Fleet World January 2016 by Fleet World Group

January 2016

FLEETW RLD All that matters in the world of fleet

Out of the shadows

Driven

C-Class Coupe Kia Optima Honda Jazz

Small World Special report: Fleet trends for SMEs

2016...

The year fleet leasing changes forever?

PLUS All-new Mercedes-Benz E-Class revealed Wednesday 11th May 2016 Silverstone

face to face with the fleet industry

fleetworld.co.uk

contents

08/01/2016 15:38 Page 1

January 2016

Behind the wheel of Renault’s impressive, updated Megane.

FLEETW RLD All that matters in the world of fleet

Out of the shadows

Tougher new laws for mobile phone use while driving.

Driven

Small World

2016...

C-Class Coupe Kia Optima Honda Jazz

Special report: Fleet trends for SMEs

The year fleet leasing changes forever?

PLUS All-new Mercedes-Benz E-Class revealed Wednesday 11th May 2016 Silverstone

face to face with the fleet industry

fleetworld.co.uk

Publisher Jerry Ramsdale jerry@fleetworldgroup.co.uk Editor Steve Moody steve@fleetworldgroup.co.uk Deputy Editor Alex Grant alex@fleetworldgroup.co.uk Business Editor Natalie Middleton natalie@fleetworldgroup.co.uk Features Editor Katie Beck katie@fleetworldgroup.co.uk Fleet Consultant Ross Durkin ross@fleetworldgroup.co.uk VFW Editor Dan Gilkes dan@fleetworldgroup.co.uk Sales Director Anne Dopson anne@fleetworldgroup.co.uk

Sales Executives Darren Brett darren@ﬂeetworldgroup.co.uk

Why the New E-Class could shake up the executive segment this year.

Claire Warman claire@ﬂeetworldgroup.co.uk Circulation Manager Tracy Howell tracy@ﬂeetworldgroup.co.uk

£ 42

INTERVIEW: Andy Barratt of Ford of Britain.

Head of Production Luke Wikner luke@fleetworldgroup.co.uk Designers Tina Ries tina@fleetworldgroup.co.uk Samantha King sam@fleetworldgroup.co.uk

100

Insight from the BVRLA’s industry conference.

What the IASB changes could mean for fleets.

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VAN FLEETW RLD

65 DRIVEN: Tevva Electric Trucks, Isuzu D-MAX Fury, Vivaro Combi, LCV contract hire.

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fleetworld.co.uk / 03

fleetreview This month, editor Steve Moody wonders why so many fleet cars are disappearing each year, and what the impact of record car sales might be...

Joining the BVRLA’s Parliamentary party I went to the BVRLA’s Parliamentary reception before Christmas in the House of Commons, where many significant fleet figures got the chance to mingle with politicians, ministers and members of the Transport Committee. This year the BVRLA will produce a number of detailed policy papers for Government ministers to move the process forward on subjects including autonomous driving and safety systems, road design, EV grants and Clean Air Zones. That the BVRLA should be able to pull off an event of this magnitude illustrates the great work it is doing on our behalf, lobbying on all manner of issues.

Nearly 6,000 fleet vehicles go missing every year With cars (and to some extent, vans) becoming seemingly ever more secure, you might think that vehicle theft is an ever lower priority. I certainly did. But research by anti fraud firm APU has discovered that over the past six years, on average 5,600 fleet vehicles with an estimated worth of £52 million are stolen and never recovered every year. That’s a phenomenal figure and suggests that the problem of vehicle crime is still widespread. How is it happening? Well, I know of two or three people recently who have had their houses broken into and their keys taken and car stolen off their drive. The question is, what advice do you give to your staff? Should they hide their keys in their house and risk these

04 / fleetworld.co.uk

criminals spending time looking for them, risking contact with them, and further damage and valuables stolen, or leave them by the front door and minimise any personal risk? I think I tend towards the latter, as no matter what the cost of replacement of the car, I’d rather these scum were in and out quickly. But, having seen a couple of these cars recovered, I’d definitely fit a tracker of some sort and hope to catch them further down the line.

Record car sales: should we be worried? 2015 was a record year for UK car sales, with more than 2.63 million breaking 2003’s 2.58 million figure, and a record for fleet at 1.3 million units. There are some structural issues to be concerned with over such numbers: with fleet sales taking the lion’s share, no doubt a lot of volume has been pushed into the market, while PCPs in the retail sector are the dominant source of funding. These strategies are sustainable if interest rates stay low and residuals stay high. The used market seems to be able to sustain these numbers currently, and the spectre of high volumes of pre-registrations affecting values hasn’t come to pass: in 2013 CAP was warning that RVs in the next couple of years could be significantly affected by high levels of pushed cars that year. It didn’t happen to any noticeable effect. That’s not to say it won’t this time, and it seems that it’s a very finely balanced equation, which will remain stable as long as outside factors such as the global economy, oil prices, interest rates and others, rather than simple volume, don’t upset it.

Don’t miss out on all the latest daily news! Visit fleetworld.co.uk

Ford NEWS

inbrief

Upmarket refresh for EcoSport Luxurious Edge SUV ready for UK launch THE all-new Ford Edge, which arrives in Britain this year, will deliver optimised fuel efficiency and sub-150 g/km CO2 emissions. It will offer a choice of 180PS 2.0-litre TDCi diesel engine with six-speed manual transmission, or 210PS bi-turbo 2.0 litre TDCi diesel with six-speed PowerShift automatic transmission. Both will deliver up to 78.4mpg fuel efficiency and 149g/km CO2 supported by Auto-Start-Stop technology. The Edge also will feature Ford’s Intelligent All-Wheel Drive (AWD) technology as standard, and will offer new Ford technologies, including Adaptive Steering, which automatically optimises the steering response according to vehicle speed; and Front Split View Camera, which makes restricted visibility junctions or parking spaces easier to negotiate. Edge will introduce segment-first Pre-Collision Assist with Pedestrian Detection; a camera- and radar-based system that operates at speeds from 5mph to over 100mph to detect vehicles and people in the road ahead, and can automatically apply the brakes if a potential collision is detected and the driver does not respond to warnings. Outstanding refinement is achieved with acoustic windscreen glass and laminated glass for the driver and front passenger door windows, which help minimise noise in the cabin. All Edge models except Zetec are equipped with Ford’s Active Noise Control technology that detects unwanted engine noise in the cabin and cancels it out with opposing sound waves fed through the car’s sound system. The Edge interior delivers a luxurious occupant experience and is offered with heated and cooled front seats and heated rear seats.

Premium technology joins Kuga range THE Ford Kuga offers Ford’s SYNC 2 advanced connectivity system for the first time, enabling drivers to operate phone, entertainment, climate and navigation systems using simple conversational language. SYNC 2 features an 8-inch colour touch screen in the centre console – increased from 5-inches – that can also help drivers when manoeuvring by displaying the live feed from the Rear View Camera system.

For further information on any vehicle in the Ford range please contact the Ford Business Centre on 03457 23 23 23, email flinform@ford.com, or visit www.ford.co.uk/fordfleet

Ford News Feature // 05

THE Ford EcoSport, now available to order without a rearmounted spare wheel, has a restyled interior that delivers a contemporary, more upscale feel. New partial leather seats are standard on Titanium models and privacy glass is available for all EcoSport trim levels. A new Winter Pack offers heated windscreen, heated mirrors and heated front seats, as well as rear seat ventilation at ﬂoor level. EcoSport models equipped with Ford’s SYNC voicecontrolled connectivity system feature a 4-inch colour display in the centre console. Noise, vibration and harshness levels have been reduced and engine and gearbox matching has been revised to offer more low speed torque and better drivability. A stiffer rear torsion beam offers greater control of body roll. The 1.5-litre TDCi offers 95PS, delivers 64.2mpg and 115g/km CO2 while the 125PS 1.0-litre EcoBoost delivers 52.3mpg and 125g/km CO2.

The World of Fleet

BVRLA puts proposals to Government The BVRLA tabled a number of proposals to the Minister for Transport and a number of other MPs at a fleet industry function held at the House of Commons at the end of 2015. BVRLA chief executive, Gerry Keaney said: “We look forward to working with the relevant government departments to ensure our contributors’ input is given proper consideration. Acting upon these recommendations would have a major impact in terms of reducing congestion, emissions and accidents while promoting the take-up of new, safe and sustainable transport.” Minister of State for Transport, Robert Goodwill told attendees: “As you recognise in your recommendations, governments can make a difference not just through passing new laws or imposing new taxes, but by setting an example and raising awareness – whether of air quality or new car technology. And as we look at how far the vehicle manufacturing industry has come in the last few decades, we must also recognise that pioneering fleet managers in the private sector have been great agents of change.”

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BVRLA Proposals Encourage the take-up of Autonomous Emergency Braking and consider making fitment of this technology mandatory for new vehicles. Introduce a national framework surrounding urban Clean Air Zones, in order to provide fleets with consistency and certainty. Investigate the possibility of adjusting current and existing road designs to encourage a smoother flow of traffic, thus reducing accidents and the resulting hold-ups, which result in increased NOx emissions. Continue to support ultra-low emission vehicles via the plugin grant for all new electric cars and vans. Support the further encouragement of car clubs across all major cities, with the aim of minimising unnecessary car journeys and reducing emissions and congestion. Consider in-life incentives for drivers of ultra-low emission vehicles, including free or subsidised parking; or green express lanes in congested areas to encourage the take-up of electric vehicles.

fleetworld.co.uk / 07

inbusiness

OLEV conﬁrms £400m extension to PiCG he Office for Low Emission Vehicles (OLEV) has confirmed the Plug-in Car Grant will continue until March 2018, but with reduced funding per vehicle and different grant levels depending on CO2 emissions and list price. From 1 March 2016, the scheme will offer up to £4,500 or 35% off the list price for vehicles with a battery range of more than 70 miles and CO2 emissions of less than 50g/km – slightly lower than the £5,000 grant which has been available since 2011. Two further categories for plug-in hybrids were announced

in April, and these will attract £2,500 in funding from March – half the amount available today. Category two still sets a 50g/km cap but with a range of between 10 and 69 miles, while the third covers vehicles emitting between 50 and 75g/km with an electric range of at least 20 miles. Plug-in hybrids will also be subject to a price cap. Vehicles with a list price of over £60,000 falling into Category 2 or 3 will not be eligible for the grant, but the full £4,500 is available for cars with an electric range of over 70 miles, regardless of their price.

Drivers using mobiles to face tougher penalties under new plans ompany car drivers who use handheld mobile phones could receive increased fines and penalty points under new government road safety plans. Announced by the Department for Transport, the measures would see penalty points increase from the current three to four, while the fixed penalty notice would rise from £100 to £150. The proposals form part of the government's Road Safety Plan, which also includes plans to allow learner drivers to gain motorway experience and extra money for police forces to crack down on drug drivers.

99p per litre is back ajor supermarkets have reduced the price of diesel to below £1 a litre for the first time since 2009, but more needs to be done experts claim. The cuts reflect further falls in the oil price, which is at its lowest for 11 years, having lost 35% over 2015. While supermarket prices have fallen to 99.0ppl, the gap between supermarket prices and the UK average for unleaded has grown to 4.5 ppl, according to The AA. Highest average prices were recorded in the North West. Commenting, Freight Transport Association deputy chief executive James Hookham, said: “We need to see the wider fuel market become more responsive to ever lower oil prices. “Never forget that at £1 per litre – 60p is fuel duty and about 16p will be VAT, so the biggest winner is the Chancellor. We need to see the Government helping businesses at these uncertain times with a further reduction in fuel duty in the Budget this March.”

08 / ﬂeetworld.co.uk

Trakm8 to acquire Route Monkey elematics specialist Trakm8 has conditionally agreed to acquire fleet routing specialist Route Monkey for a consideration of up to £9.1m. The ﬁrm added that it will use the acquisition to integrate Route Monkey’s software and electric vehicle specialism within its telematics, camera and logistics solutions, as well as accessing the company’s customer base and sales force.

DIARY DATE

THE GREATEST SHOW IN FLEET

SILVERSTONE CIRCUIT

11TH MAY 2016

Find out more at thefleetshow.co.uk

r t s u d n i t h the flee

t i w e c a f face to

the fleet in w o h s uit test the grea ic Silverstone Circ is w o h on tS THE Flee ing place at the ic k , ta 16. liers calendar h May 20 stry supp t, t u 1 d 1 in y t a e d es ing fle even on Wedn ther lead one-day e a g o t in s g r in e y for the By bring ion mak it is n c u e t r d o t p e ior fle ed op ce. with sen ffers an unrivall ace-to-fa for f r e h t o e g w t to ent the sho stry to ge erfect environm u d in t rb e le de a supe entire f is the p lu c w in o s h t S h t ce ighlig The Flee conferen d siness. H e u d b n e w t e t n g ll a ous discussin ition area, a we orld fam w e id s g ib xh alon indoor e ramme, g o r p r a in . and sem eriences p x e g in track driv

The Fleet Show has seen a tremendous growth in fleet decision-maker visitor numbers every year

EXHIBITIO

ES TEST DRIV S SEMINAR K NETWOR

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BATE FLEET DE

inbusiness

Tyred out? Fats-fits are struggling to replace fleet tyres on the first visit so dealers are stepping into the breach, Curtis Hutchinson, editor of Motor Trader, reckons.

leet managers need to do more about the tyres fitted to the cars and vans they operate. That's one of the clear messages from research conducted in 2015 by TyreSafe which found that nearly 10 million tyres in use on UK roads are either in a dangerous condition or illegal. The research, one of the biggest studies of its kind, makes for chilling reading. After crunching its data TyreSafe, a not-for-profit tyre safety campaigning organisation, found that one in four cars and light commercials have an illegal tyre fitted at some time during the year, while the main offender was insufficient tread depth. It is generally accepted within the tyre industry that one tyre per vehicle is changed each year on average, although these findings suggest this figure should perhaps be higher. Clearly fleets are paying out significant sums each year for replacement tyres but rarely have policies in place to make sure their conditions are monitored on a regular basis by drivers. This is not helped by a growing number of new vehicles being fitted with tyre sensors, which, after all only monitor pressure levels, and can have the unintended consequence of making routine tyre inspections seem superfluous. One of the best places to check the safety of a tyre is at the dealer who supplied the car in the first place. Dealers are required to check tyre depths and pressures as part of scheduled services and the best ones will also do so when the car or van is in for repair work. But dealers have not done a good job at promoting their ability to repair or replace damaged tyres and this work has subsequently gone to the burgeoning fast-fit market. However, when was the last time you went to a fast-fit centre and they had the replacement tyre you required in stock and ready to fit? Typically fast-fits can order the tyre within 24 hours then it's up to the driver to pop back for the fitting. That means running a faulty tyre for longer, using a space saver tyre or replacing with the spare wheel and carrying around the faulty one. A good franchised dealer though will keep a

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good stock of new tyres to match those of the new cars they sell and should be able to fix them while you wait, a fact not lost on epyx, the IT supplier, who last year launched a special Tyreserve service for dealers to help them better manage their tyre businesses. By analysing the customer reports of its fleet customers, epyx estimates that only around 40% of drivers are now getting a tyre fitted on their first visit to a fast-fit centre. “These figures are not an indication of any slide in efficiency on the part of fast-fits but a reflection of the huge range of tyres fitted to modern cars,” said David Goodyear, head of business development at epyx. “It would be nearly impossible for a fast-fit centre to carry all the stock needed to cover the majority of the current car parc, such is the diversity of size and manufacturer. “A franchise dealer is at an advantage in that they are only expected to carry tyres for their own vehicles, which is usually a reasonably limited range. If they choose to carry a reasonable selection of stock, then they should be able to comfortably beat the first time fit figures being achieved by fast-fits.” Goodyear believes main dealers are the best place for fleets to have replacement tyres fitted, especially when faults are spotted during annual service, and believes that many businesses who use fast-fits are actually losing out on employee productivity. “If you take the average hourly cost of an employee at, say, £25, then each avoidable visit to a fast-fit centre has a significant additional cost. Extrapolate that over an entire fleet during the course of a year and the cost accumulates rapidly.” Businesses can remove a lot of the inconvenience associated with tyre replacement by checking out the local dealer's ability to service these specific needs before committing to that particular brand. More importantly though linking tyre inspections and replacement with routine services is also an important duty of care consideration which could improve the safety of your drivers.

inbusiness

A wishlist for 2016 The Insider comes up with a list of things this year should bring.

et’s start with the return of the spare wheel to all vehicles as standard. Damaged tyres are one of the biggest causes of trouble in fleet, and don’t even get me started on the subject of that squirty stuff which is supposed to get you home. Worse than useless, and once the driver has tried using it, they never remember to replace it for next time anyway. When a tyre is punctured, you might as well write off the rest of the day, and possibly the following one as well. Wait for the breakdown truck, hitch a lift to the tyre depot, only to discover they haven’t got a suitable replacement in stock (let’s be fair, they can’t carry stock of all the possible options); maybe even hire a car to keep the driver mobile until the tyre can be fixed. All in the name of saving a little bit of weight in the car in the hope of reducing the tax bill. Manufacturers are you listening – put the spare wheel back please. And the next thing I’d like to see is cameras as standard in all cars. Yes I can pay for these, or maybe get the insurer to pay, but if we all had them as standard it would halve the arguments about who was at fault, what really happened on the day, and also make the driver more careful on the basis they will feel more accountable because their movements are being filmed. Big brother? Maybe. I’d like to see clarity around damage charges to rental cars. I expect us to pay for damage we incurred, but at fair, not inflated prices, and not at all where the damage was not ours. I simply don’t believe the company who told me they pay full retail price for replacement tyres. Next we need certainty about our future fuel choices, especially those of us whose fleets are in and out of London on a regular basis. If Boris remains

FIN fleet in numbers

intent on banning diesels from his city, then I need to be planning vehicle choice now. In the meantime, as we are currently a predominantly diesel fleet, save for the hybrids, will the price of diesel ever drop to the same as unleaded, and actually why can’t it fall lower, as it is in most of the rest of Europe? Although it’s great that fuel prices have dropped what, 25% in two years, it was disappointing not to get a further drop in fuel duty, and that’s something else we should keep pushing for through our respective representative bodies. And still on the subject of fuel, we need electric charging points in useful places like hotels, where cars can be charged whilst staying overnight on business trips. Maybe these should be pre-bookable too, again giving peace of mind that power will be available on arrival. A colleague recently asked for a ground floor hotel room so that he could plug his car in outside and charge it, only to be refused. There were no other charging points locally so he was basically stuffed, left feeling powerless, even. Note to self, ask for a ground floor room but don’t tell the hotel why you want it! And talking of our respective representative bodies as I was, further up the page – fleet’s a pretty small sector these days yet we have multiple organisations to represent us, all vying for our custom. The longstanding Association of Car Fleet Operators, the Institute of Car Fleet Managers, Fleet Industry Advisory Group and the Major Fleet Forum – all have so much to offer but in a niche way. Wouldn’t it be great to see what the power of those organisations pooling their resources could achieve, led by the great and the good in fleet? One can hope, I suppose.

50%

SOURCE: Vauxhall

SOURCE: LeasePlan

Number of police forces involved in multi-million pound police fleet deal with Vauxhall.

14 / fleetworld.co.uk

Percentage of global drivers who would be happy with having a telematics device installed.

All-New

Renault KADJAR Awarded What Car? and Auto Express 5-star ratings. A great track record off the beaten track.

Touchscreen Multimedia System with Satellite Navigation Personalised Digital Dashboard Front and Rear Parking Sensors

To book your test drive, call the Renault Business Hub on 0800 731 7066 today. The official fuel consumption figures in mpg (l/100km) for the All-New Renault Kadjar Dynamique S Nav dCi 110 are: Urban 67.3 (4.2); Extra Urban 74.3 (3.8); Combined 72.4 (3.9). The official CO2 emissions are 103g/km. EU Directive Regulation 692/2008 test environment figures. Fuel consumption and CO2 may vary according to driving styles, and road conditions and other factors. Model shown is All-New Renault Kadjar Dynamique S Nav dCi 110.

BAROMETER Making sense of the surveys

We’ve pulled together the pertinent points from the myriad of research done in the fleet industry this month to give you a clearer view of what’s really going on...

driving standards shift

Source: Auto Express and IAM

Many experienced drivers would fail their driving test if they were asked to take it again, the results of an experiment conducted by Auto Express and the Institute of Advanced Motorists (IAM) suggest. The exercise was undertaken to see if the UK’s driving test, which marks its 80th anniversary this year, still meets its objective in allowing only the most competent drivers onto the road. Going by the criteria of the IAM’s qualified assessors on the day, just 50% would pass the test if they took it again today. Of the 12 volunteers, seven had undergone advanced driver training with the IAM. Of those, six passed the mini test (86%). Of the five who had had no advanced tuition, just one passed (20%). Auto Express has revealed that the pass rate when the test was introduced in 1935 was 63% – today it has fallen to 47%.

drink driving limit

Failing to use mirrors enough, overspeeding and underuse of signals were typical of bad habits picked up by the volunteers. “Keeping knowledge of the Highway Code current is crucial in making safer drivers and riders. Keeping skills current through advanced tuition and other proven methods can only be a benefit to everyone who uses our roads,” commented Sarah Sillars, IAM chief executive officer.

Source: Accident Advice Helpline

The results of a recent survey conducted by personal injury law firm Accident Advice Helpline suggest that the vast majority of motorists are still unsure about the drink driving limit. Only 12% of the 1,000 motorists surveyed could correctly identify the current drink drive limit in England, Wales and Northern Ireland when presented with seven options. The survey found that men were better at identifying the drink drive limit than women, with 17% and 9% correctly identifying the right limit respectively. 42% of respondent admitted that they did not think gender had an impact on a person’s drink drive limit. In general, women’s bodies do not process alcohol as efficiently as men’s, meaning they are likely to reach the limit more quickly. In England, Wales and Northern Ireland, the legal alcohol limit for drivers is: 80 milligrams of alcohol for every 100 millilitres of blood, 35 micrograms of alcohol for every 100 millilitres of breath, and 107 milligrams of alcohol for every 100 millilitres of urine. The amount of alcohol it takes to be over the limit varies widely from person to person, so Accident Advice Helpline advises a blanket ‘zero tolerance’ policy.

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mobile network coverage

Source: RAC Foundation

Thousands of miles of British roads have no mobile phone coverage from any network provider meaning drivers couldn’t call for help in the case of a breakdown, accident or emergency, according to the RAC Foundation. The stretches of road – measuring 4,561 miles according to Ofcom data – without any coverage represent 2% of the length of Britain’s road network. 28,975 miles of road (12%) were found to have only partial 2G coverage. 14,554 miles of road (6%) have no 3G coverage, which is needed to use smart phones effectively. An additional 111,679 miles of road (45%) have only partial 3G coverage. When it comes to 4G signals 56% of the road network has no coverage at all and 27% has only partial coverage. Steve Gooding, director of the RAC Foundation, said: “Increasingly we drivers depend on our smartphones yet both 3G and 4G coverage is still patchy in many areas and the chance of downloading data when we need it can often be slim. The concepts of connected cars and drivers are at the heart of much thinking about how we might make our travelling lives easier. But the best ideas in the world will fall at the first hurdle if there are no bars on the phone.”

long distance driving

Source: Masternaut

As part of Brake’s Road Safety Week in November, telematics supplier Masternaut surveyed 2,000 UK employees who drive as part of their job, to highlight potential risks for drivers travelling over long distances. 18% of business drivers surveyed admitted that they do not stop for a break when driving for extended periods of time. Some business drivers admitted to taking extreme measures to stay alert when driving; 7% said that they would slap themselves in order to stay alert. 2% said they do maths out loud to keep refreshed, while 25% sing out loud to the radio. More conventional methods of keeping alert whilst driving included winding down the window (50%), drinking strong coffee or tea (49%) and turning the temperature down (30%). Masternaut added that employers have a duty of care to their staff to monitor their mobile workers’ working time to make sure they don’t go over the limit and take adequate breaks.

The UK Highway Code recommends that drivers take a 15-minute break every two hours. UK and EU regulations on daily driving limits and breaks at home and abroad vary depending on vehicle type.

for the latest daily news from the fleet industry, visit fleetworld.co.uk fleetworld.co.uk / 17

inbusiness

VW: “slight deviation” in CO2 More details on Volkswagen Group CO2 discrepancies as NOx recalls begin

olkswagen has confirmed nine of its 2016 model year vehicles have incorrect fuel consumption and CO 2 emissions, of which only four are sold in the UK. Internal investigations were said to have shown only “slight deviations” for the affected models, equating to a few grams of CO2 per kilometre and small differences in fuel consump‐ tion. Revised figures will be released shortly, there will be no recalls and HMRC won’t penalise existing owners. In the UK, the CO2 discrepancies relate to the Golf Hatch‐ back 2.0 TDI (148bhp), Golf Convertible 2.0 2.0 TDI (108bhp), Jetta 2.0 TDI (108bhp) and Scirocco 2.0 TDI (182bhp), each with a manual gearbox. Audi, SEAT and Skoda have yet to confirm which, if any, of their models are affected. The €2bn (£1.47bn) anticipated impact on earnings will be reassessed once vehicles have been re‐tested. Meanwhile, recalls to rectify NOx emissions for the EA 189 Euro 5 diesel engines will also begin in the coming weeks, following approval in Germany. This comprises a software update for the 1.2 and 2.0‐litre engines, which takes half an hour, while the 1.6‐litre engine also requires a meshed ‘flow rectifier’ in front of the air mass sensor, taking an hour to complete. Performance and fuel economy will

be unaffected, Volkswagen said. In the wake of the scandal, the Group will develop all future drivetrains with increased transparency, including external emissions testing, randomised real‐world compliance tests and more autonomy for individual brands and regions. Later this year, it will also unveil full plans to broaden its develop‐ ment of electric drivetrains for future models. Globally, the fallout is still unfolding. The European Parlia‐ ment investigating the European Commission’s alleged failure to keep test cycles under review, and to find out whether it was aware of the ‘defeat devices’ before the scandal broke. Results will be published by year‐end. A technical solution to meet the more stringent United States NOx limits is still under development, and Volkswagen, Audi and Porsche are now facing a civil lawsuit from the U.S. Department of Justice, filed on behalf of the Environmental Protection Agency (EPA)in January. The EPA said it wants to hold the manufacturer to account for unlawful air pollution from its 2.0 and 3.0‐litre diesel engines. No similar lawsuits have been announced in the UK, and six‐ cylinder diesels meet European NOx limits which means no recall is necessary.

trading places

JCT600 VLS expands coverage JCT600 Vehicle Leasing Solutions has made two new appointments to extend its geographic coverage to the whole of the UK. The firm, the specialist leasing and fleet management division of independent Yorkshire-based motor firm JCT600, has appointed Jason Lynch (pictured) as regional sales manager covering the North West of England. Jon Cooper has also joined as a regional sales manager for the East and South East. Paul Walters, sales director of JCT600 VLS, said the appointments are “further evidence of JCT600 VLS’s ambitions to continue to grow the business in a controlled, measured and sustainable fashion”.

Cap and hpi ready for growth Cap and hpi have announced key appointments intended to help gear up for growth in the UK and internationally. The firms, which recently merged operations in Leeds following parent firm Solera Holdings’ acquisition of cap, are to be joined by Joel Albyn, a former director of product management and global ecommerce strategy for Walmart, as director of innovation and product management. He will lead the rollout of new data products and devise new digital strategies. In addition, Roland Barzegar has been appointed as chief of staff and Andrea Preston joins the business as head of HR, automotive.

New CCO at Fleet Logistics Fleet Logistics has appointed Dr Gianni Granata as chief commercial officer, replacing Vinzenz Pflanz who is leaving the company to take up a new role as chief sales officer for Sixt Leasing in Germany. Dr Granata is currently chief regional officer (CRO) for Europe South and also serves on the board of the Fleet Logistics Group. In his new role he will also be responsible for Fleet Logistics’ international sales and account management across Europe, including sales steering, sales support, CIM (customer interaction management) quality management, contracts and IT.

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inbusiness

Experts divided over 2016 sales growth i 2015 in numbers

ndustry experts are divided over whether 2016 can sustain the high level of car sales seen last year. John Leech, UK head of automotive at KPMG reckoned a rise in Sterling, continued interested in PCP and strong residual values, which has meant that many car dealers have bought back cars before PCP deals had expired, inﬂating ﬁgures. “It is unlikely all these factors will recur again throughout 2016 so my forecast is that new car sales will slip back 1% in 2016, with the first half of the year stronger than the second half,” he added. In contrast Glass’s head of valuations Rupert Pontin said: “Growth will continue through 2016 and Glass’s expect a 3% increase during the course of the year as the economy continues to grow and consumer confidence extends further. Total registrations for this year will be in the region of 2.71 million and the growth is likely to be driven by ever more appealing PCP schemes.” BVRLA chief executive Gerry Keaney said: “This year we expect to see a single digit percentage increase in the traditional fleet leasing market. The SME and consumer market will continue to drive most of the organic growth, and we expect to see significant double-digit growth in the personal contract hire market.” Meanwhile Cap has warned that the record levels of registrations will lead to increased pressure on used prices and said that stability in the market will rest on strong retail demand.

iPad

06 / ﬂeetworld.co.uk

New car registrations 2.63 million – up 6.3%

Fleet registrations 1.32 million – up 11.8% Carmakers reporting record UK figures include: BMW: 167,391 – up 12.4% Jaguar: 23,954 – up 30.2% Land Rover: 66,574 – up 18.5% MINI: 63,581 – up 18.5%

inbusiness

What I’ve learnt Robert Pilkington, director of Oxford-based online solutions provider Ebbon-Dacs, on why working with strategic partners is a great way of advancing the business.

Don’t assume you can do it all yourself Earlier in my career, when I was IT director, I felt that I was capable of designing anything from a software point of view and that I could do everything myself. What I’ve learnt over time is that this rather naive approach is rarely the right one in business life. Instead, I’ve leant that mixing the talents of strong internal teams, along with those of strategic partners and learning from, and working with, your customers is key to a healthy, successful and growing business. Work with great teams of people As a business grows, it becomes increasingly important to work with great teams of people. In fact, I’d go so far as to say that without them it’s impossible to grow a business to its full potential. Whatever the nature of your business, always try and ensure you have a great team around you. That doesn’t necessarily mean that recruiting people from outside is the best way to achieve this. You may have hidden potential and talent within your existing employees, and over time you will learn more about them and come to recognise what their skill-sets are. You may also meet someone within your particular sector, like fleet, who you recognise would make the perfect fit with the rest of your team, and it could be simply a matter of waiting for that person to become available. I remember identifying an individual at a certain finance house who was a client of ours and who I thought would make an excellent fit at EbbonDacs. When his existing employer closed its doors to all new business and made him redundant, we were able to make him an offer and successfully employ him. He has proved to be a real asset to the company. Leverage your business reputation As your business becomes better known in its specific field of interest or market sector, and your reputation grows, it may be that good people want to come and

20 / fleetworld.co.uk

work for you because they’ve identified you as a company they think is going places. Then you can use your business reputation to your advantage to attract the calibre of people you’re looking for. And the more good people you recruit, the more good people will want to come and work for you. It’s a kind of virtuous circle. Never overlook the importance of partners It’s often the right decision to work with a strategic partner to develop a certain area of your business, rather than trying to re-invent the wheel. It may be that a strategic partner has the perfect system, solution or tool that fits perfectly with your existing product, and means that you do not have to invest heavily in the development work for a new solution. Working with strategic partners is often an excellent way to fill in your knowledge gaps and to overcome a certain business problem, as the right ones typically possess the expertise and know-how in areas that you do not. Try and ensure you have stable backers It’s vitally important for any business that wants to be around for the long term to have stable shareholders and backers. It’s not good for the business to have investors who are constantly changing and forever chasing next month’s results. Having a long-term view is key, along with investors who share your long-term vision for the success of the company. In a business like ours, which is all about building long-term community platforms for ‘families’ of business users, having backers prepared to invest for the long term is extremely important for business confidence and continuity. We have been running this business now for 15 years with the same backers, and that certainty allows us to go on and develop our products through a long-term product development plan with confidence for the future.

g fleet e k

Samsung GEAR VR Slot one of Samsung’s Galaxy smartphones into the front of the GEAR VR and it’ll immerse the user in wide-angled images, videos or even digitally rendered spaces with the ability to monitor movement for realistic viewing. Though primarily a consumer product, it’s a relatively low-cost way to make interesting, immersive presentations with plenty of business sector potential. Price: £80 from samsung.com/uk

Swatch Bellamy Quick payments with a flick of the wrist. The Bellamy uses the same near-field communication technology which makes Oyster cards and contactless payments possible, but packages it into a range of colourful wristwatches. This consumes no additional power, and Swatch is linking up with large banks to offer the service beyond its launch markets – likely to include the UK. Price: £TBA see swatch.com/en_gb for details

Penclic R2 Wireless Mouse Scandinavian company Penclic is out to revolutionise the humble computer mouse, with a unique pen-like grip. There are three buttons and a scroll wheel integrated close to the nib, and all cursor movements are made through your fingertips instead of your wrist, reducing discomfort and the RSI potential. Despite the way it looks, it’s also really easy to adapt to, quickly becoming second nature. Price: £60 from posturite.co.uk and penclic.se

apps of the month

Unibox

Duet Display

Contakk

Simpler email sorting, which works a little like a messaging app. Unibox groups all previous emails by the sender, which means full conversations appear under a single section for easy access. It also enables all previous attachments, including documents and images, to show under a single menu, and there are versions for iPhone and iPad. Price: Free from iTunes Store

Developed by ex-Apple engineers, Duet Display is a useful companion for working on the move, turning your iPad or iPhone into additional screen space for an Apple or Windows computer. Connected via a USB cable, it’s claimed to offer lag-free performance with a productivity increase of up to 48% thanks to the extra workspace, and the iOS touch interaction still works too. Price: £7.99 from iTunes Store

Is the business card dead? Contakk enables users to create digital business cards, personalised for personal or professional use and shared via a link or searched for and requested through the company’s database. In both cases, contact details are imported directly into the recipient’s address book. A much easier solution than copying off a printed card. Price: Free from iTunes Store

22 / fleetworld.co.uk

inbusiness

Foundations

for growth One year into its new ownership, the Source London charging network isn't only improving its offering to electric vehicle owners, it's about to become the basis of a large-scale car sharing scheme. Alex Grant finds out more. The challenge: Bolloré Group took control of the former Plugged-in Places scheme, Source London, in September 2014. Notoriously unreliable, this included 835 charging points spread across the Capital’s boroughs, with a 60% availability rate. In its first year, the Group’s subsidiary, BluePoint London, has invested £10m in a back-office system enabling boroughs to see how often the network is used, and replaced units as necessary. At the end of August, it reached 85% accessibility and grew network slightly to 845 charging points, targeting of 98% of 1,000 units by the end of 2015.

The next steps: Having got the foundations in place, BluePoint London has set £100m aside to grow the network to 6,000 charging points by the end of 2018, targeting at least 98% serviceability – the same as in Paris. It’s aiming to have 15 boroughs on board during 2016, with between 1,000 and 1,500 units online if it meets that target. To get it off the ground, membership is free until next March, after which point BluePoint London will set a user fee of less than £2 per hour to use the points. “We’re not anxious if we don’t make money tomorrow, at some point we will make good money and we’re not subsidised,” says group director, Cédric Bolloré.

From charging to car sharing: BluePoint London’s long-term goal is a city-wide electric car-sharing scheme, called BlueCity, which will be supported by the charging points. This will use the same vehicles deployed on Bolloré’s Autolib service in Paris, but painted red to match London buses. The first 100 vehicles will be deployed early this year, with plans to grow in line with the network – one car per two charging points. For the most part this will function like Autolib. In Paris, the scheme complements public transport in areas with low coverage. Drivers can book cars online or via a smart-

24 / fleetworld.co.uk

phone app, parking them wherever their journey ends as they would in their own vehicle. “London should be even more electric vehicle orientated than Paris – it should be the leading city in Europe,” says Cédric Bolloré. “We want to give the citizens of London an easy way to use non-polluting form of transport. Autolib appeals to public transport customers who occasionally need to use their own car - one Autolib car takes nine cars off the street according to our studies.” The loan ends automatically once the car is connected to the charging point, and incentives are offered for members to clean and re-balance the fleet. All vehicles are remotely monitored to avoid journeys outside their range, and access is denied if the battery charge is low. However, Paris has shown that most vehicles undertake 10-12 journeys per day, at around six miles or 37 minutes per user – the state of charge rarely goes below 80%. Christophe Arnaud, managing director of BluePoint London, says it could also be integrated with Oyster payments: “It took some time in Paris, it’s not that simple to merge the systems but it will happen. It will be discussed once we deploy enough cars. Paris is big enough to see cars everywhere, it’s big enough to negotiate that. If there are only 50-100 cars in London, it’s not big enough to negotiate with Transport for London. It’s something we’re trying to do in Paris, and it’s our aim in London too.”

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FORD VIGNALE

Official fuel consumption figures in mpg (l/100km) for the Ford Mondeo Vignale range: urban 27.2-100.9 (10.4-2.8), extra urban 47.9-68.9 (5.9-4.1), combined 37.2-67.3 (7.6-4.2). Official CO 2 emissions 176-99g/km. The mpg figures quoted are sourced from official EU-regulated test results (EU Directive and Regulation 692/2008), are provided for comparability purposes and may not reflect your actual driving experience.

Renault Megane Can the new Megane put Renault back at the forefront of fleet? Steve Moody investigates. SECTOR Lower Medium PRICE TBC FUEL 47.0–85.6mpg CO2 86–134g/km

n the surface, you might think Renault has been crying out for a new Megane, to bolster the number of models attractive to fleets in a range notably cut back a few years ago. And in some senses that is true, because without a competitive hatchback it is hard, if not impossible, to get onto choice lists. Yet, since the time when the Megane was the second most popular car in Europe, a decade ago, things have changed markedly. For Renault in the UK, the Captur small crossover is going great guns and the new Kadjar is a superb car which is well priced and has excellent residual values. The new Megane then, will complete, rather than define, Renault’s mid‐range offering when it goes on sale this summer. This year’s Megane is a completely new car from the ground up, longer and lower than the outgoing model, with a longer wheelbase and significantly wider front and rear track – now the widest in class – and it looks good too in a chunky, muscular way, with some extremely distinctive exterior lighting. You will be left in no doubt if you are following a new Megane, with its bright, long red new Megane is a much less drab product than before. LED strip lighting. The cabin is also a huge improvement on the previous Higher trim levels also come with the new R‐LINK 2 car’s rather mundane, workmanlike interior, and in terms multimedia control centre featuring an of quality in the sector is probably only 8.7‐inch portrait display which can be oper‐ bested by the Peugeot 308, which is a pretty FLEET FACT ated with pinch and zoom movements, just good place to be. Oddly in the left‐hand drive like a smartphone or tablet. It includes voice models we tested, the steering wheel was recognition for the navigation, telephone, significantly offset, although whether this Four wheel apps and radio, and works very well – possi‐ will be the case in UK models is yet to be steer on high bly better and more stylishly done than any determined. performance other car in its class. Renault has a very strong engine line‐up GT model The result is you can change the character already, and this strength carries over into of the Megane’s steering, throttle response the Megane. There are four Energy TCe and driving characteristics, as well as the colour of the turbocharged petrol options with capacities and power lighting in the cabin, which is fun for about five minutes, outputs of 1.2 litres/100hp, 1.2 litres/130hp (manual and but soon forgotten. Nevertheless, it illustrates how the EDC) and 1.6 litres/205hp (GT). The turbodiesel alterna‐ tives are 1.5‐litre dCi 90 and 110hp units, the latter with manual or EDC transmission, and 1.6‐litre dCi units devel‐ oping 130 or 165hp. Importantly for its rejuvenated fleet offering, the CO2 of the manual dCi 110 is 86g/km. We drove a 1.6 dCi 130 GT Line spec car which proved to be extremely refined, easily one of the smoothest diesels in the sector, with a finely tuned ride, excellent seats and nicely judged handling. Early days it might be, but it felt like a very classy, comfortable car in which to spend a lot of time. Although the final judgement will come with UK spec cars, Renault’s run of good new cars that started with the Clio looks set to continue with the Megane, and as long as it is priced well with good wholelife costs, it should prove to be the cornerstone in Renault’s revitalised fleet offering.

26 / fleetworld.co.uk

what we think

highlights

The new Megane is better built, more stylish, distinctive and with a strong range of driver-focused tech and efficient engines. If priced right, itâ&#x20AC;&#x2122;s a return to form.

CO2 from 86g/km New platform allows for more interior space 97mpg diesel hybrid due in 2017 Pricing due in Spring, on sale in Summer

key fleet model Renault Megane 1.6 dCi 130

fleetworld.co.uk / 27

Mercedes-Benz C-Class Coupe A wonderful corporate car for those without family pressures, says Steve Moody. SECTOR Executive Coupe PRICE £30,955–£67,525 FUEL 32.8–68.9mpg CO2 106–200g/km

ercedes‐Benz has done a good job of becoming more youthful and sporty of late. The A‐Class is attracting younger company car drivers, and the new C‐Class Coupe is their next step up the career ladder, before sensible family carriers become necessary.

It oozes corporate machismo too, with its deep, muscular ﬂanks and jutting jawline, which of course is essential for any premium coupe. But the traditional perception of coupes is that they are heavily compromised and expensive to run, and that makes them an awkward proposition for some busi‐

VAUXHALL’S WHISPER DIESEL

THE QUIET REVOLUTION CONTINUES Our range of ‘Whisper Diesel’ engines speak forr th them themselves. em mse selves es. s Unmistakably quiet and refined, the new range of powertrains powe ertra ain ns combine exceptionally smooth power delivery with money saving economy. And with CO2 emissions starting g from m8 88g/km, 8g/km,, the Vauxhall ‘Whisper Diesel’ range offers outstanding anding ng efficiency efficiency. cyy.

VAUXHALL FLEET Call 0870 010 0651 | visit www.vauxhall.co.uk/ﬂeet

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Ofﬁcial Government Test Environmental Data. Fuel consumption ﬁgures mpg (litres/100km) and CO2 emissions (g/km). Whisper Diesel range: Urban 34.4 (8.2) – 74.3 (3.8), Extra Urban 58.9 (4.8) – 91.1 (3.1), Combined 46.3 (6.1) – 85.6 (3.3). CO2 emissions 161 – 88g/km.

nesses. The C‐Class Coupe aims to turn that on its head. For a start it is bigger and more practical, with an 80 millimetre longer wheelbase than the last car, making the cabin surprisingly spacious in front and rear. Unsurprisingly, with many of the internal components taken from the rest of the C‐Class range, it is a wonderful place to be too, with materials, switchgear and ﬁnish of the very ﬁnest quality, as well as some beautifully wrought bespoke sports seats. Two diesel engines are available: the 170bhp C 220 d, with a six‐speed manual or 9G‐Tronic nine‐speed automatic gearbox (both emitting 106g/km), and the C 250 d, which produces 204bhp and comes with a 9G‐Tronic gearbox (109g/km), while the C 200 petrol engine might be worth a look too for those not doing high mileage, producing as its does 184bhp with 123g/km of CO2. It drives solidly and smoothly, if unspectacularly. This is not a car for hooning about in, despite its aggressive exterior. Classily swift would be more in keeping with its grown‐up, cool character, especially as with most Mercedes‐Benz diesels, it prefers not to be stressed too hard, as things tend to get a bit gnashy and noisy under hard acceleration.

Prices start from £30,955 OTR, which, when compared to a BMW 4 Series, is a good deal cheaper and on a par with the ageing Audi A5. And it’s not as though you get a Spartan car at that level either. Two model lines are available: Sport and AMG Line, and fulsome standard equipment includes LED headlights, Active Park Assist, parking sensors, a reversing camera; heated sports seats with Mercedes’ faux leather upholstery and sat nav. Of note is the rather lovely new black ash wood trim on AMG Line models, which has a much more expen‐ sive, modern feel than fuddy duddy walnut. For those SME owners or boardroom opt‐outers there is also the small matter of the Mercedes‐AMG C63, which has a twin‐turbo, 4.0‐litre V8 producing over 500bhp and cost‐ ing upwards of £60,000. Unsurprisingly it is ludicrously quick and sounds amazing, and will cost a fortune to run. If you are successful enough to be able to run one, I can heartily recommend it. For mere mortals though, the standard Coupe is a lovely thing. So much so, I think I would be tempted to bin the idea of the sensible family saloon and shoehorn the kids in the back of this instead.

FROM

CO2 88g/km† COMBINED UP TO

MPG 85.6mpg† UP TO

POWER 170PS

Discover Whisper Diesel at www.vauxhall.co.uk/whisperdiesel

† = Ofﬁcial EU-regulated test data are provided for comparison purposes and actual performance will depend on driving style, road conditions and other non-technical factors. * = Terms and conditions apply and vehicles are subject to availability. Please call 0870 240 4848 for full details. All ﬁgures quoted correct at time of going to press (December 2015). Mokka model depicted above shows optional 19-inch alloy wheel at £600.

Kia Optima Kia can take on the market leaders with the new Optima, reckons John Kendall. SECTOR Upper Medium PRICE £21,495–£28,895 FUEL 37.7–67.3mpg CO2 110–175g/km

It is not yet clear whether the new 2.0‐litre petrol engine he Optima’s runaway success when it was launched that will be available elsewhere in Europe will be offered in North America five years ago was arguably a turn‐ to UK buyers. The 1.7‐litre diesel, carried over from the ing point for the company there. It proved such a outgoing model but with power raised to 139bhp, will success that European buyers had to wait while Kia strug‐ power most models sold here. gled to keep up with demand. The diesel will give combined fuel consumption of up to The ingredients were right, a comfortable D‐segment 67.3mpg with CO2 emissions of 110g/km for the six‐speed saloon car with its eyes set on mainstream rivals like the manual or 116g/km for the new seven‐speed dual clutch Volkswagen Passat, Ford Mondeo, Vauxhall Insignia, as well transmission, which replaces the six‐speed automatic. as the Peugeot 508, Mazda6 and Toyota Avensis. Something Out on the road, even in the torrential rain we experi‐ was lacking in the chassis department though, which held enced, the car feels completely different from its prede‐ it back from taking on models like the Mondeo. cessor, mainly because 50% of the Four years later, it may seem strange body structure is now made up using that the Optima is being replaced by advanced high‐strength steel, giving it a car that looks remarkably similar. the chassis capable of taking on its The timescale has everything to do with European rivals. Optima now feels like the US success that delayed its arrival the car the previous model could have here. The Optima is five years old and been. The revisions bring lower noise Kias don't usually live much longer with‐ levels which makes it a more refined out replacement. cruiser than it was before too. Don’t be fooled by the similar looks. The extra interior space is a definite Underneath it has been considerably plus for occupants front and rear. There revised to offer a range of improvements. is now a comprehensive suite of The wheelbase is 10mm longer at standard safety equipment including 2,805mm, adding 10mm to overall length seven airbags and Kia’s vehicle stability at 4,855mm. At the same time, it is 25mm management (VSM) system. Options wider and 10mm taller. That means more Optima is all the better include advanced smart cruise control, leg, knee and shoulder room. for the revisions in the autonomous emergency braking, lane Externally, aerodynamics are improved new car. The station keeping assist, high beam assist, blind with a drag factor of 0.29Cd. Nine colours spot detection and rear cross traffic alert. will be on offer and all models will have wagon and hybrid So for what’s actually quite a mild alloy wheels. Next year a station wagon models will give it even exterior change, there’s a revolution version will join the range, essential more fleet appeal as the beneath the Optima’s skin which means across Europe, while there will also be a range grows in 2016. Kia finally has a challenger for the Euro‐ petrol/electric hybrid and a plug‐in pean market leaders. hybrid during 2016.

what we think

30 / fleetworld.co.uk

Audi Q7 3.0 TDI SE (218PS) Audi’s ﬂagship overcomes a few big-car challenges, but not all of them, says Alex Grant. SECTOR Large SUV PRICE £47,755 FUEL 48.7–49.6mpg CO2 148–150g/km ith a footprint of over ten square metres, the new Q7 is longer and only slightly narrower than the minimum parking space size in the UK, and occupies more tarmac than any of its rivals. So it’s just as well that it drives so effortlessly, because the start and end of a journey can be hard work. Country roads are challenging, car parks are tight and there’s a nagging worry about its vulnerability around careless other drivers and their wide-flung doors. That’s not unique to the Q7, but highlights that this popular segment isn’t best suited to UK roads. Size also creates plenty of challenges for engineers to overcome. Chief among them is cost. Audi’s has cut 240kg from the body and suspension and the Q7 has the lowest roofline in its class – both beneficial for economy. It also has a new entry point, a 216bhp version of the 269bhp 3.0-litre TDI available from launch. This is £2,585 cheaper and lifts fuel economy by 1.7mpg to 49.6mpg (if you downsize to 18inch wheels) – not far off the four-cylinder X5. Less weight means it doesn’t feel underpowered, either, capable of shuffling quickly through its eight gears to find a useful shove of torque when required. It’s also remarkably stable, despite a tendency to thump over bumps on 19-inch wheels.

On the upside, size is useful for upping practicality. The Q7 is big enough to seat seven adults, though third row headroom is tight, and the two back rows also fold flat. But there’s nowhere to put the bulky load cover when it’s not in use – surely there was space? Overall, Audi has done a good job of disguising some large SUV drawbacks – it’s reasonably fuel efficient, drives like an executive estate and pricing is competitive with four-cylinder rivals. But there’s no avoiding the challenges of a road network designed for much smaller vehicles.

We’ve done done aa lot lot We’ve of thinking thinking too too of Chancesare, are,keeping keepingrunning runningcosts costslow lowand anddrivers drivers Chances happyare arewhat whatoccupy occupyyou youmost. most.Same Samegoes goesfor forus. us. happy It’swhy whywe weredesigned redesignedthe theCivic’s Civic’srear rearwing. wing.So Sonow now It’s notonly onlylooks lookssportier, sportier,but butsaves savesup uptoto5mpg. 5mpg. ititnot Greatminds mindsreally reallydo dothink thinkalike. alike. Great Discovermore moreclever cleverthinking thinkingatat Discover www.honda.co.uk/civicfleet www.honda.co.uk/civicfleet

Fuel consumption figures for the Civic range in mpg (l/100km): Urban 37.2 – 70.6 (7.6 – 4.0), Extra Urban 54.3 – 85.6 (5.2 – 3.3), Combined 46.3 – 78.5 (6.1 – 3.6). CO 2 emissions: 145 – 94 g/km. Fuel consumption figures sourced from official EU-regulated laboratory test results, are provided for comparison purposes and may not reflect real-life driving experience. Model Shown: Civic 1.6 i-DTEC SR Manual in Brilliant Sporty Blue Metallic.

Honda Jazz

Part supermini, part MPV, there’s room for a lot of life in the latest Honda Jazz, says Alex Grant. SECTOR Supermini PRICE £13,495-£17,705 FUEL 55.4-61.4mpg CO2 106-120g/km

little like the musical genre it’s named after, the Honda Jazz carved out its own little niche of the automotive sphere 15 years ago, and has evolved to perfect that concept ever since. Compact, versatile and with enviable reliability, it’s a clearly defined product with plenty of loyal customers. Deservedly so. It’s no larger than a supermini but, like an MPV, most of that footprint is used for passengers and luggage. The latest version is slightly larger than its pred‐ ecessor, and the tall, well‐glazed cabin feels every bit as spacious as Honda’s claim of a class lead suggests. It’s clever, too. Honda relocated the fuel tank to the redundant area under the front seats, which means the rear bench base can fold upwards as well as the backrest folding flat. Uniquely, this means large boxes can be stacked from floor to roof behind the front seats, and loads of up to 2.5 metres fit between the tailgate and the dash‐ board. Impressive versatility in a supermini, but a for‐ ward‐folding passenger seat would have been a neater solution than reclining it and risking scuffed fabrics. Space aside, it’s much nicer inside than the old Jazz. The Honda Connect infotainment system – standard from SE upwards – appears from behind a gloss black panel and gets the usual smartphone‐inﬂuenced pinch‐tap‐swipe

controls. But it’s a little complicated beyond the top‐level menus, and Garmin navigation is a £600 trim upgrade. Honda is only offering a 100bhp 1.3‐litre petrol this time, with either a six‐speed manual or continuously vari‐ able transmission (CVT). The latter attracts a higher‐than‐ segment‐norm 45% of UK sales, and it’s the more efficient version, but it costs £1,100 extra and is a bit of an acquired taste. Even with the stepped ratios, it tends to make the engine drone while accelerating, but it’s smoother around town than a dual‐clutch or automatic gearbox, and very quiet while cruising.

Mazda MX-5 1.5i Sport Nav

A thoroughly modern roadster with all the right nods to classic motoring, says Alex Grant. SECTOR Roadster PRICE £22,445 FUEL 47.1mpg CO2 139g/km

azda’s recent product revival has ﬁnally come full circle. Having spent the last three years injecting MX‐5 DNA into other models, those same innova‐ tions are now sharpening the brand’s spearhead. The technical side of the 'Skyactiv Technology' upgrades are hard to market, but the resulting range of fuel‐efficient and more enjoyable cars with a strong family ‘look’ has struck a chord. Sales are booming, and Mazda sees those upgrades making the MX‐5 a more viable company car. It’s gone back to its roots. This is the shortest and lowest MX‐5 ever, and not far off the weight of the 1989

32 / fleetworld.co.uk

original. Good for running costs, but also for drivers. Wheels pushed out to the extremities with a low‐slung body, rifle‐cock gearchanges and quick, well‐weighted steering make this feel confident and incredibly agile – qualities which are enjoyable even at low speeds. It doesn’t feel like a track day toy, either. Cabin quality is excellent, Mazda’s MZD Connect system is standard and Sport versions get most long‐distance essentials – cruise control, DAB, Bluetooth, heated sports seats, parking sen‐ sors, keyless entry. It’s all there. Despite shedding 3kg from the roof mechanism – which, unusually, opens by hand – it’s well insulated and surprisingly quiet at speed. But its biggest throwback is its lack of power. The old car’s 1.8‐litre petrol is replaced by a 131bhp version of the CX‐3’s 1.5‐litre unit. Close in character to the original car’s 1.6‐litre engines, peak power is delivered enthusiastically at the top of the rev range with an entertaining exhaust bark, making this feel much quicker than it really is. The more expensive, thirstier 2.0‐litre engine is perhaps a bit unnecessary, even with the associated chassis upgrades. With strong residuals, impressive real‐world economy and accessible low CO2 emissions, the MX‐5 makes an enviable company car option. This is Mazda’s best bits ﬁnally coming home to roost on the model which ﬁrst inspired them.

CLIMB MOUNTAINS, LOWER COSTS

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JEEP RENEGADE ®

To book a test drive call our Business Centre on 01753 519442 or email us at fleet@jeep-comms.co.uk

OFFICIAL FUEL CONSUMPTION FIGURES FOR JEEP RENEGADE RANGE MPG (L/100KM): EXTRA URBAN 47.9 (5.9) – 70.6 (4.0), URBAN 32.5 (8.7) – 55.4 (5.1), COMBINED 40.9 (6.9) – 64.2 (4.4), CO 2 EMISSIONS: 160 – 115 G/KM. Fuel consumption and CO2 figures are obtained for comparative purposes in accordance with EC directives/regulations and may not be representative of real-life driving conditions. Factors such as driving style, weather and road conditions may also have a significant effect on fuel consumption. Model shown is a Jeep Renegade Limited. Jeep ® is a registered trademark of FCA US LLC.

FEATURE Fleet advice

Ask the EXPERTS Our panel of experts answers your latest fleet conundrums...

Mark Jowsey

David Hosking

Director - Manufacturer Liaison iais ison KeeResources

CEO

“I am being asked by drivers about Autonomous Braking, is this another cost for us that will bring no real beneﬁt?”

“Our HR team is worried about the Government’s position on, and review of, salary sacrifice. Why should cars be treated any differently to other salary sacrifice schemes by HMRC?”

RW, Waste Management, Portsmouth.

Anti-Lock Brakes and Electronic Stability Control both made a massive contribution to avoidance of accidents, but AEB has the opportunity to be more significant because of the autonomous aspect. According to Thatcham Research Centre, as many as 75% of all accidents happen at speeds below 20mph, so even simpler systems such as Active City Brake will handle this. At up to 15mph AEB should avoid any impact, and reduce the impact significantly at up to 25mph. Full autonomous braking for speed above 30mph has limited availability. There are three good reasons for favouring cars with AEB fitted: 1. Low speed accidents can be very costly and they are the prime source of whiplash claims, which will drive up the cost of your fleet insurance policy. 2. Duty of care for your own staff! Having personnel of any level involved in car accidents that could be avoided is costly – even if they are not hurt as there is post-accident administration to be done! 3. Residual Values. We are likely to see fairly rapid roll out of AEB, both as optional and standard equipment, and while buyers are often reluctant to spend money on safety options, there are other factors. The key factor is cars with AEB currently enjoy an increased Residual Value and a lower insurance group, so the additional acquisition cost can prove minimal. For example, a Nissan Qashqai Acenta 1.5dCi 110 with the £495 Smart Vision Pack, which includes AEB, has an RV at three years 60,000miles that is £200 more than the standard car. It also drops from insurance group 17 to 14 – saving a predicted £345 over the term. Regardless of how a fleet insures their cars, the lower insurance group is a reflection of the reduced risk.

34 / fleetworld.co.uk

Tusker

LM, Public Sector, Manchester.

Salary sacrifice car schemes are fundamentally different to other salary sacrifice schemes, such as pensions or child care vouchers, where employees save income tax on the salary being sacrificed and the benefits are taken tax free, which undoubtedly costs the Treasury billions of pounds in lost tax revenue. When a car is taken on a salary sacrifice arrangement, it is treated exactly the same as a company car and therefore the vehicle attracts Benefit-in-Kind (BiK) tax. The treasury also collects VAT on lease payments and VAT on the disposal of the cars at the end of the agreements. Last year Tusker commissioned some independent research by PwC into the impact of salary sacrifice car schemes on the Treasury. The report concluded that salary sacrifice cars can be tax positive because of the BiK and VAT that they attract. The Chancellor has stated that as part of the consultation process on salary sacrifice they will be speaking with employers. It is important to note that, at a time when public sector employees have faced three years of pay freezes, one of the biggest employers using salary sacrifice cars is the NHS. Indeed, they are widely used throughout the entire public sector. Salary Sacrifice car schemes do not rely solely on the employee saving tax and NI, they allow access to large manufacturer discounts and corporate finance rates which enhance the proposition. It is hard to conceive that salary sacrifice cars will see any other change than their increasing popularity, particularly with the direct correlation between cash savings for employees and lower CO2 emissions.

in association with

nissan.co.uk/fleet

Pete Williams

Karl Anders

Spokesman RAC Fuel Watch

National EV Manager – Corporate sales Nissan Motor GB

“With fuel dropping in price markedly recently, can we expect this to continue for some time, or is it a blip?”

“How do you see the Government’s recent announcement of an extended and revised Plug-in Car Grant aﬀecting the ULEVmarket?”

FC, Food Services, Spalding.

TG, Home Improvement, Birmingham.

The wholesale price of diesel has been around two pence cheaper than the wholesale price of petrol since a couple of weeks before Christmas so we should have seen these cuts earlier and that is what the RAC has been calling for. We hope that other supermarkets and the cheaper fuel retailers will follow suit swiftly and do the right thing for motorists. This should reduce the average price of diesel across the UK for fleets everywhere who can then benefit from the low price of crude oil on the world commodity market. Saudi Arabia has also reiterated its intention not to cut oil production so the world will continue to be awash with oil as demand is also down suggesting that sustained lower petrol and diesel prices are going to be around for much of 2016. The lion’s share of the price we pay at the pump, Fuel prices could around 75%, goes to the Treasury in duty and VAT. well continue to The rest of the price is fall and a pump production, refinery costs, price of as low as distribution and the fuel 90p per litre isn’t retailers’ margin. This that far-fetched. means that there is a limit to how low we will see the price of diesel and petrol go but prices could well continue to fall and a pump price of as low as 90 pence a litre is not that far-fetched. The focus has been on the price of petrol but with more diesel sold in the UK the retailers should be more transparent and reflect the savings they are making in the wholesale price more swiftly at the pump. And right now the wholesale diesel price is cheaper than that of wholesale petrol.

Since the PiCG was introduced, 22,000 Category One EVs (EVs with a range of more than 70 electric miles) have been sold in the UK, including almost 11,000 Nissan LEAFs and over 1,000 e-NV200s (Nissan’s 100% electric van). The latest announcement supports buyer confidence as it demonstrates the government’s continued long term commitment to supporting the ULEV market. The latest changes may see the market rebalance towards pure EVs due to the positive introduction of a significant grant differential between EVs on one side, and mainly petrol burning plug-ins that are currently classified as ULEVs, on the other. Differentiating between the two different types of ULEV, and allocating a set number of grants to pure EVs will also improve the carbon and air quality impact that the government gets in return. EVs like the 100% electric Nissan LEAF and e-NV200 always operate as ULEVs, so will continue to benefit from the highest PiCG funding. The new grant differential reduces the grant for those vehicles which are only capable of electric driving for very short distances in test conditions, relying on perfect driver behaviour all the time to get the claimed benefit. It is encouraging that we have followed other countries in shifting to ‘real world, technology neutral’ impact and not using one flat rate grant amount for all based on just the current test cycle classification of a ULEV ignoring how it is actually driven in reality. EVs are cheaper, lighter and simpler than petrol plugins so have lower service, maintenance and repair (SMR) costs as they only have one battery and motor, not two. It’s great to see the government’s long term commitment and to see the government supporting real world technology neutral with pure EVs. This should influence the market in a positive way.

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SPOTLIGHT Mercedes-Benz E-Class

Star performer Newly unveiled at the Detroit Motor Show, Alex Grant reckons the high-tech new E-Class could shake up the executive segment this year.

Class-leading efficiency The outgoing E-Class set standards for fuel efficiency with the executive segment’s only diesel hybrid, but its replacement isn’t reliant on a costly electric motor and battery to achieve the same. Although it’s 43mm longer than its predecessor, widespread use of ultrahigh strength steels and aluminium panels keep the weight down, and it’s more aerodynamic than the new Toyota Prius or Tesla Model S. Both maximise the potential of what will be its broadest-ever engine range, including a 49g/km plug-in hybrid. But the E 220 d is likely to be the most popular in the UK. It’s powered by a new 193bhp 2.0-litre diesel, and a welcome successor for the gravelly 2.1-litre engine used to date. Preliminary figures suggest a class-leading 72.4mpg and 102g/km CO2 emissions with the standard-fit nine-speed automatic gearbox, depending on wheel size. Additional 148bhp four-cylinder and 258bhp six-cylinder diesel engines will follow.

For drivers and passengers British drivers have a preference for sportiness, and the E-Class is tailored to offer this. Its shorter front and rear overhangs give a sportier stance and improved handling, and all UK cars will get the sport radiator grille with the large three-pointed star at its centre. All-LED headlights with 84 individually-adjustable sections are optional, and the E-Class debuts a new “stardust-effect” rear lamp with a glittering light signature. But the biggest step forward is the cabin. It’s as much of a segment benchmark as the C-Class and S-Class, with accents of aluminium, panels of gloss black and a tablet-like 12.3-inch infotainment display at its centre. Options include a fully digital instrument cluster, and there’s been a focus on minimising distraction. Steering wheel controls operate with a swipe of the finger, like a smartphone, the touchpad on the centre console recognises handwriting and most functions are voice-activated.

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A step towards autonomy This might be too early to benefit from Daimler’s recently-acquired stake in mapping and connected car innovator, HERE, but the E-Class offers a hint of what the German premium brands’ collaborative purchase is working towards. It is already capable of sending and receiving real-time information about road conditions ahead, in turn providing earlier warnings about problems – a foundation for full autonomy. But it’s equally aware of its immediate surroundings. By monitoring other traffic, road markings and parallel structures, the E-Class can maintain its speed and position within a lane at up to 130mph. It’s the first Mercedes-Benz to be able to manoeuvre in and out of parking spaces with nobody at the wheel, controlled via a smartphone app, and can perform semi-autonomous lane changes too. It should make this a very relaxed longdistance car.

FLEET FACT Drag coefficient of 0.23 makes this the most aerodynamic mass-market car ever made.

What we think... A fiercely competitive segment with some notable new rivals since the last all-new E-Class, but Mercedes-Benz seems equipped to offer the best of all worlds here. Innovative new technology to rival Audi, an attempt at BMW-like sportiness and plenty of luxurious S-Class technology and style. Class-leading fuel economy from the default four-cylinder diesel and automatic gearbox will ensure it gets noticed, and the plug-in hybrid should entice a few tax-conscious company car drivers too. AG

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SWOTTeam This month the SWOT Team analyses the strengths, weaknesses, opportunities and threats for the new MINI Cooper Clubman against its closest rivals. Here is what they have to say...

Strengths

Weaknesses

Opportunities

Threats

GA Riding an ultra-successful brand, with more positive reactions than its predecessor. Competitive pricing is sure to help its cause.

GA Not the cleanest or most economical in this guise, and the styling isn’t for everyone.

GA There’s an opportunity to win more business but it’s going to be difficult. Users like something a little different and Clubman is perfect at exactly that.

GA The Clubman isn’t the most desirable or the cleanest in this competition – users must ‘want’ to be part of the brand.

AC MINI’s unique personality won’t appeal to everyone, but this isn’t targeting large volumes – there are more than enough customers who will want one. It’s the only 2.0-litre diesel in this group – good for motorway refinement. MJ A true lower-medium sector competitor, the size of a Golf. Clubman’s iconic twin ‘barn doors’ at the rear open wide onto a 360 litre loadspace, while the interior is spacious and deliberately of a higher quality than a MINI Hatch, with standard sat nav. MW Much prettier than the previous model and should attract more customers.

38 / fleetworld.co.uk

AC The slightly quirky twin rear doors impair rear visibility somewhat. Although the Clubman has grown immensely and is now a full-sized competitor it may feel slightly more cramped than some of the main rivals. It’s also quite low to the ground, which does encompass MINI values but may not be for everyone. MJ Distinctive MINI styling does polarize opinions. Rear visibility is a little restricted. MW The Clubman has the highest CO2 and poorest fuel consumption figures against these competitors, but still acceptable. This new car suddenly makes the old one look very dated.

AC An opportunity to take on the C segment in a truly competitive manner for the first time. Plenty of people want something less humdrum than the main players. MJ Corporate sales in this sector are huge and, if Clubman can be accepted as a Golf or A-Class competitor, then the opportunity is massive. This is much bigger than a MINI hatch but without the SUV characteristics of Countryman, so should reach a fresh audience. MW The new Clubman is so different that the opportunities are huge. New customers who didn’t like the old car will look at this one with admiration.

AC The main threats will come from the regular rivals from the premium and sub-premium well-established offerings in this highly competitive segment. MJ Although very different to its predecessor, that message needs spreading wide – otherwise some people may overlook it. The myriad of alternatives – way beyond just this group – include some really good cars. It might even steal a few 1 Series sales! MW Diesel engines in this sector could be under threat from the rise in new, economical petrol engines that are becoming more available. There are also some very attractive small, and premium SUV’s available.

Martin Ward (MW) Manufacturer Relationship Manager, CAP

MINI Cooper Clubman

Gavin Amos (GA) Head of Valuations, CDL Vehicle Information Services

Mark Jowsey (MJ) Director, KeeResources KWIKcarcost

Strengths GA Competitive and neatly styled, strong brand. AC Largest engine here, better for motorway miles. MJ High quality, lots of equipment. MW Prettier than the old car, a big opportunity.

Strengths

Mercedes-Benz A 180 d Sport (Executive Pack)

GA Strong RVs so low monthly rentals. AC Good looking vehicle. MJ Accessible, and well-established now. MW Gaining momentum, and popular with fleet buyers.

Standard equipment: • Radio/CD, Bluetooth and USB • Sat nav with 8-inch display • Dual-zone climate control • 17-inch alloy wheels • Auto lights and wipers • Park assist, f/r sensors, camera • Artificial leather, heated seats Optional equipment: • Metallic Paint £575 • Cruise control with speed limiter £260 • DAB radio £420

GA Still suffers a little from the first model – different appeal. AC Narrow boot opening. MJ Low-speed refinement, boot space and rear door access are poor. MW Older models had chequered history.

OTR: £24,130 P11D: £24,075 Fuel: 72.4mpg CO2: 102g/km RV*: £9,425 (39%) BiK: 18% SMR: £2,189 Fuel costs: £4,124 Insurance: £2,325 Finance: £3,250 NI: £1,993 VED: £40 Cost per month: £795

Strengths

Volkswagen Golf GT 1.6 TDI

GA Still up there with the best, despite recent VW troubles. AC Still a nice, smooth all-rounder. MJ Large, loyal following, but it’s costly. MW Superb to drive, with low CO2. GA Users may well have had one (or two!) before. AC A bit dull but safe. MJ RVs lower than premium brands. MW Oversupply in the used market may be an issue.

OTR: £23,410 P11D: £23,355 Fuel: 72.4mpg CO2: 101g/km RV*: £7,350 (31%) BiK: 18% SMR: £1,690 Fuel costs: £4,124 Insurance: £2,325 Finance: £3,153 NI: £1,934 VED: £40 Cost per month: £815

Strengths

BMW 116d Sport

Weaknesses

BMW 1 Series

Standard equipment: • DAB radio/CD with Bluetooth and USB • Sat nav with 6.5-inch screen • Manual air conditioning • Cruise control • 16-inch alloy wheels • Auto lights and wipers • Keyless start Optional equipment: • Metallic paint £515 • Parking sensors (front/rear) £655 • Reversing camera £310

GA Economy and CO2 not the best here. AC MINI quirks won’t suit everyone. MJ Polarising styling, rear visibility. MW Highest CO2, worst economy here.

Weaknesses

Volkswagen Golf

MINI Cooper D Clubman OTR: £22,265 P11D: £22,190 Fuel: 68.9mpg CO2: 109g/km RV*: £8,450 (38%) BiK: 19% SMR: £1,840 Fuel costs: £4,334 Insurance: £2,880 Finance: £2,996 NI: £1,929 VED: £40 Cost per month: £773

Weaknesses

Mercedes-Benz A-Class

Andy Cutler (AC) UK Car Editor, Forecast Values Glass’s

GA Brand, fuel economy and quality up with the best. AC Still dynamically excellent. MJ Well-equipped, with best-in-class ride and handling. MW Economical, good value, and drives well. Should stay popular

Weaknesses GA Some users may fancy a change. AC Styling still a little awkward. MJ Styling not to everyone’s tastes. MW Customers starting to look elsewhere.

OTR: £23,395 P11D: £23,340 Fuel: 72.4mpg CO2: 103g/km RV*: £9,000 (39%) BiK: 18% SMR: £2,035 Fuel costs: £4,124 Insurance: £2,550 Finance: £3,151 NI: £1,933 VED: £40 Cost per month: £784

Standard equipment: • DAB radio/CD, Bluetooth, USB • Sat nav with 6.5-inch display • Manual air conditioning • Adaptive cruise control with speed limiter • 17-inch alloy wheels • Auto lights, wipers, rear dimmer • Parking sensors (front/rear) Optional equipment: • Metallic Paint £540 • Reversing camera £165 • Auto parking system £150

Standard equipment: • DAB radio/CD, Bluetooth, USB • Sat nav 6.5-inch screen • Climate control • 17-inch alloy wheels • Auto lights and wipers • Keyless start Optional equipment: Metallic Paint £550 • Cruise control, rear parking sensors £550 • Parking sensors (front/rear) £595 • Heated seats £295

* 3yr/60k

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flashback a look back at the company cars of yesteryear

model Toyota Avensis (T220)

era 1998-2003

oyota was starting to place increased importance on its European sales when development of the first Avensis began in 1993. Engineered to be launched alongside the bubble-like Corolla hatch, it was part of a double-act aimed at making the brand more aspirational, more design-led, rather than only appealing to those who wanted solid functionality. It was a new addition, but it wasn’t an entirely new car. The platform was derived from the Carina E, the first car to be built at Toyota’s plant in Burnaston, Derbyshire, but got a stretched wheelbase and reworked multi-link suspension to appeal to the sportier tastes of European customers. These were ingredients aimed at the Mondeo, which had become a benchmark driver’s car in its segment. The Avensis had the double challenge of hanging onto an already loyal customer base, with the Carina E accounting for a third of Toyota’s European sales mix. But it launched with proven reliability under its belt and, helped by its isolated front and rear subframes, it promised excellent comfort and low NVH too. Launched in the UK in January 1998, Toyota was targeting a 15% uplift in European D-segment sales, and conquest was a big part of it. Particularly in fleet. This was the first car engineered to cater for the needs of Europe’s core fleet sector, and 56% were anticipated to go to business customers. By the end of its first two years on sale, 75% were going to fleets and Toyota was fuelling demand by cutting parts prices to keep a lid on running costs. Fuel economy also played a big part. Toyota contin-

40 / fleetworld.co.uk

UK sales 109,676

successor Avensis (T250)

ued to offer the lean-burn petrols from launch, with a 99bhp 1.6-litre and 110bhp 1.8-litre (the range’s biggest seller) available in the UK. Both returned 39.8mpg, and the larger engine featured a world-first NOx reduction catalyst. A 44.1mpg 2.0-litre turbodiesel was also available, accounting for around one in every eight UK cars. The Avensis had a light visual overhaul in 2000, bundled with some technological advances. Satellite navigation and steering wheel audio controls became a standard feature on the fleet-favourite GS trim, and criticisms of below-par handling on early cars was addressed with tweaks to the suspension. Petrol engines with variable valve timing replaced their lean burn predecessors, while a 147bhp 2.0-litre petrol provided a high-performance option for company car drivers. Its mid-life refresh also introduced a new Euro 3 compliant 2.0-litre diesel engine, producing 109bhp. This was one of the first direct injection diesel engines, with an economy boost to 47.9mpg, and enabled the Avensis to take advantage of the growing awareness of CO2 and rising demand for diesel engines across Europe. However, it perhaps arrived too late to make its mark. The first generation never reached Toyota’s sales targets, and the decline of the ‘mainstream’ Dsegment means the RAV4 now outsells the Avensis, the Lexus IS isn’t far behind, and hybrid powertrains have made the Auris the spearhead for Toyota’s fleet presence. All lasting effects of an increased focus on Europe, which began in 1993.

EVENTS BVRLA Conference

Mobility matters New technology and changing demands from drivers and government is making fleet management a more complicated task. Delegates at the BVRLA’s annual Industry Conference had a chance to discuss the challenges ahead. Alex Grant reports.

The increasing role of air quality: Re‐ignited by the Volkswagen NOx emis‐ sions scandal, air quality is firmly on the agenda and confirmation of Low Emis‐ sion Zones suggests it’s staying. But there’s scepticism about the demise of the diesel engine. “Over the last few years, and particu‐ larly over the last few months, air quality has been the driver for a lot of changes in the industry,” says Karl Anders, national EV manager, fleet at Nissan. “A lot of customers are asking us about air quality. For public sector fleets it is really ramping up the agenda, it’s being taken a lot more seriously.”

But attitudes are evolving steadily, particularly in terms of adopting the plug‐in vehicles which are portrayed as a solution to local air quality issues. Element Energy associate editor, Celine Cluzel, believes it’s unlikely we’ll meet the Committee for Climate Change’s 60% ULEV penetration target by 2030 is problematic. “It’s very ambitious, it took 40 years for diesel cars to get to 50% market share,” she said. It means there’s still an appetite for diesel on the used market: “There was no impact immediately afterwards, or to date, on residual values as a direct result of the emissions scandal,” says Dylan Setterfield, senior forecasting editor at CAP. “[Volkswagen] values have come down in line with the rest of the market. The consumer perception is it’s very much a Volkswagen issue, they don’t identify it with Audi, Skoda and SEAT.” Demystifying whole-life costs: There’s an unprecedented choice of drivetrain technologies available to

42 / fleetworld.co.uk

fleets and, with multiple options to cut carbon emissions and running costs, it’s vital that fleet managers are able to understand their drivers’ needs and advise on vehicle selection. Data plays a huge role in this. Alex Baker, managing director of Fleet Inno‐ vations, which supplies GPS dongles for expense monitoring, showed that the variations between two drivers with similar annual mileage can be huge. Not only can it present opportunities to run EVs, but it could also highlight drivers for whom choosing the default diesel option would lead to particulate filter issues from mainly short trips. Mark Jowsey of KeeResources said cost‐effective deployment requires digging deeper than official figures and calculating whole‐life costs around the fuel and electricity‐driven miles: “If you’re making quite a complex buying or selection decision for a product with an alternative drivetrain then a little bit of caution is not a bad thing,” he commented. “Suitability of these prod‐

“The gap between real-world and laboratory figures has widened almost four-fold to 37% since 2001.” Celine Cluzel, Element Energy

CAP’s Dylan Setterfield: “No impact immediately afterwards, or to date, on residual values as a direct result of the emissions scandal.”

ucts is very much down to application and use and the particular needs of the user, and driving style has a big impact.” This isn’t something which will get any easier. Celine Cluzel expects internal combustion engines will continue to improve, but pointed out that the gap between real‐world and laboratory figures has widened almost four‐fold to 37% since 2001. This can make deci‐ sion‐making difficult. “We are not saying that OEMs cheat but there are loopholes which they can be optimised for,” she explained. “The test is becoming less and less relevant for real‐world driving. The best approach may be to have a system like in the US where a car can be tested on the road and if they don’t meet the require‐ ments the OEM is fined.” The “on-demand” mobility revolution: Perhaps the biggest change facing busi‐ ness travel is “Mobility on Demand” – already familiar in the retail sphere, but now starting to be taken up with busi‐

nesses. As a new generation enters the workplace with service expectations built on growing up with the internet, the demand for “right now” convenience means the industry will have to evolve. Andrew Cope, executive chairman of fleet management company FMG, said the age gap has never been bigger: “People running businesses today are mostly 40‐50 plus. We’re all pre‐digital age, we just don’t think in the way that a 20 year old or 10 year old thinks. The way they think about the world and access services is materially different. It’s based on an inherent trust in people pulling various pieces together, and it’s impossible for us as decision‐makers to understand.” Cope foresees core fleet services changing as consumers reject the layers of paperwork they have historically atracted. An evolution which will trans‐ fer complicated tasks, such as accident management, into a convenient, stream‐ lined app‐based process requiring mini‐ mal driver effort. One which could also

give an advantage to already‐flexible and familiar rental brands. But there’s no sense that cars will disappear. LeasePlan sees businesses having fewer on fleet, but working them harder and sharing them among employees, and it’s developing a suite of offerings to enable that flexibility. Serv‐ ices such as Bla Bla Car and Enterprise’s new Zimride programme, which connect travellers heading to the same place and enable lift‐sharing, are also likely to get an increased foothold in the corporate arena as needs and expectations change.

fleetworld.co.uk / 43

DIARY DATE!

2016 HONOURS Tuesday 19th April 2016 RAC Club, Pall Mall The 2016 Fleet World Honours is the most prestigious event in the fleet calendar. The presentation of the awards is held at The Royal Automobile Club, Pall Mall, and the resulting media coverage can be felt right around the globe. The 2016 Fleet World Honours are divided into a series of categories representing vehicles and fleet management.

For more information and to submit entries, please visit www.fleetworldhonours.co.uk

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FINANCE International Accounting Standards

2016... the year of leasing changes? The IASB (International Accounting Standards Board) is expected to issue a new Leasing Standard in early 2016 ahead of its effective date in January 2019. Katie Beck speaks to industry experts about the expected changes, and how businesses could be affected by the new guidance.

What is the IASB? The IASB is the independent, private‐sector body that sets the accounting standard for the International Financial Reporting Stan‐ dards (IFRS) Foundation. The IASB was formed in 2001 to replace the International Accounting Standards Committee. Members vote to pass motions to provide guidance on issues that arise in practice and moderate accounting procedures. The standards set by the IASB guide the legal reporting stan‐ dards for all leasing activity, including contract hire agreements.

What are the changes to the Leasing Standard expected to be? At the time of writing the IASB had yet to finalise the changes to the Leasing Standard, but clear indication had been given about the expected amendments. The most signif‐ icant change for fleets is the requirement to put operating leases onto the balance sheet of the lessee. “Currently, car leases are accounted for by the customer according to whoever takes the residual value risk,” explains Professor Colin Tourick, Grant Thornton Professor of Auto‐ motive Management, University of Bucking‐ ham Business School. “If the customer takes the risk the lease is called a finance lease and it is has to be shown on the customer’s balance sheet. If the leasing company takes the risk the lease is called an operating lease. With an operating lease, the customer can just pay the rentals and put them through the balance sheet as an expense; the car doesn’t have to appear on their balance sheet. “The Standard does away with the distinction between finance leases and operating leases and requires all leases to 46 / fleetworld.co.uk

be shown on the customer’s balance sheet, regardless of method.” “IFRS 16 will change the way lessees account for operating leases, including contract hire,” adds Paul Lippitt, princi‐ pal consultant at vehicle leasing special‐ ist, Lex Autolease. “These will be recorded on the balance sheet under the new rules, meaning that future operating lease commitments, discounted at the interest rate implicit in the lease, will be essentially treated as a lease liability with a corresponding right of use (ROU) asset created alongside. “The ROU asset will be depreciated over the remaining term of the lease on a straight line basis, whilst interest on the lease liability will be charged to profit and loss account on a reducing balance basis.”

Why are changes to the Standard being made? Professor Colin Tourick believes the changes are a result of the IASB’s desire to simplify the way assets are displayed on company accounts; “The key reason is because users of accounts – particularly investment analysts – were never enam‐ oured of the old system so when they looked at a company’s published accounts they had to make adjustments to the numbers,” he says. “They weren’t impressed by the argu‐ ment that there are two different types of lease. They felt that if a company was using an asset for its business that asset should be accounted for, regardless of the way it was being financed. If a company has the right to use an asset for a period of time, that right is an asset in its own right and

therefore has to be shown on the lessee’s balance sheet.” Transparency of accounting methods was also cited by Julian Rose, adviser at Leaseurope (European Federation of Leasing Company Associations) as a key incentive; “The changes seem to be the result of concerns in the United States after some prominent business failures there, including Enron, where the failed companies were using a lot of off‐balance sheet operating leases,” he says. The Enron Scandal broke in 2010, and eventually led to the bankruptcy of Texas based energy corporation, Enron. Company executives employed a cata‐ logue of complex structures to hide debt and make finances difficult to audit, including the creation of off‐balance sheet vehicles and the reporting of inflated trading revenues. Adoption of the new Leasing Standard will make is impossible for other companies to attempt to mimic this approach. “The leasing industry, including Leaseurope as the association represent‐ ing European equipment and fleet lessors, has contributed to the IASB’s project since it first started 10 years ago,” adds Mr Rose. “Despite its flaws we expect the final standard to be a big improvement on the original proposals.”

How could the adjustments affect fleets? Users of the new Standard will need to show the value of their fleet lease commitments on their balance sheet instead of in the notes under the balance sheet. Also instead of reporting the actual

expenditure on leases, companies will instead show a theoretical estimate of the cost of the assets. Julian Rose is quick to point out that only a small number of organisations will be immediately affected by the changes, however; “Only companies listed on stock exchanges, banks, and other ‘Public Interest Entities’ in Europe will follow the new rules; it will be many years before we know whether most European companies will need to adopt this new way of accounting for leases. That will be for national accounting stan‐ dard setters to decide,” he explains. “Even if the new Standard is approved by the EU for use in Europe, it will only impact a very small proportion of fleets. These will be the largest European companies whose accounting teams will be used to implementing big changes to

accounting rules. Lessors will also be doing everything they can to assist.” Paul Lippitt agrees that for the major‐ ity of fleets the changes are expected to be easily managed; “The good news is the impact on financial ratios, reserve move‐ ments and profit and loss account is likely to be small for vehicle leases, even where lessees have large fleets,” he says. “However, the challenge with vehicle leases is the fact there can be a lot of them, and the value of the ROU asset can change if, for example, contract mileage is adjusted in life or contract terms are rewritten. There is also the challenge arising from vehicles transferring from one group company to another requiring a ‘sale’ and ‘purchase’ to take place within the separate fixed asset registers of the two companies. “Despite this, all the other benefits of

contract hire remain, including fixed monthly payments, residual value and maintenance protection, cash flow bene‐ fits and beneficial VAT treatment of company cars,” he adds.

Effective date The New Leasing Standard will come into effect on 1 January 2019, with penalties for early adoption in some cases. The IASB will advise on these penalties when the terms of the new Leasing Standard are finalised.

“The Standard does away with the distinction between finance leases and operating leases and requires all leases to be shown on the customer’s balance sheet, regardless of method.”

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SMEs... a snapshot What are the key issues SME fleets have to deal with? We talk to a cross-section of our readers to get an insight into how business is for the UK’s SMEs. By Katie Beck.

Fluctuations in fleet size The SME market will be a growth area for new registrations in the year ahead, both fleets and their suppliers reckon. Giving an overview of the sector, Richard Schooling, CEO of mobility specialist Alphabet, said: “The SME market has seen strong growth in 2015, which is expected to continue in cars and vehicles moving forward,” he says. “The UK economy is changing – corporates are generally staying the same size or are downsizing, so the growth in economy is set to come from SMEs.” The majority of the SME companies we spoke to support this view, and saw fluctuations in their fleet numbers last year, or expect to see growth in 2016. There had also been a focus on vehicle renewal, “Our fleet size has stayed the same, although we have upgraded most of our vehicles with the latest models,” says Jed Husain, fleet controller, of racecourse broadcaster RaceTech (fleet size: 20 cars, 30 vans). “We plan to increase our fleet size in 2016.” Some fleets did reduce in 2015, however; “We’ve experienced a 20% reduction in fleet size, due to the financial reductions experienced by all of the public sector,” says Mark Green, fleet manager at Royal Borough of Windsor & Maindenhead Council (20 cars, 40 vans). “New ways of working have had to be found and the reduction of our fleet has adjusted accordingly,” he adds.

Manual administration still popular Almost all of the SMEs questioned still manage mileage capture and expenses manually, citing prohibitive costs as a key reason for not investing in an online system. “Currently we use a quarterly manual return,” says Gary Chippendale, head of finance at protective cloth‐ ing specialist Respirex Ltd (10 cars, 8 vans). “I would love to use an online solution with full telematics, but the cost per vehicle per month just does not justify the expense for our fleet.” Other concerns with online systems included data security; “We deal with mileage capture using manual notification – I would consider an online system but there are suspicions surrounding confidentiality,” says Kevin Byass, director of inflatables manufacturer ABC Inflatables LTD (mixed fleet of 26 vehicles) – and the time it would take to convert to an online system. One fleet that did make the move to online systems is the Energy Saving Trust. “We have just implemented a new, online expenses/management system called Selima,” says Paul Gambrell, transport consultancy manager (9 cars). “Prior to this our expenses were dealt with using a finance system.” Other approaches to mileage capture and expense management include the use of cash allowance schemes for employees. “We have implemented a cash allowance scheme this year, so the individuals have been sorting out their own systems to record data,” explains Simon Greene, fleet manager of facilities management and building serv‐ ices company ARH Group Ltd (30 cars, 153 vans). “We would be interested in an online system to manage cash allowances if more employees take it up.” In general, the SME fleets were divided as to whether they would consider changing to an online system in the future, with a number saying they would need to do an in‐depth cost/benefit analysis before switching.

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Positive impact of driver training Awareness of duty of care and legal responsibilities was high among the SMEs, with every organisation acknowledging the legal impor‐ tance of ensuring drivers are deemed safe to be out on the road. Making provision for driver training was highlighted as a key part of the duty of care strategy for several companies, including the Institute of Advanced Motorists. “Given that we are a road safety charity, we take driver training very seriously,” says David Batten, purchasing & facilities manager at IAM (22 cars). “We provide both online and on‐road assess‐ ments and training and use our own (Fleet Management Portal (FMP)) driver risk management system for our staff.” “We are also currently implementing an online driver training programme through our new health and safety manager,” says Simon Greene. “We hope to have more detailed investigation into any accidents or incidents that occur.” Reducing insurance risk and improving fuel efficiency were cited as secondary benefits for investing in driver training. Getting drivers engaged with driver training was described as “more difficult” by a few of the SME fleets. “We have offered voluntary training, but this was not taken up by anyone,” reveals Gary Chippendale. In these cases, extra impor‐ tance is placed on the provision of fleet driver policy information. “We distribute leaflets concerning safe driving behaviour from Brake and other fleet providers on a regular basis, and insist that all vehicles are maintained to manufacturer’s recommendations,” he adds. “All drivers’ licenses are checked annually for validity to ensure compliance.”

Use of tracking for safety purposes Telematics units with tracking capabilities were revealed to be the most popular in‐car technology solution with the SMEs, with fleets including the Royal Borough of Windsor and Maidenhead Council citing the safety of remote workers as the key incen‐ tive for investment. Other motivations included ensuring the security of goods being transported, and the secondary bene‐ fits of improved driver behaviour on tracked vehicles. “Since installing GPS and VHF trackers on all our vehicles we have had less speeding incidents and fewer accidents on the fleet,” reveals Jed Husain. “We have one car fitted out with telematics, because the individual driver needed to be moni‐ tored,” adds Gary Chippendale. “He has now changed his habits and we are much happier with him.” Concerns about the expense of installation were high‐ lighted by the reluctant fleets as a barrier to use, but two respondents were currently in the middle of trials. “We have been looking at telematics for a couple of years and recently carried out a trial of one unit,” says David Batten. “The purpose of our trial was to understand the parameters and limitations of using telematics, includ‐ ing its programming and how this relates to advanced driving. We risk assess our drivers, rather than use telematics, or dash cams, currently, but I’ll review these options and have no objection in principle to them.” In general the fleets were not interested in the installation of advanced technology such as dash cams, although the potential safety and insurance reduction benefits were acknowledged.

Outsourcing of fleet management

Service from dealers There has been a renewed focus on winning and retaining SME busi‐ ness for a number of manufacturers over recent years, and these efforts were recognised by the SME fleets. “Considering the size of our fleet there are a number of manufactur‐ ers who try very hard to work with us and we appreciate their involve‐ ment,” says Kevin Byass. However, the praise was far from unanimous. “We find the premium brands somewhat less helpful regarding demos and maintaining contact,” he adds. This opinion about varying levels of service was echoed by other respondents. “The level of attention given greatly depends on which manufacturers/supplier you are talking about,” comments Gary Chippendale. “Jaguar Land Rover offers good service to small fleets like ours, as does Kia. BMW has recently changed tack and seems to be adopting the Jaguar Land Rover approach, but other manufactur‐ ers could do better. Service can also depend on the local dealers’ staff and how proactive they are with their prospect list.” “I receive different levels of service from different manufacturers,” agrees Jed Husain. “Renault and Iveco, for example, offer me an outstanding service. Our service levels are fine, but I do believe that other companies may not get such good service if they were very small.” Further comments that more still needs to be done to make small fleets feel valued was provided by Simon Greene, “The smaller the fleet the harder you have to push for service levels and pricing,” and Paul Gambrell, “I still believe volume unlocks greater support and discounts.”

Responsibility for managing the SME fleets was split between dedicated fleet managers and other roles as diverse as head of finance and purchasing manager, reflecting the trend for the outsourcing of fleet and grey fleet management away from the traditional fleet manager role. “We are becoming an endangered species,” comments Mark Green. “I carry out the fleet manager’s role, but with other responsibili‐ ties, for our head office building and advise on health and safety issues,” says David Batten. “There are many challenges for SME fleets, as there isn’t an individual, or ‘team,’ who just manages this area.” This issue of fleet management being assigned to adjacent depart‐ ments and a lack of consistency in approach was highlighted by Paul Gambrell, “In most SMEs we deal with, the ‘fleet manager’ role is very much a task within their greater role,” he says. “They generally have limited knowledge and little support from senior management. Maintaining knowledge of the rapidly changing environment of vehi‐ cle technology, health and safety responsibilities and fuel types are just some of the concerns. “The challenges facing smaller fleet operators are in some ways even greater than for the big fleets given the greater flexibility in operation requirements together with the ever‐increasing need to meet cost and environmental targets. It is an area that we at the EST are looking to provide greater help and support in,” he adds.

fleetworld.co.uk / 49

INTERVIEW Andy Barratt, FORD OF BRITAIN

The power of choice When you’re number one in the UK, how do you continue to grow? Ford’s Andy Barratt reckons the solution is appealing to drivers’ aspirational side. Alex Grant finds out more.

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nly half way through his first year as Ford of Britain chairman and managing director, Andy Barratt, may have taken on the role in one of the most interesting periods in the brand’s recent history. By his first anniversary, the Blue Oval will be well on its way through a major launch cycle. A process which will bolster the number‐one selling range around SUV, performance and luxury pillars, seeking renewed user‐chooser desirability in an increas‐ ingly diverse fleet sector. “We are a very good brand for taking people at the start of their motoring journey,” he says. “We bring them on through Fiesta, through Focus, they may get to Mondeo. Then they reach a tipping point in their earnings and they decide that they may wish to defect because there is not a Ford that will take them on.” Behind the glitz of new product launches, dealer invest‐ ment is also underway. There are now around 60 Ford Stores in place, sales podiums for the Mustang, the Focus RS and its new Vignale luxury sub‐

brand. The aim is to reach 80 by the end of the year, putting 90% of the UK population within an hour’s drive of their nearest one. But it’s Vignale that Barratt says is becoming a common topic for conversation. Launching with the Mondeo, closely followed by the S‐Max and – though he wouldn’t conﬁrm either way – the Edge SUV, it’s an attempt to retain drivers who would otherwise move to premium brands. “If I go back far enough in my history, to when I was Mondeo brand manager, in around 1999 we were selling 100,000 Mondeos alone. We’ve had real compression, and it’s market forces not lack of desire for the car. The premium part [of the D‐segment] is pretty constant but segment pressure is driving non‐premium down.” Vignale models are built to order, on a speciﬁc line at Ford’s Valencia plant, getting acoustic glass, soft leather trim on the doors and dashboard, and unique bodystyling, colours and wheel options. It’s a step up for the Mondeo, but with 70% of UK customers opting for Titanium models, it’s perhaps not as much of a stretch as it sounds. “Vignale is the highest expression of luxury for Ford in

“Vignale is the highest expression of luxury for Ford in Europe.”

fleetworld.co.uk / 51

→

INTERVIEW Andy Barratt, FORD OF BRITAIN

Cultivating relationships Vignale offers high levels of customer service to encourage brand loyalty. explains Barratt. “But it’s space that we’ve already → Europe,” occupied with Mondeo in the past. If you look at the price points where we are with Titanium X Sport, which we sell in huge numbers, and Titanium X, Vignale is in the same space.” Perhaps a little like Ghia once was? “Consumers’ tastes have changed. At the premium end you can have luxury or sport, where if you go back to Ghia it was just luxury. So it won’t do the volumes a Ghia would’ve done, nor should it because there is that fragmentation of choice and series that’s happened over time.” Vignale is also about customer service, he says. Services such as collection and delivery, complimentary washes and a bespoke app, a dedicated Vignale ‘relationship manager’ for one‐to‐one contact and possibly access to other cars on short‐term loan if required. “These people are successful, they’re time poor. The more we can take away a lot of their motoring challenges around servicing, ownership, purchase, the easier we can make the experience and the more relevant we make ourselves. “What you’ve got is proactive relationship, not a reactive rela‐ tionship. The traditional dealer model is promiscuous. This should be enduring, it should be a love affair. We’re not doing the high discount fast‐turn ﬂeet business, we’re doing a high quality product with a quality sales process. It’s a really differ‐ ent proposition for Ford, we’re really excited about it.” However, it’s SUVs which are expected to drive volume. Kuga sales have trebled to over 30,000 units since the new model was introduced in 2013, and its US counterpart, the Escape, was recently updated – so expect a refreshed version later this year. It will join an updated Ecosport and a Europeanised version of the Edge large SUV, and sales are expected to reach around 45,000 units by the end of the year. “In the SUV space we’re very active – it’s the fastest‐growing space in the market. The Kuga SUV space is as big as what was the Focus market historically, so it’s growing exponentially. That SUV midsize market is as big in ﬂeet and retail, so it really is a linear growth that you see.” Ford’s performance products are also showing strong poten‐

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tial. The Focus ST gained a diesel engine earlier this year, and the 6,700 sold to the end of October are a near three‐fold increase on 2014 full‐year ﬁgures, with 45% opting into the 2.0 TDCi version and 70% of those going to ﬂeets. That’s higher than the Focus range as a whole. “Historically, Ford has always owned affordable performance in the UK. The Focus ST diesel has really brought that corpo‐ rate sector alive, contract hire customers absolutely adore this,” says Barrett, adding that there are opportunities among SMEs, including for the Mustang. “If you talk to the RV providers, they see [Mustang] higher than list. I’ve proved to the guys at CAP recently that the old [Focus RS] is going for list today. If you bake that kind of depre‐ ciation in, an affordable lease should be very achievable when I look at competitive products. If I’m an SME and I’m success‐ ful, then why shouldn’t I have a performance car?” But it doesn’t have to be user‐choosers. “We’re currently building a Mustang police car, because they need high‐perfor‐ mance, fast‐reaction road vehicles. So why wouldn’t a Mustang serve that purpose? We’re going to put it out as a demo and we’ll get the feedback.” Ultimately, though, it’s broader appeal rather than a shift of positioning that Ford is seeking: “We don’t want to be premium, but we do want to compete with the premiums. I think that’s really key, it gives people an alternative choice. Not everyone wants to go and have a premium brand on the drive, and some people are incredibly happy and familiar with Ford.”

QUITTING LETS NICK BREATHE EASY

Aiming to halve corporate emissions and save £140,000* on contract hire and fuel. By quitting a conventional fleet for petrol full hybrids, Nick is helping to cut Itec’s CO2, NOx and particulate emissions by 50%. Thanks to lower BIK, drivers will also pocket average tax savings worth £1,200 each over the next three years. And, as contract hire and fuel costs will also fall by £140,000, Nick can breathe easy too.

Read Nick’s story at quitclub.org.uk

Nick Orme, CEO, Itec

brilliant for business

*Saving based on switching original VW diesel fl eet to Toyota and Lexus hybrids.

FEATURE Taxation & Funding

Fleet management what’s next? It’s hard enough running a fleet, but Professor Colin Tourick reckons the next step for many fleet managers will be full mobility management too.

s a fleet manager you have some clear priorities. You need to keep your staff mobile so they can do their jobs effectively; ensure that the cars and vans they choose are appropriate for the jobs they need to do; keep costs to a minimum; handle a lot of admin (parking fines, driver licence checking, etc); manage relationships with suppliers (which might include a leasing company, broker, dealers, manufacturers, insurance broker, etc); keep abreast of a wide range of regulatory issues (health and safety, tax, lease accounting, etc); keep drivers happy and strike the right balance between the needs of all your stakeholders including your company’s employees, shareholders, manage‐ ment, HR director and FD. You probably outsource some of this work to expert third parties but being a fleet manager is still hard work. The purpose of this article is to highlight a change that is beginning to happen and which could make your stakehold‐ ers happy. Though I’m not sure it’s going to make your life any easier. Historically, a fleet manager would either buy or lease company vehicles and would probably outsource the main‐ tenance and administration to a leasing or a fleet manage‐ ment company. A whole industry – the fleet industry – has grown up to help fleet managers in their role. Manufactur‐ ers, dealers, quick fit companies, roadside assistance compa‐ nies and other suppliers are attuned to your needs and will do all they can to make your life easier. If you lease your cars it is quite likely that your leasing company gives you access to online tools to help you do your job more effectively: obtaining quotes, downloading P11D information, keeping tabs on who is driving which vehicle, seeing which cars will need defleeting soon, and so on. These tools and services have been refined over decades and in general are very good.

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However they were designed to answer one basic question that every fleet manager asked; “What’s the best way to fund and manage our company vehicles?” Now there’s a new question that fleet managers are asking; “What’s the best way to meet our company’s mobility needs?” Mobility – it’s a word that keeps on popping up in fleet circles nowadays and if you haven’t considered it now may be a good time to start. Your employees need to use their company or private (grey fleet) cars for business journeys but you need them to think before they jump behind the wheel every time they go from A to B. Is this journey actually necessary? Is videoconferenc‐ ing a viable option? Would it be realistic to go by public transport? Could they share a car or use a pool car? Or if they don't have a company car and are thinking of renting a car, could they use another employee's company car instead? Would a car club car be a viable option? It would be great if they could think through these options and then make the conscious decision to use their company car or personal car if – and only if – that was indeed the best option. What do we mean by the ‘best’ option? The best option is probably the one that offers the best trade‐off between cost, emissions, journey time and hassle value. And the calculation of this trade‐off will probably differ wildly between different businesses. There’s no point an employee saving £5 off the cost of a journey if the decision‐making process is so complex that they end up spending more than this in time‐cost whilst making the decision. And there’d no point saving a few g/km of CO2 by using a lower‐emission car if the overall journey is going to take an extra hour (and risk leaving the driver stranded at a train

station for another hour if they miss their connection). Though of course it may well be that a rail journey will be a more effective option than a car journey even if it does take much longer, because the employee can work on the train but cannot do so when driving a car. For some companies (especially those in heavy industries where emissions are the subject of great scrutiny), CO2 ‐ or NOx‐reduction might be very highly weighted in this trade‐ off calculation, whereas in other industries cost‐reduction might be more important. So there are all of these trade‐offs that need to be consid‐ ered in designing a system – a mobility system – to optimise cost, emissions, time etc. Unfortunately there is at present no system out there that can help fleet managers automate this decision process and then organise the journeys. It would be great if a driver could go onto their company’s intranet, key in the details of the journey they want to take and be told the optimum way to travel. It would be even better if the system then gave the driver the option to click a button that would automatically book the railway ticket, reserve the pool car, book the car share or do whatever else was then necessary to make the journey happen, whilst simultaneously registering the cost‐savings

and CO2‐reduction that had just been achieved. And whilst taking into account the company’s travel rules, which would include decisions on how to deal with the trade‐offs referred to above. Whilst there is no such comprehensive system available today, partial systems do exist and a lot of companies are working on comprehensive solutions. A truly comprehensive solution would need to hold a list of employees (including their home and office addresses), details of the business and personal cars that are currently available to be driven on business journeys (including cost per mile and CO2), the current location of those cars (derived from telematics units), live links to external suppliers (eg daily hire company, car club, rail company etc) and links to live traffic and transport timetables (such as on Google Maps). If you like the idea of such a system, have a chat with your leasing, car rental or fleet software company and ask how they can help you move forward in this new era of mobility management. Colin Tourick Grant Thornton Professor of Automotive Management, University of Buckingham

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MARKET OVERVIEW Risk Management

AA DriveTech

DriveTech Employers have a duty of care for staff who drive for work. As one of the UK leaders in road risk management and driver education, AA DriveTech works with you to deliver driver risk management solutions throughout the UK. This includes ‘driving for work’ programmes, action plans, licence validation, driver assessment (paper, on road and online) as well as in-vehicle and workshop training for all vehicle drivers including Driver CPC. Visit our website to find out what our customers have achieved from implementing occupational road risk strategies with us. Case studies include: • Becton Dickinson • Center Parcs • Cordek • Dow • Feedwater • Shred-it Contact: Sam Harris-Jones tellmemore@AAdrivetech.com www.AAdrivetech.com/fleetsafe

Tel: 01256 495732

Bill Plant Ltd Bill Plant Ltd is DVSA accredited fleet training company and offers a nationwide Proactive Approach to Occupational Road Risk with driver training products and services specifically designed to meet business needs, assist companies make substantial saving in fleet operating costs and give peace of mind. Fleet driving Training is all about driving in a safer and more efficient way, both the employee and business benefits. Pre and post-employment Driver Assessments are a simple tools to enable business pre-empt incidents. We are now able to offer driver training courses specifically designed for drivers of plugin hybrid and full electric powered vehicles. Contact: Karen Mitchell fleet@billplant.co.uk

Tel: 01765 645023 www.billplant.co.uk

ALD Automotive The ALD Automotive group is the second largest vehicle leasing operation in Europe and manages over 1 million vehicles across 40 countries worldwide. Within the UK ALD is widely recognised as one of the industry’s leading service providers, with a proven portfolio of award winning products for major plc’s, small businesses and individual drivers alike. An integral part of ALD’s product range is its award winning DriveSafe programme offering a straightforward, practical and cost effective solution to help establish a lasting road risk reduction programme for all employees who drive on business. Utilising the expertise of specialist partners DriveSafe provides a comprehensive and co-ordinated solution, all managed under ‘one roof’ and uniquely delivered via ALD’s threesixty online portal. Contact: Helen Fisk helen.fisk@aldautomotive.com www.aldautomotive.co.uk

Tel: 0370 00 111 81

Cardinus Risk Management Driving for work introduces a high level of risk to your organisation. The many and varied risks posed by business drivers requires a diverse and flexible solution to reduce and manage that risk. Cardinus Risk Management is trusted by many blue chip, insurance, vehicle leasing companies and breakdown services and has built up an enviable reputation of being able to provide all types of fleet risk management products including: • Online driver training • Driver risk assessment • In-vehicle driver training • Licence checking • MOT and business insurance validation • Fleet risk management consultancy. All Cardinus fleet services can be used individually to meet specific requirements or combined to provide a complete managed service. Contact: Aden Deubert info@cardinus.com

Tel: 0207 469 0200 www.cardinus.com

Interactive Driving Systems IAM Drive & Survive IAM Drive & Survive is one of the UK’s leading Driver Risk Management and Driver Training providers and is the commercial subsidiary of the IAM (Institute of Advanced Motorists), the UK’s largest independent road safety charity. Whether you need to mitigate the risks faced by your drivers, achieve duty of care or environmental objectives or simply reduce fleet costs, IAM Drive & Survive is THE organisation to talk to for: • Company drivers policies and procedures • Driving licence checking • Driver risk assessments • Driver seminars, workshops and talks • On-road driver training • Grey fleet management Contact: Daniel Tyler Tel: 020 8996 9722 daniel.tyler@iamdriveandsurvive.co.uk

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Interactive Driving Systems provides research-led fleet risk management solutions. Our Virtual Risk Manager tool is proven - with 1,000,000+ car, heavy and light commercial, bus, two wheeler and lift-truck drivers, riders and operators registered across 90+ countries. Organisations of all types and sizes are supported to lead their people to safety, leading to reductions in collisions, costs and non-compliance. The best way to experience our programs is via a live demonstration followed by a pilot study. More information, including a number of highly successful case studies of British Telecommunications, Nestlé, Transport for London and ASDA are shown at www.virtualriskmanager.net Contact: Andy Cuerden Tel: + 44 (0) 1484 551070 andy.cuerden@virtualriskmanager.net www.virtualriskmanager.net

Do you offer on-line irsk Assesment?

Do you offer psychometric driver profiling?

Do you offer risk assessment as part of your programme?

Do you offer an on-the-road driver training programme?

Do you offer a classroom-based driver training programme?

Do your instructors provide a demonstration drive?

Do you offer a vehicle inspection service?

Do your instructors carry out a driver eyesight test?

Do you offer a licence checking facility?

Do you offer nationwide trainer coverage?

Do you offer training for all vehicle types?

Do you offer Post Accident investigations training?

Do you offer e-training as part of your programme?

FLEETW RLD

AA DriveTech

✔

ALD Automotive

✔

Bill Plant Ltd

✔

Cardinus Risk Management

✔

IAM Drive & Survive Ltd

✔

Interactive Driving Systems

✔

Mac GB Ltd

✔

ROADMARQUE®

✔

Key to services

✔

Service provided

Service unavailable

Mac GB Ltd

ROADMARQUE®

Every company has a corporate responsibility and duty of care for employees who drive for work. As a leading UK provider of Occupational Road Risk (ORR) solutions, from online risk profiles to on road training, Mac know that a sustained campaign on ORR solutions, linked with the company’s health and safety policy, will have an immediate impact on: • Drivers attitude and behaviour • Reduction in incidents/related costs • Reduction in fuel consumption By using EX-POLICE INSTRUCTORS delivering INDEPENDENTLY ACCREDITED COURSES, you are guaranteed a quality assured service. COURSE FUNDING NOW AVAILABLE THROUGHT OUR PARTNERSHIP WITH THE ENERGY SAVING TRUST

Reduce risk, protect your people, save money. These are the benefits you can realise by using Roadmarque®. We understand that no two organisations’ requirements are the same. We focus on delivering the best return on investment for you, following an analysis of your objectives. Roadmarque® contains a number of elements: Compliance (licence check and grey fleet management), Mileage logs, communication, factual Driver Survey, Aptitude Assessment, Training recommendations / implementation. We don’t impose a fixed programme, but provide the flexibility for you to achieve your aims and comply with legislation. We work with organisations of all sizes delivering practical and effective solutions. As an independent provider working with many partners we guarantee that we won’t sell you what you do not need. Contact us now to find out more…

Contact: Richard Wilyman richard.wilyman@mac-hq.co.uk www.macdrivertraining.com

Tel: 01745 828180

Contact: Dr Gerhard Manogg hello@roadmarque.com

Tel: 01792 824438 www.roadmarque.com

fleetworld.co.uk / 57

our fleet Kia Sorento 2.2 CRDI KX-2 Manual

I’VE spent the last few weeks in the Sorento feeling a bit torn. On the one hand, it’s great to have fourwheel drive capability as a backup over the winter –despite the current clement conditions. But from a fleet perspective it does seem a shame to have no two-wheel drive option. The effects on fuel consumption are most obvious during my weekday, mainly urban journeys, when mpg drops to mid-20s. Come the weekend and a chance to stretch the Sorento’s legs, I start averaging late 30s for fuel consumption – not bad for a 4WD of this size and engine capacity. For fleets, one solution is to opt for the entry-level KX-1 model with its 17-inch alloys, which offers 149g/km and 49.6mpg, compared to 161g/km and 46.3mpg for our KX-2 model with 18-inch wheels. But there’s quite a jump between the two models in terms of kit, with the KX-1 missing out on niceties such as sat nav,

reversing camera and the heated leather seats. Economy figures aside, I still think our KX-2 is probably the best trim for fleets. Although it’s a bit of a shame to miss out on the KX-3 and KX-4 features such as Blind Spot Detection and Rear Cross Traffic Alert and the Smart Park Assist System, prices jump a fair bit and the KX-4 is only available with the auto gearbox, with an official combined 42.2mpg and 175g/km. Of course, with just one engine to choose from, there’s no difficult choices to be made here and the 2.2-litre is quiet and refined, helped by extra sound deadening inside the cabin. It’s also smooth and pulls well mid-range. Steering is accurate and feels nicely weighty and the Sorento also rides fairly well whilst there’s a little lean in corners, making it best as a motorway cruiser. Natalie Middleton

OTR PRICE £31,995 POWER 197bhp @ 3,800rpm TORQUE 441lb.ft @ 1,750-2,750rpm 0-62mph 9.0 seconds TOP SPEED 124mph COMBINED MPG 46.3mpg CO2 161g/km (30% BiK)

the figures

Ford Mondeo 2.0 TDCi Zetec Estate A recent 450 mile business trip taking in large chunks of the M6 and A1(M) and heading across the Peak District was the ideal opportunity to try out the Mondeo

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for comfort over a long and varied route. I’m pleased to say it did not disappoint. With a high centre console and short gear stick the driving position is a delight. I think the only time in two days of driving that either of my arms needed to be raised any higher or longer than a foot in any direction was when a sudden burst of sunshine had me reaching for my sunglasses. Also, the 8-inch colour touchscreen controlling the temperature and audio

whilst still keeping the navigation screen intact so you don’t miss any vital turns when on unfamiliar roads, is a clever idea. It also returned a steady 47.5mpg over the two-day trip. But the best thing was the lack of rest stops – I suffered from virtually no fatigue. Qualities which, after driving a 170 mile stretch of the A1(M) in the dark after a day of meetings, I reckon make this a brilliant company car. Darren Brett

Are your drivers prepared for this? And importantly... • • • •

Does your Driving at Work Policy cover adverse weather? Would your drivers cope in such conditions? Have you ever provided driver training to help? And what about all those driving their own cars (grey fleet)?

Driving in adverse weather highlights lots of issues. There’s one simple solution.

Talk to us.

PRAISE Award 2015 WINNER

Driver Policies and Handbooks DVLA Licence Checking Online Driver Risk Assessments Targeted Driver Training Grey Fleet Management

T 0870 120 2910 E enquiries@iamdriveandsurvive.co.uk

iamdriveandsurvive.co.uk

our fleet Mitsubishi L200 2.4 DI-D 4WD Barbarian Double Cab Auto MITSUBISHI got the jump on the competition when it launched the Series 5 L200 in August 2015. Over the coming months we will see new and updated pick-ups

from Nissan, Ford, Volkswagen, Toyota, Renault, Mercedes-Benz and Fiat, but Mitsubishi got there first and has led the way in the pick-up sector throughout the second half of 2015. While there have been some major changes with the latest L200, much of the good stuff from previous generations has remained. The Barbarian is still a tough, no nonsense pick-up, that feels as if it has been designed to do a job and keep on doing that job for many years to come. The changes that have been made however, have on the whole been positive. The heavily chromed grille might

not be to everyone’s taste, but the driveline that sits behind it is more powerful, much smoother and increasingly efficient as the miles pile on. Perhaps most surprisingly the truck has become a comfortable long-distance cruiser, as much as a hard-working allterrain workhorse. Whether tackling motorways, country roads or city streets, the L200 is an impressive companion. As the weather continues to deteriorate across much of the UK, it has also been providing sure-footed transportation in the worst of the winter conditions. Dan Gilkes

BMW X1 xDrive20d Sport Auto OUR X1 has come straight off the fleet used for the media launch in September, which means it’s probably one of the most highly-specced new X1 on the road. There are £12,000 of options fitted, bringing the on-the-road price to a staggering £42,745. I’ve been pondering which boxes I’d tick if I was ordering one. The BMW Navigation Plus package would certainly be on my wishlist, if mainly for the realtime traffic information service and online destination search, both of which are excellent. However, I could live without the head-up display and ability to hand-write inputs on the rotary commander if it shed a little of the £1,490 upgrade price. I’m also finding the £590 Driver Comfort Package useful – it includes all-round distance sensors, park assistance and cruise control, and all are in constant use. But adaptive cruise control seems suspicious by its absence, especially at this price. It’s another £1,150 to upgrade the

60 / fleetworld.co.uk

the figures package, as it also adds traffic jam assistance. A busy December has given plenty of opportunity to test the Harman Kardon audio system, which is part of the £990 Technology Package, but I’d probably pick and choose. BMW is one of the few manufacturers to get keyless entry and starting right, it’s worth having but only £350 on its own. The remaining £640 covers a permanently grubby reversing camera and that audio system – I’d probably put that towards the £745 adaptive LED headlights, or the £295 heated seats. I guess the disadvantage comes for those who are restricted in terms of options. The X1 isn’t sparsely equipped in standard form, navigation is standard for example, but does need a couple of add-ons to offer a premium experience for long-distance drivers. Luckily, it’s possible to do that without pushing BMW’s smallest SUV too far into the price bracket of its larger siblings. Alex Grant

OTR PRICE £32,180 POWER 188bhp @ 4,000rpm TORQUE 295lb.ft @ 1,750-2,500rpm 0-62mph 7.6 seconds TOP SPEED 136mph COMBINED MPG 57.6mpg CO2 128g/km (23% BiK)

Vauxhall Insignia 1.6 CDTi SRi Nav VX-Line

Honda Civic Tourer 1.6 i-DTEC SR HAVING a choice of coloured backgrounds on the Civic’s digital readout may seem a bit pointless, yet I’ve found a use for it. Inadvertently I’d swapped the blue background for a red one, and then forgot to change it back again. A few days later my girlfriend borrowed the Civic. Returning it, I got berated for leaving it ‘on empty’ (pot and kettle spring to mind here). She’d even put £20 of diesel in and still the ‘red light’ stayed on. Realising what she’d done, or rather not done, like bothering with the fuel gauge, I told her it needs at least fifty-quid’s worth to turn the red light off. Suffice to say, the display remains a resplendent shade of red. Danny Cobbs

Mazda CX-5 2.2d Sport Nav (2WD) AT the time of writing, we’ve yet to have an Arctic blast worthy of winter tyres, let alone four-wheel drive. Our unpredictable weather makes it tough to make a decision on either, particularly when the latter is a three-year choice for most company car drivers. I wonder how many people made a knee-jerk reaction after the snowy winters a few years ago and wouldn’t again? So while I’m conscious that spring isn’t here yet, I’m happy to have the driving position and flexibility-related plus points of a crossover, and to live without four-wheel drive for the 7mpg advantage in economy it offers. A sound choice. Anne Dopson

VAUXHALL has its work cut out in keeping the Insignia at the forefront of fleet managers’ minds. Newer models from the likes of Ford, Skoda and Volkswagen have taken the spotlight away from the venerable Insignia in the upper-medium sector, so Vauxhall has taken action to keep its model up to date with some important specification upgrades. That’s why we’re testing this Insignia – powered by the so-called ‘Whisper Diesel’ engine and also coming with the OnStar mobile wi-fi system. The 1.6-litre diesel offers 136bhp, claimed combined fuel economy of 68.9mpg and CO2 emissions of 109g/km – that latter figure can go as low as 99g/km, but our car benefits from the sporty VX-Line package which brings with it a set of tasty 19-inch alloy wheels. They certainly help make the Insignia look the part on the road, helped by the already sporty trim fitted as standard on SRi specification including body coloured front, rear and side spoilers and dark tined rear glass. But the big move forward is with OnStar, General Motors’ in-car assistance programme which comes with a wealth of functions. Firstly, it makes the Insignia a mobile WiFi hotspot and allows up to seven devices to connect to the internet. But OnStar also has some more prosaic benefits – it can help you locate your car if you’ve forgotten where you parked it, it can carry out remote vehicle diagnostics, has access to a Vauxhall adviser who can help you with locations and directions and, most importantly, can track the car if it is stolen and also alert the emergency services in the event of a crash. We’ll be trying out the full range of services (excluding, hopefully, the latter two) in coming issues. OnStar is a £395 optional extra (there is a service charge after the first year of £79, excluding WiFi services) which, along with metallic paint (£545) and parking sensors (£450) bring the price of our car up to £25,034. Julian Kirk

OTR PRICE £23,644 POWER 134bhp @ 3,500-4,000rpm TORQUE 236lb.ft @ 2,000rpm 0-62mph 10.9 seconds TOP SPEED 127mph COMBINED MPG 68.9mpg CO2 109g/km (19% BiK)

the figures

fleetworld.co.uk / 61

our fleet Nissan Pulsar 1.5 dCi N-Tec I mentioned last month that I had crossed over from the mini-crossover Renault Captur into the Pulsar, and am thoroughly enjoying my time behind the wheel. Why? Well, the Nissan, despite never being a company car to set the world on fire, kind of does everything that I could want it to do: It’s practical – easy to get in and out of, enough rear legroom for adult passengers and a boot that’s more than adequate for my requirements. It’s also very easy to park on cosy London streets thanks to a very modest footprint and an excellent reversing camera, which only loses points for getting a little too dirty a little too easily. I do genuinely enjoy driving it as well. Julian Kirk mentioned last month that it’s a car for those who aren’t really into their cars and to some extent I agree. But there are quite a few occasions, when you have a

busy work/life balance, that you really value a car that’s comfortable, doesn’t shout about its intentions and gets you from A to B with minimal fuss. On that subject, the sat nav, whilst not being as TomTom-user-friendly has been a godsend of late, and moving to another car with less equipment on board after this will be a struggle. The Pulsar’s economical too. I’m averaging around 60mpg – still some way short of the 78.5mpg combined figure – but a very respectable return for the sort of driving it’s been subjected to of late. And I’m more than happy with the 94g/km CO2 emissions figure as well, even if this does mean paying BiK at 18% from the 2016/17 tax year onwards, with the newly reinstated 3% surcharge for diesels. Luke Wikner

SUPPLIER

DIRECTORY electric vehicle charging

Europcar Tel: 0871 384 0201 www.europcar.co.uk

Promote your company here and online for just £500/year.

accident management Total Accident Management Tel: 0845 078 4157 www.totalaccman.co.uk

Selsia Vehicle Accident Centres Ltd

Tel: 0845 468 6800 www.selsia-vac.co.uk

Audi TT TDI S Line Ultra I have discovered something about myself driving the TT. I have almost completely lost the ability to park without the aid of technology. Our particular TT comes without the parking sensor option, which would cost £430, and being a spoilt car journo I can’t remember the last time I had a car without them. So I’ve got into the habit of just barreling into spaces, waiting for the beeps to go solid, and job’s a good ‘un. The TT though, offers a particular set of challenges that make parking, well, a challenge. To begin with, that beautifully shaped bodywork, which arcs down and away from the cabin, is impossible to view from the driver’s seat. The result is that I have no idea where the edges of the car are, front or rear. Then, our TT is on gorgeous 20-inch alloys, surrounded by a thin seam of rubber, the result being I am terrified of damaging them on pavement curbs. The consequence is a kind of parking ‘yips’: I’m paranoid going forward, back or sideways and so I’m inching the TT into spaces with a combination of hope, guesswork

62 / fleetworld.co.uk

and blind faith. Embarrassing. There is another effect of those alloys on everyday life. While making the car look lithe and athletic, they have a marked effect on fuel economy. I struggle to get over 50mpg, and I’m sure if I’d specified smaller wheels it would rise notably. That said, the wider contact patch of the tyres means the TT can manage its traction surprisingly well, which results in it being a hoot to drive. Steve Moody

fleet insurance Bond Lovis Insurance Brokers Tel: 08000 113 444 www.bondlovis.co.uk

insureFLEET Tel: 0333 202 3133 www.insurefleet.com

Full listings online at fleetworld.co.uk

driver licence checking Jaama Tel: 0844 8484 333 www.jaama.co.uk

FLEETW RLD SUPPLIER DIRECTORY contract hire, leasing & finance

0845 815 0019

Total Leasing Solutions for your business

Telephone 0113 250 0060

www.jct600vehicleleasingsolutions.co.uk

daysfleet.com

Contract Hire a Car Tel: 0370 218 8015 www.contracthireacar.com

Tel: 0344 824 0115 www.lexautolease.co.uk

Lex Autolease

Arnold Clark Vehicle Management

Fleet Alliance Tel: 0845 601 8407 www.fleetalliance.co.uk

Tel: 0845 603 4590 www.acvm.co.uk

daily rental

risk management

fleet management software

Arnold Clark Car & Van Rental Tel: 01786 468 700

Cardinus Risk Management Tel: 01733 426015

www.arnoldclarkrental.com

www.cardinus.com

Jaama Tel: 0844 8484 333 www.jaama.co.uk

Thrifty Car & Van Rental Tel: 01494 751 550

Bill Plant Ltd Tel: 01765 645023

www.thrifty.co.uk

www.billplant.co.uk

Chevin Fleet Solutions Tel: 01773 821 992 www.chevinfleet.com

Europcar Tel: 0871 384 0201 www.europcar.co.uk

ARI Fleet UK Tel: 0844 8000 700 www.arifleet.co.uk

Bynx Tel: 01789 471600 www.bynx.com

Vehicle Management

Zenith Tel: 0844 848 9311 www.zenith.co.uk

Promote your company here and online for just £500/year.

Enterprise Rent-A-Car Tel: 01784 221 300 www.enterprise.co.uk

MAC GB Ltd Tel: 01745 828180 www.reduceroadrisk.com

Civica UK Ltd Tel: 0117 924 2703 www.civica.co.uk/tranman

sgfleet Tel: 0845 154 0721 www.sgfleet.com

Venson Automotive Solutions Tel: 08444 991402 www.venson.com

Budget Rent-a-Car Tel: 0844 5338 08701544 56 56 56 www.budget.co.uk

AA DriveTech Tel: 01256 495732

Enterprise Software Tel: 0161 925 2400 www.essl.co.uk

www.AAdrivetech.com/fleetsafe DriveTech

Alphabet (GB) Limited Tel: 0870 50 50 100 www.alphabet.co.uk

Maxxia 020 7520 9450 www.maxxia.co.uk

SMR Autoserve Limited Tel: 0844 888 3001 www.autoserve.co.uk

Full listings online at fleetworld.co.uk

fast fits & tyres

FLEETW RLD FLEETW RLD

ATS Euromaster Tel: 0870 066 3624 www.atseuromaster.co.uk

November 2014

All that matters in

the world of fleet

interview

Michael O’Shea of

Volkswagen

stopping power

Why fleets should

check their brakes

Why fleets should check their brakes

MODE MODELPUPIL LPUPIL Behind the wheel

of Tesla’s remarkable

Drive Software Solutions Tel: 01438 317731 www.drivesoftwaresolutions.com

www.virtualriskmanager.net

IAM Drive & Survive Tel: 0870 120 2910 www.iamdriveandsurvive.co.uk

Roadmarque Tel: 01792 824438 www.roadmarque.com

All that matters in the world of fleet

Michael O’Shea of Volkswagen

Interactive Driving Systems Tel: 01484 551060

Sofico NV Tel:+3292018040

www.soficoservices.com

Full listings online at fleetworld.co.uk fuel management

misfuelling

Model S

Behind the wheel of Tesla’s remarkable Model S

2014

MPG Marathon

100mpg in real-world driving from a C-segment estate? The UK’s premier economy event sees if it’s possible...

MPG Marathon 100mpg in real-world driving from a C-segment estate? The UK’s premier economy event sees if it’s possible...

fleetworld.co.uk fleetworld.co.uk

AFF Tel: 0844 879 4770 www.autofuelfix.com

For more information, please contact Tracy Howell on 01727 739160 or email

euroShell Card Tel: 0800 915 6021 www.shell.co.uk/euroshell

tracy@fleetworldgroup.co.uk

telematics & tracking

Teletrac Navman Tel: 0345 604 8813 www.teletrac.co.uk www.navmanwireless.co.uk

TRACKER Network (UK) Limited Tel: 0845 604 6091 www.TRACKER.co.uk

BOX Telematics Tel: 0330 333 4118 www.boxtelematics.com Trakm8 Tel: 0330 333 4120 www.trakm8.com

www.quartix.net Tel: 0870 013 6663

Telogis Tel: 0203 005 8805 www.telogis.co.uk

WEX Europe Services Tel: 0800 626 672 www.wexeuropeservices.com

MiX Telematics Europe Tel: 0121 717 5360 www.mixtelematics.co.uk

Fleetmatics Tel: 0800 975 4566 www.fleetmatics.co.uk

The Fuelcard Company Tel: 0845 073 0873 www.fuelcards.co.uk

Airmax Remote Limited Tel: 01932 504300 www.airmaxremote.com

Promote your company here and online for just £500/year.

Tel: 0345 055 8555 Ctrack www.ctrack.co.uk

BP Oil UK Ltd Tel: 0845 603 0723 www.bpplus.co.uk

fleetworld.co.uk / 63

Fleet World Group

International Fleet World

The Fleet Show

EV Fleet World

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THE online resource for fleet decision-makers

Join us on Linkedin Fleet World Group

MPG Marathon

VAN

January 2016

FLEETW RLD

p71 Vauxhall’s Vivaro Combi builds on the strengths of its award-winning mid-weight van.

at a glance driven... Isuzu D-Max Fury & Vauxhall Vivaro Combi

plus... Contract Hire and Tevva’s cure for range anxiety

vanfleetworld.co.uk

COMING SOON Electric LCV

Tevva delivers cure for range anxiety A range-extending diesel engine could make an electric truck a viable proposition, says Dan Gilkes. SECTOR Light truck PRICE £40,000–£60,000 + battery lease GVW 7.5 tonne PAYLOAD 2,700kg plus body

he problem with a conventional electric truck is that the weight of batteries required to offer a credible range, would use up almost all the avail‐ able payload. The answer, according to Essex‐based Tevva Motors, is a range extender. Rather than opting for some form of hybrid drive using the truck’s standard 3.8‐litre engine, Tevva has equipped the vehicle with a compact 1.6‐litre van diesel from Ford. The engine is not used to drive the wheels at all. Instead it runs a 74kW generator, that produces elec‐ tricity stored in two banks of lithium‐ion phosphate bat‐ teries. These batteries can be charged in three hours on a standard three‐phase electrical supply and provide up to 100 miles of electric drive range. The diesel engine can be used to replenish the energy stored in the batteries while on the move, extending the available range as long as the driver has access to a diesel pump. Tevva has developed a Predictive Range Extender Management System (PREMS) that can be used to plan the following day’s deliveries and make the most efficient use of the varying energy systems. “Around 90% of 7.5 tonne trucks are back to base use, so you can upload the route and PREMS will calculate

66 / vanfleetworld.co.uk

how much energy is used in that day,” said programme manager Richard Lidstone‐Scott. PREMS works out when the diesel engine should be running to charge the batteries while the truck is driving outside an urban environment, to ensure that it can com‐ plete its mileage within a low emission zone without having to start the engine. The engine has three operating modes. There is a low noise setting, where it runs at a steady 1,300rpm to charge the batteries quietly. A high efficiency setting lifts that to 2,000rpm for rapid recharging, while a high power setting will run the engine at 3,200rpm, to provide enough energy to drive the truck in the event of completely depleted batteries. The Tevva is built using a chassis from China’s second largest truck manufacturer JAC. Around 90% of the vehi‐ cle will be constructed in China with the installation of the electrical components in the UK. The truck would then be sold as a Tevva in the UK, and as a JAC in China. However Tevva is also investigating retro‐fitting its driveline into existing working trucks. The company cur‐ rently has a range‐extender prototype under test by delivery giant UPS, based on one of its Mercedes‐Benz Vario vans. So does it work? The answer is an unequivocal yes.

Though only the firm’s second prototype the Tevva truck is nicely put together and feels almost production‐ready. There are various odd wires and controls in the cab at present, to allow the engineering team to start the engine on demand and to monitor systems, but it’s easy to see a finished product underneath. Tevva is using an electrically‐powered power steering pump and compressor for the air brakes, both of which function on demand to minimise the drain on the batteries. At present a diesel‐powered Webasto cab heater is incor‐ porated, though the ﬁrm is working on an electric system. The truck even features a smart DPF for the Ford diesel engine, as its fixed speed operation and lack of transient running allow very accurate exhaust additive dosing. That said, the firm will move to Ford’s Euro 6 1.5‐litre diesel by the time a production model is built. Top speed has been set at 50mph but as with all elec‐ tric vehicles maximum torque of 1,800Nm is available from standstill, making for rapid acceleration. Regener‐ ative braking means that the driver need hardly use the foot brake in urban driving, extending component life. Electric only range has been predicted at 100 miles, while customers should see up to 250 miles with a 40‐litre diesel tank or up to 370 miles if they opt for a 75‐litre tank. That said of course, long distance work is not the intended use. Being able to run outside the city centre with the generator operating and then slip silently into urban traffic on full electric drive is the truck’s forte. Tevva is predicting a production price of £40,000‐ £60,000, plus a battery lease. The company says that an operator covering 150‐200 miles per day should see pay‐ back within five years on a new truck, though the retro‐fit option promises a far faster return on investment.

Though still 24 months from full sales, Tevva is currently looking for a production site. “We are gearing up for production, that’s how close we are,” said Mr Lidstone‐Scott. “We will sell it as a chassis cab, so the operator can put whatever body they like on it. We will make sure there are feeds and mounting points for body builders. “Even if you only use the range‐extender for one mile a day, you will have used maximum mains electricity,” he said. “Plus you’ll never run out or break down.”

what we think The Tevva truck combines impressive payload and performance with a comfortable driving environment. If the figures stack up when it hits production, the range extender definitely has a place in urban delivery fleets.

vanfleetworld.co.uk / 67

inbusiness

Renault to build D2m in right hand drive

enault Trucks will re‐enter the UK 7.5 tonne truck market in 2016, with the launch of a smaller D series truck with a 2m wide cab. The firm currently sells the D2m in Europe with gross weights of 3.5‐7.5 tonnes, though its smallest right‐ hand drive model is the 2.1m wide cab D series at 10‐18 tonnes GVW. The news comes on the back of an excellent year in the UK, with sales of both heavy trucks and LCVs rising steadily ahead of the market. “We’re having a fantastic year,” said group managing director Arne Knaben at a press event in December. “Our truck sales have more than doubled, with more than 1,500 tractor units sold and an 84% rise in sales of our construction range.” It’s been a similar story at the lighter end, with Renault Trucks selling more than 1,450 Renault Master vans and chassis, up from around 650 the year before. As part of the Volvo Group, Renault Trucks is not part of the same business as car and van manufacturer Renault, though it sells the Master range through all of its 62 truck sales outlets across the UK. Traditionally up to 80% of the

firm’s Master sales have been panel vans, but LCV manager Richard Cham‐ berlain says that is changing. Indeed with the launch this year of the firm’s Ready For Business range of bodied tippers, dropsides and Luton vans, the mix has turned around completely. Further growth is planned for 2016, as Renault Trucks looks to build on current success. “In LCVs we plan to grow with the launch of a full contract hire offer,” said Mr Chamberlain. Unlike the heavy truck market, where Renault is currently financing up to 50% of sales in‐house, the firm will tackle the LCV leasing business in partnership with an established leas‐ ing concern, though no company has been named yet.

eugeot, Citroën and Toyota have taken the wraps off the new Space‐ tourer, Traveller and Proace people carriers. Initially to be unveiled at the Geneva Motor Show in March, all three will form the basis of panel vans later in the year, replacing the long‐running Peugeot Expert, Citroën Dispatch and more recently Toyota Proace LCVs. The three vehicles will be built at PSA’s Sevelnord plant in France. Fiat Professional mid‐weight Scudo van is no longer part of the Sevelnord group, as Fiat has opted instead to base its next medium commercial on Renault’s Trafic model. “We are delighted to present these

68 / vanfleetworld.co.uk

bitesize stories from a month in the van fleet world...

One million Vivaro's for Luton Vauxhall has built the one millionth Vivaro van at its Luton plant. As the UK’s largest van builder, Vauxhall secured the latest Vivaro at Luton in 2014, grabbing a £185m investment from parent GM as part of the 10-year deal. The 1,000,000th van has been delivered to BT Fleet, the firm’s biggest Vivaro customer. “We have purchased 13,368 Vivaros from Vauxhall over the past 11 years and they have served us well,” said BT Fleet’s Mike Langford.

Volkswagen adds to petrol offering

New mid-weight for PSA/Toyota trio

inshort

three new vehicles, the result of the co‐ operation with Toyota Motor Europe,” said Patrice Lucas, PSA Peugeot Citroën head of programme and strategy. “This agreement has enabled us to develop a new and efficient vehicle plat‐ form, offering our customers around the world modern products which are partic‐ ularly competitive in their segment.” “Both teams worked very hard together and at individual brand level and I am confident that our distinctive new van with all its variants will strengthen the Toyota light commercial vehicle offer in Europe,” said Johan van Zyl, Toyota Motor Europe’s president and CEO.

Volkswagen Commercial Vehicles is to offer a range of Euro 6 petrol engines in Caddy and Caddy Maxi vans. The entry-level petrol engine is a 1.2-litre TSI with 84hp, offering up to 50.4mpg and 131g/km of CO2. Next up, rather confusingly, is a 1.0litre TSI engine with 102hp, delivering 53.3mpg and 123g/km. Top of the range will be a 1.4TSI engine with 125hp, plus a claimed 47.9mpg and 136g/km. The two smaller engines will drive through a five-speed manual gearbox, while the 1.4TSI can be ordered with a six-speed manual or a seven-speed DSG gearbox.

FORS to offer free CPC training The Fleet Operator Recognition Scheme (FORS) has announced the availability of 100 free, fullyaccredited driver Certificate of Professional Competence (CPC) Staying Legal courses. The courses are available until April 30, 2016, to FORS-accredited operators, who will only have to pay the DVSA’s £8.75 upload fee.

DIARY DATE

THE GREATEST SHOW IN FLEET

SILVERSTONE CIRCUIT

11TH MAY 2016

Find out more at thefleetshow.co.uk

Isuzu D-Max Fury

High trim levels can carry a stratospheric price. Not so Isuzu’s D-Max Fury, says Dan Gilkes.

he pick‐up market is no stranger to luxury specification levels, with leather‐trimmed and alloy‐wheeled special editions from the majority of manu‐ facturers. Those models often sit at the top of the range and are usually the preserve of the fleet manager or the owner driver. Isuzu’s D‐Max Blade is a case in point, originally launched as a high specification limited edition, it has proven so popular that it now occupies a place at the top of the D‐Max line‐up. It also costs a hefty £25,999 with a manual gearbox or £26,999 for the auto. So what if you like the look, but don’t want to dig that deep into the company’s finances? Isuzu’s answer is the D‐Max Fury, a special edition that boasts all the appear‐ ance and attitude of a top‐spec model, with‐ out the financial penalty. Fury is based on the firm’s Eiger double cab pick‐up, which sits towards the lower end of the firm’s premium range of pick‐ ups, with styling cues from Isuzu’s Fury BCCC racing truck. It comes equipped with around £2,000 of extras, yet it starts at a far more palatable £19,999. For that you get a Magma Red metallic paint finish, with 17‐ inch grey alloys and 255/65 Pirelli Scorpion tyres. The truck also comes with a dark grey grille, black door handles and rear bumper and grey heavy‐duty side steps, plus a red Isuzu logo on the grille. The red theme continues inside, with coloured stitching on the steering wheel and gear lever leather, plus logo’d carpet mats. Customers can also upgrade the inte‐ rior to include black and red Fury leather,

70 / vanfleetworld.co.uk

what we think Pick-ups remain a popular choice among business users, even if they don’t need all that capability. Offering the look without the price, Isuzu should have little trouble selling it.

specification MODEL

Isuzu D-Max Fury Double Cab Manual BASIC PRICE £19,999 ENGINE 4-cyl/2,499 cc FUEL INJECTION Common-rail POWER 163hp @ 3,600rpm TORQUE 400Nm @ 1,400-2,000rpm Weights (kg) GVW 3,050 KERB WEIGHT 1,978 PAYLOAD 1,072 MAX TRAILER WEIGHT 3,500 Dimensions (mm) LOAD SPACE LENGTH 1,552 LOAD SPACE WIDTH 1,530 LOAD HEIGHT 830 LOAD VOLUME 2.37 m3 Cost considerations COMBINED CO2/MPG 192g/km/38.7 mpg OIL CHANGE 2 yr/12,000 miles WARRANTY 5 yr/125,000 miles

though that will add £1,325 to the asking price. The specification also includes a reversing camera that displays its image in the rear view mirror. As with the regular Eiger model the Fury gets air conditioning electric windows all round, front, side and curtain airbags, plus heated folding door mirrors. The truck has a Double DIN stereo with USB and Blue‐ tooth connectivity. Isuzu can also provide an integrated tachograph, in a pod on top of the centre of the dash, for those customers that need to tow for business. All D‐Max models share a market‐leading 3.5 tonne towing capability, plus of course the ability to carry over 1‐tonne in the back, making the truck a true workhorse. Under the bonnet all D‐Max models share a 2.5‐litre twin turbo diesel engine, delivering 163hp and 400Nm of torque. Isuzu claims up to 38.7mpg and 192g/km of CO2 should be possible and we have certainly come close to that in the past. This engine certainly has the power to provide rapid acceleration and an easy cruise, particularly with the auto box. It looks like UK buyers will have to wait until the 2017 model year for a new D‐max with an upgraded Euro 6 engine, though the truck has been seen in Thailand recently. You can however choose between a six‐speed manual gearbox or a five‐speed automatic transmission, adding another £1,000 to that list price. D‐Max trucks come with the firm’s five‐ year/125,000 mile warranty, offering peace of mind for business users, while service intervals are set at 12,000 miles/two years.

Vauxhall Vivaro Combi

Capable of carrying nine, with the versatility of a panel van, Dan Gilkes takes a ride in the Vivaro Combi.

he double cab has become an increasingly popular layout for those looking to carry a combination of people and goods, with a second row of seats and a dedicated load area behind. Those looking for additional people‐carry‐ ing ability will be more tempted by the full‐ on Combi though. Vauxhall’s Vivaro Combi can be had on L1 and L2 chassis, both offering nine seats in three rows of three. Unlike a double cab, the Combi is a fully glazed bus, with roof lining and floor coverings running the full length of the vehicle. The second row of seats has a 60/40 split folding backrest, while the rear bench can be folded and tumbled forward to create more luggage space. Unusually, only the left hand mid‐row seat folds forward, to provide access to the rear seats. While this ensures that rear seat passengers load from the kerb side it could limit versatility, given that there are sliding doors on both the left and right of the van. If required both second and third row seats can be removed completely, to max‐ imise the load space. However on this L2 chassis there is a huge amount of storage space already, even with the rear seats in place. Certainly an airport hotel shuttle or similar minibus operation should find more than enough room for cases when carrying eight passengers. The second generation Vivaro is a good looking van, both inside and out. Our test vehicle had been enhanced with the optional Appearance Pack 2 (£1,188) including body coloured front and rear

what we think Vauxhall’s Vivaro Combi builds on the strengths of its award-winning midweight van. In L2 layout in particular there is plenty of room to carry people and their luggage in comfort.

specification MODEL

Vauxhall Vivaro Combi L2H1 2900 1.6CDTi BASIC PRICE £27,719 ENGINE 4-cyl/1,598 cc FUEL INJECTION Common-rail POWER 115hp @ 3,500rpm TORQUE 300Nm @ 1,750rpm Weights (kg) GVW 3,020 KERB WEIGHT 1,901 PAYLOAD 944 MAX TRAILER WEIGHT 2,000 Dimensions (mm) LOAD SPACE LENGTH 1,136 LOAD SPACE WIDTH 1,662 LOAD HEIGHT 552 LOAD VOLUME 1.8-4.0 m3 Cost considerations COMBINED CO2/MPG 174g/km/42.8 mpg OIL CHANGE 2 yr/25,000 miles WARRANTY 3 yr/100,000 miles

quarter bumpers, wheel trims, front fogs and LED daytime running lights. A leather‐ clad steering wheel, embossed seat trim, chrome‐effect instrument surrounds and a lidded storage compartment complete the pack inside the cab. The test van had also been equipped with a sight and light pack (£235), air con‐ ditioning (£756), a Flexdock smartphone docking station (£30) and a nav package (£995), pushing the on‐the‐road price way north of £30,000. Our Combi was a pre‐2016 model year van, so came powered by the 115hp Euro 5 version of Vauxhall’s 1.6‐litre CDTi engine. However given its people‐carrying abilities, all 2016 model year and beyond specifica‐ tion vans now boast a Euro 6 motor, offer‐ ing 95hp in single turbo and 125hp in bi‐turbo forms. Both Euro 6 engines come with Start/Stop as standard, while the 125hp engine is sup‐ plied in full ecoFLEX trim. The lower pow‐ ered engine boasts 44.8mpg with 164g/km of CO2 while the higher powered twin turbo promises up to 49.6mpg and 149g/km. With either engine the Combi should deliver an easy, comfortable drive, with plenty of pulling power and competitive economy. The additional sound deadening and body lining material that comes with the people‐carrying layout also make the Combi a very quiet van to drive and ride in. Which is the point of course, the Combi is as much about the passengers as it is the driving experience. Certainly if you had to travel in the back of the Vivaro Combi, it would be no hardship.

vanfleetworld.co.uk / 71

MARKET OVERVIEW Contract Hire, Finance & Leasing

ALD Automotive The ALD Automotive group is the second largest vehicle leasing operation in Europe and manages over 1 million vehicles across 40 countries worldwide. Within the UK ALD is widely recognised as one of the industry’s leading service providers, with a proven portfolio of award winning products for major plc’s, small businesses and individual drivers alike. Our LCV team are able to support all elements of LCV acquisition, conversion and up time management regardless of fleet size. With innovations such as our award winning ProFleet2 telematics proposition, ALD can help manage LCV fleets and reduce cost. ALD holds both ISO 9001 and ISO 14001 accreditations. Contact: Matt Dale, LCV Operations Manager Tel: 0370 00 111 81 www.aldautomotive.co.uk matt.dale@aldautomotive.com

Vehicle Management

Arnold Clark Vehicle Management Arnold Clark Vehicle Management is one of the UK’s premier vehicle leasing companies. We’re a family run business – small enough to deliver a uniquely personal experience, yet big enough to deliver the professional fleet management you need. We are the largest dealer-based leasing company in the country and we have a characteristic no-nonsense business style. Because we’re totally independent, you can always rely on us to provide unbiased advice. We’ve helped corporate clients, small businesses and government departments realise genuine savings and improvements in productivity. We listen, and we’d welcome the chance to work with you. Contact: Calum Ewart calum.ewart@arnoldclark.co.uk

Tel: 0141 332 2626 www.acvm.co.uk

Fleet Alliance Limited Fleet Alliance is an award winning fleet management provider, offering contract hire, leasing and a complete range of fleet solutions. We manage in excess of 18,000 vehicles on behalf of corporate clients. Our market-leading Fleet 360 model provides the best combination of products and advice delivered through our cloud-based fleet management system, e-fleet, and our award-winning smartphone app, e-fleet mobile. Recent awards successes include: • Top 10 UK Best Place to Work – Great Place to Work awards 2015 • Excellence in Leadership Award – Great Place to Work awards 2015 • Customer Focus (Finalist)/Employer of the Year (Finalist) – National Business Awards 2015 • Excellence in Customer Service Award Winner – Glasgow Business Awards 2015 • Small Leasing Company of the Year 1000+ fleets – Business Car Manager Awards 2015 • Customer Service Excellence Award Winner- Business Car Manager Awards 2015. Contact: Grant Boardman Tel: 0845 601 8407 grant.boardman@fleetalliance.co.uk www.fleetalliance.co.uk

Days Fleet Since 1998, Days Fleet has been providing fleet solutions to organisations in the private and public sector all across the UK and has grown to become one of the country’s leading independent vehicle funding, leasing and fleet management companies. We have the flexibility and the desire to deliver an outstanding service to fleets of all sizes. With no affiliation to a bank or vehicle manufacturer, we are well placed to offer impartial advice and to recommend the optimum fleet solution tailored to you. At the heart of all of our services are our experienced, dedicated team who work to meet all of your fleet requirements. Contact: Neil Vaughan neilvaughan@daysfleet.com

Tel: 0845 2172 608 www.daysfleet.com

Fleet Hire

Lex Autolease is also the UK’s leading specialist commercial vehicle provider. We know this industry better than anyone. We’ll build the perfect commercial vehicle solution for your business and overcome your unique challenges in the process. By bringing together extensive expertise, innovative service and a comprehensive range of vehicles, Lex Autolease consistently adds value to your business. From Driveaways for SMEs, to our industry-leading Business Critical 24/7 proposition for mega-fleets, we’ll help you create the very best solution for your needs.

Fleet Hire is an established, independent medium-sized vehicle management company that focuses on supporting the national and local needs of fleet operators. Supported by leading edge technology and a strong financial base, we are able to provide a diverse range of products and services to match the bespoke needs of our customers, ranging from basic fleet management and contract hire to fully outsourced solutions. We are passionate about driving environmentally friendly ‘best business practice’ across the business community. The company is actively promoting hybrid and electric motion with manufacturers and encouraging and influencing fleet operators into lower or zero CO2 emission vehicles.

Tel: 0344 824 0115 enquiries@lexautolease.co.uk www.lexautolease.co.uk/commercial-vehicles

Contact: Nick Poole www.fleethire.co.uk

Lex Autolease

72 / vanfleetworld.co.uk

Tel: 0844 85 45 100

VAN

Approximately how many commercial vehicles does your company operate?

Do you employ dedicated specialists to offer advice & guidance on LCV specification?

Do you offer non-maintenance contract hire on LCV’s?

Do you offer funding & maintenance for ancillary equipment fitted to the vehicle (tail lifts etc)?

Can you create bespoke return conditions for your LCV customers?

Do you offer pooling of excess and credit mileage?

Do you follow the BVRLA’s guidelines on Fair Wear & Tear for LCVs?

Do you offer packages that are based upon re-using bodywork or Interior equipment?

Do you offer guidance to clients on Duty of Care legislation?

Do you offer a design & build service for extensive bespoke conversions?

Do you offer and arrange long term vehicle evaluations (6 months duration)

FLEETW RLD

19k

✔

Arnold Clark Vehicle Management

4.2k+

✔

Days Fleet

2.2k

✔

Fleet Alliance Limited

3k+

✔

Fleet Hire

2k+

✔

Inchcape Fleet Solutions

13.5k

✔

Lex Autolease

82k

✔

Venson Automotive Solutions

5.5k

✔

Key to services

✔

Service provided

Service unavailable

ALD Automotive

Inchcape Fleet Solutions Inchcape Fleet Solutions has been providing flexible fleet management solutions to Corporate, Government and Non-profit sector clients throughout the UK for more than 50 years and has grown to become one of the UK’s leading fleet management companies. We currently manage in excess of 46,000 vehicles. IFS is a subsidiary of Inchcape plc, a leading global premium automotive group. Our customer centric fleet management solutions embrace simplicity to enable our customers to focus on their core business and we pride ourselves on the breadth of our services and the depth of our commitment to customers. Tel: 0333 222 0966 info@ifs.inchcape.co.uk

www.inchcape-fleet.co.uk

Venson Automotive Solutions Venson is a hands-on fleet management specialist with a proven track record in reducing fleet costs and increasing vehicle availability. It’s our level of experience, knowledge and service that allows us to give you the kind of impartial advice that has real financial returns whether your business is in the private, public, not-for-profit or emergency services sector. From sourcing the right vehicles to funding, maintaining and delivering commercial vehicle fit-outs, we handle every aspect and we don’t let our clients down, our 95% retention rate is testament to that. Get in touch and drive your business in a new direction. Contact: Danielle Tilley sales@venson.com

Tel: 0800 328 0370 www.venson.com

vanfleetworld.co.uk / 73

ontheroad The winter nights mean the danger of accidents with wildlife are greater. But be thankful we’re not in Sweden or Africa, says Anthony Ffrench-Constant.

ot so much the elephant in the room as the Nellie on the bonnet, one of the less trumpeted pitfalls of increasingly stringent pedestrian impact legislation is that all car componentry forward of the front wheels is now made from materials sufficiently flimsy to make My Little Pony accessories seem Irn Bru-robust. Now, whilst this may prove somewhat less of a headache to those prone to looking the wrong way when crossing the road, it doesn’t always seem such a kindness in the context of a wildlife encounter. RSPCA research suggests that, of the two million or so deer bumbling around our countryside, some 75,000 are involved in vehicle collisions every year, of which 10,000 are killed instantly. These statistics simultaneously account for between 10 and 20 human fatalities per annum, and vehicle repair bills totalling a staggering £17m. But what of the 65,000 wounded survivors? Given the gruesome dilemma confronting drivers on such occasions (in the absence of a bolt-gun from the boot’s repair kit, a distraught friend recently spent an hour hunting down a shotgun owner), I can’t help feeling the steel cliff that is the front of my old Land Rover would automatically take a slightly more humane approach to such encounters. Still, with today’s flimsy radiator grille flinching at so much as a glimpse of a suicidal stoat, and even a stoutly struck pheasant leaving a modern car looking as if it’s been assaulted by a howitzer shell, it’s a good job that – the occasional errant dobbin or somnambulant Jersey aside – deer are the largest species we have to contend with on UK roads. Pity, then, the plight of the Swedes… There are some 600,000 moose on the loose in Sweden and, in some districts, they account for up to a quarter of all road traffic accidents. A full grown bull moose weighs in at well over 1,000lbs, and is more than likely to have left his insurance documents at home. Resembling a somewhat hastily constructed horse with the nose bag permanently sewn into position and joke antlers, a moose has excessively long legs with the

RSPCA research suggests that, of the two million or so deer bumbling around our countryside, some 75,000 are involved in vehicle collisions every year

74 / fleetworld.co.uk

structural integrity of a Twiglet. And when you assault one with a rapidly moving car, the legs offer no resistance to the front bumper whatsoever. The body, meanwhile, passes quickly through the involuntary bonnet mascot stage and immediately thereafter attempts, via the windscreen, to acquire passenger status. Eric Carlsson, rally supremo of the early sixties and Saab’s self-confessed crash-test dummy (RIP x two), once had just such a spot of bother: “Late one evening in 1957, I was driving some friends home; doing about 70mph,” he told me. “And I saw something in mid-air, coming from the bank beside the road. It turned out to be a big bull moose of about 1,700lbs, and that’s more or less the last I could see because it tipped over into the windscreen...” “Both front tyres exploded, the valves shot out and the windscreen smashed. The moose split open and the, um, contents went straight through the car and ended up in the rear window. None of us were hurt,” Eric recalled, “but we had a whole car full of pooh... Trouble is; you can repair the damage, but you can’t clean the upholstery and you never, ever get rid of the smell.” Never mind the simple moose swerve testing that proved the downfall of Mercedes’ A-Class, then; recognising the inevitability of impact, Saab’s crash-test engineers regularly wrapped 850lbs of assorted insulated steel cable around a 4x2 timber ‘spine’ with an old blanket, propped it up at moose body height, and charged it down with one of their latest models. Their convertibles, too, passed this test. Though, after learning of Eric Carlsson’s experiences, I’d hate to be sitting in the back of one; particularly mid yawn. However, even the Swedes should count themselves lucky, because the most lethal coming together of vehicle and wildlife of all still regularly takes place in East Africa, on the main road between Nairobi and Mombasa, which neatly bisects Tsavo National Park, unfenced home to some 11,000 elephants. When I was a toddler, this major artery lacked tarmac. Entirely daubed in deep-red murram dust to perfectly match the unmade road surface, and bereft of running lights, the resident pachyderm population proved almost impossible to pick out in the dim glow of ancient headlights. Barrel headlong into a bull elephant and no one walks away.

VAN SUPPLIER DIRECTORY FLEETW RLD daily rental

contract hire, leasing & finance

racking systems

tail lifts

fleet management software

Europcar Tel: 0871 384 0201 www.europcar.co.uk

Volkswagen Group Leasing Tel: 0870 333 2229 www.volkswagengroupleasing.co.uk

Sortimo Central Tel: 0121 511 2303 www.sortimo-central.com

Penny Hydraulics Tel: 01246 811475 www.pennyhydraulics.com

Chevin Fleet Solutions Tel: 01773 821 992 www.chevinfleet.com

Avis Rent A Car Budget Rent-a-Car Tel: 0844 5000 08701544 56 56 56 www.avis.co.uk www.budget.co.uk

Venson Automotive Solutions Tel: 08444 991402 www.venson.com

Tevo Limited Tel: 01628 528034 www.tevo.eu.com

Ratcliff Palfinger Ltd Tel: 01707 382880 www.ratcliffpalfinger.co.uk

Mycompanyfleet Tel: 0845 077 7760 www.mycompanyfleet.co.uk

Enterprise Rent-A-Car Tel: 01784 221 300 www.enterprise.co.uk

Fleet Alliance Tel: 0845 601 8407 www.fleetalliance.co.uk

Bott Ltd Tel: 01530 410600 www.bott-group.com

DEL Equipment (UK) Ltd Tel: 01993 708811 www.del-uk.com

Bynx Tel: 01789 471600 www.bynx.com

Budget Rent-a-Car Tel: 0844 5338 08701544 56 56 56 www.budget.co.uk

Alphabet (GB) Limited Tel: 0870 50 50 100 www.alphabet.co.uk

TomTom Business Solutions Tel: 020 7255 9774 www.tomtom.com/business

Civica UK Ltd Tel: 0117 924 2703 www.civica.co.uk/tranman

automatic transmissions

LeasePlan UK Ltd Tel: 0844 493 5810 www.leaseplan.co.uk

Stephens Engineering Automatics Limited Tel: 01920 462530 www.stephensengineering.co.uk

Zenith Tel: 0844 848 9311 www.zenith.co.uk

Full listings online at

Clarks Vehicle Conversions fleetworld.co.uk Tel: 0845 319 2787 www.van-conversion.co.uk

STEPS

TRACKER Network (UK) Limited Tel: 0845 604 6091 www.TRACKER.co.uk

vehicle data www.quartix.net Tel: 0870 013 6663

fleetworld.co.uk conversions

telematics & tracking

Arnold Clark Vehicle Management

Tel: 0845 603 4590 www.acvm.co.uk

Tel: 0345 055 8555 Ctrack www.ctrack.co.uk

Full listings online at

fleetworld.co.uk risk management

Promote your company here and online for just Â£400/year.

IAM Drive & Survive Tel: 0870 120 2910 www.iamdriveandsurvive.co.uk

fuel management

BP Oil UK Ltd Tel: 0845 603 0723 www.bpplus.co.uk

Bill Plant Ltd Tel: 01765 645023

euroShell Card Tel: 0800 915 6021 www.shell.co.uk/euroshell

WEX Europe Services Tel: 0800 626 672 www.wexeuropeservices.com

Roadmarque Tel: 01792 824438 www.roadmarque.com

Teletrac Navman Tel: 0345 604 8813 www.teletrac.co.uk www.navmanwireless.co.uk

Vehicle Management

Lex Autolease Tel: 0344 824 0115 www.lexautolease.co.uk

Trakm8 Tel: 0330 333 4120 www.trakm8.com

International Decision Systems Tel: 01256 302 000 www.idsdata.co.uk

www.billplant.co.uk

AVS Steps Ltd

Tel: 01939 235900 www.avssteps.co.uk

EV FLEET WORLD Tel: 01727 739160 www.evfleetworld.co.uk

fast-fits & tyres ATS Euromaster Tel: 0870 066 3624 www.atseuromaster.co.uk

Full listings online at

fleetworld.co.uk

vehicle ventilation

accident management

Flettner Ventilator Ltd Tel: 020 8200 2321 www.flettner.co.uk

Total Accident Management Tel: 0845 078 4157 www.totalaccman.co.uk

VAN FLEETW RLD SUPPLIER DIRECTORY For more information, please contact Tracy Howell on 01727 739160 or email tracy@fleetworldgroup.co.uk vanfleetworld.co.uk / 75