Best Practice Guide | GreenFleet 118

BEST PRACTICE GUIDE Helping fleets improve overall efficiencies in their operations

22 EV Charge Points Before installing electric vehicle charge points, there needs to be an understanding of what will be charged, when and where, as well as future plans. Robert Evans, chair of the UK Electric Vehicle Supply Equipment Association, shares some advice

31 Fleet Telematics Telematics is being widely adopted by fleets, providing businesses with journey and driving information that enables better decision-making to make the most efficient use of their costly transport resource. John Curtis explains how

34 Vehicle Safety Phil Lloyd, FTA’s head of engineering and vehicle standards policy, pulls out some of the most salient points from the updated DVSA Guide to Maintaining Roadworthiness and shares his key advice on vehicle checks

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Best Practice Guide Written by Robert Evans, chair fo the UK Electric Vehicle Supply Equipment Association

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EV CHARGEPOINTS

Installing EV charge points Before installing electric vehicle charge points, there needs to be an understanding of what will be charged, when and where, as well as a consideration of any future plans. Robert Evans, chair of the UK Electric Vehicle Supply Equipment Association, shares some best practice advice As an industry commentator I am often asked what fleets should consider when installing electric vehicle (EV) charge points.

I may be asked in my capacity as CEO of Cenex (www.cenex.co.uk), based on my team’s track record of EV and charging infrastructure projects for fleets. These include research projects on the newer, more novel approaches such as vehicle-to-grid (V2G) and inductive charging. However, my most common starting point is answering in my capacity as chair of the UK Electric Vehicle Supply Equipment (UKEVSE) Association.

The UKEVSE is the trade association that represents charge point providers and charge point network operators active in the UK market. Whether I am responding on behalf of Cenex or the UKEVSE, my priority is to provide helpful and informative input, delivered with independence and integrity.

lead by asking my own set of questions, beginning with, “What are you planning to charge and when; where; and to what present and future plan?”

What are you planning to charge?

The reason to ask the “what” question is that the type of EVs to be charged helps indicate the type of charger I should recommend.

There isn’t a one-size-fits-all charge point. This is not a failing on the part of the charge point providers. Rather, it reflects the variety of approaches to EV charging that motor manufacturers apply to their products, which are influenced in part by the standards adopted in the national markets into which the manufacturers are selling their EVs. Some EVs can only be charged comparatively slowly, using 3, 7 or 22 kW chargers. Others can accept rapid charging from 50+kW power supplies, but may have either CHadeMO or CCS connectors. Most pure battery EVs being marketed today accept rapid charging, but many plug-in hybrid vehicles do not. The UKEVSE has a helpful EV-toCharge Point compatibility table on its website at ukevse.org.uk/charge-pointschargers/charge-point-compatibility-2.

The UKEVSE has designed guidance documents and website content to provide useful information and independent advice to those planning to deploy charging infrastructure. The UKEVSE procurement guide, currently being refreshed, is the main guidance document. It has been written in a style designed to make the reader to feel like they have an expert advisor by their side, helping prompt them to seek answers to important questions based on the specifics of their own operations. The guide can be accessed at ukevse.org.uk/ When and where? resources/procurement-guidance.

The “when” and The key to this approach is that “where” questions worthwhile assistance and All EV help determine if good advice rely on first infrastru the fleet operator understanding the context for c t u r e plannin will rely primarily fleet manager planning and g should include on depot-based decision-making. I typically charging, or if it effectiv early and e consu will need publicly lt ation with th accessible e lo charging distribu cal tio infrastructure. networ n Narrowing k down to depotbased operations makes it necessary to consider both the type and location of the charger, as well as the supply of electrical power to the site. All procurement planning should include early and effective consultation with the local distribution network operator (DNO).

Failure to effectively engage can result in project delays and expensive installs.

The UKEVSE recently issued a guide developed jointly with Western Power Distribution to assist local authorities with DNO engagement. It also has wider applicability to fleets. (It is available by email enquiry at info@ukevse.org.uk.)

The DNO is one of the four parties that need to be contacted when planning procurement of charge points. (See figure) As the DNO coordinates and facilitates the connection of charge points to the electricity supply network, it needs to understand how much electricity demand the charge points will require.

This is to help ensure the local low and medium-voltage network has sufficient capacity and protection to prevent issues for other local electricity users.

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36 million EVs on the road by 2040, says National Grid

Best Practice Guide

As the DNO coordinates and facilitates the connection of charge points to the electricity supply network, it needs to understand how much electricity demand the charge points will require. This is to prevent issues for other electricity users Parties involved in chargepoint installations

Present and future plans This is where the details of present plans and future thinking is very important. Where capacity is limited, local grid reinforcement may be necessary, which would cost the fleet operator. Alternatively, the fleet operator could deploy smart charging.

If capacity is not an issue, and depending on the size of the EV fleet, the operational choice for charging may, on the one hand, be one or two rapid chargers that facilitate a quick turnaround by rapid top-up of fleet vehicles between shifts in 10 to 30 minute intervals. On the other hand, the alternative could be to use slower charging based on plugging in EVs overnight and, if possible, in the middle of the day. The fleet’s choice will depend on the type of EVs being deployed, as well as the operational schedule and staffing arrangements on site.

There is a trend toward EVs having larger batteries, and many observers argue that this means it is best to invest only in highpower, rapid charging. The advantage of slower charging is that it allows EVs to be charged off-peak, when electricity is cheaper and the charge points cost less to install.

Where depots can accommodate EVs in multiples of 10, I encourage fleets to

consider slower charging with demand load balancing. This form of smart charging commonly involves a master controller that manages larger numbers of connected chargers that are slaves to the master, rather than stand-alone chargers. The master has a timer that allows it to schedule which EVs are charged, and when. It can also control the load (amount of power) supplied to each EV. The advantages of this approach are twofold. Firstly, it keeps electricity bills down, as it helps move some charging away from the higher-priced peak hours to offpeak hours, when lower electricity tariffs apply. Secondly, it limits the amount of power being supplied to within boundary conditions, which can be set to operate within the electricity supply constraints to the site. The latter point is important, as it can offer a degree of future proofing.

Extra chargers can be added over time, as EV numbers increase, while the controller ensures that the maximum load drawn for charging doesn’t exceed site constraints. L FURTHER INFORMATION

Each year, National Grid publishes ‘Future Energy Scenarios’ (FES) – forecasts for the UK’s future energy supply and demand which helps it plan for a rapidly changing energy system. For National Grid, this is a critical planning tool; forecast too high and National Grid will overinvest in capacity; too low and the network won’t cope with demand.

A dramatic change in 2018’s forecast is the more rapid adoption of EVs. Between 2013 and 2015, National Grid consistently said there would be around 5 million EVs on UK roads by 2035; in 2016 the forecast rose to 8 million and in 2017 to 17 million. This year, that forecast has increased to 25 million EVs by 2035 and 36 million by 2040.

What is clear from the National Grid FES report, is that the number of EVs on UK roads will continue to grow and between 2020 and 2025 we will start to see exponential growth.

Why is National Grid’s FES report relevant to Fleet Managers?

National Grid faces the same challenges, just on a much larger scale. Underinvestment in a charging infrastructure is a disincentive to adopt full electric vehicles (EVs) or to charge plug-in hybrids (PHEVs) and a failure to achieve the savings in running costs and emissions. Poor planning and the chargers may be the wrong type or in the wrong place.

ElectrAssure’s EV Charging Lifecycle Services will help you to choose charging systems that are appropriate for your business. They will manage the availability of the charging system and enable you to recover the cost of energy where appropriate.

Alun Davies is the operations director and Loyd Davies is the service development director of ElectrAssure, an electric vehicle charging specialist.

FURTHER INFORMATION www.electrassure.com

www.ukevse.org.uk

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Industry Comment

Have you considered how your EVs will be charged?

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Loyd and Alun Davies, directors at ElectrAssure, share the points to consider when selecting a charger and its location Electric vehicles can now offer a low cost, low emission alternative to internal combustion engine vehicles. However, without access to EV charging systems in the workplace, at home and on the road, drivers will experience unnecessary delays and frustration and that will materialise as a cost to your business.

Many fleet drivers have already selected PHEVs for the tax advantages but, as reported by the BBC (www.bbc.co.uk/news/business-46152853), many drivers may never have unwrapped the charging cable. The result is fuel economy of 40 mpg rather than 130 mpg.

Currently, few fleet drivers are confident to select a pure electric vehicle with ‘range anxiety’ being a common cause. In reality, new generation EVs have a range of over 300 miles and can save over 70 per cent in fuel and maintenance costs but are only a practical alternative if adequate charging is available.

Questions to ask The first questions that we ask our clients before recommending a charging system are: Which electric vehicles are you considering?

What is the typical vehicle usage profile? Number of miles per day?

Number of drivers? For how long are the vehicles parked and where?

We can then calculate how often, where and how quickly you will need to recharge the vehicles. The table below shows the common vehicle types, range, charging options and approximate charge times.

EV Type Typical Battery Size Typical Range on Electric Plug-in Hybrids 7 - 15 kWh 15 - 30 miles

Less Than 200 mile range 22 - 40 kWh 90 - 150 miles

Greater than 200 mile range 60-100kWh

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Cost considerations There are several factors that will affect the cost of the charging system. Do you qualify for a Workplace Charging Scheme (WCS) or any other grant? To qualify you must use both a charger and an installer approved by the government Office for Low Emission Vehicles (OLEV).

Consideration needs to be given to what EV charger should be installed. AC ‘fast’ chargers are simpler and cheaper than DC rapid chargers. DC Rapid chargers require a larger electrical supply. Wall mounted units are cheaper than ground mounted units.

The installation then needs to be given thought. Wall mounted units are also cheaper to install. Post mounted and rapid chargers usually require trenching and a concrete base and installation costs rise with the distance from the electrical supply.

Another vital consideration is the electrical supply; is the building electrical supply adequate for the additional load of the EV chargers?

Example Vehicles

Mitsubishi Outlander, Hyundai Ioniq PHEV1, Toyota Prius Plug-in1, Volkswagen Golf GTE1, BMW 225xe1, i81 Mercedes Benz c350e1, Kia, Optima PHEV1, Niro PHEV1 Cars Renault Zoe2 Nissan Leaf3 Volkswagen eGolf3 Hyundai Kona 39kW3 BMW i33 LCVs Renault Kangoo2 Nissan eNV2003 Tesla S Tesla X Hyundai Kona 64kW Jaguar iPace Porsche Taycan

* charging rate limited by in-vehicle charger 1

As you can see, the charging rates and times vary enormously, but so does the required charging times for specific vehicles. An employee’s vehicle parked in a company car park can fully charge during the day. Taxis, service vehicles or pool cars are likely to require one or more ‘rapid’ recharges during the day.

Having selected the type of charger, there are other things to consider when selecting the charger and its location.

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Charger Type

Business critical How critical is the charge point to your business or function? What would be the impact if it was off-line for several days?

‘Smart’ chargers can connect to an on‑line Chargepoint Management System (CPMS) with two main functions; user management and billing: on‑line fault diagnosis, fault rectification and updates. 80-90 per cent of charge point faults can be fixed on-line.

A maintenance contract with an SLA should be in place to deliver the availability required.

The charger quality needs to be considered. Selecting an EV charger with proven reliability is essential where availability is critical.

Lastly, think about whether some drivers or vehicles require priority access?

Installer The EV charging market is growing rapidly with frequent changes to technologies and regulations. We recommend that you use a specialist EV installer, WCS approved by OLEV and approved by the NICEIC and/or the ECA. They should have the qualifications and experience to specify, install and maintain the EV charging equipment you need to successfully introduce electric vehicles to your fleet.

FURTHER INFORMATION

ElectrAssure has been nominated for a Greenfleet award. www.electrassure.com Typical Charging Time (to 80% charge

AC Fast Charger 3.7kW 7.4kW 22kW DC Rapid Charger 50kW2

2 - 3.5 hours 1 - 1.5 hours N/A NA – 12 minutes

AC Fast Charger 3.7kW 7.4kW 22kW

6 - 11 hours 2 – 6 hours 1 – 2 hours3

DC Rapid Charger 50kW2

25 – 50 minutes

AC Fast Charger 3.7kW 7.4kW 22kW

20 - 30 hours 10 - 15 hours 2.5 – 4.5 hours

DC Rapid Charger 50 - 100kW4

not all vehicles can use DC Rapid Chargers

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not all vehicles can charge at 22kW

1.2 – 2 hours 4

not all vehicles can charge at 100kW DC

Plugging into your workplace

Which type of charger?

This will inevitably depend on the intended uses and battery range of the vehicles you use, or foresee using.

Would you opt for larger, long-range battery electric vehicles, or are they designed for running around in the city for short periods?

What is the daily mileage expected of them?

You would also need to consider when the vehicles would need to charge and how Emily Stone from Energy Saving Trust suggests some much time they would have available for considerations and funding sources for charge point this. Would you implement “destination installations for fleet operators in Scotland charging”, whereby employees leave personal or company EVs to charge for most of the day? Or do you run a continuously active fleet with few pauses for recharging, for which destination charging would not be practical?

Asking yourself these questions is the first step to making a thought-out decision, and Any Energy Saving Trust’s fleet busines advice service is happy s located to help you with this. in Scotlan For fleets with a lot With the uptake of electric vehicles on an points at a business d of downtime, fast exponential rise, it’s time to get ahead. premises. In addition for fund may apply in chargers should be Charge point installation companies are to this, any business g f r Energy o sufficient. However, evolving throughout the UK, making located in Scotland Saving T m rust as well these can come with a this an exciting and pivotal time. may apply for funding range of functionality One of the industry’s biggest challenges from Energy Saving chargin as OLEV’s with respect to the data is the matter of increasing charging Trust. Your eligibility, g schem e that they can provide, infrastructure availability in line with EV and the amount of grant and what level of remote uptake. We’re seeing pockets of the UK support you could receive, control you can have over where a council-backed push for more EV depends on a few criteria them. It’s therefore worth having infrastructure combined with a general buzz which are assessed at application. a discussion with your installer on the and enthusiasm around EVs has led to an even This includes whether your organisation capabilities of the units available to decide steeper uptake curve, for example in Dundee. currently operates EVs, or can demonstrate which is best suited for your business.

Not everywhere benefits from the volume firm plans to; you employ EV owners; you For example, if you’re just charging employee of rapidly expanding infrastructure seen operate a car park of 50+ bays; you’re able to EVs during the day, you might consider a in this Scottish city, which will see its third make the charge point publically accessible; single-phase 7kw charge point similar to a charging hub installed before Christmas. and you’re located strategically in terms of domestic installation. On the other hand, Businesses across the UK need to do their the public charging infrastructure network.

50KW rapid smart chargers might even suit bit to maintain momentum, and there are two If you’re able to make your charge point some businesses – these will charge most key reasons as to why: the first is to encourage public, one condition of the grant from Energy currently available pure electric vehicles employee use of EVs. If you’re in an area where Saving Trust is that you keep it tariff-free for from 0 to 80 per cent in between 30 and 40 the only option is for people to drive to work, the public for the first year of operation. Whilst minutes, although this will vary depending on then it’s worth considering providing charge this will incur some charges, making the charge your vehicles. Please note, however, that not points for your employees. point public can help support your funding all vehicles are rapid-compatible, and due to Remember, 60 per cent of the UK’s application, and depending on your business their high cost relative to fast chargers, rapids population live in flats, so it may be type, could help bring in new customers. will likely only be suited to organisations with difficult for some employees to get a a large number of electric vehicles covering charge point installed at home. The second, A matter of power a significant number of miles each day. is to demonstrate your commitment to If you plan to install a number of chargers, If you will you’ll only need an occasional greener alternatives for employee travel you may need an electricity supply upgrade rapid charge, it’s best to use the extensive by procuring EVs for company use. to be able to accommodate the additional public network. Rapid chargers can be load this brings. Your installer should be found across the UK, and it’s not hard to Revolutionise your fleet able to advise on this when they carry out find one using ChargePlace Scotland if An EV charge point may help save your a site survey of your intended charging you are in Scotland. EV drivers in England company money, due to the tax benefits locations prior to installation. Funding from can use Zap-map or PlugShare for this. and lower running costs associated with EV Energy Saving Trust can potentially cover this It’s well worth giving some serious thought usage. You might even consider partnering additional cost on a case-by-case basis. to how EV charging could work for your with a car club such as Enterprise or Cobusiness. Energy Saving Trust Scotland has Wheels, providing them with a parking space The electricity bill plenty of resources to help you decide. for an EV which can then be pre-booked Depending on the size of your vehicles’ To download an application form for by your staff for occasional use. This way, it batteries, it will cost between £2.50 and £11 charge point funding in Scotland, please might become an opportunity to get rid of to charge to full. The higher figure assumes a visit www.energysavingtrust.org.uk/ a fleet vehicle which is not used regularly, battery with 300+ mile range, for example a scotland/businesses-organisations/transport/ meaning a direct financial saving as you free 100KWh Tesla Model X. When you consider the electric-vehicles-chargeplace-scotland. L yourself from leasing and servicing costs. cost of 300 miles’ worth of diesel, though, it’s clear that your savings will eventually rack up.

What funding is available?

Encouraging staff to charge at work FURTHER INFORMATION Under the Office for Low Emission Vehicles will eliminate the need to pay 45p/mile, electricvehiclesscotland@est.org.uk (OLEV)’s Workplace Charging Scheme, £500 and you’ll be reducing your organisation’s www.energysavingtrust.org.uk/Scotland is available per socket for one or more charge carbon footprint right from the get-go.

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EV CHARGEPOINTS

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CREATING THE FUTURE OF MOBILITY

IN A CHANGING LANDSCAPE

TALKING FROM EXPERIENCE

WE’VE LEARNED A LOT SINCE 1958. AND WE’RE STILL EVOLVING. BUT OUR COMMITMENT TO INNOVATION HAS NEVER CHANGED. CREATING THE FUTURE OF MOBILITY. HERE’S TO THE ROAD AHEAD. WWW.ALDAUTOMOTIVE.CO.UK

Best Practice Guide

LEASING

Finance options for fleets explained All fleets have different operating models, so no one funding method will fit all. Here’s a look at the different options available At a GreenFleet roundtable last year, which had several fleets in attendance, the question came up over whether outright ownership or a lease model works best when it comes to financing vehicles. The answer was not definitive. Both ownership and leasing were practiced by the fleets around the table, and sometimes a mixture of owned and leased vehicles were included in one fleet.

Norman Harding, corporate fleet manager at London Borough of Hackney said: “When we buy a vehicle, we don’t just look at what it does, we also look at the funding streams, we look at capital and leasing options and will make a judgement.”

Healthcare provider Healthcare at Home meanwhile uses exclusively leased vehicles.

The company’s fleet manager, Georgina Smith explained: “By leasing our vehicles, we know exactly what we spend on every year. We need all our money to invest, so leasing is perfect.”

Michael Cook, senior fleet engineer at Babcock International Group highlighted that leasing is a good option when you don’t know where you are heading in terms of new technology and fuels, as you don’t get the residual risk.

Within Heathrow Airport’s fleet meanwhile, there is a mix of leased and bought vehicles, as explained by the airport’s procurement manager, Iqbal Gill.

The conclusion was that all companies having different operating models so no one funding method will fit all.

So what are the financing options open to fleets?

The monthly rental rate takes into account registration fees, road fund licence, its period of use, agreed mileage, funding costs, and forecast residual value, as well as the cost of the car.

The number of miles a car does has major implications for both its service requirements and resale value and so will have an impact on the rental rate.

The monthly fee may include a ‘service’ element covering additional services, such as maintenance, replacement vehicles, roadside assistance, motor insurance, accident management and fuel cards.

Finance lease The BVRLA / Grant Thornton guide explains a finance lease as allowing the lessee to hire a vehicle for a fixed monthly fee, with the vehicle remaining the property of the leasing company. This is similar to contract hire, however, the vehicle will appear on the lessee’s balance sheet, Contract hire with outstanding rentals Contra ct The BVRLA’s Vehicle represented as a liability h ire sees Funding guide, done because the risks and a user hir in partnership with rewards of ownership e a car for a set pe Grant Thornton, says rest with the lessee. contract hire is the The guide says: “A and pre riod of time d main type of vehicle finance lease generally e t e rmined maximu leasing. Explaining conforms to one of m the process, it says: two standard formats: a at fixed mileage monthl “Contract hire sees a lease with a final balloon y rentals user hire a car for a set payment (smaller monthly period of time and prepayments with a final big determined maximum mileage payment at the end), or the at fixed monthly rentals. There fully amortised lease, in which the is no option for the hirer to purchase finance is spread over a fixed period with the vehicle and at the end of the contract, the same amount being paid on a regular it is returned to the leasing company.” basis, usually monthly. E

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Best Practice Guide

SPONSOR’S COMMENT

Autumn Budget 2018 hints at changes to come Matt Dale, ALD Automotive

The Autumn Budget 2018 was not as significant as other recent budgets, leaving us with the feeling that the main policy announcements are yet to come.

While some measures were already known, it did contain some new announcements. Among them the extension of the Enhanced Capital Allowance scheme for electric vehicle charge points – by which companies can claim 100 per cent first-year tax relief on any charge points they install – until 31 March 2023. Another is the decision to maintain a lower rate of Fuel Duty for alternative fuels until 2032, pending a review in 2024.

There was also the allocation of £90 million for developing ‘Future Mobility Zones’.

These are all positive policies that will encourage cleaner and more efficient motoring.

However, what really stood out from this Budget was the number of policies that are yet to be confirmed. Earlier this year, ministers ran a consultation on introducing a new VED system to encourage the uptake of cleaner vans. However we still don’t know the finalised new rates for vans.

They will, apparently, be revealed ahead of next year’s Finance Bill.

The Chancellor is also leaving us waiting for his decision on the new Worldwide Harmonised Light Vehicle Test Procedure (WLTP), and how it interacts with the tax system.

The transition to WLTP could push some vehicles into higher brackets for taxes such as CCT and VED. Unfortunately, the Budget only revealed that the government will ‘review the impact of WLTP’ – and then report back in the spring.

It’s two years since Philip Hammond introduced a new system of CCT by revealing the rates for 2020-21, yet he still hasn’t confirmed the rates beyond this. This means that some businesses and company car drivers won’t know how much tax they will pay in the final years of their contracts, which leaves us with a level of uncertainty.

FURTHER INFORMATION www.aldautomotive.co.uk

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 “In a lease with a final balloon payment, the overall depreciation of the vehicle is reflected in the monthly rental, with the final payment covering the original estimated residual value at the end of the contract. If the vehicle is subsequently sold at a price above that of the predetermined balloon payment, the leasing company will refund a percentage of the proceeds to the lessee. If the price is below the balloon payment, the lessee will be liable to pay the shortfall to the leasing company.”

Contract purchase Contract purchase sees a customer agree to purchase a vehicle via a series of monthly instalments, the BVRLA guide says. Ownership passes to the purchaser at the outset or the end of the contract, depending on whether a conditional sale or credit sale agreement is used.

Hire purchase meanwhile is a type of agreement where the purchaser in effect takes out a loan to buy vehicles from a third party. The agreement may require a three or six month deposit at the outset and usually terminates with a balloon payment – typically equivalent to the expected residual value of the car. Both the deposit and the balloon payment can be varied to reduce or increase the monthly repayment amount.

“This type of funding appeals to companies that want to retain ownership of their vehicles, do not want to use their capital or overdraft to pay for them, and want to avoid mileage restrictions,” the guide says. However, it presents a residual value risk and requires inhouse expertise and management resources.

Outright ownership Purchasing a vehicle outright is regarded as an acquisition of a fixed asset for accounting purposes. As such, the vehicles are recorded on the organisation’s balance sheet and depreciate over their useful life down to an estimated residual value.

This gives the greatest level of control over how a vehicle is procured and also provides a potential influx of funds when vehicles are sold. But that does mean tying up capital in a rapidly depreciating asset, the guide says.

Zero emission vehicles The government’s Road to Zero strategy made clear that it wants to pursue a zero-emission

transport future. But for many, there are still too many concerns that electric vehicles will not be fit for purpose in fleet operations.

Leasing and rental, over outright purchase, can help lessen these concerns and allow fleet operators to try the vehicles without the risk.

Explaining the benefits of leasing electric vehicles, the BVRLA’s Gerry Keaney said: “Many of the long-standing benefits associated with vehicle leasing are particularly attractive when it comes to fleets and people looking to adopt zero or ultra-low emission vehicles.

“These vehicles are expensive and leasing companies can pass on the purchasing discounts they get from buying so many of them. Leasing enables you to fix the cost of your vehicle acquisition over a set period, meaning that you don’t have to stump up a lot of money up-front.

“This can be particularly attractive for businesses that would like to use that working capital elsewhere. With the most popular form of leasing, contract hire, you never actually own the vehicle. This means that you are immune from any risk associated with that vehicle’s residual value. Should a vehicle’s residual value fall sharply, perhaps due to the introduction of a new range of much more efficient electric vehicles, the leasing company will have to absorb this cost.”

Compliance with Clean Air Zones With the imminent arrival of Clean Air Zones around the UK, leasing may also provide an attractive way to use compliant vehicles. The leasing sector is already leading the way for compliant vehicles, according to the BVRLA’s recent ‘Fleet Sustainability Credentials’. It says that ninety-four per cent of the car rental fleet and 75 per cent of leased cars are CAZ compliant. These compliance figures are well ahead of the average for all UK cars, where only 57 per cent meet CAZ emission requirements.

With regards to vans, only 13 per cent of the UK van fleet is currently CAZcompliant, compared to over a third (37 per cent) of all leased vans and over half (56 per cent) of the rental van fleet.

See the BVRLA / Grant Thornton guide on Vehicle Funding at tinyurl.com/yd5bverm. L FURTHER INFORMATION www.bvrla.co.uk

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Taking health and safety on the road All companies running any size of fleet have a legal obligation and a duty of care to their drivers. When your place of work extends beyond the office or business premises, so too does your responsibility to provide a safe ‘mobile’ environment for your employees. DFM’s Simon Barr explains

Daimler Fleet Management know that their responsibility goes beyond simply funding and procuring your vehicles, taking an active role in shaping a policy that fulfils your duty of care requirements to your drivers.

We’ve listed some of the areas to consider when drawing up your duty of care policies.

Drivers: You wouldn’t allow an employee to use complicated machinery without being given sufficient training, yet many companies send their drivers on the road without specific safety training.

Driver Training Using a simple online driver assessment tool DFM will help you to identify which drivers are most in need of training.

Delivered through eLearning and classroom training DFM will provide at risk drivers with tuition in hazard awareness and speeding, and with driving behaviours and concentration techniques.

Additionally, drivers can also be taught to drive more economically and shown what to do in the event of a breakdown or collision, minimising downtime and keeping your people safe.

Driver licence checks Research has shown that less than 15 per cent of motorists would inform their employer if they had a driving offence or penalty points on their licence.

The burden of performing licence checks can be lessened with by automated checks carried out by DFM. You’ll receive up-todate information on your drivers, that DFM source directly from the DVLA. You choose the regularity of the checks and alongside the online assessments, you can monitor and retrain the drivers identified as being at risk.

Vehicles: Automotive technology is improving all of the time. Investing in new vehicles means you are not only surrounding your drivers with the most innovative safety features, your business will also benefit from the latest in-car functionality aimed at greater driver efficiency.

In-built technology comes as standard in many cars and vans these days.

For example:

Optimised Assistance Predicts and manages maintenance and repairs. Fleet managers can also receive alerts of safety critical events.

Driving Style Analytics Provides data on each user’s driving style to encourage safer and more cost-effective driving.

Fatigue Alerts Audible prompts encourage the driver to take a break after prolonged periods on the road. In addition to lane tracking technology and hazard alerts some vehicles also monitor your position in the driving seat and look out for tell-tale signs of tiredness.

Improved Navigation More efficient navigation information derived from a variety of sources can help avoid busy roads and traffic incidents.

Almost all of these features and many more will interface straight into your own internal IT systems, providing valuable insight into the workings of your fleet and the training needs of your drivers.

Fleet Management: Whether it’s an on or off balance-sheet solution that you are looking for DFM have a product to suit your needs. A periodic vehicle change cycle will minimise the chance of mechanical risks occurring.

These risks can be further mitigated by a robust fleet management policy.

Fleet Consultancy Help choosing the most suitable and cost effective vehicles for your business is vital - ‘the right priced’ vehicle may not be the most appropriate one. It’s important to partner with a fleet management supplier who takes the time to understand your mobility objectives before recommending which vehicles you should take.

By undertaking a whole life cost analysis you’ll see the true cost of running a fleet and the total cost of operating vehicles over their lifetime.

Service and Maintenance Regular, manufacturer approved service and maintenance packages ensure

that your vehicles deliver optimum performance with downtime due to mechanical errors minimised.

Accident Management Supporting your drivers when they need it most. Your priority will always be to the welfare of your driver, an effective accident management product will ensure that they are safe and taken care of as quickly and suitably as possible. Attention can then be focused on the swift recovery and repair of your company vehicle. The administrative burden is taken care of on your behalf and if repairs are lengthy, an appropriate courtesy vehicle can be supplied, keeping your business moving.

If a driver is involved in an accident that could have been prevented the company may find they are liable. A comprehensive duty of care strategy as outlined will illustrate that every care has been taken to protect your drivers, meaning if the worst does happen you will be able to focus on what’s important – your driver’s welfare and your business’ continuity. L FURTHER INFORMATION Tel: 01908 697442 dfm-uk@daimler.com daimlersixty.co.uk

Volume 118 | GREENFLEET MAGAZINE

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Manage fleet carbon emissions with vehicle tracking Vehicle tracking systems can be a powerful tool to reduce your fleet’s carbon emissions, save costs and improve productivity.

However, many organisations start with vehicle tracking for a separate set of reasons, such as security of the vehicles and wanting to know where the drivers are at any point in time. Systems that specifically track and measure driver behaviour also allow an organisation to lower costs and carbon emissions, reducing fuel consumption by up to 25 per cent* and actively improving driving styles.

Quartix offers an intuitive interface that provides actionable insight, to let you coach your drivers, lower your fuel costs and reduce the impact your fleet has on the environment. Through measuring idling times and mileage, the system also enables you to reduce unnecessary vehicle use, further supporting your green agenda.

With Quartix, it is simple to see where driving styles can be improved.

Driver scores based on speed, acceleration and braking provide a solid basis for feedback, combined with your drivers’ average speeds on certain stretches of road compared with other professional road users in the Quartix database. When you improve your fleet’s driving style and minimise

emissions, you also save fuel and reduce the of risk accidents on the road.

Quartix displays your fleet’s total mileage, driving hours and idling time over a specified period in one simple report. Whether you need to report by driver or by vehicle, you can interrogate the data at the click of a button. Acting upon this insight can improve overall productivity and reduce employee overtime by up to 15 per cent*.

Quartix shows you exactly what routes your drivers are taking every day, letting you see where they overlap or involve avoidable areas of congestion – armed with this knowledge, you can ensure jobs are completed efficiently, at lower costs and in less time.

Knowing how your drivers are performing

out on the roads can help you to decrease idling times by up to 30 per cent*. Identifying where your drivers can decrease idling not only saves fuel, it also means greener results.

The Quartix vehicle tracking system provides benefits to both your organisation and its workforce, easily feeding data into your existing systems to streamline processes. To learn how the system can benefit your teams, give Quartix a call and talk to one of their experts on 01686 806 663.

*Frost & Sullivan 2015 FURTHER INFORMATION www.quartix.net

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DEDICATED TO PROMOTING A CLEANER ENVIRONMENT | www.greenfleet.net

Gaining control of your fleet through telematics

Best Practice Guide

TELEMATICS

Telematics is being widely adopted by fleets, providing businesses with journey and driving information that enables better decision-making to make the most efficient use of the costly transport resource Written by John Curtis

Running a fleet can be an enormous performance, and more. However, all the challenge, never more so than when vehicles vehicle data in the world is utterly useless are doing what they should be – being driven. unless it is used to inform better decision However, this is when vehicles can be at their making. How the data is analysed, and most expensive, either through wear and tear, the subsequent decisions it informs are fuel use or even accidents, and this is the key to a successful implementation. point at which the fleet manager

Telematics devices are unobtrusive, has the least control. passive observers that are located Telematics is being out of the way of the vehicle All widely adopted by controls and the drivers the veh fleets, of all sizes, sight line. These monitors i c providing the collect information and data in le business with transmit it back to a data world i the s journey and driving collection point, usually u t ter useless information that back at the office. unless ly it is used to enables decisions The devices themselves to be made to make come in a number of better d inform the most efficient forms, allowing fleet ecision use of the costly managers to use what is making transport resource. best for them. Much of it depends on how the data will be What is telematics? collected, and the available budget.

Vehicle telematics is based

Mobile only and Bluetooth Assist on the idea of gathering, storing, and telematics are cost-effective but are lacking in transmitting information about the capabilities. Along with 12V connectors, they vehicle for monitoring purposes. This can be easily transferred from one vehicle information can be used to analyse vehicle to another, so they can be kept with drivers performance, vehicle conditions, driver if users are regularly switching vehicles.

Onboard Diagnostic (OBD) devices plug into the OBD port on the underside of the steering column. They will have Bluetooth or even cellular capabilities and will be able to collect a richer set of data to be used. They can be moved from one vehicle to another, but it is a little more difficult than with mobile-only systems and 12V connectors. They are generally the best route for most fleets.

Original Equipment Manufacturer (OEM) products are very capable, but are also the most expensive, and are permanently fixed to the vehicle.

The benefits of telematics One key question to answer in the quest for telematics success is why the need for a telematics system?

The answer will vary depending on whether the question comes from the finance department, HR, the fleet manager, drivers or even a union representative.

However, in most cases, the issues covered fall into four broad themes, all of which are interlinked: mileage and time management, fuel and emissions, safety and security and financial benefits. E

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Best Practice Guide

 Mileage and time management Telematics shows where vehicles are being driven and how they are being used. This can benefit the business in a number of ways.

Tracking systems are able to identify a vehicle’s location, so the right vehicle and employee can be sent to the closest job, by the most efficient route, guided by real time traffic information.

Automatic mileage updates can be received by managers or suppliers, such as leasing companies, to enable proactive servicing and timely replacement of vehicles. Telematics can help automate manual and time-consuming processes, such as timesheets, to make them more accurate and reduce paperwork.

The system will automatically log vehicle use and location along with the start and end of the working day. This information can then be imported into payroll systems.

Business or private mileage can be separated to improve the accuracy of expenses claims.

Fuel and emissions Telematics can assist in planning more fuel-efficient journeys, and encourage less aggressive driving, resulting in lower fuel bills. In addition, systems can report on the fuel economy of specific vehicles.

In a recent study of company car drivers, a telematics system identified a 50 per cent difference in fuel economy being achieved in identical cars over similar journeys. Much of the excess fuel use was down to driving style, including excessive speed and harsh acceleration.

This level of insight isn’t possible with other fuel management systems, such as fuel cards, mainly as the process involves the driver accurately recording mileage when filling up.

By having more accurate, vehicle-specific data, a company can quickly identify where action needs to be taken, such as with fuel efficient driver training.

By improving fuel economy and reducing time spent idling, a business can reduce its total carbon emissions, a key consideration as businesses are increasingly required to provide carbon reporting as part of their annual results.

Safety & Security Telematics can provide the information needed to improve safety, reduce accidents and combat vehicle crime. Some systems can clearly identify speeding, harsh braking and acceleration, sudden steering changes, over-revving and hours of vehicle use. This information can be used to pinpoint safety issues so drivers and managers can be trained and educated.

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Some systems can clearly identify harsh braking and acceleration, sudden steering changes, over-revving and hours of use Studies have shown that for each 1mph reduction in average speed, accident frequency reduces by six per cent.

Typical own damage costs rarely fall below £1,100 per claim, while average insurance claims including third-party damage and injury claims can be more than £4,000, a good reason to manage vehicles using actual and real time data.

In addition, telematics can act as a security system, with unplanned vehicle movements raising an alarm and pinpointing the vehicle so police can be directed to its location.

Personal safety can be enhanced for lone workers too, as telematics can track their location and vehicles can be fitted with panic alarms in case of emergency.

Financial benefits Introducing telemetry is no different than investing in any other business system, it has to make business sense.

Typical figures suggest that through better scheduling, higher productivity and increased vehicle utilisation, operating costs can fall by ten per cent.

By covering fewer miles, reducing speeding and improving driving style, fuel use and CO2 emissions can be cut by 15 per cent.

Finally, reduced speeding and greater levels of driver awareness could cut crash costs by up to 50 per cent.

By using telematics to record drivers’ hours, unnecessary overtime claims can be reduced, often by thousands of pounds, while there are other fringe benefits too.

Because telematics systems provide accurate location and time information, a number of companies claim they are successfully challenging fines for parking infringements.

In addition, insurance companies may be willing to consider a reduction in premiums.

The telematics system The data that a telematics system can provide comes from three key sources. The first is from GPS data, which calculates location and speed, the second is from a direct link to the vehicle that delivers information on any aspect of performance it is collecting, which can include oil temperature and even whether doors are open.

Thirdly, some systems have sensitive instruments that measure g-force to identify harsh braking, steering and acceleration.

Telematics devices do suffer from some limitations though and knowing these limitations may help determine what is the best choice for your vehicles. Satellite-based and cellular-based services can lose coverage if driven far enough out of the way. That said, the data can be stored by the unit and transmitted when it is back in service range.

This may limit real-time tracking but should not limit any other part of telematics usage.

Even the most committed supporters of telematics technology will agree that you can have too much of a good thing.

A vehicle tracking system isn’t just a one-box solution, as it can provide a myriad of reports and charts that can either go into minute detail or just provide a graphical overview of key issues related to fleet use. If fleet managers choose wisely, they will have absolute clarity on their fleet. Choose poorly and information will be irrelevant, too detailed to use or in such great volumes that any benefit is lost in a sea of figures.

Introduction is key Careful introduction of this technology is key to ensure staff feel supported rather than feeling spied upon. As company vehicles are almost certain to have an element of private use, the challenges of persuading drivers to accept the technology and the changes it might bring are much more significant. That doesn’t suggest it can’t be achieved, as thousands of cars are tracked already, but there has to be a much clearer benefit for the driver.

One solution can be to focus on a depersonalised service that offers the benefits of telematics at the most basic level, with automatic reporting of vehicle mileage and driver admin, giving them more time to do their jobs.

If a business is leasing a vehicle, and depending on the supplier chosen, this basic level of telematics may be supplied as part of the package. In some cases, it can be extended to business and private mileage capture to help automate expense reports.

Stolen vehicle tracking can also be added.

Focusing on the personal benefits, such as improved safety and security have been shown to make a positive impact on staff attitudes.

The most important factor is to take staff along on the journey by explaining the issues, seeking feedback and addressing genuine concerns with facts and case study support.

A good supplier will have endless evidence of implementation and use strategies that have worked for other clients. Trust those that come with a proven track record and are happy for you to speak to some of their clients. L

Many organisations rely on traditional telematics technology to gain insights into their drivers’ performance

Industry Comment

Beyond telematics Del Lisk

Telematics provides vehicle operation data like GPS and fuel data, as well as information on erratic driving events such as hard braking, sudden swerving, or collisions.

However, telematics data often doesn’t tell the whole story of what’s happening on the road and inside your driver’s vehicle – or, more importantly, why it’s happening.

How video can reveal the root cause of collisions Compared to traditional vehicle telematics, video telematics technology provides a high level of data and insights that can give organisations a more complete picture of what is occurring in their fleets – including how safely their drivers are operating on the road.

When an event occurs, telematics data tells us when and where something happened; the forward view of an externally-facing video lens can tell us what happened; the internal view provided by an in-cab video event recorder can tell us why it happened.

Video enables fleet managers to identify and analyse patterns of risky driving behaviours, and to help coach drivers to change these behaviours before they lead to collisions.

Data reveals a link between risky driving behaviours and collisions Lytx reviewed videos generated by hard‑braking and cornering manoeuvres to identify the root-cause behaviours of the manoeuvres. We also identified significant behaviour differences and calculated collision probabilities to correlate behaviours that show a higher likelihood of future collisions.

Understanding the data and risky behaviours that video reveals can help you quickly identify the drivers who are most likely to be in a collision, so you can focus on helping them improve their skills and avoid a collision altogether.

Focus on the good Video telematics helps pinpoint risky driving and it also highlights and documents good

driving. Most drivers understand (and appreciate) that video telematics doesn’t just record mistakes, but can help them become better drivers, exonerate them from false claims, and even save lives.

How video helps predict collision risk Near-collision events involve driving behaviours that are correlated with near misses. Our analysis also showed that drivers with a near-collision event are nearly six times more likely to be involved in a collision within six months than a driver without a near-collision event. Combined with mobile phone use, these three behaviours shown are correlated with nearly 40 per cent of the near collisions studied.

The game changer: video‑based telematics Many professional drivers are sports fans.

They know the value of good coaching and how critical video is in the coaching process.

So, like professional athletes, good drivers understand how video-based coaching can make them perform even better.

A good coach also knows which of their players they need to focus on first. Video-based telematics can help predict which drivers are more likely to be involved in an incident, so coaches can focus on these drivers first.

The bottom line Video telematics can help you understand the root causes of collisions and other road incidents; video-based data can help you identify and reward good driving behavior; video provides coaches with information to predict which drivers are more likely to be involved in a collision, so they can prioritise their coaching efforts.

Only video telematics can reveal the truth of what’s happening on the road, delivering crucial insights to help you coach risky drivers to become safer drivers. L

Del Lisk serves as Lytx’s chief safety liaison for its more than 1400 fleet customers. Del is a Certified Transportation Professional and an active member in several motor vehicle safety groups such as the National Safety Council’s Transportation Safety Division and the American Society of Safety Engineer’s Transportation Practice Specialty.

Del has presented at countless conferences and has appeared on Good Morning America, Inside Edition, Discovery Channel and other television shows.

Prior to joining Lytx, Lisk served as company president of Smith System Driver Improvement Institute, a leader in professional driver training.

FURTHER INFORMATION About Lytx At Lytx® we harness the power of data to change human behaviour and help good companies become even better. We enable our clients to realise significant ROI by lowering operating and insurance costs, while achieving greater efficiency and compliance.

Most of all, we strive to help save lives – on our roads and in our communities, every day.

Lytx has offices in the UK and is privately held and headquartered in San Diego.

For more information, visit www.lytx.co.uk, twitter.com/LytxUK @LytxUK on Twitter, or on our www.youtube.com/user/LytxInc channel.

Volume 118 | GREENFLEET MAGAZINE

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Best Practice Guide Written by Phil Lloyd, head of engineering and vehicle standards policy at the Freight Transport Association (FTA)

VEHICLE SAFETY

How to ensure your vehicles are road safe & green Phil Lloyd, FTA’s head of engineering and vehicle standards policy, pulls out some of the most salient points from the updated DVSA Guide to Maintaining Roadworthiness and shares his key advice All vehicle operators and drivers wanting to check if a vehicle is road safe should refer to DVSA’s Guide to Maintaining Roadworthiness.

The guide, applicable to commercial goods vehicles and passenger carrying vehicles, was recently updated and provides bestpractice advice and legal requirements.

For those wishing to reduce their fleets’ carbon emissions, there are many tools and techniques available, which can also help to extend the life of a vehicle and make its operation more cost effective.

Phil Lloyd, FTA’s head of engineering and vehicle standards policy, pulls out some of most salient points from the Guide to Roadworthiness and shares his key advice.

Check lists The most effective way to keep a vehicle road-safe between roadworthiness safety

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Traffic Commissioners can take action against anyone who fails to complete an adequate walk-around check, so this procedure must not be overlooked.

Drivers are legally responsible for the condition of a vehicle when in use on the road and report any defects swiftly, for example, unusual vehicle vibrations.

In addition to these regular checks, firstuse inspections and regular roadworthiness safety inspections must be completed.

Transport managers and operators should ensure these safety inspections are reflective of the conditions to which the vehicle is put. For example, a vehicle used regularly in hilly areas may require more frequent checks of its brakes.

Emissions considerations inspections is to undertake Operators and drivers should make T he mos daily pre-use vehicle every effort to reduce vehicle t effectiv checks and make emissions wherever possible. e way to keep sure any defects or There are several different defect symptoms methods available to do road-sa a vehicle f e are reported this, such as encouraging b e tw roadwo immediately, with fuel-efficient driving rthiness een safety remedial action through education, inspectio ns is to being taken as training, incentives and the u ndertak soon as possible, in installation of telematics. vehicle e daily some cases before Routing and scheduling checks the vehicle is used. processes can optimise fuel Key elements of efficiency, while aerodynamics, this routine should tyre management, and utilising include (where applicable) alternative fuels can also reduce checking electric warning indicators, emissions. Identifying a fuel or energy efficiency security of the load, number plates, champion will also help promote this agenda. lights and indicators, steering, security With the upcoming introduction of Clean of body/wings/mudflaps, wheel security, Air Zones (CAZ) across several cities and general tyre condition and mirrors.

London’s Ultra Low Emission Zone (ULEZ),

DEDICATED TO PROMOTING A CLEANER ENVIRONMENT | www.greenfleet.net

companies should consider upgrading their vehicles to meet the new requirements. Only vehicles meeting the emission standards set by the European Union – Euro VI for diesel and Euro V for petrol vehicles – will be permitted to enter these zones without paying a fee.

Keeping green In its Road to Zero strategy, the government set a voluntary emission reduction target of 15 per cent by 2025 for all HGVs, but this is a target which operators of all types of vehicles should aspire to achieve. The Logistics Emission Reduction Scheme (LERS), which FTA provides free of charge to the whole industry to help operators reduce emissions, has adopted the government’s emission reduction target, building on its existing achievement of a seven per cent reduction in its members’ emissions by 2015 compared to 2010.

The scheme aggregates its member’s fuel usage and business activity data to establish a carbon footprint and has been successfully demonstrating industry’s ability to improve emissions on its own without further government regulation. LERS supports its members by providing guidance on carbon reducing measures, regular policy updates and valuable information on reducing fuel costs.

Membership is free and open to all companies with at least one commercial vehicle.

For more information, or to join the scheme, please visit www.lers.org.uk While DVSA’s Guide to Maintaining Roadworthiness provides the standards required to keep a vehicle road safe from a legal perspective, operators and drivers – particularly those concerned with reducing their environmental impact – should explore all other tools and techniques available.

For vehicles showing signs of visible exhaust smoke, a diesel smoke meter should be used to ensure that the level of smoke emission is within the legal requirements. Information on the levels of permitted exhaust smoke is contained in DVSA‘s annual test inspection manuals.Vehicles fitted with emission control systems (ECS) need to be maintained in-line with manufacturers’ recommendations. Drivers and operators are required to monitor the ECS warning lamps, and ensure the diesel exhaust fluid level (AdBlue) is maintained correctly. Any emission control system faults need to be rectified as soon as possible and repaired in-line with manufacturer’s standards.

It should be noted that a person who fails to maintain an emission control system, or modifies or removes it, could be found guilty of an offence. This would put your operators’ licence at risk, and the potential penalties are unlimited fines.

Best Practice Guide

Emissions and air quality

Transport managers should ensure safety inspections are reflective of the conditions to which the vehicle is put. For example, a vehicle used regularly in hilly areas may require more frequent checks of its brakes.

Leaner logistics Efficient logistics is vital to keep Britain trading, directly having an impact on more than seven million people employed in the making, selling and moving of goods. With Brexit, new technology and other disruptive forces driving change in the way goods move across borders and through the supply chain, logistics has never been more important to UK plc. A champion and challenger, FTA speaks to Government with one voice on behalf of the whole sector, with members from the road, rail, sea and air industries, as well as the buyers of freight services such as retailers and manufacturers. L

FURTHER INFORMATION DVSA’s Guide to Maintaining Roadworthiness is available at tinyurl.com/y7jh93qa

Monitoring drivers’ daily checks The daily walkaround check is a vital part of any maintenance system, and so requires continuous monitoring to ensure the checks are being performed correctly.

Electronic driver defect reporting systems can be effectively used to manage drivers’ walkaround inspections. Operators can also use tachograph analysis to monitor the time taken to carry out a walkaround check.

A way of monitoring the quality of the daily check is to have a visiting agent or competent in-house member of staff, to re-examine the vehicle as it leaves or enters the operating centre. The inspection result can be checked against the driver’s defect reports to ensure the driver’s check is of sufficient quality.

Another approach could be to use the safety inspection. The person carrying out the safety inspection could note which defects found should have been detected during the driver’s daily walkaround check.

A review of the driver defect reports could be performed, and appropriate action should be taken to establish why the defects were not detected during the walkaround check.

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Sponsor’s Comment

How can technology and data make fleets more efficient?

Interpreting fleet management data alongside used oil analysis information will allow managers to identify trends for better overall fleet management, writes Karl Rudman, business development manager at Petro-Canada Europe Lubricants

Fleets around the world have been revolutionised by new technologies that have made the industry somewhat unrecognisable.

Owners now have unprecedented opportunity to manage and safeguard their fleets thanks to applications such as vehicle tracking and collision mitigation systems that have meant that fleet management now largely relies on digital systems and devices.

With the insight that can be gained from the data provided by these systems, fleet managers have additional opportunities to make the process of management even more efficient and profitable.

A transformed industry Since devices have become embedded into our lives, we are now more connected than ever before. In both our personal and professional activities, data on everything we do and every decision we make is tracked, providing insights into our behaviour or work patterns. The fleet industry has undergone a similar transformation over the past twenty years, whereas it was once a primarily a manual endeavour, trucking is now heavily supported by the adoption and integration of technology meaning that there is also an abundance of data available on fleets.

Most trucks are now fitted with hardware sensors, allowing fleet managers to track their vehicles in real-time by pin-pointing them on live maps. Fleets are now increasingly interconnected and managers no longer

have to wait for drivers to report on their vehicles, as real time, quantitative results can be sent straight to managers. This interconnectivity can also help managers to run their business more profitably by receiving notifications if a vehicle passes a mileage limit or when a driver has spent a considerable time idling or stopped, giving them an insight into how their fleets work.

Real life applications Tracking vehicles allows managers to report on hours of service, or spot which members of their fleet are driving safest, allowing managers to promote greater risk mitigation among their drivers and ensure the well-being of their teams. Economically, promoting more efficient driving can also reduce fuel consumption and maintenance costs on items such as tires and brakes.

In addition to assisting drivers, these systems can provide data on many aspects of the truck, including acceleration, speed and idle time. By operating a data-led fleet, managers can find efficiencies using the information that they receive to help them maximise profits. Using this information, owner-operators could accurately forecast fuel usage, enabling them to make better purchasing decisions and help with planning.

It goes without saying that skilled drivers and maintenance staff are still extremely important for the industry because a fully-automated world of trucking is not

something that we can expect anytime soon.

We should, however be looking to make better use of data, which is often readily available to fleets. If it can be used in the right way, fleets will experience noticeable maintenance and financial benefits.

Data alongside analysis It is the analysis of data and subsequent identification of trends that will allow the industry to see significant improvements in efficiency and profit.

Interpreting fleet management data alongside used oil analysis information will allow managers to identify trends. This will help to detect the causes behind a recent change in oil analysis results or predict when oil may need to be changed earlier, based on the trucks acceleration, breaking and idle rates. Managers will then be able to better identify and prevent potential catastrophic failures or problems before they have an impact on the business’ bottom line.

Analysing used oil analysis data can also show where managers could gain cost efficiencies by extending oil drain intervals.

Used oil analysis data has shown that DURON™ heavy-duty engine oil has a proven track record of improving drain intervals* and tangible proof of the savings and efficiency gains that transitioning to DURON can deliver.

If managers considered these findings alongside data from their fleets, the impact of other factors such as driver style, frequency of idling and stop/ starting can be optimised to allow the further extension of oil drain intervals.

It’s important to note that operators considering making changes based on fleet management data should only make these changes to oil drain intervals if they have carefully considered the Original Equipment Manufacturer (OEM) recommendations.

Bringing together all data available and taking the time to analyse and interpret it, fleets can see where they can improve day-to-day efficiency, that could lead to significant financial benefits.

* Extending drain intervals should always be undertaken in conjunction with an oil analysis program.

™ Owned or used under license. L FURTHER INFORMATION To find out more about DURON, visit www.duronthetougherthebetter.com

Volume 118 | GREENFLEET MAGAZINE

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Best Practice Guide Written by James Smith, LoCITY programme manager

VEHICLE SAFETY

A check a day keeps the DVSA away Daily vehicle checks can often be overlooked when time is short. But as an operator, it’s key that you make sure there are regular safety inspections and that drivers are provided with clear written instructions of their responsibilities, advises LoCITY’s James Smith Keeping a commercial vehicle roadworthy is required by law, but is also plain common sense. You’ll reduce the risk of accidents and keep your fuel bills down which ultimately results in a more profitable vehicle.

At LoCITY our focus is on ensuring drivers are aware of the environmental impact of commercial operations. Our short e-learning course available via FORS is a great starting point for anyone who is interested in vehicle checks and alternative fuels.

Perhaps you are looking to pick up a vehicle that’s compliant with the new Ultra Low Emission Zone? Whether you’re leasing, hiring or borrowing the vehicle, there are safety inspections which must take place before you use a vehicle for the first time.

But let’s focus on what checks we can make once they are in service. These can often be overlooked as time is short and we want to keep the fleet busy and on the road.

As an operator it’s key that you make sure there are regular safety inspections and that drivers are provided with clear written instructions of their responsibilities so they understand what to check. Similarly if they find a problem you need a way for them to report an issue so non-roadworthy vehicles are taken out of service.

What should we tell the drivers?

Whilst the exact checks might vary by vehicle before it goes into service, the key principle should always be to check by walking around before, during and after journeys.

Your load should be planned and positioned safely, and secured correctly. Lastly, drivers should record problems and take action.

As a commercial vehicle driver, a quick, repeatable and simple visual check saves time and money especially as the easiest issues to find often hide the biggest cost.

Externally we need to look at the condition of basic elements like fuel and oil leaks, wheel nuts, lights, bodywork and windows.

The government has published daily walk around guidance for HGV and Van drivers [www.gov.uk/government/publications/ van-drivers-daily-walkaround-check] so introducing these elements into a daily routine should prevent problems.

Tyre considerations It’s worth paying particular attention to tyre tread and pressure as that has a huge impact on fuel economy and stopping distances. A less than 1 bar reduction in tyre pressure can reduce the safe lifespan of a tyre by 20 to 30 per cent, but importantly can also increase fuel consumption by five per cent.

An under pressure tyre generates more heat and rolling resistance but on wet roads braking distance can extend by up to 12 meters. That’s the width of around two pedestrian crossings.

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Keeping an eye on tread is also important as uneven wear reduces a tyres ability to prevent aquaplaning, but is also a legal requirement to ensure all tyre tread exceeds the minimum legal limits.

For HGVs, the legal limit is 1mm, but best practice suggests maintaining a minimum of 3-4mm at all times.

reduction system could reduce engine power to make sure the vehicle restricts emissions.

Not something you want to happen mid shift!

Commercial drivers are responsible for reporting any defects in writing to whoever’s in charge of sorting out vehicle defects.

It’s important to get critical details recorded on file like the vehicle registration, date of inspection, and details of the defect.

Load management If you are on the road the DVSA or police If you are carrying a load or pulling a trailer can stop lorries, buses and coaches for spot then you need to inspect the coupling, checks. Issues are graduated depending on electrical, ABS and braking air line connections, circumstance and seriousness but generally load attachments and any landing legs. any prohibition will prevent you from Another pre check worth considering is driving until the problem is fixed. Overseaswhether your vehicle is carrying excess load registered vehicles are subject to the same – if you’ve got depot storage facilities rules as those registered in the UK. then removing additional weight Finally I think its worthwhile each day and anything stored highlighting the customer on the roof will reduce drag impact of a daily check The and improve fuel efficiency. before you leave home principle key An empty roof rack or your yard – if you are be to ch should alone has been shown confident the vehicle e c by walk k vehicles to decrease a car’s fuel is fit for purpose in g a r economy by about seven and will complete its o u n before, per cent so imagine journey then so will during d and aft the impact of carrying anyone paying for your er something on the roof services. Failure to check jo u r n e ys you won’t need that day. vehicles will be costly for Combine this with everyone so an effective driver training to reduce compliance and fault aggressive acceleration reporting system is essential and braking and you’ll definitely and mandated for HGV operators. reduce wear and operational costs.

You’ll detect minor defects before they develop into more serious faults and can Diesel drivers be confident you are running vehicles For some diesel vehicles, it’s also important which are safe, clean and reliable. L to check AdBlue levels fairly regularly – this is excellent at supressing exhaust emission FURTHER INFORMATION but only if topped up regularly. If you run out of Adblue, then an active selective catalytic www.locity.org.uk

Steertrak share the benefits of wheel alignment and how it is more economical when it comes to fuel consumption

Wheel alignment is proven to save on fuel and tyres If the wheels on a commercial vehicle are misaligned by only a small amount, this can have a significant impact on the handling characteristics of a vehicle, reducing tyre life and impacting fuel economy. Quite simply it is just money down the drain. A half a degree misalignment on one axle could reduce tyre life by half and reduce fuel economy by 3-5 per cent. See figures 1 & 2.

If done properly wheel alignment should be self financing For commercials vehicles, savings in the region of £500 to £3000 per annum have been reported.

Not all wheel alignment is the same Doing the wheel alignment on a car is not the same as doing the wheel alignment on a commercial vehicle. The alignment equipment is different and the method used to set them up is different. For commercial vehicles be sure to go to a professional commercial vehicle alignment company.

Tracking versus full wheel alignment Tracking refers to the angle of one wheel compared to the wheel on the opposite side.

For a lot of cars resetting the tracking is all that is needed, and that often what you get quoted for when trying to find the cheapest price. However for commercial vehicles just re-setting the tracking is not enough. You also have to set the wheels straight to the chassis, straight to the steering box (or steering rack), and straight in relation to other axles. Not all wheel alignment systems can do this.

Check wheel alignment at least once a year Some operators wait until they see major tyre wear before getting the wheel alignment checked. However at this point the damage is already done and the money is down the drain. And it is not just the cost of replacing the tyres, as for every pound wasted on tyre wear around two to three pounds would have been wasted on fuel. Many fleet managers now insist on a wheel alignment check as part of the vehicles annual MOT, as well as every time a steering or suspension component is replaced. Fleets that have adopted a preventative wheel alignment program have claimed fuel savings of 3-5 per cent and improvement in tyre life of 5 – 20 per cent.

Be wary of potholes Every time a vehicle mounts a kerb, hits a pothole or runs along the verge, there is a chance that the wheel alignment could be affected, and repeated knocks over time will undoubtedly mean the alignment will need to be reset.

Uneven tyre wear is not just down to poor wheel alignment When confronted with a tyre wear issue it is also necessary to investigate other contributory factors like tyre pressures, tyre selection, worn mechanical components (bearings, ball joints, suspension etc.). It can be a waste of time undertaking wheel alignment until these other issues are put right. A professional wheel alignment company should be able to advise on these other issues.

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Recheck wheel alignment after steering parts are changed Every time a ball joint, track rod end, steering or suspension component is changed again the wheel alignment will need to be reset. Not all workshops do the wheel alignment after parts have been changed.

Signs & symptoms of incorrect wheel alignment Often the driver will be the first person to highlight a potential wheel alignment problem. A misaligned vehicle may require the driver to make constant adjustments and “fight” to keep a vehicle straight down the road. Misaligned tyres often suffer an uneven wear pattern and an unnecessary build up of heat leading to premature tyre failure. The most obvious tell-tell signs are uneven tyre wear across the face of the tyre or excessive shouldering on the tyres.

Sometimes the tyre wear will be on both sides, but sometime just on one side. L FURTHER INFORMATION www.steertrak.co.uk

Figure 1

Figure 2

Fixed solid beam axles can also be aligned Contrary to common belief you can align fixed beam axles such as those on a trailer or on a drive axle. It is not possible to adjust the tracking, but you can still align those straight ahead used shims or cam bolts.

Volume 118 | GREENFLEET MAGAZINE

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FORS training gives fleet operators the edge FORS, the Fleet Operator Recognition Scheme, is a voluntary accreditation scheme for transport operators to implement and promote increasing levels of best practice; encouraging and educating them to become safer, more efficient and to reduce their impact on the environment Training – giving operators an edge For today’s commercial vehicle operator, knowing the art of fleet management can be as important to the business as fuel economy is to the productivity of the vehicles themselves. Knowledge is power, as they say.

FORS, the Fleet Operator Recognition Scheme, is a voluntary accreditation scheme for transport operators to implement and promote increasing levels of best practice; encouraging and educating them to become safer, more efficient and to reduce their impact on the environment. Celebrating its 10th anniversary in 2018, FORS now boasts over 5,000 members nationwide.

FORS is about driving-up operational standards. Central to this endeavour is the FORS Standard – a detailed document which defines the requirements that members must have in place to achieve and maintain FORS Bronze, Silver and Gold accreditation. To help meet these requirements, the ‘FORS Professional’ training portfolio provides training pathways for small operators and large fleets alike, with dedicated courses, eLearning modules and toolkits for drivers and managers.

Training for managers Training is delivered through FORS Practitioner workshops, courses, regional workshops, eLearning, practical toolkits, guides and advice; everything that is needed to develop a full managerial skill-set. And, with eLearning forming a large part of the FORS Professional offering, individuals can benefit from training whenever, and wherever, they wish.

For managers at any level of an operation, FORS Practitioner workshops represent the hub of the FORS training resource.

Delivered in ten half-day units, the workshops provide a complete package of fleet management learning, including managing work related road risk, safe and efficient fleet utilisation, reducing fuel use and minimising fines and charges.

Completion of all ten workshops leaves delegates fully equipped to face the challenges of managing a busy van or truck operation, regardless of its size and make-up. And, with a huge bank of information amassed during the learning process, delegates will have developed a best practice mindset in pursuit of a safer, more efficient and a more environmentally protective operation.

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FORS Standard – Bronze, Silver, Gold

To date, over 1,200 individuals boast the FORS Practitioner qualification.

Training for drivers Arguably the most important individual within any transport operation, certainly with respect to efficiency, but also for the reputation of the business, is the driver. He or she really is at the sharp end of the operation, so, training can have a huge impact on both the bottom line, and also the potential for new business.

Safe Urban Driving (SUD) and Van Smart training include a specific focus on how drivers engage with vulnerable road users; primarily, cyclists. Other courses available include TruckSmart for HGV drivers and the LoCITY Driving course which is available to both van and HGV drivers.

Practical training as part of the SUD and Van Smart courses includes an on‑bike module where drivers experience life ‘in the saddle’ to garner awareness of where the dangers exist when coming into proximity with larger vehicles.

Since it was established ten years ago, FORS has delivered over 321,000 eLearning modules for drivers and managers, while in excess of 144,000 classroom-based training courses have also been completed – many of which are either directly focused on, or contain reference to, the safety message.

Knowledge is power, yes, and it can lead to safer roads, increased efficiency and a more environmentally secure future for everyone.

The FORS Standard – developing, improving, informing At its recent FORS Members’ Conference in Solihull, FORS presented the latest iteration of the FORS Standard. The latest version 5 of the FORS Standard addresses both the need for air quality improvements and the move towards making FORS accessible to more vehicle types, especially the growing fleets of motorcycles and other powered two-wheelers which contribute to many last-mile deliveries on UK roads. L

DEDICATED TO PROMOTING A CLEANER ENVIRONMENT | www.greenfleet.net

Bronze: A new requirement for PCV operators at FORS Bronze is introduced to ensure passengers are carried in a manner where no danger is likely to be caused. The requirement must be demonstrated via a passenger safety policy, vehicle signage and adequate access for all passengers.

There is also a new counter terrorism requirement, meaning operators must have a policy and supporting procedures in place at FORS Bronze. Under new training requirements, FORS Bronze members must also have completed the current FORS Professional Security & Counter Terrorism eLearning module within the 24 months prior to audit. Since its launch in January 2018, the module has been completed by over 18,000 individuals.

Silver: There is now added emphasis on improving environmental operating standards at FORS Silver.

HGV and van drivers must complete the FORS Professional ‘LoCITY – Time to clean up’ eLearning module within the 24 months prior to accreditation. FORS Silver also includes a commitment to tackle noise pollution – a criteria formally only mandated at FORS Gold – to minimise noise pollution and its impact on local communities.

Gold: FORS has also introduced a requirement at FORS Gold for drivers to complete either the FORS Professional LoCITY Driving training course, or a FORS-Approved environmental awareness course.

FURTHER INFORMATION www.fors-online.org.uk

Improving driver safety through education

Best Practice Guide

DRIVER TRAINING

For an organisation, there is a legal and moral duty to ensure that staff are fully trained for the tasks in hand. For driving, this clearly means some form of risk assessment and training Sat-Nav display screens are all making it easier to drive and taking away driving decisions, but at the same time taking attention from the road. Do organisations assume drivers understand all the technology and how it effects driving standards? Or do drivers need some readjustment to all the “new” stuff, even simple “toolbox” talks would help prevent drivers becoming overwhelmed.

Technology Do all Ultimately if vehicles Telematics is becoming d rivers n and drivers aren’t on the more and more common, e e d to be train road or sharing it when even a simple in-cab e necessa d? Not others are on it then camera is useful. While rily, but collisions can’t happen. they can be used to a t h ll ey need to What steps can be defend the actions of be risk assesse taken? Can journeys the driver, they also d be eliminated, shared, highlight the actions interven and given tion changed timings or use of that driver in the are high if they of remote conferencing. moments before an risk It’s easy to get caught up incident. If they are driving in the day to day running of well that will show too. The the business, not to intentionally big problem with telematics is ignore the road risk but leave it on the use of the data that is provided. the back burner until something happens, If the organisation isn’t reviewing it or when it’s too late. RoSPA is well placed at least carrying out some form of trend to review the MORR status of a business, analysis with the data, it’s pointless. undertake driver profiling, risk assessments There are many variants of systems and “grade” the driver and advise on in the market place and what works appropriate interventions, carry out “train the for one company may not be right for trainer” courses, e-learning and workshop another, for that reason RoSPA cannot delivery to drivers, managers and directors. support one system over another. What is important is that when they are in situ, Keep learning they are used and reviewed and that It’s a truism that we “don’t know any training and development points are what we don’t know until we know communicated across the business. it”, and education helps fill the void.

Drivers of large vehicles have come to It’s the “what” and “who” that needs rely on camera technology to help them education, then it’s just commitment. when reversing or driving in congested At the beginning of the article the term situations. When they were first introduced “incident” was used in favour of “accident”. there was resistance from many drivers A definition of an accident (of which there are about “big brother is watching”; nowadays many) is an event that “cannot be planned, the same resistance exists if someone predicted or prevented”, all of which a were to try to remove the technology. driver can do with training and support.

Post collision investigation evidences The negatives of technology that 93-95 per cent of incidents are due Technology, the saviour to all the road to human error that perhaps could be safety problems, or is it? It’s all very well avoided. If we learn to drive, and usually having the technological advances towards need instruction to pass that test, why road safety in place, so long as road users do we then stop? How many individuals (not just drivers or those driving for work) take golf lessons, or music lessons or don’t become overly reliant on them to the undertake professional development, detriment of making their own decisions in but not for the one action that can kill or the first instance and understand how the seriously maim others. But then aren’t we technology works in the second. For many all good drivers, or is it the other guy? L older drivers, who learnt to drive in vehicles with a carburettor, now find themselves in a vehicle with an ECU and fuel injection FURTHER INFORMATION systems – a very different piece of kit that www.rospa.com no one has explained to them how it works. place to educate the young about the dangers on the road. You could approach a head teacher with an offer to sponsor some form of road safety training.

Women’s Institutes or U3A groups often look for guest speakers or an approach to a local supermarket to run a road safety event for the shoppers.

Supported by

John Greenhough, RoSPA fleet safety consultant

Improving driver safety through education is a question of choice. Do the drivers need educating or is it the public they come into contact with that need the education?

Driver training is hard to quantify; would a driver be as likely or less likely to be involved in an incident (note not accident) as a result of receiving driver training. Accepting that the riskiest activity most workers face is driving for work and that 30 per cent of the road fatalities were involved with a driving for work activity, maybe the better question is “would those numbers be higher if no training took place?”

The National Driver Offenders Retraining Scheme (NDORS) offers educational training for drivers detected of a lesser driver offence in lieu of court proceedings, and evidence supports that following the training drivers are less likely to reoffend.

If the information contained in this type of training were available to drivers before they are detected, wouldn’t that be better?

For the majority of drivers, the investment in this training is costly and time consuming and until they have a problem (i.e. are detected with a traffic violation), what is the need? But for an organisation there is a legal and moral duty to ensure their staff are fully trained for the tasks in hand.

What’s the risk?

For driving this clearly means some form of risk assessment and appropriate training. A Managing Occupational Road Risk review or audit is a good starting point for the organisation, acting as a “gap analysis” on the actions and defensibility of the business in the event things go wrong.

Do all drivers need to be trained? Not necessarily, but they all need to be risk assessed and those deemed medium to high risk given some form of intervention to support them. But why not offer classroom type training to all company drivers? It’s cost effective, shows due diligence, supports a culture of compliance and promotes road safety, not only to the work element but to the personal driving staff undertake.

RoSPA has long championed “ROADCRAFT – The Police Drivers Handbook” as a reference source of good driving. The principles form the basis of in-vehicle driver training offered by RoSPA, with many organisations opting for their drivers to undertake the RoSPA driving test in an attempt to obtain a Gold award, one of the highest civilian driving awards that can be obtained.

But what about educating other road users? Can an organisation have influence on how others drive? Schools are a great

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