VanUser September 2021

vanuser SEPTEMBER 2021

THE MAGAZINE FOR LCV FLEET OPERATORS

PART OF THE FAMILY New Citan makes its debut

News Warning at shortage of skilled EV technicians

CV Show review Electric leads on show return

Road test VW caddy TDi: Diesel delivery

Road to zero Ford launches European-wide trial of E-Transit

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Contents 10

The show goes on

W

hile we may have embraced different ways of working because of the pandemic, meeting our customers and suppliers face to face has often been the thing many of us missed most of all. Of course, we made the best of our ‘virtual’ interactions but something was missing.

So it was good to see the CV Show finally restored to a ‘live’ event. And, as VanUser went to press on the last day of the Birmingham show, reports from the organisers suggest the sector was warmly welcoming it back with thousands of visitors keen to see the 200 exhibitor stands.

Talking at the end of the first day, Murray Ellis, show director, said: “The road transport sector has been eagerly awaiting the opportunity to get back to face-toface networking again, and we’ve been thrilled to see so many enthusiastic visitors already on the first day of the show.

“Our exhibitors are reporting that it’s great to be back at a live business event.”

We couldn’t agree more.

NEWS 4 'Gaping chasm' warning as shortage of skilled EV technicians revealed

20

Mercedes trials electric roadside assistance van 8 Supply issues hit van sales

Simon Tooth Associate editor, VanUser

Van values at auction running at record highs Vauxhall takes lead in electric van sales

4

27 Toolkit guides fleets to best practice Relays are perfect fit for mobile barbers 28 Why load safety means road safety

ROAD TO ZERO 30 Setting boundaries: The London ULEZ will expand from 25 October 2021

CV SHOW REVIEW

See p10 for our show review.

Editor Dan Gilkes is currently away.

32 Ford launches European-wide trial of E-Transit

10 Electric leads on show return

'Recovery Mode' boosts E-Ducato reliability

LAUNCH

EV operators warned over tyre replacements

17 Merc puts stamp on new Citan

33 Charging ahead

22 Renault Trafic Passenger: The shape of things to come

34 EVs for business: The essentials of EV charging

ROAD TEST 20 VW caddy TDi: Diesel delivery

CONTACTS Editor Dan Gilkes 07802 751473 dangilkes1@mac.com

Design and production Mark Shreeve 01502 725839 mark.shreeve@micropress.co.uk

Editorial assistant Jade Soanes 01502 725840 jade.soanes@micropress.co.uk

Sales Manager Laura Munnings 01502 725866 laura.munnings@micropress.co.uk

Published by Countrywide Publications, Fountain Way, Reydon, Suffolk IP18 6DH 01502 725800 www.vanuser.co.uk Printed by Micropress Printers Ltd

32

FLEET MANAGEMENT 24 Masters pave way for all-electric delivery fleet ‘Innovative’ security solutions for LEVC’s VN5 Video safety course Fleets and CAZ

SEPTEMBER 2021 • VANUSER 3

News 'Gaping chasm' warning as shortage of skilled EV technicians revealed

T

he Institute of the Motor Industry (IMI) is calling on the government to commit funding to support EV skills training. The IMI says its data reveals that the automotive retail sector does not currently have the skills and the pipeline of talent needed to service and repair electrified vehicles to keep the nation moving safely.

And, says the IMI, the last 18 months have only served to put the sector into reverse in getting itself EV-ready.

Faced with the consequences of an inadequately skilled workforce, the IMI is suggesting a £15m boost would play a critical role, contributing towards training for up to 75,000 technicians.

The IMI believes this is a modest figure, in the context of the £1.9bn investment committed by government in the 2020 Spending Review to sup-

port the transition to zero emission vehicles for charging infrastructure and consumer incentives. It would make a significant difference, particularly for the independent sector which doesn’t have the training budgets of the manufacturer franchise network and faces being left behind, with the result that consumers will have less choice.

Steve Nash, CEO of the IMI said: “There’s no getting away from the fact that there are still some big hurdles to overcome to meet the government’s 2030 deadline for the ban of the sale of new petrol and diesel vehicles.

“With just 6.5% of the automotive workforce currently qualified to work on electric vehicles there is a gaping chasm in the availability of technicians. And that chasm not only presents a safety threat for those who may risk working on high voltage vehicle

systems without appropriate training and qualifications; it also means the premium on skills could add to costs for motorists, creating another, unnecessary deterrent to the switch to EVs.”

Appropriate skills are needed for high voltage vehicle systems.

Mercedes trials electric roadside assistance van Mercedes-Benz Vans UK has introduced its first electric Service24h roadside assistance van, as part of a pilot project in London. The eSprinter is kitted out in the same way as the diesel-engined vehicles that provide free, round-the-clock support to customers throughout the UK. Operating from the Marshall Van

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NEWS

Supply issues hit van sales Van sales fell for the first time since December 2020 with registrations down by 14.8%, according to figures from the Society of Motor Manufacturers and Traders (SMMT). Supply issues – most notably of semiconductors – has meant only 23,606 vans were registered during the month.

Despite this challenge, the month’s performance was a “moderate” 4% decline compared to the pre-pandemic five-year average, says the SMMT. Demand for larger vans weighing more than 2.5-3.5 tonnes, which comprise the majority (70.5%) of all commercial registrations in the month, saw a decrease of 5.2% to 16,653 vehicles. Other van segments saw more significant declines in demand compared to 2020, with registrations of vans weighing less than or equal to 2.0 tonnes down 38.2% and those of vans weighing more than 2.0-2.5 tonnes down 41.4% to 907 and 2,680 vehicles respectively.

However, year-to-date registrations remain up 57.5% on last year – some 78,542 more units – with the market also increasing by 1.1% on the pre-pandemic 2015-2019 five-year average.

In total 215,119 new vans have exchanged hands so far in 2021. The SMMT says the increase in sales over the course of the year has been driven by growth in demand from operators who continue to renew and expand their fleets, notably to meet rising de-

mand for online delivery business and the construction sector.

Mike Hawes, SMMT chief executive, said: “While July’s decline in the new van market is disappointing, it must be viewed in context against the semiconductor shortages currently challenging the global industry.

“Given the shift to home-deliveries

“

Fleet renewal critical to meet ambitious green targets

and the strength of the construction sector, and as the economy opens up further, we expect the market to end the year almost back to 2019 levels.

Fleet renewal is critical, not only to ensure the newest, cleanest and greenest vans enter UK roads, but to enable the UK to meet its ambitious green targets.”

Vauxhall takes lead in electric van sales Vauxhall has taken the crown as the UK’s best-selling electric LCV manufacturer, according to the latest sales and registrations figures from the SMMT. The company has sold 1,560 electric vans so far this year. It now has an electric van across its entire LCV line-up, following the announcements of its new Movano-e large van and the Combo-e compact van, which made their global debut at this month's CV Show (pictured).

Vauxhall says its sales success so far this year was underpinned by the all-electric Vivaro-e, the best-selling model year-to-date in the electric van sector.

Paul Willcox, managing director, Vauxhall, said: “As a British brand, I’m proud to see Vauxhall is leading the electrification of the UK van market with our multiple award-winning Vivaro-e.

“Vauxhall is all about democratising access to electrified vehicles and within a month we will have an all-electric version of every van we sell."

Van values at auction running at record highs Used van values continue to strengthen, with Cox Automotive reporting the average selling price of a used van sold at its Manheim auctions in July was over £10,000, for the second consecutive month. This follows an increasing trend in used van values, first seen in the first four months of 2021, as well as June and July, says Cox. In July, the average selling price of a used van at Manheim auctions was £10,189, with an average age of 61 months and 73,493 miles.

Although this represented a slight reduction of £33, compared to the record-breaking result in June, both mileage and age did increase by one month and 2,650 miles respectively.

Compared to July 2020, used vans achieved £2,110 or 26% more, despite being three months older and having 4,673 more miles. Comparing today’s average LCV selling prices with a pre-pandemic July in 2019, vans are achieving £3,721 or 57% more, with 8 VANUSER • SEPTEMBER 2021

today’s vans being two months older and having 1,886 more miles.

Matthew Davock, director of commercial vehicles, said, “It will come as no surprise to many that buyers of vans are paying more because of the supply shortages in the used market, which Cox Automotive warned previously would continue until next year, when the supply issue is resolved.

“The overall wholesale return volumes remain a challenge, especially in the fleet/leasing LCV sector, with many who did sell volume in July reporting a reduction of 36-43% compared to traditional month returns. The buzz-word in this sector, as well as many other sectors right now, is ‘customer extensions’.”

With global new manufacturing challenges and the lack of new vehicle supply and availability in the UK, many customers’ replacement orders have been extended into Q1/Q2 2022, resulting in a financial dilem-

ma for the fleet and rental sectors.

“This is because there’s simply never been a better time to sell a used van” said Davock.

“Those lucky enough to be selling used vans are enjoying strong profits, even though their extended product stock has both higher maintenance and higher mileage concerns.”

Perfect storm Remarketing specialists BCA report a similar trend over the last 12 weeks with average LCV values well ahead year-on-year. BCA says values reached the highest point on record in recent weeks, passing £10,000 for the first time in July.

“Buyers continue to compete strongly for the stock on offer” said a BCA spokesperson.

“The used LCV sector is experiencing a perfect storm, with the home delivery, courier, self-employed trades and also the leisure vehicle sector experiencing high demand for vehicles.”

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CV Show review

Electric leads on show return John Lewis reports

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ero-emission battery-electric models dominated van manufacturers' exhibits at this year's rather different looking Commercial Vehicle Show, held as usual at Birmingham's National Exhibition Centre (NEC).

The absence of several key brands, including Volkswagen, Renault and Nissan, meant that this year's event was held in just two of the halls.

The Covid-19 pandemic doubtless contributed to their absence, as people gradually get use to the idea of visiting large indoor events again.

Product shortages and long lead times thanks to shortages of key components such as semi-conductors may have played a part in their thinking too.

Why exhibit when delivery times are stretching well into 2022?

Furthermore, a number of the truck manufacturers did not attend this year, and those who also have van ranges – Mercedes-Benz, Iveco, MAN and Renault Trucks – opted not to display their light commercials either.

Visitors that did attend could scarcely have failed to miss the Vauxhall stand. Britain's sole volume van manufacturer used the show for the global launch of battery-electric variants of Combo and Movano.

With the Vivaro-e already available, it now has electric versions of all three of the models in its light commercial lineup. All its light commercials will be zero-emission from 2028 onwards, it says.

Combo-e comes with a 50kWh battery, a 100kW electric motor, and a Electric Vauxhall Combo and Movano

10 VANUSER • SEPTEMBER 2021

DFSK EC31 pick-up

claimed 171-mile range between recharges. Using a 100kW charger can restore 80% of the battery's capacity in just 30 minutes from a 0% start, says Vauxhall.

Payload capability is up to 800kg.

Marketed as a van and a crew van, the newcomer offers up to 4.4cu m of cargo space.

Order books are open; the first UK deliveries are due towards the end of this year, and Combo-e will soon be built in Britain. It is destined to go into production at Vauxhall's Ellesmere Port, Cheshire plant towards the end of 2022.

Movano-e boasts a 139-mile range and a load cube of up to 17cu m.

Aware that many businesses want a zero-emission van that can travel further before it has to refuel, Vauxhall was also exhibiting a cutaway Vivaro fitted with a hydrogen fuel cell. The three hydrogen cylinders are mounted beneath Electric Ford Transit

the cargo bed, which means the 6.1cu m load area is free from obstructions, while the fuel cell sits in what would otherwise be the engine bay.

Vivaro-e Hydrogen's range is 249 miles Vauxhall reckons, and refuelling may take no more than three minutes; always assuming of course that you can find somewhere with a hydrogen dispenser. Making its British debut, the newcomer will be available in left-hand-drive in selected European markets by the end of this year, and in right-hand-drive on this side of the Channel by early 2023.

Payload capacity? Up to 1100kg.

City centre dwellers who order items online are not prepared to wait, and same-day delivery may not be good enough. Ideally they want whatever they have bought to arrive at their door within a couple of hours.

Realising that this is the case, Vauxhall and body builder Paneltex have come up with a concept electric vehicle designed to meet the needs of fast-moving urban delivery operations.

Based on the new Vivaro-e short-wheelbase platform cab, it features a twin-compartment insulated box body with nearside access which can hold 42 supermarket totes/delivery trays. Range is said to be 143 miles on a single charge.

Vauxhall forms part of recently-created Stellantis, a global motor industry behemoth which also embraces Peugeot, Citroën and Fiat Professional, with plenty of platform sharing. None of the other three brands came to the NEC, leaving Vauxhall to fly the Stellantis flag on its own. >> SEPTEMBER 2021 • VANUSER 11

CV SHOW REVIEW

N

ot to be outdone, Ford ensured that the electric version of Transit made its European show debut, with a range said to be up to 196 miles courtesy of a 68kWh battery. The electric motor comes with the choice of either a 135kW or a 198kW maximum output.

Charging times? Plug E-Transit into a standard 230v supply overnight and it should be fully replenished in just over eight hours, says Ford. A 115kW fast charger will take you from 15% to 80% of the battery's capacity in 34 minutes, it adds.

Gross weights range from 3.5 to 4.25 tonnes and van payload capacities go up to 1758kg, with a comprehensive range of 25 variants that also encompasses crew vans and chassis cabs. Customers will be able to specify ProPower Onboard, which delivers up to 2.3kW from standard plug sockets in the cab and load area to power tools, lights and fridge units.

Prices start at a healthily-competitive £42,695 and E-Transit is scheduled to come to market in 2022. Order books open in October.

Formerly known as LDV, Maxus occupied a sprawling stand which distributor Harris Maxus used to extol the virtues of the Chinese manufacturer's electric models.

The line-up includes the eDeliver 9, which arrived last year. With cargo volumes of up to 11cu m and payload capacities topping out at 1700kg, it can cover a maximum 219 miles between recharges, reckons the importer.

Chinese manufacturer DFSK has had a somewhat chequered history in the UK, but things may be looking up.

12 VANUSER • SEPTEMBER 2021

SsangYong Musso pick-up with new nose

Industry newcomer Innovation Automotive was exhibiting an all-electric EC35 compact panel van from the brand with a 4.8cu m load area, alongside an all-electric EC31 chassis cab bodied as a pick-up from the same stable.

It has also inked a deal to ship in Skywell light commercials from China.

In charge of the Innovation operation is Paul Brigden who has 35 years of motor industry experience, most recently as UK operations director at Mitsubishi Motors.

The DFSK vehicles the writer has driven in the past were some way behind the quality levels UK buyers typically look for, but things have changed, Brigden insists. "DFSKs have come on by leaps and bounds and we believe the manufacturer has now got the quality

Below: Isuzu D-Max tipper

right," he states; and a quick inspection of the models on show suggested that he is right.

"They're produced in a different factory from the vehicles that were brought in previously," he adds.

Both EC31 and EC35 can cover over 150 miles between recharges, he says. The former can handle a 1190kg payload while the latter can cope with 950kg.

"We'll have them on sale in early 2022," Brigden promises. The firm will sell the vehicles direct to customers from a central hub and aims to set up a network which will provide service and parts support.

EC31 will be available as a chassis cab which can be used as a platform for a variety of different bodies. "We will be talking to body builders about this," he says.

The Skywell van which will also be imported is slightly smaller than EC35, with an 880kg payload capability.

Despite the extent to which the ranges of electric vans are increasing, some businesses still suffer from range anxiety. Unwilling to wait for a hydrogen fuel cell van to arrive to quiet their fears, they may prefer to opt for a hybrid light commercial instead.

That is clearly what Toyota is banking on with the surprise global launch of a hybrid car-derived van based on the five-door Corolla Touring Sports 1.8 Hybrid. Built at the company's factory in Burnaston, Derbyshire, Corolla Commercial is set to go on sale next summer, initially solely in the UK. Un-braked towing capacity is 450kg while braked towing capacity is a provisional 750kg. Toyota has yet to release >>

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CV SHOW REVIEW

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payload or load cube figures, but an educated guess would suggest around 500kg for the former and roughly 1.8cu m for the latter.

"It's being introduced as the consequence of feedback from customers," says Toyota light commercial vehicle manager, Gareth Matthews. "They've been pointing out to us that we're the hybrid leaders in the car market, so why don't we bring in a hybrid van?"

Toyota also offers electric versions of its Proace and Proace City vans, both of which are based on models made by Stellantis-owned manufacturers. The latest Hilux pick-up was at the NEC too, and Matthews and his colleagues were promoting a new warranty package calculated to boost the appeal of the manufacturer's light commercial range.

"We're saying we'll cover our vehicles for up to ten years/100,000 miles if the owners have them serviced at Toyota dealerships," he says. It should particularly help to enhance the fortunes of Toyota models that are also available with other manufacturers badges on them.

L

EVC was continuing to promote its range-extended VN5 van, and insisting that there are no immediate plans for an all-electric model. "We don't intend to introduce one until the charging infrastructure has improved," states VN5 product manager, Antonios Giampanis.

By no means all light commercial exhibitors were displaying zero-emission vehicles. Diesel still has a few more years left in it yet, especially so far as

pick-ups are concerned.

Taking pride of place on the Isuzu (UK) stand, and based on the latest D-Max 4x4 diesel double-cab pick-up, was a pre-production version of the exciting-looking Arctic Trucks AT35. Features include Bilstein performance suspension, extra-wide tyres and a strengthened chassis.

Also on display was a D-Max likely to be of more practical use so far as many businesses are concerned. Making its first public appearance at the NEC, and produced in conjunction with Bristol body builders TGS, it is an aluminium-bodied tipper which uses a Utility Extended Cab 4x4 as its platform.

VB Tech air suspension has been installed at Isuzu's import centre, which boosts the truck's gross weight to 3.5 tonnes. Payload capacity has yet to be confirmed, but is estimated at around 1.2 tonnes.

A Single Cab tipper has been developed too.

Below: there was a lot more space at this year's show.

On show as well was a Utility D-Max 4x4 fitted with a demountable snowplough attached to a mounting bracket designed by Isuzu which has had to undergo National Small Series Type Approval. Its design and positioning does not affect the protection provided to the occupants of the cab in a front-end collision, Isuzu stresses.

The aim is to enable the operator – a local authority maintenance contractor, say – to use the truck for landscaping work in the summer, and to keep roads and car parks clear of snow in the winter. The pick-up's load area can be equipped with a demountable gritter.

SsangYong was taking the opportunity to promote the latest iteration of its Musso double-cab 4x4 pick-up, which has a redesigned front end.

Like Isuzu, Toyota, and Ford – Ranger pick-up had a major presence on the Big Blue Oval's stand – it is benefiting from the decision of a number of manufacturers to cease selling pick-ups in the UK. They include Mitsubishi, which no longer markets the highly-successful L200 here and has pulled out of Britain completely.

"We'll have 20 ex-Mitsubishi dealers in our network by the end of the year," says SsangYong Motors UK managing director, Kevin Griffin. "Ten of them are already in operation with us."

While Land Rover's presence at an event as commonplace as the CV Show might cause prosperous members of the green welly brigade to shudder, it was nonetheless there with commercial vehicle versions of some of its key models.

Among them is a Hard Top version of the latest Land Rover Defender – vulgar words such as 'van' are of course carefully avoided.

Two models are being offered – a three-door 90 and a five-door 110 – with load cubes of 1.35cu m and 2.0cu m respectively if the under-floor storage space is included. Payload capacities are 670kg and 800kg respectively, and both Hard Tops can haul a braked trailer grossing at up to 3.5 tonnes.

Power comes courtesy of a 3.0-litre six-cylinder diesel at 200bhp, 249hp or 300hp.

Despite its travails, the Commercial Vehicle Show will be back in 2022, although dates had yet to be confirmed at the time of writing. It will be interesting to see the extent to which the organisers can tempt back manufacturers who opted not to put in an appearance this year; or whether they will gravitate to other exhibitions such as the ITT Hub show in Farnborough instead.

SEPTEMBER 2021 • VANUSER 15

LAUNCH | MERCEDES-BENZ CITAN

MERC PUTS STAMP ON NEW CITAN Mercedes-Benz has revealed details of its new Citan small van with increased safety systems, better on-board tech and all-new design. George Barrow reports.

T

he new Citan will continue to be based on the Renault Kangoo, but Mercedes has gone further in adapting the new van to its own customer’s needs and expectations. Visually it is in keeping with the larger Vito and Sprinter vans, with a threebar grille, and differentiates itself from the Kangoo with altered headlights that include LED daytime running lights, revised front bumper and new rear light cluster.

The interior consists of a number of parts taken from both the Mercedes van range and its passenger cars, while the suspension and stabilisers have been tuned to give “brand-typical driving characteristics”.

Power comes from a choice of three diesel engines or two petrol options with the same power outputs as in the Kangoo with up to 116hp for the diesel range and 131hp for petrol powered vans. A six-speed manual transmis-

sion will be standard, but there’s also the option of a seven-speed dual-clutch auto. All models are front-wheel drive, and an eCitan all-electric van will also be available in the UK when the model goes on sale next year, with a 44kWh battery and claimed range of 177 miles.

Safety systems have been enhanced in the new Citan which now uses a combination of radar, cameras and ultrasonic sensors. Standard safety features include hill start assistance, Attention Assist and Crosswind Assist as well as six airbags. There’s also Active Lane Keeping Assist, Blind Spot Assist and Speed Limit Assist with traffic sign detection, all of which will be standard features on the Tourer passenger car version of the European specification model, with full UK spec still to be decided.

Adaptive cruise control (also known as Active Distance Assist DISTRONIC which can automatically take over

“

The dash adopts typical Mercedes vents, buttons and switches

driving in traffic jams) will also be added to the options list and may feature on high-end UK spec models along with other driving assistance features.

Interior Inside, the Citan gets a new interior which is largely unique and of Mercedes’ own design. Shared components with the Kangoo are limited to the heater controls, with the rest of the dash adopting typical Mercedes vents, buttons and switches. Mercedes say they tried to make 80-90% of the items a driver interacts with most their own and have achieved this by using shared passenger car and commercial vehicle components.

The instrument cluster is a carry-over from the Sprinter van, and like its larger sibling the Citan will also be equipped with MBUX (Mercedes-Benz User Experience) infotainment system Continued overleaf SEPTEMBER 2021 • VANUSER 17

LAUNCH | MERCEDES-BENZ CITAN Continued from previous page as an option. A central 5-inch touchscreen will allow Apple CarPlay and Android Auto integration along with Bluetooth and DAB radio. Keyless entry and keyless start are both available on the new van. As well as the interior design and layout, the seat fabrics are also unique to the Citan, with base level vans getting a pinstripe fabric and higher spec vans, as well as the Tourer passenger car, getting a honeycomb fabric.

Loadspace The loadspace is larger than the outgoing model thanks to an overall increase in the vehicle’s dimensions.

Only details of the standard body size have been given at the moment, but a long-wheelbase version will also become available. Regular vans will have a loadspace volume of 2.9m3 with a folding bulkhead option also allowing lengths of up to 3.05m to be carried.

Twin sliding side doors will be available and asymmetric rear doors are fitted as standard with a wider left-

hand-side door to improve access to the load area.

The Citan will be available at a number of different gross vehicle weights from 1.95-tonnes to 2.25-tonnes, enabling a maximum payload of up to 782kg. The Citan will have a maximum towing capacity of 1.5-tonnes.

Order books for the Citan will open in Europe in September, where pricing

starts from less than €20,000 (£17,175) but UK customers will have to wait until spring 2022 when Mercedes-Benz UK will launch the complete range with short- and long-wheelbase panel vans, Tourer passenger versions as well as the all-electric eCitan range.

Full details of the UK-specific trim levels as well as pricing will be announced in early 2022.

Launch heralds end of an era

A

s well as a comprehensive overview of the new diesel-powered MercedesBenz Citan, some details of the new electric eCitan were also revealed.

The eCitan will have a range of 177 miles (285km) and thanks to rapid charging will be capable of being recharged to 80% in just 40 minutes. Power comes from a 75kW (102hp) electric motor with 245Nm of torque with energy stored in a 44kWh lithium-ion battery. An onboard charger will allow 11kW charging as standard, with a faster 22kW option available.

Like its bigger siblings, the Mercedes eSprinter and Mercedes eVito, the eCitan will also have two different drive modes with 18 VANUSER • SEPTEMBER 2021

Comfort and Eco options, as well as three different levels of regenerative braking.

Dimensions for the eCitan will be the same as in the new Mercedes-Benz Citan diesel and petrol vans with up to 2.9m3 of rear load space.

Full details of the UK specification of the new eCitan will be announced closer to its on sale date in spring 2022, including the payload of the electric van. Safety systems, however, will likely be broadly similar to the combustion engine models with hill start assist, attention assist and Crosswind Assist.

Other options include Active Lane Keeping Assist, Blind Spot Assist and Speed Limit Assist with traffic sign detection.

On the inside, the eCitan will use the MBUX infotainment system with Mercedes’ voice command. The eCitan’s 5in touchscreen also incorporates Apple CarPlay and Android Auto.

The arrival of the eCitan and completion of the electric range of Mercedes vans will also signify the end of any new diesel van products, according to head of MercedesBenz Vans, Marcus Breitschwerdt.

“The Citan is the last new vehicle project for commercial customers at Mercedes-Benz Vans to use a combustion engine. All future new developments will exclusively be available with an electric drive,” Breitschwerdt said in a statement.

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SEPTEMBER 2021 • VANUSER 19

ROAD TEST | VW CADDY TDi

DIESEL DELIVERY

While last month’s petrol-powered Caddy will appeal to some, the majority of UK buyers will still opt for the various diesel models, says Dan Gilkes.

Volkswagen Caddy Cargo Commerce Plus TDi

V

olkswagen’s latest Caddy Cargo van is offered with a choice of three diesel engines or a single petrol motor. There will be some urban demand for the lone TSi that we tried last month, but there is little doubt that diesel sales will continue to make up the bulk of Volkswagen’s orders for some time to come. But which one should you go for?

Powertrain Though there are three diesels, they are all based on the same 2.0-litre TDi motor. You can have 75hp with 250Nm of torque, 102hp and 280Nm or this range-topping 122hp version with a strong 320Nm of torque.

That choice becomes somewhat easier if you don’t want the regular sixspeed manual gearbox or front-wheel drive. The 122hp engine is the only one 20 VANUSER • SEPTEMBER 2021

of the three that can be had with a seven-speed DSG automated transmission, or with VW’s 4Motion all-wheel drive system, though not, interestingly, at the same time.

You are also limited by specification.

If you want the base Commerce trim, then you can have any of the engines in the shorter van. The 75hp engine is not offered in the long wheelbase Caddy Cargo Maxi at all. Nor is it available once you start to rise up the trim levels, with only the 102hp and 122hp diesels available in the Commerce Plus and Commerce Pro models.

Where all three diesel engines are available, VW quotes pretty much the same fuel consumption and CO2 figures for the three, with the figures only falling when you add the 4Motion driveline, so there is little to choose from at the fuel pumps.

Basic price £21,100 Engine 1,968cc Power 122hp @ 2,7504,250rpm Torque 320Nm @ 1,600-2,500rpm Weights (kg) GVW 2,220 Kerb weight 1,572 Payload 648 Towing 1,500 Dimensions (mm) Load space length 1,797 Load space width 1,614 Width between wheel arches 1,240 Load space height 1,272 Load volume 3.1 Cost considerations Fuel tank capacity 50 Fuel consumption 57.6mpg CO2 127g/100km Service interval 2 year/18,600 miles Warranty 3 years/100,000 miles

Load carrying capacity The short wheelbase Caddy Cargo remains the more popular of the two lengths on offer, though there are certainly companies that take the Maxi model. The standard-length van delivers a 1.3m3 load volume, with 1,797mm from the back doors to the bulkhead.

As with the larger model, there is no

load-through facility or folding bulkhead offered on the VW to increase those dimensions. Plus, you only get the one sliding side door as standard on the shorter van, rather than the two doors of the Maxi model.

In Commerce Plus trim, the Caddy Cargo offers a 648kg payload, which is much the same as the 102hp version. You can also tow a trailer up to 1.5-tonnes with either of the more powerful diesel vans. That drops to 1.4-tonnes if you do go with the 75hp engine.

In the cab As mentioned in our petrol Caddy report last month, all models now come with a comprehensive range of ADAS safety and driver assistance systems, from post-collision braking, Brake Assist, Driver Alert and an Electronic Differential Lock, to Engine Drag Torque Control, Front Assist with Pedestrian Monitoring and City Emergency Braking.

This Commerce Plus van also has standard body-coloured bumpers and rear parking sensors outside, along with air conditioning, a leather-trimmed multi-function steering wheel and electrically-adjustable lumbar support for the driver’s seat inside.

Indeed, the seats are a bit special on the Plus and Pro models, as they are what VW calls an AGR ergoComfort seat. This brings manual height adjustment and adjustment for the seat cushion angle and depth. They are not a sports seat as such, but they offer a similar level of support and adjust-

ment, making for a very comfortable day at the wheel for those undertaking longer journeys.

Commerce Plus also comes with a Composition audio system, with a 6.5” colour touchscreen, though our van had been upgraded with the Discover Media navigation system, with its 10” touchscreen and four speaker set-up (£1,332). The only other option on this van was the Starlight Blue metallic paint (£612).

On the road Unsurprisingly, the smallest model in the Caddy Cargo range with the most powerful engine is a recipe for rapid progress. That said though, the VW doesn’t feel at all excessive, just very comfortably on top of the job, whatever that task may be.

It is happy tackling the urban stop and go, or cruising on the motorway, providing relaxed travel in either situation. If you do need to make a rapid overtake though, the 122hp engine provides more than enough shove for quite spirited acceleration.

The good news is that the Caddy Cargo feels equally up to the task if asked to hustle along a country road, with secure, stable handling and a reasonably comfortable ride, even when unladen.

Conclusion Of course, while you might not lose anything at the pumps, there is a price to pay for the additional performance on offer with the higher-powered engine. In this short wheelbase Com-

merce Plus van, the 122hp engine will set you back £900 more than the 102hp. As mentioned, you can’t have the 75hp engine in Commerce Plus, but in the standard Commerce van, the 102hp is a further £875 more than the 75hp model.

In truth, the 102hp is likely to be the most popular, appealing to larger fleets and to smaller SME businesses.

If, however, you regularly tackle longer journeys, or always run fully laden or with a trailer, the 122hp engine provides more than enough power for a van of this size.

VanUser rating : 4.5

SEPTEMBER 2021 • VANUSER 21

LAUNCH | RENAULT TRAFIC PASSENGER

THE SHAPE OF THINGS TO COME

interior you’ll find in the top-end panel van.

Business trim vans get a 3.5in black-andwhite digital display in the instrument panel and a more humble DAB radio unit rather than a 4.2in colour screen and the 8in touchscreen. Standard equipment, however, does include electric front windows, cruise control and electric heated mirrors. There’s also remote central locking and Isofix child seat mountings on the outer second-row seats.

Sport trim with the EasyLink touchscreen infotainment system that supports Apple CarPlay and Android Auto smartphone integration also gives you a connected navigation service for three free years of Google searches, live traffic and weather information.

There are automatic headlights and rain sensing wipers, manual air conditioning, internal LED lighting and folding mirrors amongst the Sport’s other add-ons.

Like the van, the Trafic Passenger is available in two body lengths, but if you want the most powerful engine you’ll have to plump for the Sport model which gets a 168hp version of the 2-litre dCi engine that now meets the Euro 6D-full emissions regulations. Otherwise there’s 109hp or 150hp options to choose from.

Passenger versions of vans aren’t generally what your average fleet user is looking to buy. But if you think this isn’t for you, think again, says George Barrow

P

assenger-carrying vans like the new Renault Trafic Passenger give a pretty good indication as to what the finished van will be like. Most noticeable is that this latest Trafic has undergone a minor facelift as it enters its 40th year in production.

This new version is very different from the 1980 original, but also modestly changed from the third-generation van introduced in 2014 and revamped in 2019. The Trafic Passenger has an all-new front end, new bumpers and new LED headlights which incorporate a C-shaped LED light signature, which makes the Trafic Passenger appear more closely related to the car range. The van will get all of these changes too, so you are looking at the front end of the van which will go on sale next year.

The main difference is the shape of the headlights which are now narrower and more pronounced with that C-shape LED, the bonnet which goes from smooth to creased for a more aggressive look, and a wider-looking, more upright and substantial grille. The rest of the outside design remains the same, but the changes make the Trafic look beefier and closer to the road.

22 VANUSER • SEPTEMBER 2021

More has changed on the inside, where there’s a new instrument panel and touchscreen infotainment system, with new plastics that give off an upmarket vibe. The infotainment screen is now floating – like many others in the sector – freeing up space lower down in the dash for revised heating controls which are now ringed in chrome. Controls for the infotainment are mixed between the touchscreen itself and two sidebars at either edge of the screen, while the new “piano” keyboard found beneath it neatly combines an array of other buttons that would otherwise be lumped together in the dash and includes the hazard lights, door lock and auto stop-start cut-off.

The multi-function steering wheel is now far more advanced, no longer just controlling volume and cruise control, but also adaptive cruise control (if fitted), telephone connection and a trip computer. In our test vehicle – the higher Sport trim rather than the entry-level Business – the wheel was wrapped in faux leather and has a new “Java” fabric on the seats. Along with the grained plastic on the dash and the healthy application of chrome bits, however, this is essentially the

If the Passenger van is anything to go by, the new van will be a decent improvement over the old with a quieter ride and more in the way of driver assistance systems that include 360-degree parking sensors (£630) as well as Lane Departure Warning, Blindspot Warning, over speed prevention, active emergency braking, automatic high beam and adaptative cruise control – all of which form part of the Advance Driver Assist Pack (£1,584).

With all that, the Trafic Passenger is more relaxing to drive than ever before, quieter to be in and better to look at. It certainly bodes well for the panel van.

Renault Trafic Passenger Blue dCi 150 Sport Power 150hp Torque 350Nm Fuel consumption 38.7mpg (combined) CO2 192g/km Basic price £33,090 Price as tested £35,155

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FLEET MANAGEMENT

Masters pave way for all-electric delivery fleet

T

he Renault Master E-Tech has been chosen by a leading European distributor of workplace products and services to spearhead the transition of its UK business to an all-electric delivery fleet.

Lyreco, which has a presence in 25 countries in Europe and Asia, has introduced 17 all-electric Renault Master E-Tech panel vans to its London operation, which will work out of its Greenford, Tottenham and Dartford depots.

The arrival of the panel vans is the culmination of a two-year search by Lyreco to find a solution that matched its proposition for an electrified London delivery fleet. Any solution had to offer not only optimum environmental compatibility, but also the capability to complete an extensive multi-drop route without any impact on efficiency or service.

Lyreco matched the Master E-Tech to its detailed requirements based on the van’s combination of payload, value, comfort and usability. While its London-based vans will not cover a great deal of miles completing delivery routes, they will carry a significant amount of customer orders.

With an average order weighing circa 40kg, it was essential for Lyreco that its choice of electric van had a payload of over 1,000kg. The Master E-Tech in Lyreco’s chosen long wheel-

base and medium wheelbase formats have a payload of 1,300kg and 1,381kg respectively, which even after adding floor and side cladding comfortably exceeds Lyreco’s payload requirements.

The Master E-Tech provides the business with a range of up to 75 miles on a single charge (WLTP).

An additional benefit is the increase in driver comfort, the fully automatic transmission, near silent operation and instant torque of the Master E-Tech ensuring a more relaxing drive for Lyreco’s operatives when negotiating typical London traffic. In addition to fuel savings, Lyreco also gains financially from the vans being exempt from the Congestion Charge.

Charge points Lyreco will charge its new vans via 7kW charge points that it has recently installed across its London distribution depots. With an 80% charge being achievable in only 4.5 hours, it’s straightforward for Lyreco to keep its vans ‘topped-up’ between deliveries. To ensure its operatives also get the most enjoyment and convenience from its new Master E-Tech fleet, Lyreco has also invested in electric vehicle driver training.

Richard Taylor, head of operations – supply chain, Lyreco UK & Ireland, said: “The purchase of Master E-Tech vans sends a clear message to our cus-

‘Innovative’ security solutions for LEVC’s VN5 LEVC (London Electric Vehicle Company) has agreed a new partnership with Locks 4 Vans (L4V) to provide its VN5 electric van with innovative security solutions. L4V specialises in designing and manufacturing security solutions for commercial vehicles, and has developed new hook locks, slamlocks and bespoke shielding for the VN5.

24 VANUSER • SEPTEMBER 2021

Based in Kent, L4V is recognised as an industry leader in aftermarket security solutions for commercial vehicles, manufacturing and installing cutting-edge products. With a recent £2.5m investment in a new research and development facility, L4V is committed to producing game-changing solutions for the VN5.

tomers, our colleagues and the wider public, of our green credentials and commitment to sustainability. It means that where range and payload permits, our deliveries in London will be made by 100% electric vehicles that will not contribute to air and noise pollution.”

Lyreco chose the Master E-Tech for its combination of payload, value, comfort and usability.

Video safety course A new, free online video safety course aimed at van operators has been launched by fleet software specialist FleetCheck. The 28-Day Fleet Confidence Challenge takes the form of four weekly episodes and is aimed at people whose fleet responsibility is only part of their role, and who may not understand the full extent of their risk management responsibilities.

The course has been developed with the support of Simon Turner, campaign manager for the National Highways Driving for Better Business programme, and is open to 25 delegates every month. It will run for at least six months.

Fleets and CAZ The Association of Fleet Professionals (AFP) has launched a new guide designed to help fleet managers handle the demands of Clean Air Zones (CAZ).

A product of the organisation’s Future Roads Committee, “Clean Air Zones and Your Fleet” is designed to take a different angle compared to other CAZ guides for fleets.

Debbie Floyde, chair of the committee, explained: “There are quite a few similar documents now available across the fleet sector from a variety of credible sources but they are mostly geared to explaining what CAZs are and how they work. Our new guide is much more of a practical proposition, designed for fleet operators who are likely to have to operate vehicles in these areas, about how to manage their requirements."

SEPTEMBER 2021 • VANUSER 25

FLEET MANAGEMENT

Toolkit guides fleets to best practice There is a common misconception that there is little legislation governing van drivers and van operations. Now a new free toolkit has been launched to help to cut through the myths to keep drivers safe, vans legal and to ensure employers comply with not just road traffic legislation but also their Health and Safety at Work responsibilities.

The Van Driver Toolkit – from the Highways England Commercial Vehicle Incident Prevention Team – is a series of free information modules to assist van drivers and their managers.

The toolkit is designed to help employers implement best practice to improve driver wellbeing, reduce costs, improve operating conditions, and ensure vehicles operate safely and legally.

The modules address the real issues that van drivers deal with, such

as the risks of overloading; attention to vehicle road-worthiness; safe and considerate parking and drivers’ hours.

Mark Cartwright, head of the commercial vehicle incident prevention team at Highways England, said: "One of the things that we see in the van space is the ‘organically grown’ van fleet – the local business, the local entrepreneur that set themselves up as a gardener, or dog walker, or window washer, or plumber, or window cleaner – whatever it happens to be – and got good at it.

"Five years on, and there are 10, 20, 50 vans parked outside but they haven't gone through the same learning processes as a truck operator would do, for example, and probably don't realise the significant financial and reputational risk they are exposed to." https://vandrivertoolkit.co.uk/

Relays are perfect fit for mobile barbers TRIM-IT, the mobile barber business founded by Darren Tenkorang, has ordered 60 new Citroën Relay ‘Enterprise’ panel vans for delivery from the start of 2022.

And a further 160 Relays are planned for delivery before the end of 2022 to allow for the continuing growth of the business. The company featured on the Channel 4 show The Money Maker earlier this year and with over 17,000 followers on the TRIM-IT app, the new fleet of Relays will allow the business to grow.

vanuser

Essential reading for LCV operators – online and in print Subscribing is free. To make sure of your regular copy – and to receive weekly news updates – go to vanuser.co.uk/subscribe

vanuser SEPTEMBER 2021

THE MAGAZ

PART OF TH New Citan m

INE FOR LCV

FLEET OPERAT

E FAMILY

akes its debu

t

ORS

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

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

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

News Warning at shortage of skilled EV technici ans

CV Show rev iew Electric lead s show return on

Road test VW caddy TDi Diesel delivery:

Road to zer o Ford launche European-w s ide trial of E-Trans it

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

SEPTEMBER 2021 • VANUSER 27

FLEET MANAGEMENT

Why load safety means road safety Loading vans is easy – loading them safely is not such a simple matter.

And sadly many of the light commercial vehicles on the UK's roads are driving with unsafe loads.

At VanUser, we’ve put together our 10 top tips for drivers and 10 top tips for fleet managers

Loading tips for drivers 1 Adhere to all company policies concerning the driving of vehicles, working practices and the loading of vehicles.

2 Do not overload storage systems or vehicles and follow company/supplier guidance on this point.

3 Do not place unsecured objects directly behind where occupants are likely to sit.

4 Place heavy objects as low as possible in the vehicle stowage area.

5 Do not place unsecured objects directly in the occupant compartment of the vehicle.

6 Stow tools and equipment in racking systems wherever possible.

7 Use appropriate tie-downs, lashing and netting to secure larger loads and equipment in the rear of the vehicle.

8 Check that tie-down points and lashing systems are not damaged or worn and have them fixed or replaced if they are.

9 Check load restraints and lashings shortly after beginning a journey or after any heavy braking to ensure the motion of the vehicle and the settling of the load have not loosened it.

10 If you have any concerns about modifications that have been made to a vehicle, these should be raised with the fleet manager.

Loading tips for fleet managers 1 Produce company guidelines and procedures on how to load and store equipment and tools for safe transit.

2 Carry out regular checks to ensure that drivers are aware of and following company policy and procedures on loading and storage.

3 Ensure that vehicles are adequately specified to carry the intended load, equipment or tools.

4 Provide appropriate training for drivers so that they are aware of the hazards and know how to load and store equipment.

5 Provide appropriate systems for loading restraining loads, equipment and tools.

6 Fit vehicles with storage and racking systems that have been assessed for crash-worthiness.

7 Carry out risk assessments of the vehicle’s equipment and cargo, vans and fleet operations in terms of their crash safety. Document the risks and counter-actions to mitigate the risks.

Review and assess them on a regular basis.

8 Allow time for checks to be carried out on tiedown points, lashing and netting systems to ensure they are not damaged and worn.

9 Be receptive to the concerns and advice of drivers on vehicles, loading and load security.

10 Seek professional advice if you have any concerns or uncertainties over load safety.

UK & Ireland Importer for WM System Loading Ramps and ABS Hygieline kits 0800 195 9857 loadlingramps.co.uk / Loadline.Systems 28 VANUSER • SEPTEMBER 2021

CON N EC TED

ROAD TO ZERO

Map showing ULEZ expansion up to the North Circular Road (A406) and Sout ENFIELD

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ULEZ has contributed to a 44% drop in roadside NOx levels

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When will the expanded London ULEZ operate?

The expanded ULEZ will operate 24 hours a day, seven days a week, with

the exception of Christmas Day. Time- Wembley Wembley frames will be the same as now, with Willesden each charging day running from midBRENT A night to midnight. Automatic number plate recognition cameras will check vehicles against a database to ling check exemption status, discount eli- Ealing A40 Acton EALING LING gibility, and charge payment. Even if EALING fleets make just a short trip using a vehicle that doesn’t meet the ULEZ HOUNSLOW HOUN SLOW A4 standards, a daily charge of £12.50 will Chiswick be incurred. If you travel into ULEZ Fulham Barnes boundaries across two days, before and 6 after midnight, you will need to pay A31 SOUTH CIRCULAR RO two daily charges.

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Which vehicles will be exempt from charges?

Teddington ngton In addition to cars and motorcycles, vans and other ‘specialist’ vehicles (up

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How will the London ULEZ boundaries change?

The boundaries are currently shared with the central London Congestion Charge zone. Starting at Marylebone Road and Park Lane in the City of Westminster, running east along the A501 to the City of London, the ULEZ skirts the Oval and Kennington on the A3204 at its most southern boundary. From 25 October 2021, the ULEZ will expand to every borough inside the A406 North Circular Road and the A205 South Circular Road. The Circular Roads are not included in the new boundaries, but it does mean that every journey a van makes into London inside the roads will incur a charge. Estimates point to 35,000 vans being affected by the expanded zone every day.

Tottenham

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ntroduced on 8 April 2019, the world’s first 24-hour Ultra Low Emission Zone (ULEZ) was implemented in London, and it has had a tough effect on emissions and pollution. Transport for London (TfL) reports the amount of vehicles meeting more stringent emissions standards has risen to more than 80%, up from 39% in 2017. Alongside the increased compliance, the ULEZ has contributed to a 44% drop in roadside nitrogen dioxide (NOx) levels within its boundaries.

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As concerns for air pollution grow, the London Ultra Low Emission Zone (ULEZ) will expand from 25 October 2021. Where will the new boundaries be, and how will the introduction of several new Clean Air Zones (CAZ) in other UK cities affect van fleet operators? Richard Gooding reports.

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SETTING BOU to and including 3.5-tonnes gross vehicle weight (GVW)) and minibuses (up to and including 5-tonnes GVW) will be required to meet the expanded London ULEZ emissions standards to avoid paying a charge. Diesel vans are required to meet Euro 6 emissions standards for NOx and Particulate Matter (PM) to be exempt, with petrol light commercials required to be rated at

“

35,000 vans a day will be affected by the expanded zone

Euro 4 levels of NOx and PM. In addition to the expanded ULEZ, vans and other specialist heavy vehicles over 3.5-tonnes GVW are also required to meet London-wide Low Emission Zone (LEZ) standards, currently rated at Euro VI (NOx and PM). It’s worth noting that vans meeting the expanded ULEZ emissions standards will already fulfill the requirement of

Expanded London ULEZ • Key facts Start date 25 October 2021 Charges Entry: £12.50 per day (vehicles up to 3.5t GVW), £100 per day (vehicles over 3.5t GVW) Penalty: £160 (reduced to £80 if paid within 14 days) Exemptions Vans have to meet the following emissions standards to be exempt from the expanded London ULEZ charges: Euro 4 (NOx) – petrol vans (up to and including 3.5t GVW); Euro 6 (NOx and PM) – diesel vans (up to and including 3.5t GVW).

Check if your van is eligible for the expanded ULEZ by using TfL’s ULEZ checker at https://tfl.gov.uk/ulez-2021.

Find out more about the expanded London ULEZ at https:// tfl.gov.uk/modes/driving/ultra-low-emission-zone

th Circular Road (A205) fromChigwell 25 October 2021 M

WALTHAM FOREST Woodford

ESSEX Key

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ULEZ boundary from 25 October 2021

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tive of not-for-profit Zemo Partnership – which aims to encourage the adoption of low carbon vehicles and fuels – said: “Improving air quality is a key priority for London and other authorities nationwide. All new vans have met the Euro 6 (diesel) emissions standards for the last six or seven years, so there’s a small and diminishing proportion of the overall van fleet in London which doesn’t already meet the requirements.”

Debbie Floyde, chair of the Association of Fleet Professionals’ (AFP) Future Roads Committee, said: “For most AFP members, the vast majority of their vans will already be ULEZ compliant. In the comparatively small number of instances where vehicles don’t meet the ULEZ requirements, there are effectively two solutions – to buy new vans or to swap compliant vans into the zone from elsewhere in the country.

“The new van strategy is problematic at the moment simply because getting hold of new vehicles is difficult thanks to current manufacturing issues. Ten-month lead times on some light commercial vehicles are not un-

UNDARIES the LEZ, and discounts are available for selected vehicles. Check if your van meets the ULEZ criteria at https://tfl. gov.uk/ulez-2021.

What if I forget to pay?

Drivers have up until midnight three charging days after they travelled to pay the charge. If not paid, a £160 fine (reduced to £80 if paid within 14 days) will be issued for vehicles up to 3.5-tonnes GVW. Heavier vehicles over this weight that do not meet Euro VI standards will incur a penalty of £1,000 (£500 if paid within 14 days).

Payment will be accepted by mobile phone app, online, or fleets with more than six vehicles can register for Fleet Auto Pay, an automated payment system which will automatically charge accounts by billing monthly for the number of days each vehicle enters the expanded London ULEZ. “Diminishing proportion” Commenting on the London ULEZ expansion, Andy Eastlake, chief execu-

known. This means there is some juggling of compliant and non-compliant vehicles into the expanded ULEZ taking place for fleets to continue operating in the area but even here, the numbers involved are, we believe, relatively low.

“However, the picture we see is very

Other Clean Air Zones Other UK cities are following London’s lead with the introduction of Clean Air Zones (CAZ) that follow the same principle as the ULEZ. Just as with London, non-compliant vehicles will attract a charge.

Four grades – A, B, C and D – exempt various vehicles, but the emissions standards are in line with the London ULEZ. Vans fall into grades C and D. The grade each CAZ has is determined by the local authority implementing it, but they are regulated by a national framework outlined by the UK government in February 2020.

CAZs in Bath and Birmingham are already operational.

Bristol, Newcastle and Portsmouth will follow by the end of 2021, with Liverpool and Manchester in 2022. The UK government’s Decarbonising Transport plan states 16% of domestic greenhouse gas emissions came from light vans in 2019, so CAZs are an important step to reducing air pollution. More guidance is needed at a local level as CAZs are implemented, and in a wider sense, it’s important to stay up to date with regulations to both avoid fines and to plan for the cleaner light commercial future.

England clean air zones dates and charges Bath 15 March 2021, CAZ C, £9 Birmingham 1 June 2021, CAZ D, £8 Bradford January 2022, proposed CAZ C Bristol October 2021, proposed CAZ C/D Gateshead Late 2021, proposed CAZ C Greater Manchester May 2022, CAZ C, £10 Liverpool 2022, TBA London (ULEZ expansion) 25 October 2021 Newcastle Late 2021, proposed CAZ C North Tyneside Late 2021, proposed CAZ C Oxford (Zero Emission Zone trial) Late 2021 Portsmouth November 2021, CAZ B Sheffield Proposed CAZ C, £10

Scotland low emission zones Aberdeen February-May 2022 Dundee February-May 2022 Edinburgh February-May 2022 Glasgow February-May 2022

“

Improving air quality is a key priority

Debbie Floyde: most bigger fleets will already be ULEZ compliant

much the perspective of fleets that are typically involved in running dozens, hundreds or thousands of vehicles. The picture for owner-operators and local SMEs in the ULEZ, who typically operate vans for longer, may well be very different.”

The ever-growing number of hybrid and electric zero emission vans will help van operators who want to avoid the expanded London ULEZ charges, but Eastlake states that they aren’t the only option. “There’s a growing range of electric van options which benefit from the Plug-in Van Grant and offer increasing range and flexibility as well as significantly lower running and maintenance costs. However, for some vehicles, retrofit solutions through the Clean Vehicle Retrofit Accreditation Scheme (designed and coordinated by Zemo Partnership and EST) are also available.”

SEPTEMBER 2021 • VANUSER 31

ROAD TO ZERO

Ford launches European-wide trial of E-Transit

C

ustomer trials of Ford’s all-electric Transit have started across Europe with a selection of fleet operators, ahead of the volume sales launch next spring.

The trial kicks off with ten E-Transit prototypes being put to the test across a variety of operating scenarios in the postal, municipal and utilities, last mile and grocery delivery sectors within Germany, Norway and the UK. Among the trial partners are AWB waste disposal, Balfour Beatty, the City of Cologne municipal fleet, DHL Express in the UK, DPD, Norwegian Post, Ocado and Recover Nordic.

The trials fleet features a full range of E-Transit variants including van, double-cab-in-van and chassis cab derivatives with gross vehicle masses from 3.5 to 4.25 tonnes, and a variety of conversions.

“We want to demonstrate that helping customers reduce their environmental impact can go hand-in-hand with improving their productivity,”

said Dave Petts, market lead, urban electrified vans, Ford of Europe.

“Real-world mileage in customer hands helps us to show the business benefits that E-Transit can deliver, as well as providing valuable feedback on usage patterns and charging behaviour so that we can refine the operating experience.”

The trials mark the latest phase in Ford’s development of the new E-Transit, following a testing programme at Ford proving grounds and engineering facilities. Trials partners will operate the E-Transit prototypes over six- or 12-month periods.

A range of specialised conversions E-Transit has been engineered to allow conversion using the same fixtures and fittings developed for existing Transit models. A selection of the trial vehicles have been converted to help demonstrate the versatility of the E-Transit platform, including: • Refrigerated box body for grocery delivery, powered by 2.3kW ProPower Onboard system

'Recovery Mode' boosts E-Ducato reliability Fiat Professional’s E-Ducato features battery architecture that allows the vehicle to continue its journey even if one of its battery modules drop out. Fiat Professional says its Recovery Mode is unique in the LCV market.

The E-Ducato has three to five battery modules in parallel depending on the size of battery fitted. The 47kWh and 79kWh batteries both come with Recovery Mode as standard.

Connecting the batteries in paral-

lel means that the current flow cannot stop because the current is taken from each individual battery.

Kickstarting the Fiat brand’s foray into 100% electric vehicles, the E-Ducato has a range of between 113 and 230 miles, depending on the variant. Like its diesel-engined counterparts, E-Ducato receives a best-in-class payload of up to 1,950kg and maintains the same volumes of between 10m3 and 17m3.

E-Ducato has three to five battery modules in parallel.

32 VANUSER • SEPTEMBER 2021

• Dropside body for construction with light beacons and weight sensors • Caged tipper for refuse removal • Last-mile delivery box body with walkthrough bulkhead and rear air suspension • Last-mile delivery van with internal racking, walkthrough bulkhead and front jump seat

2050 The year by which driving on public roads could be outlawed.

Autonomous cars will match or exceed human safety by 2024, after which they will grow rapidly.

By the 2040s, they will be capable of fulfilling the world’s mobility needs without a single collision.

Source: IDTechEx’s report Autonomous Cars, Robotaxis & Sensors 2022–2042

EV operators warned over tyre replacements Owners of electric vehicles may be in for a shock if they don’t pay close attention to the tyres they choose when the originals need replacing, the TyreSafe campaign is warning.

TyreSafe says that, increasingly, the tyres fitted are specifically designed for use on EVs and can be significantly different. TyreSafe is warning EV owners that fitting the wrong type of tyre could result in loss of range, extra noise, accelerated wear and the risk of failing while being driven.

TyreSafe has released detailed advice for EV owners in the ‘About Tyres’ section of tyresafe.org and advises drivers to familiarise themselves with the technology.

Charging ahead The Office for Zero Emission Vehicles (OZEV) provides grants to support the use of electric vehicles, including the installation of charging devices in the UK. Its latest data reveals that nearly 200,000 domestic devices have been part-funded since the scheme started in 2013 – with a sharp rise in the last year.

The latest summary – as of 1 July 2021 – covers statistics on selected grant schemes currently running, including the Electric Vehicle Homecharge Scheme (EVHS), Workplace Charging Scheme (WCS) and the On-Street Residential Chargepoint Scheme (ORCS).

Domestic charging devices The EVHS provides grant funding for up to 75% of the cost of installing electric vehicle charging devices at domestic properties across the UK. • OZEV-funded grant schemes (EVHS and DRS) have delivered 197,985 do-

mestic charging devices since 2013 • the EVHS has funded the installation of 157,652 domestic charging devices • in the last 12 months, the EVHS installed 44,685 devices, up nearly 40% from July 2020

Workplace charging devices • the WCS has funded the installation of 16,975 sockets in workplace car parks since the scheme started in 2016 • of these, 7,118 WCS sockets were installed in the last 12 months, up 72% from July 2020 On-street residential devices • the ORCS has funded 1,459 public charging devices which have been installed across local authorities in the UK • of these, 778 charging devices were installed after being claimed for by the local authorities in the last three months • funding has also been awarded for 3,282 more ORCS charging devices to be installed in the future

• Aluminium & Steel • Modular System • Crash Tested • 1000+ Components • Large Stocks in UK • 3-5 Day Delivery • Nationwide Delivery

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For Your Free Design & Quote please call 01480 743143 SEPTEMBER 2021 • VANUSER 33

ROAD TO ZERO

EVs for business The essentials of EV charging Chris Black, commercial director at vehicle leasing specialists LeasePlan UK, on what fleets need to know about charging

E

ectric vehicles are becoming an increasingly popular option for business fleets, largely due to the associated cost and environmental benefits. Switching to an EV is an enjoyable experience, but many of the procedures will be new to drivers. Preparation is key and research will help businesses avoid being caught out with unnecessarily high charges.

For businesses considering introducing EVs into their fleet, it’s important to do some research on the available charging options and infrastructure. Accessibility, cost, and speed are all aspects of EV charging that differ from the experience of fuelling a diesel or petrol vehicle.

In many ways, charging an EV is more convenient and cost-effective than fuelling an internal combustion engine (ICE) vehicle.

However, there are a few pitfalls that drivers and fleet managers need to look out for.

Availability Perhaps the most significant element of EV charging for businesses to consider is accessibility of a charging infrastructure. Charger availability is improving all the time, but it’s still crucial for fleet managers to know the locations of the most convenient charge points for their drivers.

There are plenty of charging infrastructure manufacturers that operate within the UK, and many offer charge points across the country. BP Pulse, ChargeYourCar, and Electric Highway all operate nationwide infrastructure for a combined nearly 10,000 charging locations. In combination with almost 30 other mainstream charging providers, this figure increases to over 43,000 charging points at over 15,000 locations: that’s more places to charge an EV than public petrol stations in the UK. This is great news for businesses investigating an electric fleet, as increasing accessibility to charging infrastructure can directly help to alleviate range anxiety in drivers.

Moving forward, home-based EV charging will become more commonplace. Home charging will be a great option for businesses who operate their fleets primarily during the day, and can help drivers cut down on both 34 VANUSER • SEPTEMBER 2021

charging time and cost. Home charging provides drivers with the ability to choose their own tariffs, tailored to their driving habits and frequency.

Cost The cost of charging an EV is dependent on several factors, so it’s important to understand the differences to avoid high charges.

Charging speed, membership fees and location all inform the final cost of charging each EV, and many manufacturers offer multiple payment plans to suit individual needs.

Monthly payment plans range from £4.99 to £68 per vehicle, while yearly payment subscriptions can cost as little as £20. Most providers will also charge per kWh, depending on location - these prices range from 26p to 69p per kWh, and are generally discounted for subscribed members.

The UK government is also calling for more affordable options to make electric charging more accessible. The Transport Select Committee and MPs across the country are working together to help protect consumers from excessive charging costs that may hinder the accessibility of charging infrastructure. This includes providing charging options at workplaces and newbuilds, as property developers are called upon to include infrastructure in development plans.

Speed EV charging speed presents the biggest difference in experience between charging an EV and fuelling an ICE vehicle. The good news is that businesses can choose from a variety of charging options to suit driver needs and convenience.

EV chargers come in four widely availa-

ble speeds: slow, fast, rapid and ultra-rapid.

Slow chargers are ideal for businesses whose fleets operate primarily during the day and are perfect for home installation for overnight charging. These chargers generally take 1014 hours to fully charge a vehicle.

For fleets that are constantly on the go, fast and rapid chargers are the best option.

These chargers can take as little as 2.5 hours to charge and are offered by the greatest number of nationwide, public charging providers.

Ultra-rapid chargers are also available on six networks of public EV charging: BP Pulse, ChargePlace Scotland, Gridserve Electric Forecourt, Instavolt, Ionity, and Shell Recharge. This infrastructure can charge a vehicle in as little as 20 minutes and is perfect for high-demand fleets that travel across a wide range on a regular or daily basis.

Making the right decision Businesses will need to start considering their suitability for an electric fleet sooner rather than later, as the 2030 ban is approaching fast. Fleet managers should plan ahead to educate drivers on behaviour adaptations that will help avoid high costs and longer charging times – especially for those drivers who commute or work field-based jobs that require fleet vehicles. Since usage dictates charging demand, businesses and drivers alike will benefit from knowing their most suitable charging options.

The most important aspect of this transition is research. Understanding the most sensible infrastructure for individual business needs will ensure a smooth transition – one that helps drivers learn the ropes of EV charging in a timely manner and keeps costs as a realistic level.

Ultra-rapid charging is increasingly available at sites like this Gridserve dedicated EV forecourt in Essex.

contacts directory REFRIGERATION

VAN AUCTIONS

SAFETY STEPS

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