Fleet Van December 2014/January 2015

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December 2014/January 2015 ÂŁ5 where sold

Insight: Towing

ARE YOUR DRIVERS TOWING THE LINE? We sift through the perplexing laws to help you to stay legal

Profile: Gnewt Cargo

Insight: remarketing

Insight: FTA analysis

Delivery company is '100% electric and always will be'

Flexible replacement cycles cut vehicle running costs by 23%

Van operators share their fleet strategies for 2015

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Contact us Fleet News, Media House, Lynch Wood, Peterborough PE2 6EA. Email – fleetnews@bauermedia.co.uk Editorial Editor-in-chief Stephen Briers 01733 468024 stephen.briers@bauermedia.co.uk Deputy editor Sarah Tooze 01733 468901 sarah.tooze@bauermedia.co.uk News editor Gareth Roberts 01733 468314 Web producer Christopher Smith 01733 468655 Associate editor Trevor Gehlcken Contributors Mark Cartwright, John Charles, Simon Harris, Chris Lowndes (photographs)

CONTENTS

9

We highlight the important news from the past month in the van sector.

9 I Coming soon New and revised models to hit the market, including Volkswagen Amarok and Iveco Daily special editions.

10

Fleet Van is published 10 times a year by Bauer Consumer Media Ltd, registered address 1 Lincoln Court, Lincoln Road, Peterborough, PE1 2RF. Registered number 01176085.

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10 I FTA Benchmarking: 2015 forecasts Downsizing and driver standards top strategies as van fleet managers make predictions for the next year.

12 I Profile: Gnewt Cargo Innovative delivery company is ‘100% electric and always will be’, says co-founder Sam Clarke.

15

15 I Insight: remarketing Vehicle condition is king in the van residual values jungle, say experts.

Events Event director Chris Lester Event manager Sandra Evitt 01733 468123 Event organiser Kate Howard 01733 468146 Events co-ordinator Nicola Baxter 01733 468289 Publishing Managing director Tim Lucas 01733 468340 Group marketing manager Bev Mason 01733 468295 Office manager Vicky Meadows 01733 468319 Group managing director Rob Munro-Hall Chief executive officer Paul Keenan

London’s Fleet Operator Recognition Scheme will be rolled out across the country.

7 I News digest

Production Head of publishing Luke Neal Associate editor (production) Andrew Ryan Production editor Finbarr O’Reilly Designer Erika Small Advertising Commercial director Sarah Crown 01733 366466 B2B commercial manager Sheryl Graham 01733 366467 Account managers Wendy Cowell 01733 366472 Lucy Herbert 01733 366469 Lisa Turner 01733 366471 Stuart Wakeling 01733 366470 Marcus Woods 01733 366468 Head of project management Leanne Patterson 01733 468332 Project managers Lucy Peacock 01733 468338 Angela Price Kerry Unwin 01733 468327 Telesales/recruitment b2brecruitment@bauermedia.co.uk 01733 468275/01733 468328

4 I News insight

18 I Insight: towing A guide to the law governing the towing of trailers by vehicles up to 3.5 tonnes.

21 I Fiat Ducato

18

Facelifted model addresses some niggles on the previous model.

22 I Renault Trafic long-termer Colourful van is a pleasure to drive, even in its power-reducing ‘ECO’ mode.

23 I Running costs: double-cab pick-ups

21

Spotlight on all the important information fleets need to know on the latest models.

NEXT ISSUE – FEBRUARY

Insight: funding Is it time for van fleet operators to switch from outright purchase to contract hire?

Insight: remarketing A look at how the used van market has started 2015.

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“My customers care about environmental impact, so I want a partner that does the same.”

ECU remapping on over 24,000 vehicles has cut 25,000 tonnes of CO2 emissions.

0800 032 0012

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fleetnews.co.uk/fleetvan December 2014/January 2015 2014 3

ne w s in sigh t

London fleet standard to become Uk benchmark Popularity of initiative fuels huge growth and increased recognition Need to kNow n tfL’s FoRS to be rolled out countrywide n New manager for scheme to be announced n Standard becoming essential for suppliers

By Gareth Roberts n industry benchmark for safe and efficient fleets operating in London will be rolled out across the country at the beginning of 2015. transport for London’s (tfL) Fleet Operator Recognition scheme (FORs), which is free to join, was initially launched for heavy goods vehicles operating on construction sites in the capital.

But, after its name was changed from “Freight” to “Fleet” to help broaden its appeal two years ago, many van operators have joined the scheme and its reach has extended beyond the M25. now, tfL is keen to build on its success and told Fleet Van that it will bring an external partner onboard to help grow the initiative nationwide.

Ben Plowden, director of surface strategy and planning at tfL, said: “FORs is recognised as the industry benchmark of safe and efficient fleets across the UK. “it was launched in 2007 to improve road safety and help reduce the wider environmental and traffic impacts of freight and servicing in the capital. “in order to help expand it more widely and

A

ensure its long term development and continued success, tfL is seeking an outside partner to manage the scheme.”

An announcement relating to exactly who tfL has chosen to manage FORs is expected imminently, before its roll out begins in January, 2015.

An industry-led accreditation scheme, FORs helps operators improve operational performance and safety, measure and monitor performance, as well as helping fleets demonstrate compliance and best practice. seven years after it was launched, the number of fleets that have joined FORs is impressive.

Plowden said: “the scheme has become a huge success with more than 210,000 vehicles from over 2,400 companies now accredited.”

A third of those businesses are in the construction and aggregates industry, and many major developers, including Mace, British Land and Crossrail, now require fleet operators to be registered with FORs. it is a growing trend, according to simon Cook, UK fleet LCV leader at ge Van Lease. he

said: “A number of our customers have recently approached us to help them ensure that their LCV fleets meet FORs requirements. they are finding that it is becoming a prerequisite to bidding for construction and other projects happening in London.”

One of the UK’s largest civil engineering, construction and facilities companies was among the latest organisations to mandate its suppliers to secure bronze accreditation with FORs. Vinci Construction UK, the largest UK subsidiary of Vinci, says suppliers using vans and larger vehicles to deliver goods and services to its sites across the UK, must meet key FORs standards

by January 1, 2016. tfL also told Fleet Van that around two thirds of its accredited companies are based outside London and, if FORs becomes more widely adopted across the UK, the number of fleets

2,400

companies have received FoRS accreditation

41%

reduction of injury collisions

by FoRS operators

25%

reduction of total collisions

by FoRS operators

4 December 2014/January 2015 fleetnews.co.uk/fleetvan

operating commercial vehicles of all sizes it will affect is bound to grow.

Cook said: “we know of several other major local authorities that are considering adoption. if this happens, we expect to see even more commercial vehicle fleets working to ensure that they meet its requirements.” there are three levels of accreditation - bronze, silver and gold – which aim to help fleet operators raise standards within their organisation through education and incentives. As well as passing an on-site audit, operators can also chart the progress they are making to increase efficiency and monitor the safety of drivers and vehicles.

Cook said: “the scheme builds on the basic approach that you see in an ‘O licence’ and adds a whole raft of measures in a similar way to the Freight transport Association’s Van excellence programme.

“Many of the ideas are, it must be said, simply common sense and already in place on the majority of well-run fleets.” its impact on operators, however, can be dramatic. Analysis of collision data shows that, between 2012 and 2013, FORs operators reduced injury collisions by 41% and total collisions by 25%. they also achieved greater levels of legal compliance, fundamental to under-

pinning safe transport operations. the City of London Corporation, which operates a fleet of around 150 vehicles has achieved the FORs gold standard.

Vince Dignam, transport and depot manager at the local authority, said: “it’s been really helpful in raising the profile of our work internally. “news of our FORs accreditation has gone right up to senior official and councillor level.

“As well as promoting the importance of best practice, it also helps us demonstrate that the resources we have are essential and are being put to good use.”

As duty of care moves up the fleet agenda, an increasing number of organisations are embracing initiatives such as FORs and the Van excellence programme. in fact, the FtA has had a foot in both camps after winning the competitive tender to deliver FORs audits in April, 2011. however, it would not be drawn as to whether it had thrown its hat in the ring to manage the wider roll-out of FORs and how this may affect its Van excellence programme.

Van excellence was created by the FtA in order to promote high standards of van operation and driving by accrediting operators against an industry code of good practice. since its launch in 2010, it has accredited 75 operators and includes many high profile businesses such as Bt Fleet, Balfour Beatty, British gas, sainsbury’s and network Rail.

To find out more about FORS, visit fors-online.org.uk

eDitor’s column Sarah Tooze, deputy editor, Fleet Van

i was recently reminded why you shouldn’t give drivers too much influence on van selection.

A car fleet manager, who is soon to take responsibility for the company’s vans, admitted that van drivers had been allowed to order what they wanted. the result? eight Mini Clubmans joined the company’s ‘van’ fleet last year.

“Van drivers had been allowed to order what they want. The result?

Eight Mini Clubmans” the problem was that no one had overall responsibility for the fleet. it was left to individual business units to manage their own vans and for line managers to approve orders. the line managers didn’t appreciate the cost implication of vehicle selection or that they were committing the company to a four-year lease on each vehicle. the fleet manager and hR department are now putting the right procedures in place, along with their leasing company.

Also on the subject of vehicle selection, have you reviewed your van replacement cycles recently? some companies are moving away from a ‘one-size-fits-all’ approach for their vans and tailoring each van’s replacement cycle individually, depending on usage and mileage to achieve savings. turn to page 15 to find out more.

fleetnews.co.uk/fleetvan December 2014/January 2015 5

ne w s dige s t

w w w.f L ee t ne w s.C O.UK / VA n s

Crash-for-cash incidents are at an ‘all-time high’ Road traffic accidents deliberately caused in order to claim for whiplash compensation are at an all-time high, according to Aviva. the insurance company has seen a 21% rise in crash-for-cash incidents compared with 2013, with organised gangs believed to be at the heart of the increase.

Birmingham and greater London were the worst areas for crash-for-cash cases. Other

blackspots included Luton, Manchester, Leeds, Bradford and slough in Berkshire. within greater London, the worst areas included north and north-west London, such as Uxbridge and Harrow. in the past, Manchester had been the main area for fraudulent claims, but the number was reduced in that area due to several successful operations and prosecutions, Aviva said.

Fraikin signs Sainsbury’s fleet management contract fraikin has signed a two-year contract with sainsbury’s to manage all of its home delivery assets in southern england – accounting for more than 50% of its 3.5-tonne fleet. Under the contract, fraikin has grown its share of the sainsbury’s fleet to 1,000 vehicles operating from 120 stores, an increase of 78% to fraikin. fraikin’s team has tailored its offer for sainsbury’s to include servicing via a combination of mobile technicians and fraikin’s own branch network and has committed to immediately

replace any vehicle which cannot be put back on the road within three hours, no matter what the circumstances. simon skeet, head of retail and logistics operations for sainsbury’s Online, said: “Market-leading customer service lies at the heart of our online shopping experience and that means well-presented and punctual deliveries and value for money for our customers. “fraikin has consistently helped us to meet this requirement.”

Sainsbury’s says Fraikin helps maintain its ‘marketleading customer service’

Alphabet launches LCV network Alphabet has launched a new LCV-approved partner network in the UK. Headed by tony Long, network development manager, the new network of suppliers will enable Alphabet to deliver a consistent quality and approach to service levels and provide the most appropriate solutions at competitive prices. the exclusive nationwide network comes into effect immediately and comprises 12 approved LCV conversion suppliers. the network encompasses seven core categories – internal van provision, construction body and dry freight, minibus and wheelchair-accessible vehicles, welfare vehicles, refrigerated vehicles, livery and media.

Network Rail introduces high-vis livery new livery being introduced across the network Rail light commercial vehicle and pool car fleet will improve safety and visibility. A total of 1,100 new vans being introduced to the network Rail fleet over the next six months will be the first to feature the newly designed prismatic reflective livery that meets department for transport advice for high-conspicuity markings. network Rail has a fleet of approximately 8,000 vehicles and has worked with sign Language for more than three years.

Volkswagen Van Centre opens in Milton Keynes Volkswagen Commercial Vehicles has expanded its nationwide network of dedicated Van Centres with the opening of a new centre in Milton Keynes, Buckinghamshire, bringing the number of dedicated Van Centres to 71, with 25 authorised service centres across the UK. the Bleak Hall Van Centre in Milton Keynes is run by truck and van specialist Brian Currie.

fleetnews.co.uk/fleetvan December 2014 /January 2015 7

NE W L AUNCHE S

Power and efficiency at forefront for new arrivals REN AULT K A NGOO ZE

Until now Renault has only offered the Kangoo ZE electric van with the option of leased batteries, a marketing stance that has drawn criticism from RV experts CAP. But now the ZE will also be offered with a full purchase option including the batteries, giving fleets the chance to either buy the van and batteries outright or buy the van and lease the batteries.

The full purchase Kangoo ZE range starts at £16,161 (ex-VAT) after the Government plug-in van grant, compared to £12,995 ex-VAT if the battery is leased. The full purchase models are protected by a five-year, 60,000-mile warranty on the batteries in addition to the standard Renault vehicle protection of four years/100,000 miles.

The battery warranty gives the customer peace of mind against possible decreases in battery performance over time, guaranteeing a minimum of 66% of the original capacity.

Renault has also introduced a new special offer for the battery hire scheme. Hire will start from £33 (ex-VAT) per month, down from £61 (ex-VAT). Over a six-month period, this represents a total saving of £1,008 (ex-VAT) on the lease.

VOLKSWAGEN AMAROK

Volkswagen is continuing its assault on the 4x4 truck market with the launch of a new Dark edition of the Amarok. The Amarok Dark comes with a 2.0-litre 180bhp turbodiesel powerplant offering 310lb-ft of torque and a maximum towing capacity of 3,200kg. Customers can choose between the six-speed manual selectable, or the eight-speed auto-permanent.

Both models include a host of styling features including 18-inch black alloy wheels, extended wheel arches and an underride guard below the front bumper. The exterior design package also includes dark tinted rear/side windows, darkened tail lights, matt black side bars and footstep, a black rear bumper, black grained door handles and black foil on the B-pillars.

Inside, the Dark has anthracite Alcantara upholstery and velour floor mats. Equipment includes a multi-functional steering wheel, leather gear knob and gaiter, satellite navigation with a six-inch colour touchscreen, Bluetooth, a multi-function display and heated seats. Customers also benefit from heated wing mirrors, electric windows and additional door dust seals as standard.

I V ECO DA ILY PL ATINUM

With fleet buyers demanding ever-more sophisticated commercial vehicles, Iveco has added a new Platinum spec level to its Daily range.

The 3.5-tonne gross vehicle weight Platinum model is powered by a 2.3-litre 130bhp diesel engine. It is available with a choice of a 10.8 or 16 cubic metre loadspace and costs £19,995 and £20,995 respectively (ex-VAT).

Each Platinum spec Daily comes with rear parking sensors, spring-suspended driver’s seat, air-conditioning with climate control, cornering front foglights, cruisecontrol, heated electric mirrors, remote control central locking, additional storage compartments, 140 amp alternator and a heavy-duty battery.

Platinum models also feature Iveco’s all-new multimedia and satellite navigation system as standard, enabling the driver to input vehicle weight and height information in order to ensure the optimal route for the load being carried. The system incorporates TomTom mapping for 43 European countries, as well as a Bluetooth connection, plus iPod and iPhone audio controls.

Each New Daily Platinum model comes with a three-year free servicing package, based on 25,000 miles per year.

CITROËN BERLINGO

Citroën has improved the fuel efficiency and reduced the CO2 emissions of the Berlingo – the brand’s best-selling LCV model.

The versions benefiting from these latest improvements are the Berlingo X, LX and Enterprise vans equipped with the HDi 75 diesel engine and the Berlingo LX e-HDi 90 manual micro-hybrid van.

The changes see the HDi 75’s combined fuel consumption figure improve to 56.5mpg (previously 55.4mpg) and CO2 emissions reduce to 131g/km from 133g/km.

The LX e-HDi 90 sees CO2 emissions reduced to 120g/km from 125g/km and combined fuel consumption improve to 61.4mpg (previously 58.9mpg).

fleetnews.co.uk/fleetvan December 2014/January 2015 9

BENCHM A RK ING BY T HE F TA : 2 015 FOREC A S T S

Downsizing and driver standards top strategies FTA survey asks van fleet managers to make predictions for the new year

“We need to ensure all operators are confident their drivers are competent to do the job.”

John Blakely, transport manager at Clancy Docwra

By Mark Cartwright, head of LCVs, FTA ith the summer a fading memory and the promise of a new year fast approaching, we wondered what van operators’ outlook was for the next 12 months and what their wishes would be if they could lay their hands on a crystal ball.

As always, the economy features prominently in practically every news bulletin and we seem to be looking at a more positive outlook than at this time last year.

In addition, it has long been recognised that increased use of commercial vehicles – especially vans – is a pretty reliable indicator of economic ‘good news’.

New registrations and demand for used vans remain strong, so we wondered what van operators anticipated for next year. On the whole, their outlooks appear to be positive with the majority of operators expecting their fleet size to grow or at least remain static.

Last year we saw the continued trend of operators downsizing their van fleets. This movement came out of operators looking more closely at the working demands placed on the

W

29% number of members who think their fleet size will increase in the next 12 months

60% number of members who think their fleet size will stay the same

10 December 2014/January 2015 fleetnews.co.uk/fleetvan

vehicles and often as a result of direct consultation with the drivers identifying that more wasn’t always better.

Several operators confirmed reduced fuel spend, less collision damage in urban operations and better driver ‘approval’ as a result.

While this clearly isn’t an option for everyone, it was clear from our survey that it remains a hot topic with almost half of respondents looking at downsizing in 2015.

The new year is traditionally a time to air views and put the world to rights so, at the risk of lighting the blue touch paper, we asked operators to let us know their thoughts.

A common theme in responses was improving drivers’ standards. John Blakeley, transport manager at Clancy Docwra, said: “We need to ensure all operators are confident their drivers are competent to do the job we are asking of them. You can take your test in a Nissan Micra and be legally driving a 3.5-tonne van the next day!

“That’s why we have our own permit to drive scheme. It’s about more than driving; our drivers must know how to load the van safely and carry out pre-use checks. It’s all part and parcel of the job.”

10.7%

28.6%

55.6%

Over the next 12 months do you think your van fleet will...

Over the next 12 months do you think you will be downsizing vehicles within your fleet?

60.7%

11.1% 33.3%

Stay the same

Increase

Decrease

If you had a magic wand and could make a single change (outside of your own fleet) to the way vans are operated or the way vans are viewed in the UK, what would it be?

“Stop white van man tarnishing our industry’s image!” So said Darren Moor, operations and compliance manager at Countrywide Farmers. Given the increased enforcement activity on vans from VOSA and the police, this recurring theme is likely to stay in focus during 2015.

“We take a lot of time and trouble operating our vans in the correct, efficient and compliant manner and it frankly amazes me that other operators don’t seem to take their obligations as seriously,” said Rory Morgan, national logistics general manager at Iron Mountain. “There are enormous benefits to be gained, not least of which is showing the law-makers that ‘white van man’ is the exception rather than the rule.”

No

56% of FTA members think they will not downsize vehicles

33% of members are unsure if they will downsize

What should the Government be doing to make your operation better?

Despite the reduction in fuel prices, fuel is still the major operational cost in van operations behind the driver and it remains a hot topic with operators.

So, it is perhaps not surprising that the Government finds itself on the receiving end of the magic wand with this particular four letter word dominating responses.

Morgan summed views up with: “Fuel, fuel, fuel... do I need to elaborate? After the driver, fuel is easily the greatest cost we incur in operating our vans. We do all we can to manage

“After the driver, fuel is easily the greatest cost we incur. Fuel, fuel, fuel. Do I need to elaborate?”

Rory Morgan, Iron Mountain

For more on downsizing vehicles, visit fleetnews. co.uk/vans/downsizing

Yes

Maybe

that spend by optimising routes, training drivers, using modern vehicles etc, but it doesn’t alter the fact that it’s a massive cost to us.”

Road conditions and investment also came in for quite a bashing with the disparity between tax taken from transport and the level of investment in the roads infrastructure coming in for more than a little comment.

A transport director at a local authority who preferred to remain anonymous said: “Invest in improvements to the road network – get rid of potholes.”

Is there anything the manufacturers could be doing to make your operation better?

It would seem there remain a few areas of improvement operators would welcome from manufacturers and their dealer networks.

“The manufacturers must make vehicles easier to work on”, said Nick Beadle, transport manager at Euromix Concrete. “They are increasingly complex and require an array of specialist tools including computers to fix even items that should be easy to maintain.”

The extended delivery dates for certain vehicles came under fire. “Lead times need to be improved on bespoke supply; 16 weeks to have a new van with a tailgate is unacceptable,” complained Moor.

And finally, however far-fetched, what single invention would make your job easier?

■ Drivers who care for the vehicle, appearance, driving style, maintenance – yep that far fetched!

■ Build a road over the top of the river Thames to ease traffic flow into London.

■ A relatively soft sponge ring around a van so that even low speed collision damage is significantly reduced.

■ A time machine.

Certainly some food for thought and probably a few disappointed faces when they don’t get their wishes for Christmas.

Overall, it seems the van operating industries are confident for 2015. There will no doubt be some knocks along the way but here’s looking forward to a safe and productive year.

fleetnews.co.uk/fleetvan December 2014/January 2015 11

p r Of IL E: GNE W T C A r G O

‘We are 100% electric and always will be’ Innovative company with all-electric fleet puts success down to focusing responsibility on the environment and its employees

By John Charles newt Cargo is a young business aiming to change “last mile logistics” globally and is doing so with what is claimed to be the world’s largest single city-based fleet of pure electric vehicles.

With more than 100 electric vehicles, the fiveyear-old business operates in central London but has ambitious plans to launch in cities across the UK and worldwide.

Gnewt Cargo – an acronym for Green New Transport – works on behalf of a wide range of organisations almost exclusively in the London congestion charging zone, including third party logistics companies, large retailers and Government departments.

Director and co-founder Sam Clarke says an increasing number of organisations recognise that, while goods need to be moved around cities, they can be transported more efficiently and in more environmentally-friendly ways than in the past.

“Delivering goods in central London is hard and expensive and we recognised that there was a more efficient way than the traditional method of companies travelling into cities from outside depots and using sub-contractors,” he says.

G

traffic-beating cargo-cycles As a result, Gnewt Cargo operates a combination of 100% pure electric two and three-wheel cargo-cycles and light commercial vehicles displaying clients’ livery as well as its own logo.

Clarke explains: “Our cargo-cycles offer a flexible solution that combine the traffic-beating agility of a bike with capacity comparable to a small van.

“Our vans are all electric and able to carry larger and heavier loads.

“This combination allows us to shape our service to suit all clients while reducing emissions and congestion.

“On average, diesel delivery vans are only half-full driving to the centre of a city and going to the same places. We consolidate loads that are going to the same place.”

Gnewt Cargo operates out of four central London hubs, with a fifth opening shortly.

Located to meet clients’ requirements and each equipped with a bank of recharging points, independent verification by the University of Westminster suggests the company’s business model has cut CO2 emission per parcel delivered by 62% and reduced kerbside space usage by 54%.

Last year, the company delivered 1.5 million parcels and packages on behalf of a wide range of customers, including myHermes, the second largest home delivery service in the UK, TNT Express and DX. The company calculates that it currently delivers up to 10,000 parcels a day inside the congestion charge zone on behalf of clients and forecasts the delivery to offices and residential addresses of as many as three million parcels in 2014.

This year, Gnewt Cargo says it has recorded business growth of 200% – compared with around 50% year-on-year growth previously – prompting a doubling of its fleet with the recent addition of 55 renault Kangoo Z.E vans supplied and funded by Alphabet and operated on three-year/30,000mile contracts.

forwarD-thinking business The new Kangoos support Gnewt Cargo’s growing relationship with its anchor client, myHermes, which has seen it increase deliveries from 500 to 5,000 a day on behalf of the home delivery specialist.

Alphabet was introduced to Gnewt Cargo by renault as the manufacturer recognised it as a competitive funder of electric vehicles.

Jon Burdekin, head of consultancy services at Alphabet, says: “We like to associate ourselves with anything innovative and Gnewt Cargo is an innovative company that has no concerns about the robustness of electric vehicle technology.

“The business cannot afford to have unreliable vehicles. It could have waited to see how the technology panned out, but it is a forward-thinking business and took the plunge.”

Alphabet calculates that the viability of electric vans can be proved versus the cost of operating diesel-powered vehicles in terms of fuel savings if travelling only 30-40 miles per day.

Gnewt Cargo also recently announced that it was adding four Mercedes-Benz Vito E-cell vans to its fleet and they have been assigned to its TNT Express contract. Those vans have been sourced on contract hire through Mercedes-Benz financial Services.

The Kangoo is now the mainstay of the fleet – the business already had 10 prior to its latest deal – while in addition to the Vitos it is shortly to add six Nissan e-NV200s. The remainder of the fleet is largely composed of aftermarket converted electric vans.

Initially Gnewt Cargo bought its vans, but as more contract hire companies became prepared to take the risk on electric vehicles – the company has also sourced models from Marlow-based fleetdrive – it decided to turn to leasing.

Clarke, who says the company has been profitable since launch, explains: “As Gnewt Cargo expanded we needed our cash to invest in the business rather than in vehicles.

“Additionally, electric vehicle technology is moving at such

Sam Clarke, director and co-founder of Gnewt Cargo

“Electric vehicle technology is moving at such a pace that we didn’t want to own vehicles for many years and find they were outdated” Sam Clarke, Gnewt Cargo

12 December 2014/January 2015 fleetnews.co.uk/fleetvan

Renault Kangoo Z.E vans are the mainstay of Gnewt Cargo’s fleet

a pace that we didn’t want to own vehicles for many years and find they were outdated.”

Vehicles travel on average 10-15 miles per day but Clarke, an electric vehicle advocate whose background is rooted in the two-wheel sector of the market, admits challenges have had to be addressed.

“In the early days, van range, payload and weight were issues but over five years we have become experts in the operation of electric vans and know their limitations, although the technology has improved,” he says.

“We still have our original vehicles on the fleet and one of the reasons that electric vehicles last longer than diesel vans is because there are fewer moving parts so less maintenance is required and they travel fewer miles.

“Operating electric vehicles remains a challenge and they are not suitable for every organisation, but many more fleets could potentially operate them.”

Gnewt Cargo undertakes vehicle maintenance in its own workshops and Clarke says: “After five years of running electric vehicles we understand how to look after them and keep them on the road as long as possible.”

He urges fleet managers: “Do the maths in relation to operating costs for diesel vans and equivalent costs for electric vehicles and you will be surprised at how much money you can save without compromising your business operations. What’s more, range anxiety in the right applications is not an issue.”

Gnewt Cargo also says there have been huge commercial benefits to operating a 100% pure electric vehicle fleet.

“Businesses use Gnewt Cargo because they applaud the fact that we provide them with an environmentally-friendly option,” says Clarke. promoting “responsibility” for both the environment and employees, Gnewt Cargo also focuses on occupational road

3m

estimated number of parcels delivered by Gnewt Cargo this year

200%

business growth for the company this year

For more case studies, visit:fleetnews.co.uk/ vans/case-studies/

risk management. The company has achieved bronze accreditation to Transport for London’s fleet Operator recognition Scheme, the safety and environmentallyfocused quality and performance benchmark programme for operators of commercial vehicles.

Gnewt Cargo employs all its delivery drivers and counts highly qualified professionals among them as well as some with a keen environmental conscience.

“We employ drivers who deliver a ‘doorstep experience’ and as a result our service levels are excellent,” says Clarke.

“Our employees have a different mentality to the traditional delivery driver. They are salaried and their demographic is typically young with a genuine interest in the environment.”

The company operates on a one-driver, one-vehicle basis and the fact that it employs people not from a delivery driver background means they have no pre-conceived idea of the job or the vehicle provided.

Gnewt Cargo has aspirations to provide a night-time and ultimately a 24/7 delivery service.

It also wants to replicate the success of its London model in other cities across the UK. While the major conurbations of Birmingham, Manchester and Liverpool may seem obvious locations, Clarke also highlights cities such as Oxford where vehicle accessibility is an issue and the local authority wants to promote environmental improvements.

He concludes: “Electric vehicles are our greatest asset, our USp, our differentiator.

“Our second greatest asset is that we employ all of our drivers and we don’t sub-contract.

“Many delivery companies say they are ‘green’ but they are not. There is a lot of greenwash around delivery and courier company vehicles, but we are 100% electric and always will be.”

fleetnews.co.uk/fleetvan December 2014/January 2015 13

Advertisement feature

Used LCV values remain high as shortage continues verage values for light commercial vehicles were stable in November as the ongoing shortage of good quality used vans continued.

Professional buyers and end users alike competed strongly for the best quality stock on offer, with values for the best presented vans typically outstripping price guide expectations by some margin.

For the second month running, year-onyear values across the board are up by nearly 10% as the relative shortage of retail quality LCVs continues.

The average value of a van sold at BCA in October was £5,615, the third highest monthly value on record.

Demand was broad based throughout the month, with any vehicle offered with the combination of a good colour, specification and condition attracting attention from buyers.

Fleet & lease and nearly new values increased over the month, while partexchange values fell back by just £17 from October’s record level. Year-on-year values remain well ahead by £506 (9.9%), with age and mileage falling. Performance against CAP was down by just over half a point compared to 2013.

BCA’s general manager – commercial vehicles, Duncan Ward, commented: “November maintained the pattern we have seen throughout 2014, with high levels of demand for the best quality stock and often exceptional prices being achieved. While low mileage, clean examples remain hard

A

Any vehicle offered with a good colour, specification and condition is attracting buyers to find, buyers are happy to bid strongly on higher mileage or older vehicles if the condition and specification is good.

“However, we are seeing greater numbers of hard-worked ex-corporate stock reaching the market in often quite poor condition – these vehicles need to be properly appraised and realistically valued to attract the buyers.”

Fleet & lease Values for fleet and lease LCVs averaged £6,580 in November – an increase of £53 (0.8%) over October’s value – with CAP performance averaging 101.8% and retained

£5,654

£5,615

£5,658

£5,560

£5,498

£5,587

£5,399

£5,557

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£5,345

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£5,109

£5,013

£5,158

£4,772

£4,870

£4,766

£4,998

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£4,736

£4,669 £4,789

£4,250

£5,000 £5,000

£4,447

£6,000 £6,000

£5,311

All LCVs: 2012 2014 All LCVs 2012-2014

Oct Oct

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Nov Nov

Part-exchange Part-exchange LCV values fell back by just £17 from October’s record level to £3,858, the second highest monthly average value recorded in this sector since Pulse began reporting.

CAP average comparisons fell back by two points to 105.5% but continue to outperform the fleet & lease sector by a considerable margin.

Year-on-year values remain ahead by £404 or 11.6%, with the average van being five months older but a similar mileage compared to last year.

Nearly-new

£4,000 £4,000

£3,000 £3,000

value against Manufacturer Recommended Price increasing to 37.44%.

Year-on-year, values were down by £240, a reflection on the fact that values were exceptionally high in November 2013 and remain the second highest on record.

Nearly-new LCV values averaged £13,208 in November, a rise of £381 (2.9%) compared to October with CAP comparisons improving to 99.16% over the month. As always, this has to be taken in the context of the very low volumes reaching the market and the model mix factor.

The UK and Europe’s largest used vehicle marketplace Log on to bca.co.uk or call 0844 875 3480

rem a rk e t ing

Vehicle condition is king in the residual values jungle Fleets should take van usage, type, mileage and size into account when setting replacement cycles to achieve the highest prices at defleet time

By Trevor Gehlcken ge has traditionally been the main factor in determining the price a van achieves at the end of its fleet life.

However, that is changing, with fleet managers now having to juggle a number of factors, including mileage, van size, usage and condition.

James Davis, head of commercial vehicles at manheim, says the current high level of demand has had a significant impact on what influences values, with condition now key.

Over the past eight years, the commercial vehicle sector has seen values steadily increase in spite of a rise in both the average age and mileage of vans. “the effects of the recession are still being felt in the commercial vehicle (CV) sector as the average age of vans at auction continues to grow,” says Davis. “to maximise potential end-of-contract value, it’s essential for the van’s overall condition to be good. it’s not all about age – condition, including elements such as usage and operational environment, is now king of the CV jungle.”

Van replacement cycles are determined by the job the vehicle has to do, as well as a wealth of other factors decided by the operating company, according to Duncan Ward, general manager commercial vehicles at BCa. He says: “there is certainly some benefit to be had by offering a distinct profile of vehicle that makes it more attractive to buyers.

“For example, a two-year-old, 20,000-mile van immediately looks appealing if every other vehicle in the sale is three to five years old and much higher mileage.

“However, the real attraction for any buyer is a van in clean, ready-to-retail, or ready to work, condition.

A

800

vans on Anglian Home Improvements’s fleet

5/150k

general replacement cycle (five years/150,000 miles) for Anglian Home Improvements

“The real attraction for any buyer is a van in clean, ready-to-retail, or ready to work, condition” Duncan Ward, BCA “if vendors can manage the damage factor, it means whenever the vehicle enters the remarketing process it can achieve the best possible returns.”

Size, as well as age and condition, must be taken into account when deciding a replacement cycle, says tim Spencer from Shoreham Vehicle auctions.

“Car-derived vans make good money at three to four years old, but larger long wheelbase high roof 3.5-tonne panel vans are making less money because for small businesses they are often difficult to house unless they have a large yard or car park,” he says. the residual value guides are in an ideal position to work out the best replacement cycles for commercial vehicles. ken Brown, light commercial vehicles editor at CaP red Book, says: “Since the recession, many companies have chosen to extend the life of their vehicles in order to save cost. the downsides to this are the additional costs of servicing, breakdowns and having to fund repairs that would normally have

fleetnews.co.uk/fleetvan December 2014/January 2015 15

rem a rk e t ing been covered by the manufacturer’s warranty.

“Less obvious, though, are the benefits of new technology that would have been gained from replacing on or ahead of schedule, such as better fuel efficiency, lower emissions and often increased service intervals. “it’s also easy to overlook the contributory effect that extended replacement cycles have had on market prices of used LCVs, which reached record highs earlier this year.

“While auction entry levels have progressively returned to pre-recession levels, generally there is still uncertainty over supply volumes, shortages of certain models and quality since vehicles are generally older, with higher mileages and carrying more battle scars.” george alexander, CV editor at glass’s guide, adds: “With the laws of supply and demand being in full evidence, it’s relatively straightforward to explain the current high price levels.

“What is far more problematic is to anticipate just how long such currently favourable conditions will prevail and, when things do cool off, what the consequences might be. “as for predicting the direction of the market over the first half of next year, the crystal ball becomes rather cloudy, especially with a general election to be factored in.”

With engine technology improving ever more rapidly, there

“To maximise end-of-contract value, it’s essential for the van’s overall condition to be good” James Davies, Manheim Auctions

This damaged four year old Mercedes-Benz Sprinter sold for £3,800, against a trade value of £6,300 for the same van in average condition

For van running costs, visit fleetnews.co.uk/ vans/runningcosts

are many reasons to consider extending lifecycles, according to mark Lovett, head of commercial vehicles at LeasePlan.

He says: “the logical effect of keeping vans on the road for longer is increased wear and tear on the vehicle and higher mileage. neither of those is a problem as the contract is set on those criteria at the outset.

“Only if vans go into extended hire periods can there be unexpected Smr costs and negative impacts on the residual value.

“However, from an operational perspective, if the van is maintained in line with manufacturer’s schedules, there is no disadvantage to the operator in terms of vehicle efficiency, in running a modern van for over five years. “many of our local authority clients have vans that are up to 10 years old and still doing a good job.”

Flexible replacement cycles save 23% in running costs Some fleet managers are achieving significant savings by taking a flexible approach to replacement cycles.

David Gladding, sales director at Chevin Fleet Solutions, says: “In the past, some fleets would tend to set fixed cycles of perhaps four years in an almost arbitrary fashion.

“However, better data interrogation can provide a much better way forward. You might find that some of those vans are best replaced after three years while some will still be economic to operate after five.

“We have fleets that have saved 23% on overall running costs over three years by adopting this kind of policy.”

Anglian Home Improvements tailors its van replacement cycle individually depending on usage and mileage.

It’s a time-consuming operation

but is key to maximising residual values, according to Graham Short, fleet engineer in the transport division of Anglian Home Improvements. Short says: “We have a variety of marques on our 800-strong van fleet and some of them last longer than others, while some have differing warranty periods.

“Our general replacement cycle is five years/150,000 miles, but this very much depends on what the vans are doing and where they operate.”

Some of Anglian’s vans, for example, predominantly travel within the London area and don’t clock up high mileages. These can usually be kept for longer than five years. Others which travel higher mileages and have harder lives are usually sold earlier.

“Over the years, engine technology has improved so that generally replacement cycles can

16 December 2014/January 2015 fleetnews.co.uk/fleetvan

“Even older vans generally make good money” Graham Short, Anglian Home Improvements

be longer,” says Short. “We have vans on our fleet that have been with us for eight years and are still going strong.

“Outright purchase gives us the flexibility to react quickly to sell any van we think should be defleeted, whereas on contract hire we simply wouldn’t be able to do this.”

One of the potential problems with keeping vans for longer is that maintenance costs are likely to rise while the vehicles will be less at selling time. But Short has suffered neither problem.

“We do have the odd breakdown but not enough to persuade us to shorten our replacement cycles,” he says.

“At selling time, even older vans generally make good money. When we sell Mercedes-Benz Sprinters, especially, people will be snapping our hands off, whatever condition they are in.”

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in Sigh T: TO w ing regul aT iOn S

Towing the line a guide to the law governing the towing of trailers by vehicles up to 3.5 tonnes

By Eamonn Brennan, van information manager, Freight Transport Association (FTA) or many fleet operators, the subject of towing and the laws that govern it cause a great deal of confusion, despite the legislative restrictions being relatively straightforward.

The important thing to remember is that they are designed with one simple objective – the safety of the driver and other road users.

Basically, when a trailer is attached to your vehicle, the combination can come within the scope of additional rules.

The main factors to consider are: 1 Driver licensing – the driver may need an additional entitlement on their licence.

2 Drivers’ hours – the trailer may bring you into scope of additional rules.

3 Operator licensing – the vehicle combination may fall within the scope of these rules.

4 Speed limits – vehicles towing trailers have lower speed limits imposed.

F

fta poster A ‘small vehicles towing trailers’ poster, explaining the law for vehicles up to 3.5 tonnes towing trailers, in easy-to-follow chart form, is available from the FTA.

“The important thing to remember is that towing rules are designed with one simple objective – the safety of the driver and other road users” 18 December 2014/January 2015 fleetnews.co.uk/fleetvan

1

What category of Driving licence is neeDeD?

The first thing you need to do is to ensure the driver holds the correct driving licence; it is important for fleet managers to check their drivers’ licences regularly to ensure the required licence is held and valid.

Due to the introduction of successive european Directives on driver licensing, the rules which govern the ability to drive a vehicle and trailer combination can be complex.

Since 1990, there have been two significant changes to the rules concerning licences with the introduction of the second eu Directive in January 1997 and the third eu Directive on January 19, 2013.

Driving licences issued from 1990 use the following categories for small vehicles and trailers: B Vehicle with gross weight up to (and including) 3.5 tonnes and a trailer up to 750kg maximum authorised mass (MaM). also allows the towing of a trailer over 750kg MaM provided both of the following conditions are met: n The sum of the vehicle MaM and trailer MaM does not exceed 3.5 tonnes. n The sum of the trailer does not exceed the unladen weight of the drawing vehicles.

B+E Combination of a vehicle in category B and a trailer over 750kg gross weight. a driving test taken before January 1, 1997, would normally have category B and B+e on the licence. a licence for a car test taken on or after that date will have

Add a trailer to your vehicle and a whole new set of rules and regulations apply

gross vehicle weight and dual-purpose vehicles engaged in a service of inspection, cleaning, maintenance, repair, installation and fitting are exempt from the 11-hour daily duty limit. in addition, drivers that do not drive for more than four hours on every day of a fixed week (commencing midnight Sunday/Monday) are also exempt from the duty limit. But if they drive for more than four hours on any day in that fixed week, the limit applies for every driving day in that week.

The rules do not apply to: n Drivers of vehicles used by the armed forces, police and fire brigades. n Drivers who always drive off the public road. n Private driving unconnected with any employment.

10

hours maximum driving per day under GB Domestic drivers’ hours rules

7.5

tonnes gross train weight at which EU hours rules apply for non-commercial use

60mph motorway speed limit for vehicle-trailer combination

category B – to gain B+e the driver will need to take and pass an additional test.

Due to a limit placed on newly-acquired B+e entitlement holders implemented by the third eu Directive, any driver gaining a B+e entitlement after January 19, 2013, will be limited to a trailer of no more than 3,500kg MaM.

2

Which Drivers’ hours rules apply?

There is a misconception that driving a vehicle at or below 3,500kg gross vehicle weight is not subject to any drivers hours restrictions at all. This is not the case. The driver will be subject to one set of rules depending on the transport activity at the time.

Further guidance on both sets of rules is as follows: GB Domestic drivers’ hours rules The gB Domestic drivers’ hours rules apply to drivers on journeys within the uK who are exempt or excluded from the eu tachograph rules. it is not strictly speaking possible to ‘opt’ for compliance with the eu rules if an exemption applies, although a tachograph may be used as an alternative method of record keeping. in any working day (24hrs from the start of a period of work/driving) a driver subject to gB Domestic drivers’ hours rules will be restricted to a maximum of 10 hours daily driving and an 11-hour daily duty limit (excluding rest and breaks). however, drivers of goods vehicles not more than 3.5 tonnes

routine checks Before commencing a journey, always carry out a full walk-round check of the vehicle and trailer as one to ensure the combination is free of any defects. Throughout the day, it’s important to keep checking the roadworthiness of the vehicle and the load and its restraints, as loads can move during transit.

Visit fleetnews.co.uk/ tachotool for a quick guide to whether you need a tachograph

EU hours rules eu rules apply to the ‘carriage by road’ of goods where the vehicle/combination exceeds 3.5 tonnes maximum permissible mass.

‘Carriage by road’ means any journey made entirely, or in part, on roads open to the public by a vehicle, whether laden or not, used to carry goods or passengers. eu rules will apply if the gross combination exceeds 3,500kg gross train weight (gross vehicle weight of towing vehicle plus the maximum authorised mass of the trailer added together). There are a number of exemptions from the tachograph regulations but this is an area that would need to be qualified on a case-by-case basis.

Exemptions: n Vehicles or combinations of vehicles with a maximum permissible mass not exceeding 7,500kg used for the noncommercial carriage of goods (e.g. moving house, transporting your own personal effects). n Vehicles or combinations of vehicles with a maximum permissible mass not exceeding 7,500kg that are used for carrying materials, equipment or machinery for the driver’s use in the course of his/her work and used only within a 50km radius of the base of the undertaking and on condition that driving the vehicle does not constitute the driver’s main activity. This, for example, would apply to tradesmen such as electricians or builders carrying tools or materials for their own use. a vehicle fitted with a digital tachograph would require the driver to obtain a digital tachograph card if used for commercial purposes to enable the capture of their driving and duty times and ensure compliance with the rules. a ‘company card’ is also required, which acts as an electronic key and enables the driver to ‘lock in’ the raw data held within the tachograph itself. it allows the data to be accessed for analysis of the drivers’ hours recorded to ensure the rules have not been compromised and to investigate any infringement of the rules. if the vehicle is driven for non-commercial activities, the digital tachograph unit can be set manually using the menu keys on the display to show ‘out of scope’ and therefore the vehicle combination can be driven without a digital tachograph card. it is vitally important that you comply with the correct set of rules relating to drivers’ hours regulations applicable to your own transport operation as failure to comply with the rules could result in substantial financial penalties or prosecution. always seek professional advice from a reputable organisation as this can save a lot of time and money in the future.

3

Does operator licensing apply?

Operator licensing regulations could affect some fleets depending on whether they are on ‘own account’ operations and whether the trailer being towed is 1,020kg unladen weight.

fleetnews.co.uk/fleetvan December 2014/January 2015 19

in Sigh T: TO w ing regul aT iOn S

in great Britain, own-account operators are governed by the conditions laid down under a restricted operator’s licence.

The term ‘hire or reward’ is not specifically defined, but the principle of own-account transport (not being hire or reward), has been established in other european legislation as the carriage of goods where: n The goods carried are the property of the undertaking or have been sold, bought, let out on hire or hired, produced, extracted, processed or repaired by it. n The purpose of the journey is to carry the goods to or from the undertaking or to move them for its own requirements. n Vehicles are driven by personnel employed by, or put at the disposal of, the undertaking under a contractual obligation. n The vehicles carrying the goods are owned by the undertaking, have been bought by it on deferred terms or have been hired in line with european legislation. n The carriage is no more than ancillary to the overall activities of the undertaking.

Currently in great Britain, small vehicle and trailer drawbar combinations are not in the scope of operator licensing provided the combination’s total gross plated weight does not exceed 3.5 tonnes (or 1,525kg unladen weight where there is no plate). The gross combination weight is calculated by adding together the gross weight of the vehicle and trailer. if the vehicle combination weight is in excess of 3,500kg and is used for hire and reward operation a Standard national (or Standard international depending on the combination being taken abroad) would be required. an example of this could be a car transportation business delivering cars to dealers throughout the country and being paid for the delivery of the cars which are owned by the dealerships/manufacturer.

Exemptions from operator licensing: exemptions from operator licensing for specialised vehicles and operations include: n Dual-purpose vehicles and trailers towed. n Vehicles and trailers operating between private premises, which belong to the same person, for no more than six miles per week. n Vehicles fitted with permanent equipment, provided the

“Always carry out a full walk-round check of the vehicle and trailer as one”

4

only goods carried are required for use with the equipment or running of the vehicle. n electric vehicles. n water, electricity, gas or telephone vehicles held ready for use in an emergency. n Vehicles used for snow clearing or the distribution of grit, salt or other materials on frosted, ice-bound or snowcovered roads and for any other directly connected purpose.

Full clarification should always be sought before an exemption is claimed.

Operator licence regulations can be quite complex and the correct application process can be challenging.

Further information is available within the public domain but, as with drivers’ hours regulations, always seek professional advice prior to using a vehicle/trailer on a public road in connection with a trade or business.

What speeD limits apply?

Road speed limits differ when towing trailers so it is important that the driver is aware of the different speed limits applicable to the combination.

The maximum speed limits (mph) for cars, dual-purpose vehicles and vans are: Class of vehicle Cars, dual-purpose vehicles and car-derived vans* Above with a trailer Vans (not car-derived)* Above with a trailer, where the combination does not exceed 7.5 tonnes

Motorways

Dual carriageway

Single carriageway

70 60 70

70 60 60

60 50 50

60

60

50

* A car-derived van is a vehicle constructed as a derivation of a passenger vehicle with a maximum laden weight not exceeding two tonnes.

For vehicles fitted with a factory satellite navigation device, ensure that the speed limit alert system is set correctly and is relevant to the weight of the vehicle driven.

It is also important that drivers are aware that the satellite navigation system does not take into consideration that a trailer is being towed and that the maximum speed limit is lower.

Consider fitting in-cab stickers to indicate to the driver what road speed limits apply to the vehicle/trailer combination being driven at the time.

20 December 2014/January 2015 fleetnews.co.uk/fleetvan

dri v en

Sh1 2.3 MuLTijeT 130

FiAT duCATo The facelifted ducato has addressed some minor niggles on the previous model

A smart new front end sharpens up the revamped ducato’s appearance

Need To kNow

spec

n ducato part of Fiat’s range refresh programme n Reversing camera is a £300 option n official combined fuel economy of 44.1mpg

Gross vehicle weight (kg): 3,500 Power (bhp/rpm): 130/3,600 Torque (lb-ft/rpm): 236/1,800 Load volume (cu m): 8.0 Payload (kg): 1,640 Comb fuel economy (mpg): 44.1 CO2 emissions (g/km): 164 Price as tested (ex-VAT): £35,613

By Trevor Gehlcken resh from winning the title of van manufacturer of the year at the recent Fleet Van Awards, Fiat Professional is embarking on a major launch programme in a bid to further improve sales.

The next two years will see a facelifted doblo, a wash and brush-up for the Fiorino and the replacement of the Scudo medium panel van with a reworked renault Trafic, as well as the arrival of a Fiat pick-up truck which will be a rebadged Mitsubishi L200.

With the facelifted ducato – as tested here – now on sale, within two years Fiat will have a completely new range on offer.

The ducato may come off the same production line as the Citroën relay and the Peugeot Boxer but there are important differences – the main one being that this van has its own set of engines.

To emphasise the difference, the ducato came top of the pence-per-mile running cost tables in our assessment of the heavy panel van sector in november’s Fleet Van, ahead of its twin brothers – not to mention the likes of the Mercedes-Benz Sprinter and new Ford Transit. That’s some achievement.

The ducato now sports a smart new front end which sharpens up its looks even further. Climbing aboard, the cab has been reworked too, with a dazzling dash that’s all blacks and silvers and a fantastically comfortable driver’s seat which feels as though it has come straight out of a sports car, with lots of side, back and lumbar support.

F

44.1

official combined fuel economy (mpg)

veRdicT The Ducato certainly looks a stylish performer and will put a smile on the face of any fleet manager with its low cost of ownership. Look out for a move up the sales charts for Fiat Professional in the coming year.

“Top of the pence-per-mile running cost tables in our heavy panel van sector assessment” one of the moans in the old ducato was that there were no cup holders. This problem has been addressed with the provision of three.

Meanwhile, the back of the middle seats pulls down to reveal a handy desk and there’s a pop-up clip for A4 documents on top of the dash too. With an overhead parcel shelf and a uSB plug-in point, the ducato’s cab well and truly serves as an office on the move. our test ducato featured safety extras such as a reversing camera at £300 and a Lane departure Warning system at £400. This item makes an electronic buzz when it detects that the driver is drifting across a lane. it can be switched off, which rather negates the point of having it in the first place.

Some under-metal tweaks sharpen up the ducato’s capabilities and promise to raise body rigidity, improve durability and lower noise levels. high-stress areas such as sliding side doors have been beefed up to improve their longevity. our test model is the 2.3-litre 130hp variant. even with a load added, there was plenty of power on offer, so much so that for shorter haul work we’d probably go for the lowerpowered 110hp version.

Fuel consumption is slated to be 44.1mpg, a fact which helped put the ducato at the head of the running cost charts. however, with that load on board we struggled to manage the mid-30s during our test week.

fleetnews.co.uk/fleetvan December 2014/January 2015 21

lONg -T ERm T E s T

dCI 120 spORT ENERgY

RENAUlT TRAfIC Colourful van is a pleasure to drive, even while saving money with the ECO button Need To kNow n Lots of alterations, improvements and upgrades over previous model n ‘eCo’ button suggests fuel savings of 7%

By Trevor Gehlcken part from being mistaken for a Yodel delivery van on a few occasions and being asked when a parcel is likely to arrive, life with our outrageously-coloured long-term test van is proving very pleasant indeed.

Our Renault Trafic, one of the new models that went on sale in November, was one of the first in the UK and I was treated to quite a few comments when I parked in various places, not only regarding its unusual hue but also because it was immediately recognised as the fresh contender.

The Trafic has been a huge success since its original launch in 2001 and the arrival of a brand new model is big news in the van industry.

The new model’s styling is an evolution of its predecessor’s and not a revolution, but under the metal there are a large number of alterations, improvements and upgrades.

I am a month into our year-long test and so far there are a lot of things that have impressed me – and one or two which haven’t.

I was particularly interested in the button on the dash that says ‘ECO’ on it.

When you depress it, power to the engine is cut slightly and Renault estimates that around 7% savings are possible on fuel.

Admittedly the engine feels rather sluggish at first when you try it, but after a day or two I soon got used to it and, as I have to pay for my own fuel, I have left it in the on position all the time. To be honest, I don’t even notice the sluggishness any more.

The problem is that van drivers could turn it off once they are out of the yard, so fleet managers must ensure they resist this temptation.

A

ABoVe: Recharge point is at the opposite side of the dash to the phone holder

speC Gross vehicle weight (kg): 2,900 Power (hp/rpm): 120/3,500 Torque (lb-ft/rpm): 236/1,500 Load volume (cu m): 5.2 Payload (kg): 1,041 Comb fuel economy (mpg): 47.9 CO2 emission (g/km): 155 Price as tested (ex-VAT): £22,655

our bright green test Trafic model has attracted lots of attention

22 December 2014/January 2015 fleetnews.co.uk/fleetvan

“The engine feels rather sluggish at first when you try [the ECO button], but I soon got used to it” I am certainly impressed with the general smoothness of this van. driving along the motorway at 70mph, it is whisper quiet and one could be driving an mpV car – it really is that good.

On the complaints front, there is no grab rail on the passenger side so occupants can’t pull themselves up into the cab. That might not sound a big deal, but my partner just can’t get in, unless I go round to the nearside and physically push her up.

Also, our test van has a special extra wide mirror in the back of the passenger sunblind which is supposed to give a good view of the side of the van so that cyclists and others who may be in that area will be spotted.

It sounds like a great idea, but I can’t see anything at all in it. I have tried putting the blind at various angles but nothing seems to work.

Another minor niggle is that, although the Trafic has a holder for my Android phone, the 12-volt take-off is at the bottom of the dash on the other side, so when I am charging it up, the wire goes right across the screen of the built-in sat-nav unit (see picture, above).

This is doubly daft as there is in fact a blanked-off hole right under the phone holder which could have housed the plug.

This month I will be carrying out some fuel economy tests to see whether the Trafic can come anywhere near the official combined figure of 47.9mpg.

It’s a tall order for a van of this size and I’ll be interested to see just how close it comes.

running c o s t s

F L ee t ne W s.c o.uk / VA n s

Best in cL Ass – 4x4 DouBLe-cAB Pick-uPs

By Trevor Gehlcken his issue we turn our wholelife running cost spotlight on the 4x4 double-cab truck sector – an area where fleet meets retail, as some car drivers choose these trucks in place of a traditional choice such as a Ford Mondeo or Vauxhall insignia. residual values for these vehicles tend to be high as there are plenty of second users who want to buy them. But, as usual, examples that have been used and abused will suffer. contenders in this sector are the Ford ranger, great Wall steed, isuzu D-Max, Mitusbishi L200, nissan navara, toyota Hilux and Volkswagen Amarok.

But which ones should you choose? the main thing to consider when buying new vehicles is to look at their wholelife running costs rather than their front-end prices.

What might appear to be a bargain may well turn out to be anything but when you do a bit of number crunching.

And don’t forget that once you’ve made a mistake, you’ll be living with it for the length of time those vehicles are on your fleet.

Pence per mile wholelife running costs are a mix of front-end costs, fuel economy figures, sMr (service, maintenance and repair) costs and what you get for the vehicles when you sell them (residual values). these figures can be accessed free at www. fleetnews.co.uk/vans/runningcosts.

For fleets which contract hire their vehicles, we’ve used www.comparecontracthire.com to

highlight the best models for monthly payments.

We have chosen three years/60,000 miles as our fleet lifecycle as these vehicles are unlikely to cover high mileages during their lives.

We have also gone for lower-specced vehicles as these are the ones fleets are likely to buy. romping home in the sector is the chinesebuilt steed, which wins mainly for its amazingly low front-end price – £4,506 less than its nearest rival, the L200. the steed’s fuel economy figure, however, is second from last, ahead of the navara, which is due to be replaced and failed to reach our final six. the steed also has the highest monthly contract hire rate of £454.28 – £143.30 more than the cheapest rival, the D-Max. this is also £68.29 more than the model with the second-highest rate, the Amarok.

Gre aT Wall STeeD

ForD ranGer

ToyoTa hIlux

2.0TD 143S

2.2TDCi 125

2.5D-4D 144 active

t

leasing price: £454.28 Purchase price: £13,718 Payload (kg): 1,050 Fuel costs (ppm): 17.81 maintenance costs (ppm): 4.74 running costs (ppm): 38.0

Great Wall Steed has the lowest front-end price and running costs

“Some car drivers choose double-cab trucks in place of a traditional choice such as a Mondeo”

leasing price: £340.25 Purchase price: £18,878 Payload (kg): 1,152 Fuel costs (ppm): 16.28 maintenance costs (ppm): 4 running costs (ppm): 39.37

leasing price: £379.91 Purchase price: £18,896 Payload (kg): 1,045 Fuel costs (ppm): 15.65 maintenance costs (ppm): 3.69 running costs (ppm): 39.39

Verdict the steed is rather last generation in its drivability, but if you don’t mind a few rough edges, the price is certainly right.

Verdict the ranger is a sleek looker with a proven track record. it also benefits from being backed up by the uk’s biggest dealer network.

Verdict the Hilux wins in the fuel cost stakes, but is let down by a high front-end price. it is still one of the best respected vehicles in its class.

ISuzu D-max 2.5TD 163

VolkSWaGen amarok

mITSuBIShI l200

2.0TDI 140 Startline

2.5Di-D 175 Trojan

leasing price: £310.98 Purchase price: £18,224 Payload (kg): 1,080 Fuel costs (ppm): 15.85 maintenance costs (ppm): 4.77 running costs (ppm): 40.29 Verdict Winner of the Fleet Van pick-up of the year award, the D-Max does everything well and nothing badly to make it a great all-rounder.

leasing price: £385.99 Purchase price: £20,645 Payload (kg): 1,062 Fuel costs (ppm): 16.73 maintenance costs (ppm): 3.81 running costs (ppm): 40.40 Verdict the Amarok is highly respected but its relatively high front-end cost lowers it to fifth position in our table

leasing price: £367.08 Purchase price: £16,999 Payload (kg): 1,045 Fuel costs (ppm): 16.92 maintenance costs (ppm): 5.92 running costs (ppm): 41.04 Verdict the L200 finds itself in sixth place in our comparison, withe maintenance costs more than 1ppm more than its rivals.

fleetnews.co.uk/fleetvan December 2014/January 2015 23

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