape and will be for the forseeable future.”

C o v e r f e a t u r e N e w F o r d Tr a n s i t

Revealed: new Transit

‘Custom’ version targets one-tonne sector and promises major innovations

t’s been the best selling van in the UK since its launch in 1965, but the next generation version of the Transit is arguably the most important in its 47-year history. Officially unveiled at the CV Show in Birmingham this week – although a passenger van Tourneo ‘concept’ was shown at the Geneva Show in March – the van shown here will be known as the Transit Custom. The reason? The van sector is increasingly segmenting into onetonne and two-tonne vehicles, according to the company, and Ford wants to echo this trend by creating clearer differentiation between its Transit models. Custom will, therefore, denote the one-tonners with a range including van, kombi and double-cab-in-van models – all due to go on sale by the end of the year. Fleet Van obtained pictures of the new model, which reveal a more

stylish and streamlined look than the boxy current model. We’ll be publishing a full report on the new Transit in the next issue. So what do we know? What’s immediately clear is that Ford wants to transfer the ‘kinetic design’ concept of its cars to its vans. This means creating a look that, says Ford, generates “a strong sense of movement, even when the vehicle is stationary”. The Custom is narrower but longer than the current version which means no compromise on capacity – indeed Ford promises

“class-leading load-carrying”. The short wheelbase version will be 4.97 metres long, while the long wheelbase model will measure 5.34 metres. Maximum load volume is six cubic metres with full bulkhead fitted, while payload options range from 600kg to 1,400kg. Barry Gale, Ford of Europe commercial vehicles chief engineer, says: “This may be a more stylish

Transit, but it’s a more functional Transit too. The additional features we have built into the load space make everyday functions more convenient, so it’s easier for customers to do their job.” Ford is claiming the following innovations with the Custom: n Optimised bulkhead and loadspace design to enable the SWB model to carry three Euro pallets

Curved lines replace the rather boxy exterior of the old Ford Transit

Ford Transit 47 years of success 1965 The first Transit comes down the line at Langley

1966 Transit pushes Ford’s share of the medium commercial vehicle market from 15% to 20%

1972 Transit gains disc brakes at the front for the first time. The millionth Transit is sold and production begins at the Southampton

1978 Transit receives its first facelift with a streamlined and lengthened bonnet

28 April 2012 fleetnews.co.uk/fleetvan

1985 Two millionth Transit is produced

1986 All-new Transit, code named VE6 – ‘V’ for van, ‘E’ for Europe and ‘6’ for the project number

1994 Transit updated with a number of exterior and interior changes including the distinctive Ford family oval grille

2000 First all-new Ford Transit for 10 years offers three wheel bases (short, medium and long) from one common platform

2004 Five millionth Transit is produced

2005 Ford creates special edition Transits to mark 40 years of success: Leader Hallmark, SilverBlue and LX Plus

2012 New Transit Custom is revealed at CV Show; due for launch by end of the year

loaded to at least one metre high. n Load-through hatch in bulkhead enables loads up to three metres in length to be carried. n Class-leading width between wheelarches allows loads up to eight feet by four feet to be accommodated flat. n Deployable roof rack system integrated into the roof – when not in use, the cross bars can be folded down to reduce drag and improve fuel efficiency. n Repositioned tie-down hooks and fixing points located on the body sides which leave the floor clear for easier loading and cleaning. n Easy clean floor liner for

improved durability and cleaning. All versions of the new Transit – a two-tonne model was tipped to be unveiled at September’s Hannover show in Germany – will be driven by the new 2.2-litre Duratorq TDCi diesel engine recently introduced into the current model. Available in 100PS, 125PS and 155PS, this unit adds stop-start and regenerative charging for �� fuel efficiency from 42.8mpg and CO2 emissions as low as 174g/km. We also expect the 155bhp unit, currently only available in rearwheel drive formats, to be made available in FWD versions. The new Transit will include a raft of new technology, some of which

will be available on a van for the first time. This includes Sync, Ford’s in-vehicle connectivity system which can read aloud incoming messages through a text-tospeech feature and enables drivers to send a text reply by voice from a pre-determined list of responses. Drivers connect mobile phones and music devices by Bluetooth or USB for hands-free operation. Sync also includes Ford’s new emergency assistance feature which enables occupants to contact the emergency services in more than 30 countries through the van’s GPS locator. The Transit has never been one

“2012 is a significant year for Ford as the roll-out of a new range of commercial vehicles begins”

of the quietest vans on the road and the engineers have been working hard to make the new model a more relaxing and quieter drive. This includes making the platform stiffer and stronger – torsional stiffness has increased by as much as 37% – which will also benefit handling. Meanwhile, suspension components and the steering system have been tuned to further improve ride comfort and handling, while the electronic stability control now features hill launch assist, trailer sway assist and torque vectoring control for enhanced traction and stability. Another issue with the current model is the steering wheel doesn’t adjust for height and reach – this will be a feature of the new model. In addition, the driver’s seat can be moved further backwards by 30mm to accommodate taller drivers. Three trim levels are also being planned in a bid to capture a bigger share of the owner-driver market while not ignoring the more basic fleet needs. Minimising cost of ownership was a key factor during the development of the new van. Ford claims maintenance and repair times have been reduced, while fleets will also benefit from a 12-year anti-perforation warranty and the longest service intervals in class at two years/30,000 miles. It will release final details on weights and dimensions in August, while pricing will be announced in October/November. A spokesman said: “2012 is a significant year for Ford as the rollout of a new range of commercial vehicles begins.” n Ford also showed the Tourneo Custom eight-seat minibus concept at the CV Show. It features an all-new interior design with driverfocused cockpit, and “a luxurious, fully trimmed cabin which has the ambience and high-quality materials of a modern multi-seat saloon car”, according to the company.

The dash is more stylish than its predecessor

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Helping you drive you

As the world’s largest rental company, Hertz has affordability, reliability, flexi

nvesting in a van fleet is a big commitment. Certainly more of a commitment than most people realise. From breakdown cover and insurance to getting your vehicle taxed and ready for the road, ownership can brings hassles and headaches of its own. At best, these can be costly and time-consuming. At worst, they can seriously affect productivity. The good news is van rental offers an easy alternative. For a start, there’s no depreciation, maintenance or servicing to worry about. Choose the right rental company, and you’ve got the added

What is Hertz On Demand? Hertz On Demand for business is an evolution of the service consumers have been enjoying since 2008. The name was slightly different when it first launched (Connect by Hertz), but the idea was basically the same. “We wanted to give people greater flexibility when they rent. Sometimes people only need a vehicle for an hour or two, here or there – not a whole 24-hour period. The beauty of the Hertz On Demand service is you can rent by the hour. And our hourly rates are quite low, starting from only £4.50. It really is a pick-up and go service,” says Paul Arnold, Hertz On Demand Marketing Manager. With the growing success of Hertz On Demand among consumers came the realisation it could be adapted for fleets. Following intensive trials with a range of companies, technology was developed with the aim of tackling the key concerns of fleet managers. One such technology is the Hertz On Demand automated service.

Advanced in-vehicle telematics make it easier to share vehicles by allowing businesses to see – and control – where vehicles are at any one time. It’s technology that has the power to simplify fleet management. “Seeing where vehicles are, and are needed, at all times gives you more control. It also means you need fewer vehicles in your fleet. And there’s less admin involved in managing your fleet on a day-to-day basis. The service has truly been designed with cost savings for fleet managers in mind,” says Arnold. Telematics installed in each car puts drivers in constant touch with a Member Care Centre, manned 24/7 by trained staff, so any problems can be nipped in the bud immediately. A comprehensive range of vehicles are offered. But what really sets Hertz On Demand apart from others is its adaptability. “It’s an all-round service we can tailor to the unique needs of all our customers,” says Arnold.

peace of mind you need to respond effectively to your business’s changing vehicle demands. Just make sure they have the size, stability and financial clout to cope with the uncertainty of changing economic circumstances Fortunately, van rental is something the world’s largest rental company, Hertz, knows a thing or two about. Little wonder. It has been helping businesses sidestep the problems of van ownership over recent years. Organisations turn to Hertz time and time again because they know affordability, reliability, flexibility and sheer quality of service are key.

ment feature

ur business forwards

ibility and quality of service at its heart Whether you’re looking to rent for six months or six years, if you’re looking for a long-term worry-free alternative to ownership or leasing, knowing a reliable global brand can meet your every requirement makes a massive difference. In recent years, Hertz has been busy developing a range of long-term van hire services to really take the pain out of fleet management. With a 5,000-strong fleet of market-leading vehicles on standby, covering everything from small vehicles for light removals to MPV’s for transporting people, they’ve fast become the go-to experts for flexible and cost-effective van rental solutions.

Email: hertzvans@hertz.com Call: 0843 309 3111 www.hertz.co.uk

B&Q puts its customers into the driving seat Hertz On Demand is giving the DIY shopping experience a complete makeover – and removing the need for a traditional delivery fleet in the process… We’ve all been there. You spend hours – maybe weeks – looking for the perfect furniture to make your inspired interior design come alive. Then one day you finally come across the bed, sofa or bathroom cabinet of your dreams. Excellent! Apart from one minor issue: it’s not going to fit in the car. Which means you’ll be waiting for delivery. Then you hear that dreaded phrase: three to five working days. Wouldn’t life be easier if you could just hire a van, right there and then, for a couple of hours? Recognising the massive advantages of short-term rental for customers, B&Q turned to Hertz to help make the dream a reality. Now, in partnership with Hertz On Demand, a new service is allowing customers to rent vans on-site at a low cost – £14 per hour, covering insurance, tax, and 20 miles of fuel. No more worrying about how to get those big sofas or sheds home – now customers can take them back in a rented van the minute they’ve paid. And once on the road they have the full range of Hertz On Demand technologies available to them – from immediate access to a 24/7 Member

Care Centre to touch-of-abutton rental extension. It’s a service that makes shopping even more straightforward, says Mark Frissora, chairman of Hertz: “With a Hertz On Demand van, customers can shop with ease in the knowledge they can take their large purchases directly home with them there and then. It’s another example of how short-term rentals are revolutionising the way we move.” B&Q are delighted with the service. Marketing director Katherine Peterson says: “Hertz On Demand’s enhanced technology offerings, such as keyless entry to vans, combined with its solid reputation for reliability, means a greatly enhanced shopping experience.” But aside from happier customers, what are the advantages for B&Q? More repeat business, yes, but most importantly it removes the need to operate a traditional delivery service. With each delivery vehicle needing an average of two fulltime employees to run it, the potential cost-savings are huge. And with an overall reduction in fleet size, capital that would have otherwise been tied up in van purchases, is freed up to invest in other areas of the business. As Hertz On Demand rolls out to all 350 of B&Qs UK stores, this could be one DIY makeover that stays on trend for a long time to come.

New launch Ford Ranger

Workhorse with fleet appeal Ford Ranger balances ability, safety, carrying capacity and driver appeal

Behind the wheel Rangers were available for road and off-road routes, with 3.2-litre and 2.2-litre variants. The 3.2-litre five-cylinder is perhaps more retail focused. Our test vehicle was fitted with optional six-speed automatic transmission (also offered on the 2.2 TDCi 150 at £1,000 excluding VAT), and the five-cylinder diesel sounds pretty gutsy, if lacking the outright pulling power of the Nissan Navara V6. Interior materials feel more

car-like than those usually found in commercial vehicles and anyone whose fleet also includes the latest Ford cars will also recognise a few components. The driving position (in the double-cab, at least) is a world apart from the pick-up trucks of a decade ago, with all kinds of adjustment for the seat and intuitive instruments and controls. It’s always going to be the case that these vehicles don’t drive at their best without some weight in the back, and on-road the Ranger does feel a little nose heavy on

32 April 2012 fleetnews.co.uk/fleetvan

undulating surfaces. However, its steering is responsive for a pick-up truck and engine refinement is excellent. Few people will realise but this engine, which is also found in the Transit, is a development of a unit that used to be in the Jaguar X-type. The Ranger is fitted with a range of clever electronics making it more capable off road than before. The first thing you notice at low speed is an anti-stall facility which allows the vehicle to continue smoothly without any

danger of the engine cutting out. It will always keep the revs just high enough to prevent stalling. The driver can switch between two-wheel drive and four-wheel drive and low range with a simple selector behind the gearstick. Off-road settings automatically disengage the electronic stability control as braking individual wheels to cut power would be more hindrance at low speeds off the beaten track. Hill descent control helps the Ranger maintain a low speed down steep slopes.

What’s new? n Larger than the outgoing model with three bodystyles n 125bhp/150bhp 2.2-litre and 200bhp 3.2 powerplants n Four equipment grades

By Simon Harris f ruggedness and off-road ability were top of the list of priorities for pick-up trucks, the market would be flooded with open back versions of the Land Rover Defender. Quite clearly, it isn’t, and the trick is to balance a number of important factors, including ability, safety, cost and carrying capacity. In recent years it seems to have been the preserve of Japanese manufacturers, but a fight-back is under way. Volkswagen launched the very capable Amarok double-cab in 2011, and now Ford’s new Ranger has arrived on the scene. Larger than the previous Ranger and the first commercial vehicle launched under the ‘One Ford’ global strategy, the new model will be almost identical in all markets where it’s sold. It means the versions we have in the UK will be just as tough as those found in more remote areas of the world.

All change ahead Ford commercial vehicles director, Steve Clary, said: “Ranger has always been tough and capable but conceded share to Nissan, Mitsubishi and Toyota because it did not have the right end user appeal. It’s all about to change.” While the range flagship is a brawny 200bhp 3.2-litre version, Ford believes its knock-out blow will be delivered by the 150bhp 2.2 TDCi. There will also be a 125bhp workhorse version, but Ford thinks this mid-range 150bhp version with the long equipment list of one of the mid-

‘Ranger always conceded to its Japanese rivals but all this is about to change’

grades of trim will provide the best balance as a site vehicle and capable private-miler. But it certainly isn’t all about private mileage. The Ranger will come in three cab body-styles – double, super and regular – and 4x2 and 4x4 drivetrains. A chassis-cab based on the regular body style will also be available. Four equipment grades The Ranger will be available in four equipment grades, with XL as the entry-level model, and XLT, Limited and Wildtrak making up the rest of the variants. It has already achieved a five-star Euro NCAP rating (the only pick-up truck to do so to date), and all versions come with front, side and curtain airbags with a knee airbag for the driver. Electronic stability control is standard on all versions as well as hill launch assist (where the brakes are held for a second while shuffling between the brake pedal and accelerator – useful when towing), trailer sway control, roll-over mitigation, emergency brake assist, load adaptive control and emergency brake light (where the rear lights flash rapidly to indicate an emergency stop), while four-wheel drive variants also come with traction control assist and hill descent control. Stepping up to an XLT model adds a Quickclear heated windscreen, Bluetooth and voice control plus steering wheel controls for the audio system and other functions. At the top end of the range, there is a premium pack option on Wildtrak models, which includes integrated satellite navigation and some styling enhancements. Best-in-class features Ford is claiming a number of best-inclass features at the business end of the Ranger, with the longest and largest loadbox for the single cab and

Specification Engine: 2.2 TDCi; 3.2 TDCi Gross vehicle weight (kg): 2,925-3,200 Power (bhp/rpm): 150/3,700-200/3,000 Torque (lb-ft/rpm): 277/1,500-347/2,700 Load length (mm): 1,560-2,317 Load width (mm): 1,560 [1,139 between arches] Payload (kg): 1,090-1,340 Combined fuel economy (mpg): 26.7-34.0 CO2 emissions (g/km): 219-281 Price (ex-VAT): £16,254-£24,279 a payload of up to 1,340kg, while the double-cab version also achieves a best-in-class 1,152kg payload. And 4x4 versions have a maximum towing capacity of 3,350kg, which is also higher than key rivals, and its 800mm maximum wading depth leaves no doubt that the Ranger was designed to work hard. Ford also points to competitive equipment lists compared with rival products as well as strong residual values helping achieve lower overall running costs.

Verdict

The Amarok was always going to be a tough act to follow, given its ability and the Japanese rivals’ age. But the Ranger is up to the job, with a range of body-styles, impressive safety kit and strong performance and refinement.

The new Ranger is bigger than the outgoing model

fleetnews.co.uk/fleetvan April 2012 33

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The smart approach to operational efficiency and managing costs TomTom Fleet Management Solutions improve service and save money

aving the tools to monitor and manage fuel consumption, improve productivity, efficiency and customer service is a key ingredient for competitive business of all sizes operating van fleets. Considerable bottom-line financial benefits and

returns on investment have been demonstrated by companies that have invested in TomTom fleet management technology, whether they have three or 3,000 vehicles. Telent, Matthew Algie and Serviceline offer just a flavour of the remarkable benefits that advanced fleet management solutions can deliver.

Coffee company realises outstanding results for its sales team Matthew Algie, the UKâ&#x20AC;&#x2122;s leading independent coffee company, operates a team of 20 trainers, 40 engineers and 25 sales executives, who drive company vehicles to reach customers and prospects. To help maintain its competitive edge, the company implemented a new software system to enable it to view available engineers, stock levels, road conditions and select the most suitable engineers for jobs. Matthew Algie invested in a TomTom PRO 9100 portable solution. In addition to vehicle tracking, it includes hands-free calling support, speed camera alerts, advanced mapping with IQ routes and lane guidance support. The system has live HD traffic, helping drivers to reduce journey times, and is integrated with third party software. Car and van fleets have realised considerable efficiencies and have

benefited from an impressive 20% increase in the number of calls made since the system was installed. Sales managers are now able to see where their team are at the touch of a button, using the WEBFLEET web-based telematics software, and can focus resources most effectively. The management team also has access to WEBLFEET through iPhones, using the WEBFLEET iPhone app. This gives them the flexibility to monitor staff journeys and even dispatch jobs while away from the office. Using WEBFLEET.connect API integration, the TomTom solution has been integrated with third party back office software Metrix, allowing the company to find appropriate engineers (grouped by experience, knowledge and location), review stock and road conditions, and allocate drivers jobs which are sent directly to the TomTom device.

Xpxp xpx pxp x xpx pxp xpp xxp px xp xp xxpx px pxx xppxpxx

Email: uk.business@tomtom.com Call: 020 7255 9774 www.tomtom.com/business

ment feature

Improved efficiency and reduced costs for Serviceline With more than 100 vehicles within its fleet, refrigeration equipment service company Serviceline was looking for ways to improve its quality of service to customers, reduce costs and improve efficiency. Serviceline implemented a TomTom solution consisting of a LINK GPS tracking unit, paired with a GO navigation devices with two-way messaging and LIVE services, including HD traffic. The system has resulted in a number of benefits for the company’s staff, and customers. One of the key priorities for Serviceline was to utilise a navigation system with live traffic information. By doing so it has significantly decreased mileage and extended the life of its vehicles, in turn reducing the lease costs.

The solution has slashed the time taken by Serviceline’s office-based staff to allocate and send jobs to engineers. Prior to TomTom, engineers were receiving schedules via voicemail, fax or email. The TomTom solution enables staff to view the driver’s destinations, ETAs, and live traffic information, which benefits the customer by providing accurate estimated arrival times on demand. Mark Hensley, commercial director at Serviceline, said: “We are now able to communicate job schedules using an automated system, which has saved time and money, our drivers know well in advance where they need to be, instead of awaiting a fax or email. “The TomTom system was implemented as part of an

A TomTom solution has enabled Serviceline to cut fuel usage by 18%

organisation wide cost-saving initiative. As a result we were able to achieve a consistent 18% reduction in fuel usage when fuel costs rose by up to 30%. The key areas contributing to this saving are better routing, traffic avoidance and accurate private mileage claims.

“Our engineers are delighted, as they avoid traffic delays and have accurate location details.” The AFE Group, that owns Serviceline, has been so impressed they are now talking to TomTom about implementing it across their other companies.

Operational improvements for Telent’s Rail Business Technology services company Telent operates nationwide with responsibilities for 19,000km of railway cabling from Inverness to Penzance and Norwich to Swansea. Its teams ensure all faults are fixed and strict service level agreements (SLAs) are adhered to. The challenge its rail business faced was knowing where appropriate team members were at all times and being able to mobilise them quickly and effectively to specific place. It also required detailed information on driver mileage to distinguish between private and business travel and enable it to allocate mileage to relevant projects. As a consequence, its rail business implemented a TomTom solution into 91 of its

vehicles. This consisted of LINK tracking units, paired with GO navigation devices incorporating two-way messaging and LIVE services, including HD traffic. The company benefited from immediate operational improvements, most noticeably an 80% reduction in the time taken to allocate jobs to the right team, down from 75 to 15 minutes. This has been crucial in meeting client expectations, who regularly require accurate progress updates. Clients are also able to acquire accurate ETAs and can obtain an internet login to see exactly when an engineer is going to arrive at a job using TomTom WEBFLEET. “It has resulted in cost savings and more competitive pricing coupled with over-

TomTom has helped Telent cut its job allocation time by 80%

achieving the strict customer service SLA’s in place with our clients,” said Lee Clinton, installations and commissioning manager. The mileage of each driver is now tracked to provide detailed reports distinguishing between business and personal travel and

enabling Telent to monitor excessive working hours – a legal requirement. “Drivers were working over their maximum hours more often than we thought, but we can now monitor this and plan resources more effectively,” said Stephen Pears, Telent general manager.

On te s t F iat Duc ato L 3H2 13 0

Behind the wheel

Fiat’s fuel-saver A set of new, more economical Euro V engines make Fiat’s large panel van an even better fleet proposition What’s new? n New set of Euro V engines n Redesigned dashboard and centre console n New colour combinations for seats

By Trevor Gelken s far as I know, the van on test here – the Fiat Ducato – has never won a major award and has been largely consigned to the “also rans” category when it comes to sorting out the sheep from the goats. But I have to admit that the Ducato – along with its twin brothers the Citroën Relay and Peugeot Boxer – have always been among my particular favourites.

They look fantastic, they are pretty cost-effective to run and they have admirable road manners. While this newly-launched van may look the same from the outside, under the bonnet there is a new set of Euro V compliant engines at 2.3-litres and 3.0-litres, offering outputs from 110bhp to 180bhp. Our test vehicle is the mid-range 130bhp unit with long wheelbase and high roof. The benefit of Euro V is not only lower CO2 emission figures but increased power, torque and fuel economy. The engine in our test vehicle is reckoned to have 8% more power than the one it replaces and 9% lower fuel consumption. There have also been a few nips an tucks in the cab with new colour combinations for the plastic parts of the dashboard, which are now more uniform and darker. The central console has been totally redesigned. The upper central part of the dash now leaves space for an optional TomTom unit, which our test model didn’t have. It did, however, feature the option ESC stability control at £450 with a Traction + system, which offers off-road capabilities without the hassle of a pukka four wheel drive system, plus air-con at £855 and reversing sensors at £230.

Verdict Our cab featured a smart new-look silver and black dash and a jaunty set of dual tone seats

36 April 2012 fleetnews.co.uk/fleetvan

ESC problem apart, this van is a sturdy fleet performer and with combinbed fuel economy of over 38mpg, there are now even more reasons to choose it. Drivers will be delighted too with such pleasing road manners

Every time I am offered one of these vans on test – and there have been many occasions – my heart lifts at the thought as it really is a wonderful vehicle to drive. But to my delight it’s not only under the bonnet that things have changed – our cab featured a smart new-look silver and black dash and a jaunty set of dual tone seats, which incidentally are some of the most comfortable and supportive in the business. On the downside though, as with the old cab, there isn’t a coffee cup holder anywhere near the driver’s right hand. The nearest one is in the pull down desk in the back of the middle seat and you have to twist your arm round to recah it while driving. Our test vehicle thankfully had a reversing sensor added (a must in my view for such a large vehicle) and it’s one which bleeps on the outside too, to warn passing pedestrians of my approach. I was also grateful too see that Fiat had added ESC stability control to my van, although – as stated in a previous article – it’s a shame the manufacturer doesn’t fit it as standard as per the rivals the Ford Transit, Mercedes-Benz Sprinter and Volkswagen Crafter and Iveco Daily. The new engine really is a smoothie. It fires up quietly and efficiently and as all the pedals have a nice light feel, progress in this van, with a six-speed gearbox, is powerful yet efficient. Whether you go for the 130bhp model or the lower-powered 110bhp depends on what you want to do with the van. For heavy duty motorway stuff I’d recommend the 130bhp unit. If you are the lcoal florist or baker, the smaller engine will suffice.

Specification Gross vehicle weight (kg): 3,500 Power (bhp/rpm): 130/3,600 Torque (lb-ft/rpm): 236/1,800 Load volume (cu m): 13.0 Payload (kg): 1,525 Comb fuel economy (mpg): 38.2 CO2 emissions (g/km): 195 Price (ex-VAT): £24,645

First UK drive Iveco Daily Euro V

A 10% cut in CO2

Behind the wheel

Efficient engines, new looks and cab improvements add to Iveco Dailys’ fleet appeal What’s new? n Fresh 2.3 and 3.0-litre engines n New six-speed gearbox n Adaptive ESC as standard across the range

By Trevor Gelken ou’ve probably already noticed that most of the major van manufacturers were busy updating their vehicles last year to fall in line with Euro V emissions legislation. Some of them, in addition to adding new engines, also added a few nips and tucks. But the changes Iveco made to the Daily range go way beyond that. This van now boasts smart new looks at the front end, a much improved cab and a set of engines that are so much more efficient that they’ll bring a smile to the face of any cost-conscious van fleet operator. Under the bonnet is a choice of 2.3-litre and 3.0-litre powerplants. The smaller one offers power of 106bhp, 126bhp and 146bhp while the bigger one, featuring a twin turbocharger, has 146bhp, 170bhp or 205bhp. There is also a new six-speed gearbox. Iveco reckons the new engines make the Daily 10%

“Iveco reckons the new engines make the Daily 10% more fuel-efficient”

Iveco has upgraded the cab with more staorage space in addition to adding new Euro V engines

more fuel-efficient, with a corresponding 10% drop on CO2 emissions. The ESC stability control system – which is already standard across the range – has been upgraded to adaptive ESC, which is able to adjust itself when loads are placed in different parts of the cargo area. There are also four airbags on offer, a new adjustable steering column, extra storage areas in the cab, better seats, an optional TomTom sat-nav unit with Blue & Me fleet management system, daytime running lights, foglights which turn with the steering wheel and a gearshift indicator. There are now 7,000 different Daily variants on offer.

Verdict

This van is not only a stonking performer but is now graced with a very stylish front end too. We like it very much indeed and salute Iveco for making ESC a standard fitment.

We had already driven the new Daily in left-hand drive format in its home town of Turin late last year, but at a driving event at Coombe Abbey near Coventry, we finally got to drive right-hand driver British versions – and very impressed we were, too. The Daily has always been one of my personal favourites because it is rougher and tougher than the average 3.5-tonne panel van, with a proper ladder-frame chassis, and I always feel like a truck driver rather than a van driver when I’m behind the wheel. I love the new front-end of the Daily, while Iveco has added some innovative touches: a mass of plastic padding circumferences the bottom to stop that lovely paintwork getting damaged in the event of a minor accident. I was pleased to see extra storage spaces under the passenger seat and overhead. And with room for seven workmen, I was surprised to see how much legroom there was even for rear seat passengers, and this model featured the optional airsprung seat. If you are going to use this vehicle regularly for long journeys, it’s an option well worth thinking about because this seat really is a dream. The engine fired up in a cool, calm way and on the road, my co-pilot and I could talk in hushed tones, which is something you couldn’t do in older Daily models. Gear changes are slick, power steering not too light and not too heavy and with that adaptive electronic stability control system on board, I couldn’t imagine a safer place to be on the roads. There was certainly no lack of power, even up the hills with a half-load of sand in the back.

Specification Gross vehicle weight (kg): 3,500-7,000 Power (bhp/rpm): 106/3,900-205/3,500 Torque (lb-ft/rpm): 199/1,500-346/1,400 Load volume (cu m): 7.0-17.2 Payload (kg): 1,170-4,660 Comb fuel economy (mpg): 32.65-36.50 CO2 emissions (g/km): 202-229 Prices (ex-VAT): £24,390-£32,590

fleetnews.co.uk/fleetvan April 2012 37

First UK drive Nissan N V4 0 0

Strong contender, not without flaws The NV400 takes over from the Interstar as the Japanese maker’s new heavy panel van contender

What’s new? n New Euro V-compliant set of engines n Fresh front end designed in the UK n Gross vehicle weights up to 4.5 tonnes

By Trevor Gelken f you are a regular reader of Fleet Van you’ll probably already be well aware of the attributes of Nissan’s new heavy panel van the NV400. Nissan’s van sales rocketed by 74% in 2011 and with this new van, the Japanese firm aims to make its presence felt even more in the UK fleet market in 2012 (see the interview on page 24). Nissan has benefited from its alliance with Renault – most of its vans have traditionally been re-badged versions from its parent company. But in recent years it has attempted to create an individual brand identity. The NV200 was an in-house development and, while the NV400 shares platform and powertrain with the Renault Master, Nissan has wrapped the shell in its own style: it’s had the Nissan treatment. The NV400’s ‘face’ was created at Nissan Design Europe (NDE) in Paddington and engineered by Nissan in Bedfordshire. It gives the van a distinctive look. For the first time, both front and rear-wheel drive versions are available and gross vehicle weights go up to 4.5 tonnes. There are three wheelbases and three roof heights and the usual dazzling array of optional body versions. Load volumes go from 8.0 cubic metres to 17.0 cubic metres while payloads range from 994kg to 2,254kg. Two grades are on offered – E and SE. The lower grade has ABS brakes with EBD, driver airbag and

38 April 2012 fleetnews.co.uk/fleetvan

The cab of the NV400 doubles up as a handy office, complete with fold-out desk and laptop holder

power windows while SE adds electronic stability control, remote central locking, rear parking sensors and power mirrors. Under the bonnet goes a brand new 2.3-litre Euro V compliant common rail diesel powerplant to replace the old Interstar’s 2.5-litre engine, offering 100bhp, 125bhp and 150bhp. Our test model is the mid-range 125bhp version, which weighs in at £23,690 ex-VAT. It’s front-wheel drive and in medium wheelbase, medium roof format. In SE spec, standard features include ESC and rear parking sensors and as extras chose given metallic paint at £350, together with a natty built-in TomTom sat-nav unit at £650.

Verdict

With vehicles like this on offer, Nissan can only add to its fleet credentials. The entry model gets the thumbsdown, though, due to that lack of standard ESC.

Behind the wheel We’d already driven the NV400 in Marbella, but great left-hand drive versions don’t always translate into brilliant right hookers, a bit like French wine turning sour on its trip across the briney. However, in this case the NV400 is just as good here as it is there – and I must say we all really did take a shine to Nissan’s latest during our test week. It’s hats off to the designers who have crafted this new front end – and it stands out as a better looking van than its twin brothers the Renault Master and Vauxhall Movano in our eyes. In the cab, the seats are big, supportive and comfortable and we like the fact that this vehicle feels like a big van, with the steering wheel large and angled. Some other manufacturers have tried to make their panel vans feel like big cars but we prefer a ‘chunkier’ driving experience. We really like the TomTom unit that’s built in to the roof of the cab and means you don’t have to look down to see it. However, we did note that on the Renault Master this unit is given away free. We also like the fact that a rear parking sensor is standard. However, it’s disappointing to see that as with Renault and Vauxhall, ESC isn’t a standard fitment across the range – you only get it on SE models here. The Mercedes-Benz Sprinter, Volkswagen Crafter, Iveco Daily and Ford Transit manage to give it away free, so we don’t see why Nissan shouldn’t too. The power unit is a Renault one which you’ll find in all sorts of cars and vans on the roads nowadays and is rock solid and reliable. It fires quietly and smoothly and gives plenty of oomph when needed.

Specification Gross vehicle weight (kg): 3,500 Power (bhp/rpm) 125/3,500 Torque (lb-ft/rpm): 228/1,250-2,500 Load volume (cu m): 10.8 Payload (kg): 1,620 Comb fuel economy (mpg): 34.45 CO2 emissions (g/km): 218 Price as tested (£ ex-VAT): £25,745

Fleet News readers recommend their top suppliers The Fleet News Reader Recommended programme is now in its third year. Once again, fleets have been voting for their top suppliers across key industry segments. A business may have excellent products, but ultimately referrals and recommendations are given as a result of outstanding customer service. Reader Recommended allows fleets to have their say about the companies they believe offer the best service. We have received hundreds of opinions via an extensive

research programme conducted among our readers. The fleet business sectors highlighted in Fleet Van for 2012 are telematics, fleet management software, and contract hire and leasing. Details of the companies recommended by Fleet News readers in each of those three fleet sectors are covered over the next few pages. To find out who is recommended in all nine categories, go to www.fleetnews.co.uk/suppliers/recommended/

FLEET NEWS READER RECOMMENDED

Advertisement feature

Contract hire and leasing

Delivering on our promises every day F

ifteen years ago, Alphabet was founded on a simple premise. Actions speak louder than words. As someone once said: “You cannot build a reputation on what you are going to do.” We win people’s business and respect the hard way, by really understanding what they need and then delivering it every day, with enthusiasm and a close eye on all the little details that make a difference. That hasn’t changed one bit. One customer recently described her account executive at Alphabet as “a great source of support, knowledge and kindness.” Another customer wrote: “I can’t believe that there is anyone else in the industry with more passion, who listens to the needs of the customer, and who doesn’t stop till those needs are fulfilled completely.” We are delighted that Fleet News readers have recognised Alphabet in the Contract Hire and Leasing category in this year’s Reader Recommended list. It’s fantastic that our customer focused ethos and the efforts of our people are so clearly appreciated by the Fleet News readership – people who live and breathe professional fleet management. We’re intensely proud of our staff and the great work they do for our customers. It’s especially significant to earn this recognition in 2012, with Alphabet now established in the top echelon of UK leasing providers following last year’s acquisition of ING Car Lease. The merger of Alphabet and ING Car Lease creates a business that brings expertise and support to both fleet and transport managers in the private and public sectors. With over 12,000 commercial vehicles on our fleet, we support our customers with a team focused soley on commercial vehicles. It’s a major plus to work with a company like Alphabet. We offer you experience, marketplace influence, cuttingedge solutions and a comprehensive range of services for companies of all sizes and in every sector. As we enter a major new phase of our development we are continuing to build innovative products and add to our LCV offering with an exciting new service launching this year which will improve the efficiency of your LCV fleet. But our service promise remains the same, and is as strong, as ever.

Supporting your commercial vehicle requirements As one of the most experienced providers of commercial vehicles to both private and public sector organisations, our business is built on years of providing the best solutions for our customers. Our support services cover everything from funding and vehicle specification advice to LOLER management, livery, equipment testing and mobile servicing. Our specialist team can advise you on coachwork, internal linings and complete bodybuilding projects. Working closely with a number of partner conversion companies, we ensure that even the most complex fleet mix is delivered on time and to the right specification. We can provide you with a complete fleet management solution, covering all commercial vehicles from car derived vans through to 7.5 tonne trucks. We understand the importance of selecting the right vehicle for the job but our service doesn’t stop at the initial choice of vehicle. Our highly experienced team can guide you through the complex process of specification, preparation, maintenance and disposal – ensuring the best advice every step of the way.

Reader quotes... “Good customer service, proactive, willing and helpful staff” “Great communication”

Tel 0870 50 50 100 website: www.alphabet.co.uk mail to:alphabet@alphabet.co.uk

Advertisement feature Telematics

Quartix voted vehicle tracking specialist for fourth year running

or an unprecedented fourth year running Fleet News readers have recommended Quartix as a top telematics provider. “This is a huge vote of confidence in Quartix, its products and services,” said Andy Kirk, sales and marketing director. “It is also testimony to the dedication, commitment and hard work of our entire team who, year after year, keep Quartix at the forefront of telematics development, provision and service.” Last year, despite weak economic conditions, the company achieved outstanding results, increasing turnover by 46% and new tracking system installations by 125%. This was achieved through transparent pricing, a comprehensive range of rental and outright purchase options, and the introduction of innovative, cost-saving services – including driver behaviour monitoring. This service, which is capable of saving fleet operators as much as £20,000 a year on a fleet of 20 vehicles, detects speeds, harsh braking and acceleration. “Twelve months ago driver behaviour monitoring was relatively new, but now most fleet operators request it. The price of fuel is one of the main reasons,” said Kirk. Last year also saw Quartix make significant investment in research, design and development, with a new version of its renowned tracking system – including additional ‘black box’ technology for accident investigations – launched in January. Kirk explained: “Unlike most of our competitors, who buy in their black boxes, we design and develop all our own technology – so we are not beholden to outside suppliers. In fact, we design and develop all aspects of our system, which means we are always in a position to maintain our leading edge position.” No less than 50% of all Quartix orders are the result of referrals or repeat business. “Our customers appreciate we strive hard to achieve the highest possible standards and they are aware Quartix is a name synonymous with the highest levels of quality and service,” added Kirk. This is underlined by the fact more than 3,500 customers across a wide range of sectors – including government organisations, housing associations, construction firms, hospital trusts, the emergency services, SMEs and large British brands – currently use Quartix online vehicle tracking, with the company installing its system in more than 2,000 vehicles a month.

Telematics insurance growth Little more than a year ago, Quartix entered the pay as you drive insurance market, securing a major contract to supply online insurer Coverbox with 15,000 vehicle tracking systems, amounting to some 1200 units a month. Since then the company has secured contracts to provide similar systems for two of the UK’s largest motor insurance brokers. Now, the same telematics technology is set to reduce the cost of fleet-based insurance – allowing fleets to pay only for mileage covered, providing lower premiums for better driving styles, and helping fleet managers decide at an earlier stage which drivers might pose a higher risk. “In the case of retail insurance an individual driver’s profile governs premium costs,” said Andy Kirk. “With transport fleets a single premium is charged, the amount determined by different drivers’ risk profiles. By selecting safe drivers, fleet managers are in a position to cut costs quite dramatically.” As a result of recent successes, Quartix will have a dominant position in the UK market for telematics-based insurance. Meanwhile, having developed a version of its tracking system for the French market, Quartix is rapidly expanding across France. In its first full year the company has attracted more than 180 new customers there, and forecasts considerably more growth over the coming 12 months.

Reader quotes... “Great professionalism and response times to queries” “They tick all the boxes”

Online: the Quartix system tracks a fleet’s every vehicle 24/7

For pricing and a brochure call 0870 013 6663 or go to www.quartix.net

Advertisement feature

Fleet software

Jaama assist van operating customers achieve Van Excellence

aama’s continual development of their established online Key2 Vehicle Management system has resulted in them being awarded Fleet Van Reader Recommended for the fourth year in succession. The award follows Jaama winning the coveted ITM Fleet Software Company of the Year 2012 award and also being a finalist for the Fleet Supplier of the Year Award in the industry’s annual ‘Oscars’ from Fleet Van’s sister publication Fleet News. Jaama’s fleet management software is helping some of Britain’s largest van fleet operators meet the very highest standards of compliance and operational excellence as set out by the FTA. Managed by the Freight Transport Association, Van Excellence is designed to enhance standards of van operator compliance, celebrates operators who demonstrate excellence and represent the interests of the van industry. Jaama customers who have achieved the FTA Van Excellence Code accreditation include Amey, DHL International (UK), Enterprise Managed Services, Norse Commercial Services and South Central Ambulance Trust. Jaama sales director Martin Evans explained that operator fundamentals such as legislative compliance and increased safety for drivers and other road users can be better achieved if companies have introduced sophisticated cutting-edge fleet management systems such as Key2. Evans said: “Our technology enables companies to capture more information than ever before on their fleet enabling them to be far more proactive and analytical. Companies having key information at their fingertips can improve operating efficiencies which ultimately reduces costs and ensures legal compliance. We are finding that an increasing number of our customers are recommending Key2 to their peers because of it’s the powerful compliance and reporting capabilities. “The FTA Code aims to provide mandatory and audited parameters for all aspects of van operations including key areas such as driver behaviour, vehicle safety/maintenance and risk assessed operating methods. However, that can only be achieved if LCV fleets are collecting, measuring and interpreting vehicle and driver data. Evans said: “It is almost certain that an issue raised by one fleet will also be causing consternation for others. Therefore, we pride ourselves on working with operators to deliver solutions that will eliminate issues and thereby continue to raise van operating standards in the spirit of the ‘Van Excellence’ scheme.” “Numerous LCV fleets, including those that have achieved Van Excellence Accreditation have recognised that Key2 is the

solution and delivers a significant return on investment.” Department for Transport data reveals there are 34.4 million licenced vehicles on the UK’s roads of which almost 3.3 million are vans – an increase of almost one million light commercial vehicles since the turn of the century. Almost 50% of those vans (1.6 million) are operated by public and private sector fleets with the remainder owned privately and run by sole traders and small businesses.

Key2 system ‘best fit’ for SCAS South Central Ambulance is just one of the many Jaama customers who have achieved the accreditation. Rick Stillman, Head of Fleet for SCAS, said: ’The Key2 management system was the best fit of all the systems we looked at against our operational and technical requirements. It has given us the tools to proactively measure and manage our entire fleet operation, streamline our processes, become more efficient and save time and money’. SCAS operates a fleet of almost 1,000 vehicles, including lease cars, rapid response cars/motorcycles, ambulances and patient transport vehicles. In addition, SCAS runs a total of five workshops and a vehicle commissioning unit, which is responsible for adding specialist equipment to vehicles.

Reader quotes... “Flexibility and functionality” “Good service for many years” Email: enquiries@jaama.co.uk Web: jaama.co.uk Call: 0844 8484 333

M o d e l u p d a t e W h at ’s n e w i n 2 012

Return of the iconic Minivan The Minivan, beloved by drivers and operators in the 1960s, is set to return to UK shores later this year. Designed to appeal to small businesses, the Mini Clubvan is the latest concept from the Mini brand. The design is based on the Mini Clubman, with the front two seats taking on the trademark interior. The load compartment is separated by a fixed partition grille with two side-hinged rear doors.

Fiat launches new Tecnico

Isuzu reveals D-Max spec

Fiat has launched a new special series Ducato called the Tecnico. It is based on the Ducato 35 2.3-litre 130 MultiJet LWB HR (L3H2), but offers a number of additional features as standard equipment that are normally available as extra cost options. In addition to the normal standard specification, the Tecnico adds manual air-conditioning, front foglights, Blue&Me with controls on the steering wheel, eco:Drive Professional software, TomTom predisposition on the dashboard, TomTom Live navigator, Start&Stop, special wheel trims and reverse parking sensors. The promotional price is £16,995 OTR ex-VAT and provides customers with a 26% price advantage when compared to the normal price for the standard specification version.

Isuzu has released the first pictures of its new D-Max 4x4 truck, together with prices and specification. There is an entry level 4x2, an Eiger double-cab and range-topping Utah, with prices going from £14,499 to £21,499 ex-VAT. The D-Max is powered by a 2.5-litre twin-turbo common-rail diesel engine, available with newly-developed six-speed manual or five-speed automatic transmissions. The Euro V-compliant unit generates 163bhp and peak torque of 295lb-ft at 1,400rpm. The truck also introduces a new ‘shift-on-the-fly’ system, allowing the driver to adjust between two- and four-wheel drive modes while travelling at speeds of up to 60mph.

Better economy for Fiestavan Econetic Ford has launched a new Fiestavan version that offers fuel economy of 85 miles per gallon and CO2 emissions of 87g/km. The improved efficiency, boosting the environmental performance of the Fiesta and FiestaVan featuring ECOnetic Technology by more than 12%, has been achieved through the introduction of auto-start-stop, upgrades to the 95bhp 1.6TDCi engine, including friction and combustion improvements and calibration optimisation, revised gear ratios, smart regenerative charging, an ecomode and improved efficiency of the air conditioning, cooling fan and alternator. The Fiestavan Econetic starts at £12,215 ex-VAT.

To view the full database, go to www.fleetnews.co.uk/fleetvan

Running Costs

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Don’t miss out on essential running costs figures Load length (mm)

Torque (lb-ft)

Power (bhp)

List (£)

Load width (mm)

CITROEN Nemo 1.3HDi DPF SS 75 €5 Enterprise Van 11. 1.4i 75 €5 X SLD Van 1.4i 75 €5 X Van Berlingo 625Kg L1 625Kg L1 1.6HDi 75 Enterprise Van 625Kg L1 625Kg L1 1.6HDi 75 Enterprise Van 850Kg L1 850Kg L1 1.6HDi 90 X SLD Van 850Kg L1 850Kg L1 1.6HDi 90 X Van 850Kg L1 850Kg L1 1.6HDi 90 X Van Dispatch L1 1000 L1 1000 1.6HDi 90 Enterprise Van L1 1000 L1 1000 1.6HDi 90 Tradesman Van L1 1000 L1 1000 1.6HDi 90 Van L2 1200 L2 1200 2.0HDi 120 Van 6Spd L2 1200 L2 1200 2.0HDi 120 Van High Roof 6Spd Relay L1 30 L1 2.2HDi 100 Van L2 30 L2 2.2HDi 100 Van L1 33 L1 2.2HDi 100 Van L1 33 L1 2.2HDi 120 Van 6Spd L2 33 L2 2.2HDi 100 Van High Roof L2 35 L2 2.2HDi 120 Van 6Spd L2 35 L2 2.2HDi 120 Van High Roof 6Spd L3 35 L3 2.2HDi 120 Van High Roof 6Spd L3 35 L3 3.0HDi 160 Van High Roof 6Spd

Untitled-3 1

12627 10047 9827

140.14 -

75 75 75

1.52 1.52 1.52

Load vol (cu m)

Payload (kg)

Gvw (kg)

Tow wt (br) MPG (comb) (kg)

(g/km))

48 months/ 80,000

total

smr

depr

109 148 148

16 12.82 12.58

3.06 2.09 2.09

28.68 28.63 28.39

1.47 1.47 1.47

1.2 1.2 1.2

2.5 2.5 2.5

1750 1680 1680

660 610 610

1000 600 600

65.7 44.1 44.1

3.3 3.3 3.3 3.3 3.3

1980 1980 2185 2185 2185

626 626 849 849 849

975 975 950 950 950

49.6 49.6 50.4 50.4 50.4

147 147 149 149 149

16.95 16.77 16.47 16.42 16.24

2.62 2.62 2.62 2.62 2.62

32.31 32.13 31.63 31.58 31.4

5 5 5 6 7

2661 2661 2661 2932 2963

988 988 988 1188 1188

1672 1672 1672 1968 1937

39.2 39.2 39.2 38.2 37.2

191 191 191 196 200

22.08 21.85 20.97 23.24 23.86

2.84 2.84 2.84 2.69 2.69

41.04 40.81 39.93 42.47 43.54

2000 2000 2000 2500 2000 2000 2500 2500 2500

35.8 34.9 35.8 32.1 35.8 32.1 32.1 32.1 31

208 214 208 232 208 232 232 232 241

24.62 25.57 26.98 28.02 29 30.02 31.09 32.2 33.91

4.06 4.06 4.06 4.22 4.06 4.22 4.22 4.22 4.88

46.33 47.74 48.69 51.93 50.71 53.93 55 56.11 59.18

0 0 0

61.4 62.8 62.8

123 119 119

15.3 14.49 13.82

3.31 3.12 3.12 3.06

28.9 27.67 27 29.21

13677 13677 13397 13177 13177

75 75 90 90 90

136 136 133 132 133

1.8 1.8 1.8 1.8 1.8

1.5 1.5 1.5 1.62 1.62

1.25 1.25 1.25 1.25 1.25

17404 17189 16524 18574 19074

90 90 90 120 120

158 158 158 221 221

2.25 2.25 2.25 2.58 2.58

1.6 1.6 1.6 1.6 1.6

1.44 1.44 1.44 1.44 1.75

18560 19360 20360 21160 21960 22760 23560 24360 25710

100 100 100 120 100 120 120 120 160

184 184 184 236 184 236 236 236 295

2.67 3.12 2.67 2.67 3.12 3.12 3.12 3.7 3.7

1.87 1.87 1.87 1.87 1.87 1.87 1.87 1.87 1.87

1.66 1.66 1.66 1.66 1.93 1.66 1.93 1.93 1.93

8 10 8 8 11.5 10 11.5 13 13

3000 3000 3300 3300 3300 3500 3500 3500 3500

1155 1115 1455 1440 1390 1600 1575 1525 1475

11926 11366

75 75

103 -

1.52 1.52

1.47 1.47

1.2 1.2 1.2

2.5 2.5 2.5

1700 1700 1700

610 610 610

FIAT Fiorino Cargo 1.3Multijet 75 Adventure Van Van

Load height (mm)

Visit our new improved website and you’ll find invaluable data about all major vans on sale in the UK, including prices, specification, payloads, towing weights and pence per mile running costs. No other magazine brings you all this information in one place. Log on now:

www.fleetnews.co.uk 10/4/12 17:20:02

fleetnews.co.uk/fleetvan April 2012 43