Commercial GreenFleet March 2020 by PSI Media

MARCH 2020

DRIVING THE SWITCH TO CLEANER COMMERCIAL FLEETS

INTERVIEW

THINKING DIFFERENTLY ABOUT LOGISTICS How electric delivery trucks and alternative fuels are helping Wincanton clean up its operations

LOGISTICS

RETROFIT

RENEWABLE FUELS

I n t r o d u c i n g t h e f u t u r e o f c o m m e r c i a l t r a n s p o r t : t h e N e w Tr a n s i t C u s t o m P l u g - i n H y b r i d . I t f e a t u r e s a n e l e c t r i c - o n l y ( e s t i m a t e d *) r a n g e o f u p t o 3 5 m i l e s a n d a n a w a r d - w i n n i n g 1.0 l i t r e E c o B o o s t e n g i n e t h a t e x t e n d s t h e v a n â&#x20AC;&#x2122; s r a n g e t o o v e r 3 1 0 m i l e s . T h e N e w Tr a n s i t C u s t o m P l u g - i n H y b r i d i s b u i l t t o h e l p y o u w o r k m o r e e f f i c i e n t l y t h a n e v e r.

*Based on full charge. Estimated range using Worldwide Harmonised Light Vehicle Test Procedure (WLTP) applies to an available configuration. Actual range varies with conditions such as external elements, driving behaviours, vehicle maintenance, and lithium-ion battery age. Final WLTP figures will be available in 2020.

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Commercial Vehicle News

COMMENT: FTA

LERS - Why do we need your data? Each spring, we ask the members of the Logistics Emission Reduction Scheme (LERS) – a voluntary initiative designed to record and reduce emissions from road freight operations – to submit their annual fuel usage and Becki Kite, environment policy vehicle kilometre travelled manager, FTA data from the previous 12 months. This figure is used to track the progress of the scheme against its current target: for its members to achieve a 15% reduction in carbon emissions by 2025 when compared to 2015 levels.

As we start to receive data submissions for the 2019 LERS report, we thought it would be a perfect opportunity to explain how we use the data and why it is so important for industry. Firstly, receiving data from our members is vital to illustrate that the scheme is successful in its mission to significantly reduce carbon emissions from road transport; it enables us to demonstrate to government that operators are willing and able to reduce their emissions without further regulation. In addition, we capture data on our members’ use of alternative fuels and fuel-efficient technologies. This helps us to provide insightful case studies and practical information to help other operators reduce their fuel costs and achieve the same level of emission reduction. We also collate data on the engine euro standards of a company’s fleet; this helps us to track fleet replacement patterns and demonstrate to government that LERS members are running vehicles with the cleanest emission standard possible. Members also receive individual spreadsheets illustrating their year on year progress, which can be used to demonstrate their dedication to reducing their emissions. Upon submitting their annual data, companies will also receive a certificate of membership. LERS already carries significant weight within government; the authorities have made it clear that the scheme must show the industry is able to make significant reductions in its carbon output without further regulations. Run by FTA, LERS is free to join and open to all companies who operate at least one commercial vehicle, van or HGV. For further information visit http://lers.org.uk Efficient logistics is vital to keep the UK 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. FTA is one of the biggest business groups in the UK, supporting, shaping and standing up for safe and efficient logistics. We are the only business group in the U=K that represents all of logistics, with members from the road, rail, sea and air industries, as well as the buyers of freight services such as retailers and manufacturers whose businesses depend on the efficient movement of goods. FURTHER INFORMATION www.fta.co.uk

RENEWABLE FUELS

LowCVP launches new commercial fleet guide A new guide for fleet operators shows how renewable fuels can immediately cut greenhouse gas emissions in road transport, particularly from commercial vehicles for which few low emission solutions are currently available. While the focus has been mainly on vehicle electrification for meeting the UK’s net zero target as it applies to road transport, the LowCVP argues that there are still major technical challenges to be overcome to electrify the commercial vehicle sector and, in particular, longer distance road freight. HGVs currently produce approximately 15 per cent of total road transport greenhouse gas emissions (GHGs) with a similar contribution coming from light duty vans. Vehicles with long-haul duty cycles account for the largest portion of GHG emissions from HGVs. The Renewable Fuels Guide, produced by the LowCVP alongside Cenex, shows how the adoption of renewable fuels from sustainable feedstocks offers one of the most rapid, and economically viable, routes to lowering emissions for such vehicles, both new and those already in service. The guide provides fleet operators with an overview of the range of low carbon and sustainable fuels currently available in the UK, with a focus on high blend biofuels for use in commercial vehicles. It demonstrates the business and environmental case for their adoption, featuring a series of fleet operator case studies. The guide highlights the opportunities for the introduction

of renewable fuels including biodiesel, biomethane, biopropane and hydrotreated vegetable oil and covers case studies from organisations including McDonalds; McGregor Logistics; London Borough of Hackney; Luckett’s Travel; John Lewis Partnership; London Borough of Camden; Cornwall Council and Kuehne+Nagel. Gloria Esposito, LowCVP’s head of Projects, said: “The next decade is going to be critical for mitigating road transport greenhouse gas emissions if we are to meet the 2050 net zero target. Public and private sector fleet operators are under growing pressure to reduce the carbon footprint of their own activities and those of their suppliers. “Renewable fuels can provide an immediate and cost-effective solution to achieving such savings, especially for HGV fleets. “Low carbon and sustainable fuels have an important role to play in the near and mediumterm to reduce emissions from the commercial vehicle sector, particularly as electric and hydrogen fuel cell solutions in these applications present significant challenges and are at early stages of development.”

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A PACCAR COMPANY DRIVEN BY QUALITY

Interview

With reduced range i vehiclesn electric more e , there is smart r mphasis on and op oute planning timising loads

Thinking differently about logistics Carl Hanson, group procurement and fleet director for Wincanton, explains how electric delivery trucks and alternative fuels are helping to clean up Wincanton’s fleet operations How are you using the electric trucks? What range are you getting and where are they charged? Wincanton’s fleet of FUSO eCanters form part of its last mile and urban delivery operation. Using the vehicles in this way maximises the benefits of the reduced emissions and mitigates against challenges around range and charge frequency. Typically, these vehicles have a range of up to 100 miles, but this depends on a number of factors. Weather conditions make a real impact on range – for example in winter heaters are needed to clear windscreens, while in the summer air

conditioning is necessary to cool cabins. These are the same challenges faced by diesel and petrol-powered vehicles; but with reduced range, there is more emphasis on smart route planning and optimising loads. All of the vehicles are fully charged at their base depots overnight ready for their planned routes the following day. Current infrastructure limits the opportunity to charge vehicles while ‘out on the road’, so this is the best approach for Wincanton as a business. How was the process of building a business case for EVs? Wincanton is always exploring new approaches as it looks to be more sustainable and efficient

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in everything it does; after all, sustainability is no longer an option, it’s essential for all businesses. It has, and continues to, trial options such as LNG (liquefied natural gas) vehicles, and has onboarded telematics technology as it pushes for greater efficiency. With changes in legislation on the horizon for all commercial operators, it’s the business’ responsibility to understand and prepare for the impacts of these, both for itself and its customers. Restrictions around emissions (such as London’s Ultra Low Emission Zone) are already influencing the industry, so Wincanton needs to have economically viable solutions to support its customers.

Interview

Wincanton is always exploring new approaches as it looks to be more sustainable and efficient in everything it does; after all, sustainability is no longer an option, it’s essential for all businesses The main question around alternative fuels is ‘are they readily available at an economically viable cost to power a large fleet?’ How are you addressing last mile delivery challenges? Many of Wincanton’s last mile deliveries are for large, heavy items (such as furniture) handled by its Home & eFulfilment sector. When compared to operators in the parcel delivery business, these home deliveries, typically, span larger areas and are less dense in frequency. On average, they are five miles apart so it’s less viable to use only electric vehicles. The range on a single charge can’t support enough individual drops to make electricity feasible to power the entire fleet, both in terms of cost and customer satisfaction. Wincanton has operations that do utilise electric vehicles, which requires smart planning around routing, and flexibility around delivery dates and times. There have been notable success stories in this area; the knowledge gained has been valuable. L FURTHER INFORMATION www.wincanton.co.uk The major challenges are around cost and range of the individual vehicles. Efficient planning of drops to optimise the range that can be covered is essential for maximising the the cost benefit of electric over a traditional unit. Manufacturers themselves will have to reduce C02 emissions across the range of vehicles they build by 2025, so this will, in theory, speed up the rate of electric-powered units produced. Currently there aren’t many viable alternatively powered commercial vehicle options especially for large, heavy fleets – which needs to be addressed to support all UK industries, including logistics. Are you using other alternative fuels, such as natural gas? Wincanton has been trialling LNG as an option for its long-haul HGVs. There are benefits to this approach, but until we have a true idea of the environmental and economic impacts of this particular alternative fuel, it’s difficult to fully commit. We are also looking to trial HVO (hydrotreated vegetable oil) where possible. But, again, a full assessment of the impacts and benefits of this fuel is needed.

Carl Hanson, group procurement and fleet director, Wincanton

Wincanton investing in safety with home delivery fleet technology As part of its commitment to improving safety and efficiency, Wincanton, the largest British third-party logistics (3PL) company, has invested in 360-degree cameras and telematics technology across its home delivery fleet; which serves major customers such as Marks & Spencer. All core vehicles used for deliveries of furniture and soft furnishings to customers across the UK are now equipped with the hardware, supplied by MiX Telematics. This investment will help to keep drivers and other road users as safe as possible, while also optimising each vehicle’s milesper-gallon (MPG). The cameras record footage in all directions during every journey, which can be accessed by transport managers in near real-time. The on-road recordings are also used to personalise feedback and training for each driver, helping individuals to avoid and better respond to future incidents. The cameras work together with telematics hardware to give an allround view of driver and vehicle performance. The technology measures incidents such as acceleration, braking and speed to give drivers a performance score. This score reflects how safely and efficiently they are driving. Wincanton has noticed a positive impact from investing in MiX Telematics’ technology across other areas of its fleet. In 2018/19, it recorded an 84% improvement in drivers’ RAG (red, amber, green) score, which is calculated by monitoring on-road actions. This work was recognised at the 2019 Brake Fleet Safety Awards, winning the ‘Fleet Safety Partnership Award’.

March 2020 | COMMERCIAL GREENFLEET

Coronavirus Response

Logistics: Keeping Britain working during the pandemic The logistics industry is under significant pressure during the coronavirus pandemic, both in terms of keeping the UK supplied with goods to function, as well as coping with the disruption to staffing levels caused by sickness and self-isolation. As such, the FTA has called for a short-term delay to changes to legislation that impact the industry During the coronavirus pandemic, the logistics industry is facing unprecedented challenges, both in terms of keeping the UK supplied with all the goods it needs to function, as well as coping with the increased disruption to staffing levels caused by sickness and self-isolation and concerns about the viability of their businesses. With this in mind, the FTA is calling on the government to seek an extension to the current transition period for leaving the European Union, as well as suspend other planned domestic legislation which will impact the logistics sector. This is because “effective implementation” of any new legislation will be impossible in the short term, while the sector is focused on responding to the pandemic. “This is not about the relative merits of Brexit, or any trading arrangements which our industry will need to adopt,” explains Elizabeth de Jong, policy director at FTA. “This is purely and simply so the businesses tasked with keeping the UK’s supply chain intact can concentrate on the serious issues which the COVID-19 pandemic is placing on the industry. “Our first priority is always to deliver for our customers, and there is simply not enough capacity available to plan the major structural changes needed to implement a successful departure from the EU, as well as the myriad of other planned legislation changes on the horizon, as well as dealing with unprecedented pressures caused by COVID-19.” In addition to requesting an extension to the Brexit transition period, FTA is also asking ministers to consider suspending the implementation of other legislation which will affect logistics operators in the short term. This includes the expansion of the London-wide Low Emission Zone for HGVs and the London Direct Vision Standard due to take effect from October this year, as well as the start of other Clean Air Zones around the country, in areas including Birmingham and Leeds. “All this new legislation, and new trading arrangements, need careful planning and implementation in normal circumstances. But it is clear they would bring major change to our sector at a time when we are fully committed to overcoming the challenges which COVID-19 presents,” continues de Jong. “In addition to the administrative, practical and financial difficulties experienced by our sector, the pandemic will undoubtedly have a significant impact on supplies of new equipment, technology and vehicles in the coming months, as well as the

industry’s ability to recruit and train new staff. Add in the challenge of adapting to new trading arrangements with the EU – which are yet to be formalised – and the situation is placing logistics under huge and unnecessary pressures.” Logistics is a flexible industry, the FTA says, but there is not the capacity for planning and delivery of new legislation at present within the system. “COVID-19 has created a once-in-a-lifetime emergency situation which needs the full attention of the whole sector – adding in a host of new legislation

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would place untold, unnecessary pressure on a supply chain that is already stretched. Our industry needs the support of government, not to be broken by it,” adds de Jong. Thinking about the drivers Giving drivers the ability to effectively hand wash is crucial in these times. As such, three business groups representing transport sector workers – FTA, RHA and Unite – have urged that adequate hygiene facilities, including hot and cold running water, are available to all drivers collecting from business premises.

COVID-19 has created a once-in-a-lifetime emergency situation which needs the full attention of the whole sector – adding in a host of new legislation would place untold, unnecessary pressure on the supply chain and Welfare) Regulations 1992, in particular Regulations 20 and 21 which state that suitable and sufficient sanitary conveniences and washing facilities shall be provided at readily accessible places and that hot and cold water must be available to use. HSE’s guidance clearly states that drivers must have access to welfare facilities in the premises they visit as part of their work. When deliveries and collections are made, HSE mandates that loading and unloading areas should have easy and safe access to toilet, washing and refreshment facilities. Driving tests and MOTs suspended The Driver and Vehicle Standards Agency has announced that driving tests and MOTs for heavy vehicles have been

Coronavirus Response

In a joint statement, David Wells FTA, Richard Burnett RHA, and Adrian Jones UNITE have reinforced the legal obligations of businesses to employees and visitors, urging them to ensure that the facilities on offer to visiting workers comply with the legal requirements. “Government advice during this crisis is to wash hands thoroughly and often”, they said. “Since 2017 delivery drivers have had the legal right to use toilets and washrooms in commercial premises yet we are still receiving reports that access to these facilities is denied. “Logistics is delivering vital supplies across the economy, but drivers are being denied the ability to comply with the government’s primary advice to avoid the spread of COVID-19. On behalf of such a key industry, we demand that those relying on logistics to keep their businesses operating comply with the legal requirements laid down by public health authorities. “Drivers are the backbone of the UK’s supply chain and must be protected at all costs. It is vital that all sectors of the economy recognise this and ensure hygiene facilities are available where and whenever they are needed. The health and wellbeing of the nation depends on it.” In 2017, the Health and Safety Executive re-examined the Workplace (Health, Safety

suspended for up to three months to help tackle spread of coronavirus. It means that all HGV and PSV vehicles with an MOT will be issued with a three-month certificate of temporary exemption (CTE) until further notice. But vehicles must be maintained, kept safe to drive (roadworthy) and operate within the terms of operators’ licence conditions. The decision has been made to help prevent the spread of coronavirus as tests lead to extended contact between candidates and examiners in vehicles. As such, motorcycle tests are also being suspended. Transport Secretary Grant Shapps said: “We are having to take big decisions to protect the public in our national battle against COVID19. Regrettably, we have had to suspend driver testing for up to three months to help tackle the spread of the virus. It is vital that those who need a test can get one so DVSA is offering tests to those who have a critical need, such as the NHS and drivers delivering goods across the UK. Those who have tests cancelled will have priority when testing resumes.” No road charging in London Transport for London has suspended all road user charging schemes to ensure London’s critical workers are able to travel round the capital in the way that best suits them. It means that London’s critical workers, particularly those in the NHS, are able to travel round London as easily as possible during this national coronavirus emergency. Given some station closures in London, for some critical workers driving to work will be the simplest option, which is why the charges have been lifted. In addition to this, NHS workers will be given a code that waives the 24 hour access fee for Santander Cycles, meaning any journey under 30 minutes is free. In addition to free access, docking stations near hospitals are being prioritised to ensure there is a regular supply of bikes for medical staff to use. Commenting on the announcement, Natalie Chapman, head of urban policy at FTA, said: “The suspension of the Congestion Charge and the ULEZ is welcome news for our sector, charged as we are with keeping the capital stocked with the vital supplies it needs in such extraordinary circumstances. With unprecedented levels of demand for food, medicines and other commodities, this move will keep the supply chain stable and robust and ensure that London can remain open for business, supporting its residents, its companies and its industry.” L FURTHER INFORMATION www.fta.co.uk

March 2020 | COMMERCIAL GREENFLEET

Logistics Written by David Wells, chief executive, FTA

Logistics: past, present & future

the skills shortage our in-dustry is currently facing. Despite being one of the UK’s largest sectors – contributing £124 billion gross value added (GVA) to the nation’s economy each year – logistics is often overlooked when it comes to workforce recruitment.

Driver shortages FTA’s Logistics Skills Report 2019 outlined a shortage of 59,000 HGV drivers in the UK, After ten years with FTA, chief executive David Wells ponders the with a further 33 per cent of those currently employed expected to retire in the next past, present and future of the logistics industry five years. And with EU workers currently representing 13 per cent of the logistics Having started at FTA more than a decade ago, The environment workforce, the government’s restrictive I have had the pleasure of spending the past Emissions have also become a more post-Brexit immigration policy is of key five years as chief executive. In that time, FTA’s prominent issue throughout the concern to FTA. Within this policy, membership numbers have risen by almost past ten years. As the effects the government has deemed As 25 per cent, which I believe is a testament of greenhouse gases on HGV driving – along with the effe to the organisation’s ever-professional team the planet have become many other logistics of gree cts who are totally committed to delivering more more apparent, occupations – to be ‘low gases o nhouse for our members. For me, the past ten years emissions standards skilled’ activities, when n t have been very fulfilling from a personal and have continuously they are, in fact, very h e planet have be professional point of view. In this article, I will changed; September challenging and highly c o m e more appare be reviewing the major changes from when 2015 marked the regulated roles. If the nt, emi I joined the industry to now and outlining introduction of the Euro government insists on s s i s o t ns andard the priorities for FTA moving forward. 6 standard and now, withdrawing access to continu s have Logistics is an industry that has seen following many local and EU workers, it will have o some of the most significant changes of national clean air schemes, to adapt and adjust its changeusly any business area in the last decade and electrification is increasingly allowances for training. d technologies such as autonomous vehicles encouraged among road FTA is therefore and drone deliveries which, once a thing of transport businesses. However, urging government to turn the imagination, are fast becoming a reality. And, this issue is not restricted to the road Apprenticeship Levy into a Skills Levy to with the meteoric rise of internet shopping, sector alone – the International Maritime enable previously unused funds to become purchasing items from around the world has Organisation (IMO) has implemented available for flexible training programmes, never been easier. As a result, there has been a reduction of sulphur levels in fuel. thus helping to close the shortage gap. a huge rise in global shipments which has There has also been significant progress had a significant impact on the workings of in the air sector with easyJet now carbonImpact of Brexit the supply chain; nowadays, instead of large offsetting all flights and British Airways With the deadline for a trade deal between the business to business deliveries, there are more carbon-offsetting all internal flights, UK and EU set for 31 December 2020, Brexit individual deliveries to personal properties. while the sector continues to develop a will undoubtably have ongoing implications And, throughout this process, customer more permanent, long-term solution. for the industry. It is important to note that any expectations have changed; many people By reviewing the developments from arrangement the UK makes in connection with now expect next day delivery as standard, the past decade, we can see how far the leaving the EU customs union, or the single while others are now used to booking industry has come, and more importantly, market, will result in trade friction. However, one-hour delivery slots, resulting in what more we can do in the future. FTA will continue to represent the needs of additional pressure on the industry and One of FTA’s top priorities for the coming our members within government and keep the introduction of ‘just in time’ delivery. decade is to work with government to resolve them informed of the latest developments.

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Ultimately, the priority for FTA is always to achieve more for our members and I have worked closely with the team to ensure we are representing the needs of our members at every level of government and industry. FTA’s policy team is one of the most influential of any business group, with contacts at all levels of government, achieving more than 70 quantifiable policy wins in the past year alone. While FTA is well known and respected in the industry, it is the people outside the sector such as politicians, young people – who may never have considered careers in logistics – and journalists who are becoming increasingly critical to FTA achieving even more for its members. It is vital in today’s fast paced media environment that those stakeholders quickly understand what FTA is and what it does. We need to continue to raise our voice in the media, to give us extra strength with government, and our name is an important part of achieving this ambition. As a result, later this year FTA is taking the exciting step to become Logistics UK. Efficient logistics FTA is the only business group in logistics that represents all transport modes – road, rail, sea and air – but the current name does not reflect this unique position. FTA itself will not change; it will continue to provide the excellent services, support and advice our members depend on. However, policymakers and the media are increasingly looking to consult with one voice that can represent the whole sector and as Logistics UK we can do just that.

Logistics is fast paced with continuous developments and it is important as an organisation to progress with the industry. FTA is not alone in recognising that the logistics industry of the future will be very different from the one we all operate in today. The creation of a new ministerial role, Minister of State for the Future of Transport – to oversee and shape the development of the logistics sector – directly acknowledges how the industry is changing. It is a clear example of the industry’s bright future and I look forward to FTA, soon to be Logistics UK, playing an integral role in this development. Efficient logistics is vital to keep the UK 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. FTA is one of the biggest business groups in the UK, supporting, shaping and standing up for safe and efficient logistics. We are the only business group in the UK that represents all of logistics, with members from the road, rail, sea and air industries, as well as the buyers of freight services such as retailers and manufacturers whose businesses depend on the efficient movement of goods. L FURTHER INFORMATION www.fta.co.uk

David Wells, chief executive, FTA

FTA to change its name to Logistics UK

Logistics

We need to continue to raise our voice in the media, to give us extra strength with government, and our name is an important part of achieving this ambition. As a result, later this year FTA is taking the exciting step to become Logistics UK

The Freight Transport Association (FTA) has announced it will change its name to Logistics UK to recognise its membership which represents all of logistics, and to give the organisation instant recognition of the sector it serves. Chief Executive David Wells explains: “It is important to note that we are not changing our focus, or the important services, support and advice that we provide to members. This is a natural progression in our name, which has been under way for several months already. Evolving our name is not something that I or the Board take lightly, but it’s something that we believe is essential if FTA is to continue to grow and achieve more for its members in a fast-changing world. “I’m really proud of what FTA has achieved over the years, and while we already provide a broad range of high-quality services to the industry, the core of what we do is representation of our members’ interests through effective lobbying and negotiation with policy makers. Our change of name is designed solely to support and strengthen the many policy wins we already achieve on behalf of our members. “To understand why we need to continue evolving our name, it’s important to understand how we achieve those policy wins. FTA is strong because of its size and scale, and because we already represent all of Logistics, a very large sector critical to the success of UK plc. Our breadth, size and scale is unique, and gives us strength and depth in expertise across important issues in all of the sectors we represent. Increasingly, policymakers and the media look to consult with organisations which can represent the whole sector. This has been especially important, and continues to be so, in our discussions around Brexit. “We have been really successful over the past couple of years in raising our media profile, and achieving the long list of policy wins which that profile has helped to secure. That’s testament to the hard work of the team, but also to the changes in language and logo that have already been positioning us as Leading UK Logistics. Most broadcast and national media now describe us as ‘FTA, the organisation that represents all of Logistics in the UK’. This has been a very natural and frictionless evolution for FTA, and our latest change of name will continue that journey. We’ve worked hard to take that space, and our media coverage and influence are growing, but sometimes our name does not reflect what we do.”

March 2020 | COMMERCIAL GREENFLEET

Renewable Fuels

Green fuelling options for HGVs Renewable fuels from sustainable feedstocks offers one of the most rapid and economically viable routes to lowering emissions for heavy goods vehicles, both new and those already in service. A new guide from LowCVP explores the options While the focus has been mainly on vehicle by CNG Fuels and Scania shows how electrification for meeting the UKâ&#x20AC;&#x2122;s net zero the adoption of renewable fuels from target as it applies to road transport, there are sustainable feedstocks offers one of the still major technical challenges to be overcome most rapid, and economically viable, routes to electrify the commercial vehicle sector and, to lowering emissions for such vehicles, in particular, longer distance road freight. both new and those already in service. Renewable fuels meanwhile can The guide provides fleet operators with immediately cut greenhouse gas emissions an overview of the range of low carbon and in road transport, particularly from sustainable fuels currently available in the commercial vehicles for which few low UK, with a focus on high blend biofuels for emission solutions are currently available. use in commercial vehicles. It demonstrates A new guide from the Low Carbon Vehicle the business and environmental case for Partnership (LowCVP) shows how low their adoption, featuring a series of carbon and sustainable fuels have fleet operator case studies. an important role to play in the near and medium-term to Renewable The guid reduce emissions from the Transport e p rovides commercial vehicle sector. Fuel Obligation fl operato eet Heavy Goods Vehicles Renewable fuels are r an over s with (HGVs) currently mandated for use produce around 15 under UK legislation range o view of the f per cent of total road and are now present lo w c and sus transport greenhouse (comprising a few tainablearbon gas emissions percent) in most road current ly availa fuels (GHGs) with a similar transport fuel now sold. in the U ble contribution coming from The Renewable Transport K light duty vans. Vehicles Fuel Obligation Order with long-haul duty cycles (RTFO, 2007) requires large UK account for the largest portion retail fuel suppliers to ensure that of GHG emissions from HGVs. a minimum of 9.75 per cent (by energy) The Renewable Fuels Guide, produced of the fuel they supply comes from renewable by the LowCVP and Cenex, and supported sources by 2020, and 12.4 per cent by 2032.

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The latest figures show that 4.9 per cent of total road fuel supplied in the UK currently comes from these sources. The RTFO requires renewable fuels to meet greenhouse gas emissions and sustainability standards to be eligible under the scheme. The most recent government statistics showed that UK renewable fuel supplied to the market achieved average greenhouse gas emissions savings of 78% compared to fossil fuels. Nearly 70 per cent of such fuel supplied was from waste feedstocks. The latest statistics for renewable fuels supplied to the UK market suggested that they contributed an annualised saving of 3,990kt CO2-equivalent emissions; the same as taking 1.8 million cars off the road for a full year (1.7 million cars if indirect landuse change - ILUC - is accounted for.) The guide highlights the opportunities for the introduction of renewable fuels including biodiesel, biomethane, biopropane and hydrotreated vegetable oil. It covers case studies from organisations including McDonalds; McGregor Logistics; London Borough of Hackney; Luckettâ&#x20AC;&#x2122;s Travel; John Lewis Partnership; London Borough of Camden; Cornwall Council and Kuehne+Nagel. Factors to consider Operational, financial and environmental factors should be considered when assessing

the suitability of renewable fuels for a fleet, and are detailed further in the guide. Operational considerations: vehicles and fuel storage must be compatible with the high blend biofuels, engine warranty may need to be checked with the manufacturer for certain blends, vehicle maintenance and storage of biofuels may require minor modifications. Availability of public refuelling infrastructure should be considered where back to base infrastructure is not possible. Installation of new fuelling infrastructure may be required for some fuels. Financial considerations: renewable fuels should be assessed on a whole life cost basis, in some instances fiscal incentives are available which reduce operational costs. Annual mileage will have an important influence on potential fuel cost savings, with high mileage fleets achieving the largest financial benefits. Environmental considerations: The production of renewable fuels is highly complex and environmental performance varies significantly with feedstock. It is important that biofuels are produced from sustainable feedstocks and achieve genuine greenhouse gas savings over fossil fuels across their supply chain. Fleet operators are encouraged to confirm the GHG savings and sustainability performance of renewable fuels from their supplier. Meeting the net zero target LowCVP’s Head of Projects, Gloria Esposito, said: “The next decade is going to be critical for mitigating road transport greenhouse gas emissions if we are to meet the 2050 net zero target. Public and private sector fleet operators are under growing pressure to reduce the carbon footprint of their own activities and those of their suppliers. Renewable fuels can provide an immediate and cost-effective solution to achieving such savings, especially for HGV fleets.

“Low carbon and sustainable fuels have an important role to play in the near and mediumterm to reduce emissions from the commercial vehicle sector, particularly as electric and hydrogen fuel cell solutions in these applications present significant challenges and are at early stages of development.” Martin Hay, Managing Director of Scania (Great Britain) Limited said: “Scania offers the widest range of alternatively-fuelled vehicles on the market today; our trucks and buses are capable of running on bioethanol, biodiesel, biomethane and HVO (Hydrotreated Vegetable Oil).” “In addition, we have lobbied extensively to promote the further uptake of renewable fuels, particularly in Europe, and look forward to seeing the use of these sustainable and environmentallybeneficial fuels continue to grow. As such, we wholeheartedly support the launch of the LowCVP’s guide to renewable fuels.” Philip Fjeld, CEO & Co Founder, CNG Fuels said: “Renewable biomethane allows HGV operators to make deep cuts in greenhouse gas emissions and save money, and demand is soaring. We are working hard to make it easier for fleet operators to switch from diesel and help decarbonise freight transport. “We are building a strategic network of refuelling stations on major trunking routes and have just opened Europe’s largest CNG refuelling station in Warrington. From next year we will be supplying the UK’s first carbon neutral fuel for HGVs, helping our customers achieve Net Zero emissions.” Rebecca Kite, Environment Policy Manager of the Freight Transport Association said: “As the impacts of climate change take hold, there is an increasing need to reduce carbon emissions across the nation. Through FTA’s Logistics Emissions Reduction Scheme (LERS) I have worked with many fleet operators who are keen to reduce their emissions. We therefore welcome this Renewable Fuels Guide and look forward to the positive impact it will make on the industry.” Fergus Worthy, Senior Transport Consultant at Cenex said: “Renewable fuels have significant potential to deliver near-term carbon emissions savings for HGV operators. This new guide provides fleets with independent, impartial advice about the range of fuels on the market and is recommended for any organisation looking to reduce their carbon footprint.” L FURTHER INFORMATION Download the report at lowcvp.org.uk/fuels-guide

Renewable Fuels

This new guide provides fleets with independent, impartial advice about the range of fuels on the market and is recommended for any organisation looking to reduce the carbon footprint from their fleet Case Study: McDonald’s Olleco and McDonald’s UK have worked together to create a mutually beneficial circular economy, using waste resources from restaurants to fuel the McDonald’s logistics fleet. And help it meet its commitment to reducing emissions right along its value chain. Olleco is the UK’s leading supplier of premium cooking oils and fats and collector of used cooking oil and food waste, serving over 50,000 catering establishments including McDonalds. It operates five used cooking oil processing plants, a biodiesel plant, a bulk liquid storage facility and three anaerobic digestion plants. Olleco’s biodiesel supply, produced from 100% UCO, achieves greenhouse gas savings of 89% compared to diesel. Their supply chain is approved under the RTFO scheme and has been certificated under the voluntary sustainable scheme ISCC. Using its on-site anaerobic digestion plant, Olleco generate renewable heat and power from the food waste collected and use it to power the production of renewable biodiesel from used cooking oil. The biodiesel is then used as a B100 in McDonald’s delivery trucks, operated by Martin Brower. It operates specialised heated and insulated tanks (available as a retrofit option for around £8,000) to ensure that the fuel can be used safely in colder temperatures. Likewise, bunkered storage tanks need to be heated to keep the fuel above zero degrees Celsius. B100 has a lower energy density than mineral diesel and as a result may reduce fuel efficiency. Olleco has not observed any whole life cost savings from using this fuel. However, it does deliver very cost-effective carbon emissions reductions.

March 2020 | COMMERCIAL GREENFLEET

Advertisement Feature

Keeping fleets in top condition while not in-use During coronavirus lockdown, many organisations are still working; fleets and drivers are out on the road performing essential activities to keep our emergency services, retail and logistics sectors moving. However, with the country facing unprecedented challenges and non-essential travel restrictions in place (albeit under constant review), several organisations have made the decision to keep their people – and vehicles – at home. But there are certain things to bear in mind What if the MOT expires? The government has announced a sixmonth exemption from the MOT test for cars, motorcycles and vans which are due for a test from 30 March 2020, although vehicles must still be kept in a roadworthy condition. Garages will remain open for essential repair work.

What to do with vehicles, and how to maintain them, depends on how long they will be left idle. For example, if fleet drivers are using vehicles to top up on food and supplies, meet caring needs or commute to an essential job or industry, then it is business as usual. But, for many, there will be no need to use vehicles for a lot longer, perhaps even months. Even if vehicles are not being used, they will still need to be insured unless you make a Statutory Off Road Notification (SORN). You can only make a SORN if the car is being kept off the road. How long can you leave a vehicle without starting? How long you leave a vehicle without starting will depend on the condition of the 12-volt battery. Most modern cars with a healthy battery should last at least two weeks, without needing to be started up to re-charge the battery. If there’s any doubt about the condition of the battery, fleet drivers should start it once a week just to be safe. What happens if you don’t drive a vehicle for a long time? If the vehicle has been regularly started and run for 15-minute periods, the battery should work. The tyre pressures should be checked and adjusted before driving. Check all fluid levels, before starting the engine. The brakes may have some corrosion on them, especially if the car was wet when it was parked up. Drive carefully and test the brakes as soon as possible. Make sure you use your brakes for the first few miles to clean off any corrosion. Check nothing’s nesting under the bonnet or has chewed through the pipes/hoses. Arrange a full service once it’s running again if your vehicle has been standing for a long time.

Leaving vehicles parked for up to a month Before parking a vehicle up for a long period, it’s a good idea to top up with fuel. Not only will this help with other measures, but a full tank doesn’t attract condensation, which could cause issues if allowed to build up over time. If possible, connect the vehicle’s battery to a mains-powered battery maintainer. Otherwise, start the engine once a week and allow it to run for about 15 minutes. This will re-charge the battery and help keep the engine in good condition. It’s important to allow the engine to run for this long so the battery can charge properly. In the case of petrol engine cars, it also helps to prevent engines from flooding with fuel. Never leave vehicles unattended with the engine running. Sometimes, when a vehicle is parked up for a long period with the parking brake on, the brakes can seize. To prevent this, it’s good practice to release the parking brake and move the vehicle a short distance back and forth, at the same time as running the engine. The parking brake shouldn’t be left off unless the vehicle is on private land with the wheels securely chocked. Electric vehicles and hybrid vehicles have 12-volt batteries, the same as conventional cars. However, they charge differently. Pressing the start button, so the ready light comes on, will operate the charging system. Doing this for 10 minutes once a week should keep the 12-volt battery topped up. Some electric and plug-in hybrid vehicles can maintain their 12-volt batteries if they’re plugged in to the mains charger. Check your vehicle handbook for details on this. Don’t run a car engine inside a household garage as the exhaust fumes can be toxic. If you keep your car in a garage, pull it out onto the drive to run the engine to charge the battery. Before driving the car after a long period parked up, check all of the tyre pressures and inflate if needed.

DRIVING THE SWITCH TO CLEANER FLEETS | www.greenfleet.net/commercial

How to store a vehicle longer than a month Clean and polish the vehicle, and lubricate the locks. Make sure the vehicle is dry if stored in a garage, and there is plenty of ventilation. Consider a refund on car tax by making a Statutory Off Road Notification (SORN). You should also discuss whether is it appropriate to reduce insurance cover to fire and theft only. Mobile recall service While the DVSA is encouraging operators to take advantage of text, email, advertising and marketing channels to reach an increasingly diverse group of end drivers, alongside the official recall letters, the AA wants to help fleets go one step further in the push for recalls response. As such, the organisation is working with manufacturers to develop a complementary mobile recalls servicing team, to operate alongside the existing dealer network. Stuart Thomas, director of fleet & SME services at the AA says: “We know the ideal solution for manufacturers is to get customers back into the dealership so they can manage the ongoing relationship. However, for a variety of reasons, that might not always be possible. Our research suggests drivers are looking for increasingly convenient and mobile solutions and we’re working with manufacturers and fleet operators to meet that need.” Examples include sending AA technicians to the Scottish islands to carry out planned recall work on behalf of a manufacturer without dealers in the area, while pilots have also been conducted on a regional basis to support dealers managing a backlog. Thomas concludes: “Our focus is on developing data and technology to better support predictive and preventative maintenance. Going beyond traditional breakdown, we are working closely with organisations across the mobility sector to develop solutions which will provide the changing driver demographic with increased convenience and the opportunity to better plan their lives around their vehicle requirements. Our work on recalls is just one part of the process.” L FURTHER INFORMATION www.theAA.com/business

Interview

A chat with the AA’s Stuart Thomas Stricter environmental measures are shaping the way fleets operate. We talk to Stuart Thomas from the AA about some of the issues concerning commercial fleet operators when it comes to running a greener fleet Measures by the government to clean up illegal levels of air pollution may affect fleets operating in urban areas if they do not have emission compliant vehicles. This could pose challenges for some SMEs who cannot afford to upgrade their van fleet. Given that London already has an Ultra Low Emission Zone in operation, and other cities are due to start their Clean Air Zones in the next few months, what support should van fleets be given? “We all recognise that vehicles for SMEs pose a significant challenge,” comments Stuart Thomas, director of fleet and SME services at the AA. “This is a group which has already faced many obstacles in the current business climate, and the expectation that everyone will be able to afford to upgrade their vehicles immediately is patently unrealistic. Likewise, with limited choice on the market now, especially when it comes to zero emission vehicles which can meet payload and range requirements, SMEs will need convincing of the benefits of making a change. “It is important to look at how we incentivise organisations into cleaner, compliant vehicles. The message needs to be about education and whole life costs or total cost of ownership. We need to move the conversation past initial investment and look at the wide variety of options available – from Euro 6 and Euro 7 diesels through to electric vans. Incentives could include retaining the workplace charging grant, scrapping VAT on EV sales.” An end to petrol and diesel The government is consulting on plans to bring forward the end date for the sale of new petrol, diesel or hybrid vans from 2040 to 2035. This follows the Committee on Climate Change’s report on what is needed in order for the UK to meet its net zero carbon target by 2050. The report says that 2040 is too late for the phase-out of petrol and diesel cars and vans, and current plans for delivering this are too vague. Does this new proposed end-date cause a particular problem for van operators, given the limited choice of larger electric vans and long waiting lists? “The short answer is yes,” says Stuart. “The longer discussion is about whether new compliant and fit-for-purpose products are going to be available to meet

operational demand in time. Most fleets and businesses will be looking for their commercial vehicle investments to pay off over the medium to long-term. Decisionmaking needs to consider policy today as well as any changes on the horizon. That means we need clarity, direction and investment from policymakers, as well as education for businesses on how to best calculate whole life costs. “While there are more models coming to market over the next 24 months, the availability of batteries remains a key challenge. We’ve called for UK investment in gigafactories to keep up with demand and improve supply of batteries. It would be good to see bold steps being taken in this area.” Last mile deliveries As most air pollution problems are concentrated in urban areas, there has been increasing focus on greening the last mile fo logistics. So what can be done to eliminate the emissions from the ‘last mile’ of deliveries? “Integrating transport is one solution to managing ‘last mile’ deliveries,” says Stuart. “Most delivery businesses use local distribution hubs. Smaller trucks and delivery vehicles are already ‘delivering local’, keeping larger vehicles out of cities, while organisations such as the Royal Mail have been ‘delivering on foot’ for years. “While it’s subject to government approval, there could be a role for micro-mobility, such as e-scooters and e-bikes, to help tackle the problem in the suburbs in the future.” Fuel-choice aside, technology can also help fleet operators become more efficient. But Stuart advises that introducing technology for the sake of it doesn’t work. He explains: “We need to begin by understanding the improvements technology can bring, whether that’s delivering efficiencies in routing, loading, driving habits, payloads, spotting faults with the vehicles, or reducing vehicle usage. Vehicle purchases need to be properly planned and vehicles used optimally. More information can be found in our latest Operational Fleet Report in collaboration with Rivus Fleet.”L FURTHER INFORMATION

Stuart Thomas director of fleet and SME services, The Automobile Association

With more than 20 years’ experience in the fleet sector, Stuart’s extensive knowledge of the industry comes from roles across contract hire, disposal and related fleet services. His experience includes working with organisations including Nissan Finance and Lombard. After starting his sales career in the printing industry with Cannon and Gestetner, Stuart moved to Lombard in 1995. After three years in contract hire, Stuart joined Nissan Finance in an end-to-end contract role. From his experience at both Lombard and Nissan, Stuart brings to the role a balanced view of the needs of lease and manufacturing organisations. In 2000, Stuart joined The Automobile Association and was promoted to the role of director of fleet services, where he is responsible for managing all aspects of the AA’s fleet and SME clients. This includes some of the UK’s largest fleets and most diverse business users. In this role, Stuart delivers bespoke contracts and manages a team of more than 35 dedicated account managers, call handlers and sales personnel. A graduate from The University of Salford, Stuart holds a degree in Aeronautical Engineering.

www.theaa.com

March 2020 | COMMERCIAL GREENFLEET

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Retrofit technologies can provide cost-effective alternatives to purchasing new emission-compliant vehicles, enabling more fleets to enter Clean Air Zones without penalty Road transport is responsible for up to 80 reduction (SCR) retrofit solution for per cent of roadside NOx in towns and cities, conventional heavy goods vehicles has been with older diesel vehicles contributing most accredited under CVRAS. This will allow the of the harmful emissions. It is estimated haulage sector to embrace retrofits in the that 40,000 early deaths are caused by same way as the bus sector has done. poor air quality, with the poorest and most The retrofit SCR system, developed vulnerable in society most affected. by Proventia OY for a (13-15 tonne) As part of the UK plan for tackling roadside Mercedes Benz Atego truck, can achieve nitrogen dioxide concentrations, the Euro VI-equivalent emissions levels. government has mandated that cities with illegal levels of air pollution must introduce Funding Streams for mitigation methods, such as Clean Air Zones Retrofit Technologies (CAZ). This means that only vehicles that There are a number of sources available comply with emissions standards would to fund the retrofitting of existing vehicles be allowed to enter without penalty. in the UK, with availability dependent on But of course, upgrading to an vehicle type and an operator’s proximity emission-compliant fleet may to areas of poor air quality. not be financially feasible Support for retrofit There for some companies. measures in England Retrofit technologies can include the £275m are a play a crucial part in Implementation Fund numbe r of improving air quality created to support sources a by cleaning up the local authorities v a i l a fund th ble to existing vehicle fleet. implement air quality e of exist retrofitting With so many on the improvement schemes ing veh market, the government to achieve compliance the Uni icles in commissioned the with legal NO2 limits, t Energy Saving Trust such as through the Kingdo ed m and the LowCVP to implementation of a produce an accreditation CAZ. Through feasibility process; the Clean Vehicle studies including modelling Retrofit Accreditation Scheme of NO2 emissions specific to (CVRAS). Supporting the scheme, the their area, local authorities have put LowCVP’s Clean Vehicle Retrofit Technology forward proposals to improve air quality Guide provides an in-depth explanation with supporting business cases for the of the proven retrofit technology solutions preferred actions. With approval from and suppliers that have been approved JAQU, local authorities are able to access under the CVRAS, demonstrating that funds to support their chosen measures. they can help existing vehicles achieve The £220m Clean Air Fund is available Euro 6/VI-equivalent emissions levels. to local authorities to help mitigate the NOx abatement technologies such as impact of air quality improvement measures Selective Catalytic Reduction (SCR) and on local businesses and residents, such as Euro VI engine repower can provide supporting retrofit programmes for fleet cost-effective alternatives to purchasing operators to help them achieve compliance. new CAZ or ULEZ-compliant vehicles. Of The Annual Air Quality Grant is an annual course, retrofitting a fully electric drivetrain scheme that provides funding to local will also eliminate tailpipe emission, authorities to help improve air quality but these too, need to be accredited to and to meet statutory duties under the ensure robust conversion standards. Environment Act 1995. It has awarded The CVRAS standards have also been over £57 million in funding to a variety adopted by Transport Scotland and TfL, of projects since it started in 1997. so that a vehicle with CVRAS-approved Scotland’s Retrofitting Fund will provide technology installed can enter the Low targeted grant funding of £1.09 million in Emission Zones in Scotland, the CAZs 2019/20 for taxis, heavy goods vehicles, and across England and the ULEZ in London, micro-businesses. Depending on uptake, without receiving a penalty charge. funding is anticipated to increase every While initially focusing on bus retrofit year until 2021/22, with figures confirmed technologies, the first selective catalytic through the normal spending review process.

A pressing challenge LowCVP’s Managing Director, Andy Eastlake, said: “Clean air is one of the most urgent challenges we face and retrofit solutions have been one of the key ’tools in the box‘ to help owners of existing vehicles meet the strengthening emissions requirements without completely replacing their fleet in one go. “Twenty years ago the uptake of particulate traps was accelerated in this way and, today, NOx reduction technologies (mandated on all new vehicles) are now available to be retrofitted to a wide range of commercial vehicles. With funding support for both testing and purchase there is now another option for hard pressed operators to lead the way in clean vehicle uptake.” Colin Smith, Programme Manager at Energy Saving Trust, commented: “The Clean Air and Low Emission Zones aim to deter the most polluting vehicles from driving in zones with the worst air quality, but replacing all old vehicle with cleaner alternatives is no easy feat. The retrofitting of existing vehicles is a cost-effective solution to meeting Euro 6/ VI emissions equivalence and achieving compliance with Clean Air Zone requirements. “The CVRAS Register is a useful free tool to identify which CVRAS-approved companies and emission reduction systems suit vehicles best, based on make, model and engine type to support companies’ efforts to improve their fleets, and lists the only retrofit options available that comply with the Clean Air Zones, Ultra Low Emission Zones, and Low Emission Zones.” L

Retrofit Technologies

Cleaning up the existing fleet

Following successive years of bus retrofit funding, the new fund will provide financial support to convert taxi, van and HGV engines or exhausts in order to help commercial vehicles comply with new emissions standards to protect public health.

FURTHER INFORMATION www.lowcvp.org.uk

Road Test Written by Richard Gooding

Vauxhall Combo Cargo Sportive L1H1 2000 1.5 Turbo D S/S Richard Gooding finds that the latest Vauxhall Combo Cargo embraces new powertrain technology and design to become more efficient, refined and practical What is it? Few may realise it, but the Vauxhall Combo has been around for over three decades. First launched as the Opel Combo in 1986 and based on the second-generation Opel Kadett/Vauxhall Astra, the small panel van was built in the UK by Vauxhall and sold as the Astramax. New models in 1993 and 2001 used Corsa superminis as their bases, but the fourth-generation Combo switched to sharing the Fiat Doblo’s underpinnings and body. With the purchase of Opel/Vauxhall in 2017 by the PSA Group, the latest Combo Cargo is closely related to the Citroën Berlingo and Peugeot Partner, as well as the new Toyota Proace City. The Combo Cargo has won many awards, and was named International Van of the Year 2019. How practical is it? The Vauxhall Combo Cargo comes with a choice of two load lengths – 1,527-1,817mm ‘L1’ and 1.877-2,167mm ‘L2’ – and as a panel or crew van, which adds a second row of three seats. The L1 has a wheelbase of 2,785mm and length of 4,403mm, increasing to 2,965mm and 4,753mm for longer L2 versions. Total cargo space ranges from 3.3m3 on the L1 to 3.9cm3 on the L2. The optional £510 FlexCargo pack has a load-through hatch, and load length for extra-long items can be increased by 0.5m. The passenger seat also folds down for extra carrying capacity. If both nearside and offside side access doors are specified, there’s 1,527mm of load width

and the openings themselves offer 675mm of width and are 1,042mm tall. Moving to the back, the rear doors have a maximum aperture width of 1,241mm with 1,196mm of height. Only available with one load height, the Combo Cargo can accommodate loads up to 1,236-1,243mm tall, and maximum payloads of one tonne. How clean is it? At the time of testing, the Combo Cargo was available with 1.6-litre, 74bhp and 98bhp turbodiesel engines, rated at 109-114g/km of CO2. The Sportive L1 model tested had CO2 emissions of 111g/km. Revisions to the range since then and the full adoption of Euro 6.2/6.3-compliant engines now result in a choice of 1.2-litre 108bhp petrol or 74bhp, 98bhp and 127bhp 1.5-litre turbodiesel units, emitting NEDC-correlated CO2 values of 106-123g/km. There’s a choice of five or six-speed manual gearboxes, with the option of an eight-speed automatic on the most powerful diesel. How does it drive? From the outside, the Combo Cargo adopts the same look as its French siblings. And that’s no bad thing. The embossed wheel arches and gently chamfered window pressings recall its PSA relatives, as does the interior, which is much more stylish and better built than before. Vauxhall has recognised drivers will spend a lot of time in the

rs For drivek on r who woion sites ct constru s of rough a and are , there are terrain eel drive four-whtions op

DRIVING THE SWITCH TO CLEANER FLEETS | www.greenfleet.net/commercial

cabin and has provided four-way adjustable seats along with up to 15 places to store items. The optional £700 (excluding VAT) eight-inch colour touchscreen, as fitted to the test van, lifts quality further, and adds impressive carlike usability. As the Combo Cargo now comes under the embrace of the PSA Group, it inherits the same part-car-derived platform as the Citroën and Peugeot light commercials. The rear of the chassis is taken from the previous incarnations of the Berlingo and Partner, but the front is taken from the PSA Group’s ‘EMP2’ car platform, shared with the Peugeot 308, 3008 and 5008 among others. That means ride and handling are much improved over the previous Fiat Doblo-based Combo, with easy manoeuvrability and a driving experience more closely aligned with a car than a van. The 98bhp and 184lb ft (250Nm) of torque from the new 1.5 engine matches the outputs of the now discontinued 1.6-litre diesel unit of our test van, and will offer sufficient pace for most drivers and situations. What does it cost? The Vauxhall Combo Cargo range starts with the Edition, priced from £17,928.33 ‘on-theroad’ (OTR) excluding VAT. Standard equipment includes automatic lights, DAB radio with Bluetooth/USB connections, electric windows, heated door mirrors and remote central locking. Move up to the £19,228.33 Sportive and air

Road Test

Breathing extra life into light commercials

As well as the Combo Cargo, Vauxhall also offers a passengercarrying version of its small commercial, the Combo Life.

conditioning, an alarm, cruise control, a driver’s airbag, electronic stability control, and rear parking distance sensors are added. Top-spec Limited Edition Nav Combo Cargos are priced from £20,953.33 and gain 16-inch alloy wheels, an eight-inch Multimedia Navi Pro colour touchscreen infotainment system with Android Auto and Apple CarPlay, body-coloured door mirrors and side mouldings, and LED front fog lights that add more visual style as well as convenience. Crew van L2 models are offered in Edition and Sportive trims. For drivers who work on construction sites and areas of rough terrain, there are four-wheel drive Combo Cargos, too. Offered in both Edition and Sportive trims and starting from £35,558.33, the go-anywhere Combos are equipped with a selectable 4x4 drive system supplied by Dangel which includes increased ground clearance of 185mm, underbody protection for the engine, gearbox and fuel tank, an ‘Eco’ front-wheel drive mode, a viscous-coupling and 215/65 R16 ‘worksite’ tyres. If a full four-wheel drive system isn’t needed, Vauxhall also offers an ‘Intelligrip’ pack, which features five driving modes for differing terrains: ESP on, ESP off, snow, mud and sand. Another useful £260 option is an overload indicator which prevents the risk of overpacking the vehicle and attracting a subsequent fine. When it comes to taxation, the standard annual commercial VED rate of £260 applies to all Vauxhall Combo Cargo models. Why does my fleet need one? Offering slightly more load capacity than a Ford Transit Connect and Volkswagen Caddy,

the new Vauxhall Combo Cargo has good driving manners, and with a choice of two lengths, enhanced and improved practicality. Smart-looks inside and out make the small Vauxhall LCV more visually appealing, and a range of PSA Group-derived petrol and diesel engines bring improved efficiency and refinement. All-wheel drive versions add extra versatility, too. A solid performer with a dose of style, the new Vauxhall Combo Cargo is a welcome addition to the small van sector. L

Available with five or seven seats, the Combo Life takes the Combo Cargo’s award-winning practicality and adds even more. Standard and ‘XL’ wheelbase options give luggage space of up to 850 litres (seats up) or 2,693 litres (seats down) on the longer model. Starting at £21,340, the Combo Life features a similar broad range of engines as its Cargo counterpart, along with the same enhanced and upgraded interior technology. As with the van, optional features include a head-up display and rear-view camera, but a more family or chauffeur-attuned range of extra equipment packs cater for almost every passenger need.

FURTHER INFORMATION www.vauxhall.co.uk/vans/commercialvehicles.html

Vauxhall Combo Cargo Sportive L1H1 2000 1.5 Turbo D S/S GROSS PAYLOAD:

665kg

LOAD VOLUME:

3.3m3

ENGINE:

1,499cc fourcylinder turbo diesel

CO2:

106g/km*

MPG (Combined):

68.8*

GF MPG (Combined 1.6-Litre):

50.9

VED:

£260

PRICE (OTR**, ex VAT): £19,753.33 (22,208.33 as tested) *NEDC correlated **OTR price includes number plates and delivery to retailer, 12 months’ Vehicle Excise Duty and new vehicle first registration fee.

March 2020 | COMMERCIAL GREENFLEET

Safety Technology Written by Emily Hardy, Brigade Electronics

HGV safety technology: a win-win investment? As HGV fleet managers seek to cut operating costs, an industry survey has found that some are questioning the affordability of safety upgrades to vehicles. But does cost-cutting in the short term risk losing out on future savings? Emily Hardy examines the case for technology-based safety systems

In the face of ongoing commercial pressures in the UK and global economy, fleet managers undoubtedly have their fair share of challenges to overcome. The high cost of fuel, rising insurance premiums and increased environmental responsibilities are just some of the factors affecting profit margins for managers running HGV and heavy plant fleets. With so many elements to consider, it can be hard for fleet managers to know which area to prioritise: fuel economy, safety features, driver training – the list goes on. In reality, however, these elements intertwine: for example, good driving practice promotes better fuel economy, while technological upgrades such as vehicle camera safety systems can slash accident rates and, by implication, lead to lower insurance premiums. Technology upgrades: are they worth it? A recent survey by Brigade Electronics delved deeper into the motivations of fleet managers when considering whether or not to invest in technological safety upgrades, specifically camera systems. 245 fleet experts were interviewed on a wide range of topics, and the results make fascinating reading.

Almost three quarters of respondents had purchased vehicle camera and/or vehicle CCTV systems in recent years. Respondents recognised that technology could play an important role in improving road safety and reducing accidents by eliminating blind spots and other common hazards. But what of the remaining 27% who had not purchased camera technology upgrades for their fleets? Of this group, 25% said they had not bought such technology because they considered it to be ‘too expensive’. Clearly every fleet manager must make tough decisions as they seek to justify spending and balance the books. However, further results from the Brigade survey do suggest that the short-term outlay for camera systems can reap worthwhile financial benefits in the long term. Of the respondents who did buy safety technology, 47% said the objective was to reduce insurance costs. Once installed a third (33%) had seen a cut in insurance premiums as a result of installing a vehicle camera system and/or vehicle CCTV. With premiums in general on the rise due to the long-term impact of the Ogden discount rate, this represents a considerable benefit that pushes against the prevailing tide of spiraling insurance costs.

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How can camera systems help to reduce insurance premiums? In short, vehicle camera systems help prevent accidents by giving the driver a clear view around the vehicle. Fewer accidents lead to fewer claims and, in turn, reduced insurance premiums. Fraudulent claims can also be prevented with the help of mobile digital recorders. These systems capture footage from vehicle-mounted CCTV to provide irrefutable evidence in cases of conflicting reports, crash for cash claims and vandalism. Camera monitor systems enable HGV drivers and plant operators to manoeuvre and drive safely. In the Brigade survey, 41% of respondents said they have noticed a reduction in incident reporting following installation of camera systems, and 27% reported a reduction in personal injury claims. Companies that do invest in such technology are quick to appreciate the benefits: in the survey, 49% of respondents said they buy regular additional upgrades, demonstrating an ongoing commitment to maintaining the highest standards of safety for their fleet. But it’s not just insurance premiums that are positively affected when HGV safety and security systems are installed. 80% of respondents also reported an improvement in driver behaviour, and 23% reported increased fuel economy, thanks to improved driver awareness and ability to manoeuvre safely in even the most challenging conditions. One company which has experienced significant benefits is Wren Kitchens. Its Transport Manager, Lee Halls, said: “We estimate the return on fitting cameras to be five times the investment over a five-year lifecycle.” While a survey can only provide a snapshot of industry views at any one time, it’s clear from these figures that vehicle camera systems should always be considered in the drive towards safer, leaner fleets on our public roads and on work sites. Technology should be embraced as an opportunity for risk reduction, lower costs and, ultimately, enhanced safety for drivers and the road users around their vehicles. L FURTHER INFORMATION www.brigade-electronics.com

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