Commercial GreenFleet: March 2018 by PSI Media

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A MIXED-FUEL FUTURE FOR CVS

GreenFleet’s CV Roundtable discussed the challenges the commercial vehicle sector faces in greening its fleet. PLUS: Iveco’s alternatively-fuelled vans and trucks; CV Show preview; and an update from FORS

Advertisement Feature Written by Stuart Thomas, director of Fleet and SME services at the AA

Unlocking the door: Automotive industry support crucial to an electric future Keeping a fleet of cars, vans or trucks moving efficiently is central to the success of any business, and to the UK’s economy overall. As the fleet sector starts transitioning to alternative fuels, there will be inevitable casualties along the route – the most high profile and current of which is diesel Diesel accounts for two thirds of car and light commercial vehicle registrations for fleets across Europe. Around 95 per cent of fleets are made up of diesel or petrol-fuelled vehicles. Diesel is still widely accepted as the most economical fuel for long-distance journeys and transportation outside of major cities. But in five years’ time, nearly 65 per cent of SMEs and businesses expect to be using alternative fuels to power their vehicles, according to the second annual Operational Fleet Insight report the AA produced in collaboration in 2017 with BT’s Fleet Solutions. Under pressure How businesses will manage the move remains to be seen, but one thing is certain – they need our help to make this transition. Diesel as a fuel is under pressure by upcoming regulatory and legislative changes. Its reputation is in tatters, and businesses are paying heavily for the damage. For example, London introduced a Toxicity Charge, or T-charge in October 2017, which affects all vehicles travelling through central London. They must meet minimum exhaust emission standards or pay a £10 emissions fee, in addition to a daily congestion charge. Between 7 am to 6 pm, Monday to Friday, it now costs businesses £21.50 to drive each pre-Euro 4 vehicle in their fleets into London, which are typically diesel and petrol models registered before 2006. Small businesses are likely to be hit hard by the introduction of the Toxicity Charge, which almost doubles the cost of driving a vehicle through London during peak hours. Emission charges and taxes The change was forecast to affect around 10,000 pre-2006 vehicles. Other UK cities are considering following London’s lead in introducing emissions charges for polluting vehicles, such as Birmingham, Leeds, Nottingham, Derby and Southampton. From the introduction of Clean Air Zones and increased taxes for diesel cars, there is a much greater focus on the environmental impact of vehicles, and businesses need to take action to prepare their fleets. This regulatory squeeze on emissions is forcing fleet managers to review the long-term composition of their fleets, who are already

being financially penalised, in some cases, for using a fuel that is deeply out of fashion. They are under increasing pressure to ensure their fleets are future-proofed and comply with any forthcoming targets that may be introduced. And yet, the lack of progress with the development of alternatives to diesel vehicles is a critical frustration within the operational fleet market. Managers are under pressure to investigate alternative fuel sources, but they either don’t believe they have enough information to make strategic decisions about future fleet composition, or they feel that there’s too little guidance on what a diesel-free future could look like. Making electric vehicles viable In sectors such as utilities and transport and logistics, vehicles are required to cover long distances and access hard-to-reach rural areas. The infrastructure doesn’t currently exist to make electric vehicles (EVs) a viable alternative in this instance to diesel and petrol vans. Managers tend to see electric and hybrid vehicles as suitable for specific jobs only, not for fleet-wide usage due to infrastructure, payload and journey length barriers. Our research found both infrastructural shortfalls and currently low levels of range are significant barriers affecting managers’ appetite for EV adoption. Indeed, 82 per cent of the managers we spoke to said that addressing both of these issues would make them more likely to adopt EVs within their fleet. Nearly 50 per cent of the industry believes the government should be pushing for greater EV infrastructure across the UK – if emissions targets are to be introduced, then

the government should be leading the way to make it easier to use alternative fuels. Making the most of the EV revolution With many businesses still cautious about how to incorporate electric and other alternatively-fuelled vehicles into their fleet, it is important that they work with strategic partners to help them make informed choices about how to reduce their emissions. Electric vehicles (EV) are part of a wider mobility approach and their usage is increasing. The AA is working closely with businesses, training them to make the most of the EV revolution. Adding alternative methods of travel into the traditional fleet offering and helping to manage customers’ travel itineraries could also lay the foundation for future business growth in mobility as a service. As a mobility enabler, we will help businesses move into the next step of the game – including EV adoption and autonomous technology. Fleets are the backbone of British business and need more guidance to help them to make the most of the upcoming EV revolution. The automotive industry as a whole must provide the support businesses require to help them to anticipate upcoming legislation and reduce costs. L FURTHER INFORMATION To find out more about the AA’s services for businesses, visit theaa.com/business. To download and view the report, visit bit.ly/2G05rsM

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Kent County Council launches seven-week electric bus trial

New Ultra-Low Emission Bus Scheme announced

Kent County Council has launched its OppCharge Electric Bus Trial as part of plans to improve air quality. Working with Volvo and ABB, a Swedish‑Swiss engineering group, the electric Volvo 7900e produces no emissions and is driven by electric motors. It will operate as an additional hourly service – running on the Fastrack A route between Greenhithe, Bluewater and Dartford from March 21 to May 9. During the trial, the electric bus will recharge outside Greenhithe train station in under six minutes using Innovative OppCharge pantograph high-power charging technology. The OppCharge makes the range of the bus limitless by allowing the bus to charge at convenient locations along the line of route – in fact, a bus can charge within 30 seconds. The vehicle uses an electric driveline featuring an energy storage system used to power and electric motor drive system. The trial was launched by the Leader of Kent County Council Paul Carter on 20 March. Paul Carter said: “We are extremely grateful to Volvo Bus and ABB for bringing the vehicle and charging infrastructure to Kent and are proud to be only the second

local authority in the country to host this trial following an initial demonstration in Manchester in September 2017.” He added: “It has great benefits for improving air quality and reducing CO2 emissions which are important to all of us and will allow us to provide evidence that electric vehicles can provide both financial and environmental benefits for the council in the longer term. “If this proves a success it will allow us to build a case to roll out similar schemes across the country.” READ MORE tinyurl.com/y86eftye

GAS

A multi-million pound government investment to help councils and bus companies put more environmentally-friendly buses on the roads has been announced. The Ultra-Low Emission Bus Scheme is aimed at cutting emissions and ensuring cleaner and greener journeys. The programme will see local authorities and operators in England and Wales bid for a share of a £48 million fund, which they can use to buy new ultra-low emission buses and the infrastructure to support them. This is part of the government’s commitment through the Industrial Strategy to reducing greenhouse gas emissions across the transport sector. Transport Minister Nusrat Ghani said: “We are doing more than ever before to reduce greenhouse gas pollution across all modes of transport and we are committed to ensuring nearly all cars and vans are emissions-free at their tailpipes by 2050. “We are confident this scheme will encourage councils and operators to invest in these ultra-low emission vehicles – speeding up the full transition to a low emission bus fleet in England and Wales. The new scheme follows the success of the previous Low Emission Bus Scheme. This led to 13 organisations receiving more than £30 million between them – enough to put more than 300 new low-emission buses on the road by 2019. READ MORE

Building materials firm to use CNG truck

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Timber and building materials merchant Lawsons has taken delivery of a compressed natural gas Iveco truck at the LoCITY Fuels in Action Roadshow. Fitted with a fully electric Hiab crane, the custom-built 26-tonne vehicle is claimed to be the first of its kind to offer ultra-low emissions deliveries to the building industry in the UK. Iveco handed the Stralis NP HGV over to Lawsons at an event at Kempton Park Racecourse. It will be used for operations primarily around Greater London and be based at a depot in Camden – just half a mile from the nearest CNG-refuelling station. The vehicle features a body built by Colliers Truck Builders and a Hiab X-HiPro 142E-2 crane powered by an electric power takeoff for silent and efficient loading and unloading. The truck will emit 50 per cent less NOx emissions, 95 per cent less particulate matter versus Euro VI limits, and 95 per cent less CO2 when using compressed biomethane. David Harvey, group transport manager at Lawsons, said: “Once natural gas was identified as the only realistic alternative to diesel, we started speaking to manufacturers and Iveco demonstrated a real desire to make it happen. “The need to reduce emission levels,

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particularly in the London area, is a major issue and we wanted to become an early adopter of this new technology. “We will be monitoring the performance of the Stralis closely, and if it performs well we are very confident about adding more natural gas-powered vehicles when we replace older diesel trucks in the fleet.”

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Volume 112 | GREENFLEET MAGAZINE

Spotlight on: Iveco Written by Angela Pisanu

The greener options for powering trucks Uncertainty over air quality plans is putting a question mark over the future of diesel, especially for van and truck operators who rely heavily on the fuel. But interest in alternative fuels is huge and could see greener trucks entering the mainstream this year, according to commercial vehicle manufacturer Iveco Three in 10 operators are planning to consider alternative fuels as part of their vehicle purchasing in 2018, with a further 13.6 per cent undecided, according to last year’s Shell Rimula Truck Buyers’ Survey. The report says that if good intentions are converted into actual purchases in 2018, it will be a year of significant change for commercial fleets. Speaking at the Iveco’s State of the Nation conference, managing director Stuart Webster said that the interest in alternative fuels for trucks is huge. He said: “Until now, it’s been the early adopters who’ve set the pace when it comes to alternative truck fuels. But we’ve had more and more serious enquiries from major operators to get into gas-powered vehicles. In 2018, we will see alternative fuels moving firmly into the mainstream.” Iveco are steps ahead when it comes to offering commercial

vehicles powered by alternative fuels, with a product line-up of electric vans and gas‑powered trucks, as well as Euro VI diesels. Last spring, the company proved the viability of gas as a alternative to diesel for long-haul truck operations, with its Stralis NP completing the 837-mile journey from John O’Groats to Land’s End on a single fill of liquified natural gas (LNG). Iveco’s commitment to finding a more sustainable way to fuel trucks and vans has led them to win GreenFleet’s LGV Manufacturer of the Year award two years running, as well as the coveted title of Leader in Low Emissions Vehicles at the Air Quality Awards.

Iveco e th proved f gas, o viabilityStralis NP with itsg 837 miles travellinhn O’Groats from Jo d’s End on to Lan le fill of a sing G LN

Sustainable vehicles This year, Iveco has enhanced its range of alternatively‑fuelled vehicles. Adding to the appeal of the gas‑powered Stralis NP, which reached its 1,000th customer last year, the new Stralis NP 460 has increased horsepower to

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better meet the needs of the long-haul market. The trucks can run on CNG, LNG, or a combination of both. The double LNG tank version has a range of up to 994 miles. The trucks deliver up to 15 per cent less fuel consumption and up to nine per cent lower total-cost-of-ownership than a diesel truck. Noise is also reduced to less than 71dB. The Stralis NP 460 delivers a 99 per cent reduction of Particulate Matter and 60 per cent NOx reduction when compared to Euro VI limits. When biomethane is used, CO2 emissions are cut by 95 per cent. Biomethane also has the upper hand as it can be generated from sewage or waste, lessening our dependency on fossil fuels. It can also be produced locally, which reduces the need for transporting energy. The Stralis NP 460 is full of fuel-saving features, including a system to monitor and improve driving behaviour, speed and torque limiter, and low-rolling resistance eco-tyres. Companies also have access to Iveco’s fuel consultancy services. The truck also features Hi-Cruise drive system that includes GPS-based systems, such as predictive cruise control and gear‑shifting, to further its fuel efficiency. Stralis X-WAY Specifically designed for construction, waste and forestry applications, the new Stralis X-WAY has off-road capabilities, fuel-efficiency and safety. It also has the biggest payload in its segment, with a kerb weight of 8,845 kg for the Super Loader. The Stralis X-WAY can also be powered using natural gas, without compromising payload and performance. This is a benefit for construction logistics operations in urban centres, which may have restrictions on diesel vehicles and noise constraints. The X-WAY’s modular approach offers a choice of line-ups that can be tailored to match the exact requirements of every operation. A daily dose of power Also new to its new 2018 line-up, Iveco has launched the

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come. We need Euro VI diesels for the good of the environment. We need the legislators to support that and be very clear in doing so. But we must also do everything we can to encourage the rapid up take of alternatives, because they undoubtedly are the future.” Stuart Webster sums up the fuel market for commercial vehicles: “Until now, diesel

Spotlight on: Iveco

new Daily Blue Power range of vans, which Iveco’s Chris Read explains “will be spearheading our market attack in 2018”. Ideally suited to urban transport operators, the range is available with three power sources: natural gas, electric, or ‘Euro 6 RDE Ready’. The Daily Hi-Matic Natural Power is the first compressed natural gas LCV with an 8-speed automatic gearbox in the industry. It delivers the performance and reliability that the Daily is know for, but adds more comfort and fuel economy, extra-low pollutants and CO2 emissions. The Daily Hi-Matic Natural Power complies with Euro VI diesel standards with 76 per cent less Particulate Matter and 12 per cent lower NOx emissions than Iveco’s Euro VI 3.0-litre diesel engine. CO2 emissions of the CNG engine are three per cent lower than those of the equivalent diesel version, in real driving conditions and in an urban context. The application of the Hi-Matic transmission to CNG further improves this performance, extending this gap to five per cent. If bio-methane is used to run the CNG engine, CO2 emissions can be very close to zero, with a 95 per cent reduction. The Daily Hi-Matic Natural Power achieves a 2.5 per cent fuel saving, on real urban cycle, compared to the CNG manual version. Cheaper pump prices of CNG compared to diesel translates into very competitive cost per km. In fact, if all factors such as fuel price, engine efficiency and energy value are considered, natural gas can deliver cost savings in excess of up to 35 per cent compared to diesel, Iveco says.

has been the ‘one size fits all’ fuel for every one in road transport. Tomorrow, the right choice of fuel will depend very much on what you actually do.” L FURTHER INFORMATION www.iveco.com

The Daily Hi-Matic Natural Power achieves a 2.5 per cent fuel saving, on real urban cycle, compared to the CNG manual version. Cheaper pump prices of CNG compared to diesel translates into very competitive cost per km

Electric power First launched in 2009, the Iveco Electric van has been through continuous upgrades and improvements over the years. 2018’s electric Daily has an extended range of up to 125 miles and its battery performance has been optimised for all weathers. The battery technology allows for a big payload, and in fast mode it only takes two hours to recharge. The Eco-Power driving mode and regenerative braking systems also enhance its efficiency. Clean diesels With all the anti-diesel sentiment in the headlines and in legislation, it is important to acknowledge that today’s diesels are cleaner than they have ever been. And because they are fuel-efficient, they are well suited to long-haul operations and contribute to lower CO2 levels and improving air quality. Stuart Webster commented: “Euro VI diesel engines are exceptionally clean. Even the legislators acknowledge that Euro VI diesels are clean enough to enter the most stringently controlled Clean Air Zones.” Iveco’s diesel Euro 6 RDE Ready Daily is the first LCV ready for 2020 real driving emissions regulations, three years ahead of 2020’s stringent environmental targets. Stuart Webster comments: “Diesel will continue to play a central role in what transport operators do for many years to

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Logistics firm H Parkinson Haulage has added seven Iveco trucks powered by compressed biomethane to its fleet, to lower the emissions of its high mileage contracts. The firm’s general manager Steve Sugden explains how the vehicles are used and how they fit into the firm’s wider green goals What does H Parkinson Haulage do? H Parkinson Haulage (HPH) has more than 60 years of experience in the haulage industry covering the whole of the UK for next-day, two-day and three-day delivery including timed delivery, offering a 24-hour service. The company also offers warehousing for customer storage, on-site repair and maintenance for vehicles, and a DVSA authorised test facility. What led to the decision to buy alternatively‑fuelled trucks? We care passionately about our impact on the environment; it is not just the responsibility of supermarkets and global operators to reduce harmful emissions so as a family-owned firm, we took the decision to make significant investment in low-emission vehicles and trailers. These vehicles will be doing nearly a quarter of a million miles a year each – so it was vital for us and our customers to reduce their environmental impact. We trialled demonstrators from two manufacturers of natural gas-powered tractor units before selecting Iveco. These seven alternatively-fuelled vehicles are in addition to our 95-strong fleet. How will the trucks be used? The seven Iveco trucks will be used on a dedicated contract, transporting lightweight fast-moving consumer goods from production site to regional distribution centres. Each vehicle will cover over 350,000 km per year on this operation.

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How are the Stralis NPs refuelled? The vehicles are fuelled at CNG Fuels’ Leyland site, which is only one mile from the regional distribution centre we deliver to. This was a key reason for choosing CNG powered vehicles. Research by Cadent Gas in 2017 found an 84 per cent drop in carbon dioxide emissions from HGVs using the UK’s first gas filling station connected to a high-pressure pipeline. What makes biomethane CNG a greener choice? Biomethane differs from fossil-derived CNG/LNG as it is emitted from the decomposition of food and animal waste, collected in an anaerobic digester and then injected into the grid. By using (bio)methane to power a gas vehicle the harmful effects of waste gases are significantly reduced, as only carbon dioxide and water remain after combustion. How much are you saving in emissions and costs? The seven CNG vehicles using biomethane will have a well‑to‑wheel reduction in the region of 1,700 tonnes per year. Fuel costs are considerably lower but capital cost

How have the drivers taken to the new CNG trucks? The drivers are very happy with the CNG trucks. They have observed that the vehicle trim level and comfort is exceptional, noise levels are much lower than conventional diesel trucks, and the re-fuelling process is much cleaner, simpler and safer. Are you greening your operations in any other ways? We have introduced a significant amount of longer semi-trailers (15.65m) to reduce the amount of miles we drive. We also monitor driver performance through telematics and conduct driver training. We are also in the process of trailing energy-efficient tyres. What are your future plans for greening the rest of the fleet? As the refuelling infrastructure develops, we will review other operations to see if CNG is a viable option. As new technologies such as electric vehicles become viable, we will also look into using them. What do you see as the biggest challenges for HGV fleets? The biggest challenges for the freight sector at the moment are driver shortages, fuel price, road congestion and increasing operating costs. What advice would you give to other fleets looking to buy greener trucks? Fleet operators should make sure they understand what they are trying to achieve and trial all possible alternative technologies. They should fully understand all cost implications and measure total cost of ownership, not just fuel cost savings. What’s more, fleets should share their achievements with customers and the industry in general, as green publicity can open doors. L

Biomet han differs e from fo ss CNG/LNil-derived is emitt G as it e decompd from the food an osition of d an waste imal

FURTHER INFORMATION www.hph-group.com

Fleet Interview

Gas-powered greener logistics

of the equipment and associated running costs are considerably higher, so actual cost of ownership is yet to be seen.

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Taking the risk out of electrifying your van fleet There are lots of reasons to consider an electric vehicle – not least the ever-improving range and infrastructure, plus tax breaks and cost savings. If you lease, the advantages are even greater, as someone else deals with the depreciation and you can stay in the forefront of technological development. But what about electric light commercial vehicles (e-LCV)? An e-LCV isn’t just simply a van with a different kind of engine; it involves a different approach in terms of vehicle charging, vehicle usage and fleet management. LeasePlan has defined this step-by-step process to help you identify whether you already have a business case for moving to e-LCVs and how to go about introducing them onto your fleet. Alignment with your CSR goals and business strategy For e-LCVs to be introduced into the fleet successfully, business alignment is key. For example, is managing the environmental impact an important pillar of your company’s corporate social responsibility (CSR) objectives? It’s easier to convince your stakeholders, such as finance, HR and operations, of the benefit of introducing e-LCVs when there is a clear link with the company strategy. Is your organisation working towards emissions reduction targets? Cascading the corporate targets down towards the fleet category will support your business case for e-LCVs. Since light commercial vehicles usually account for a considerable part of a fleet’s carbon footprint, introducing e-LCVs will go some way to reducing it. Electric charging infrastructure The electric charging infrastructure in business locations requires careful planning and investment. With smart charging technologies such as load balancing and vehicle-to-grid, the installation, maintenance and servicing of the charge point locations entail the necessary expertise. Although most e-LCVs will typically be charged at the business location overnight, good public infrastructure is also necessary to enable e-LCVs to be topped up whilst out on the road. Take a look at Zap Map (zap-map. com) for locations across the UK.

smooth introduction – for drivers it also lessens ‘range anxiety’ around e-LCVs. Build the business case Once suitable locations and potential vehicles have been shortlisted, the financial business case needs to be supportive. It is advisable to compare vehicles in similar segments in order to calculate the financial impact, including all relevant cost elements – ensuring you present the whole-life-cost of the vehicles. For reasons of completeness, keep track of the non‑financial elements in the business as well – such as the risk of diesel bans and the potential environmental impact. Driver communication As with all change processes the introduction of e-LCVs into the fleet requires good change management. This should include clear communication and instructions to the drivers. An e-LCV must be used and handled differently by the driver, which is why it is recommended to organise a training course introducing the new vehicle. Clear instruction on braking is advised, for example, due to EVs having different braking power. Operational procedures related to charging and maintenance also need to be communicated to drivers. Showing employees that driving an electric vehicle can actually be enjoyable will support a quick and smooth transition. Monitor effects and share successes Demonstrating the benefits of an e-LCV will help to win buy-in from drivers and stakeholders alike. Early success stories – e.g. actual range analysis, positive driver feedback about the vehicle handling or carbon footprint achievements – should be

Usage and mileage profile of your LCVs Low-mileage LCVs with urban usage are usually a good starting point for replacement by e-LCVs. With the rise of Clean Air Zones, Low Emission Zones and Ultra Low Emission Zones – business continuity could come under pressure if traditional fuels are restricted within these areas. While the range of e-LCVs is improving as new models are launched, low mileage is still a preferred factor for

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communicated towards the stakeholders in order to maintain momentum for further expanding the number of e-LCVs in your fleet. Once again, ensuring clear alignment of e-LCVs with the company strategy and setting and monitoring relevant KPIs will support a swift transition. About LeasePlan With over 60,000 commercial vehicles, our experience and in-depth knowledge of these specialist vehicles means we’re able to understand customer needs and provide the vehicles that match them. In-life management capabilities seek to maximise vehicle uptime, while end-of-contract management completes the full vehicle lifecycle solution that LeasePlan offers. We firmly believe in the benefits of electric vehicles, which is why we are targeting net zero emissions for our entire fleet by 2030 – while our own employee fleet should get there by 2021. There are many ways we intend to reach this target, including customer education and helping develop a second-hand electric vehicle market. We also recently launched an electric vehicle pilot for large companies to help them see how a switch to an electric fleet is one of the easiest ways to cut emissions and tackle climate change. Alongside our own programmes, we are working closely with other global businesses as a founding partner of the EV100 initiative. This aims to fast-track the uptake of electric vehicles and the development of the necessary infrastructure. L FURTHER INFORMATION http://insights.leaseplan.co.uk lcv@leaseplan.co.uk 01753 802448

CV Roundtable

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The way commercial vehicles are powered in the future is likely to be very mixed – with no single alternative fuel acting as the ‘silver bullet’. This was the message that came out of GreenFleet’s Commercial Vehicle Roundtable, which took place on 23 March at London’s iconic Tower Bridge Commercial vehicles are the UK’s workforce, delivering vital goods and providing services for the country. Above anything else therefore, the vehicles have to be fit-for-purpose. So while the appetite to reduce emissions from commercial vehicle operations is there, if the greener alternative is not viable, it will not be used. While electric vehicles work for some, they don’t for others. The same can be said for hydrogen and gas. Meanwhile Euro VI diesel still remains the most viable option for many. So we are looking at a very mixed-fuel future, where a range of alternative fuels and powertrains will exist side-by-side to power the industry. This was the consensus from delegates at GreenFleet’s Commercial Vehicle Roundtable on 23 March. Sponsored by green truck manufacturer Tevva Motors and leasing firm Leaseplan, the roundtable hosted representatives from various commercial vehicle operators, including logistics firms,

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COMMERCIAL VEHICLE ROUNDTABLE

emergency services, airports, councils and challenges to overcome first before the healthcare organisations. Representatives mass‑adoption of greener fuels can from the gas, electric and hydrogen occur in the sector, delegates agreed. industries were also present, alongside a spokesperson for FORS – the Fleet Operators Overcoming electric concerns Recognition Scheme. The discussion was With regards to electric vehicle technology, chaired by motoring journalist John Curtis. there were concerns around the table over With such a broad range of organisations the range of the vehicles, the refuelling represented at the table, all with very infrastructure, the cost, and the lack of different operational requirements, skilled support, training and maintenance it was clear that a mixed approach to services after sale. And many in the room alternative fuels will work best. had been let down by immature electric “Diesel has been the answer for the last vehicle technology in the past. thirty to forty years, but the future David Thackray, sales and marketing looks like its going to be far director for Tevva Motors, a company more mixed,” commented that makes range-extended While Rob Wood, CEO of Gas electric trucks, explained how the app etite Rec. “The UK has a EV technology has moved to redu mixed fleet and so on since the early few c e emissio it will need mixed vehicles. He said “There’s ns from comme technologies.” an old adage that says the rcial veh But there are bird catches the there, i icles is early still many worm, but this E f th

alterna e greener viable, tive is not it wil be use l not

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 is not the case for early electric vehicles, as many of the first EVs were not fit-for-purpose. But technology is clearly maturing nicely, with batteries and motors getting better.” David went on to say that while the options are not vast, they do exist and more will come in the imminent future. He said “As well as Tevva’s range-extended electric trucks, which come in 7 to 14 tonnes, other viable alternatives are emerging, such as the recently launched electric Fuso eCanter. Meanwhile

Mark Lovett Mark Lovett is the head of commercial vehicles at LeasePlan UK. He has 20 years’ experience working in the UK LCV market with manufacturers and leasing companies. Mark created and deployed LeasePlan UK’s long term LCV strategy, adding over 100,000 vans to the LP UK funded fleet, doubling its LCV fleet size.

Commercial Industry Professional, Leaseplan UK

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Volvo has announced they will launch an electric truck at the IAA show in Hannover in September.” Applauding progress Amanda Lyne, chair of the UK Hydrogen and Fuel Cell Association, and managing director of Ulemco, raised the point that there should not be an obsession with zero emission at this time, because “the danger of doing ‘all or nothing’ is that you don’t do anything.” Given the limited zero-emission alternatives for commercial vehicles, making a percentage improvement should be applauded, whether that’s using ultra-low emission vehicles, or only using zero-emission vehicles in certain operations where it is viable, Amanda believes. Iqbal Gill, procurement manager at Heathrow Airport, echoed this thought, saying that in the airport they operate a mix of electric and plug-in hybrid vehicles (PHEVs). “The PHEVs are doing 30 to 40 miles a day,

and while it’s not zero‑emission, it is a better option,” he said. Also in agreement, Rob Wood said: “There are choices out there, but not all are zero emission. If you accept that emission reduction is a good thing, then you open up a different set of options that are practical.” Sharing his experience of managing customers’ expectations on where electric vehicles will or won’t work, Mark Lovett, commercial vehicle specialist at Leaseplan, said: “Once we have sat down with customers and had a proper understanding about how they use their vehicles, we might say, ‘actually electric is not going to be right for that particular vehicle or division, but it would work in that one’. “We’ve seen some customers giving up on the idea that they need to change 50 per cent of their fleet to electric, but are happy with ten or 15 per cent because that is what’s realistic. It is still a great improvement and one that should be commended.” Mark continued: “The fit-for-purpose

With regards to electric vehicle technology, there were concerns around the table over the range of the vehicles, the refuelling infrastructure, the cost, and the lack of skilled support, training and maintenance services after sale

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David Thackray Sales & Marketing Director, Tevva Motors Mark Lovett Commercial Vehicle Industry Professional, Leaseplan UK ———

Event Chair John Curtis, Motor Journalist ———

Delegates Chris Dixon Transport & Plant Operations Manager, Eurovia (UK) Ltd Rob Ellis Divisional Fleet & Plant Manager, Ringway Andy Wilson City Logistics Manager, TNT Express UK element is crucial when it comes to alternatively‑fuelled vehicles. We have a client that uses electric vans, doing 50 miles in and out of London. That particular vehicle application is perfect for them – saving on congestion charging, fuel, repair and maintenance. But as soon as you start to deviate from that ‘perfect

Iqbal (Ickie) Gill Procurement Manager, Heathrow Airports Limited Michael Cook Senior Fleet Engineer, Babcock International Group Georgina Smith Fleet Manager, Healthcare at Home Ltd Rob Wood (Gas) CEO, Gas Rec Norman Harding Corporate Fleet Manager, London Borough of Hackney Mark Waby Procurement Category Manager – Fleet & MHE, Kuehne+ Nagel Ltd Graham Tilllett Head of Fleet, British Transport Police Paul Wilkes Business Services Manager, FORS Amanda Lyne (Hydrogen) Managing Director, ULEMCo Ltd scenario’, EVs become more of a challenge.” Georgina Smith, fleet manager at Healthcare at Home explained how it is crucial for the EVs to be fit-for-purpose in her organisation. Healthcare at Home delivers high value medication to patients in home. It is a national company with 160,000 patients. The fleet comprises 450 cars and 170 dual temperature LCVs that need to have a continuous supply of electricity for

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Sales & Marketing Director, Tevva Motors

GreenFleet Commercial Vehicle Roundtable event delegates

David Thackray David leads the process of bringing the ground-breaking, range-extended electric trucks to market, moving to full production and managing Tevva Motor’s fast-growing order book. David has an innate understanding of and commitment to the freight industry, coming from five generations of transport contractors. That background is invaluable as he works with clients to ensure they achieve their sustainable freight goals. the medication. After two years of work analysing the business, 23 drivers have been highlighted as suitable for electric driving. While this is a small percentage, it is still a step in the right direction and one that will still make a significant impact on emission reduction, the group agreed. Heavy goods There was a general consensus round the table that for heavy goods vehicles, it is hard to find an alternative to diesel. Gas vehicles stand out as a possibility, and Rob Wood spoke about a trial that the Department for Transport is doing with Innovate UK to test the latest gas vehicles in Millbrook and compare them back-to-back with diesel to get true answers about their performance. Taking the conversation to biodiesel, Norman Harding, corporate fleet manager E

CV Roundtable

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“We’ve just started doing formal emissions testing on HVO at Millbrook. The first test we did, based on a multi-drop parcel delivery round, got 69 per cent NOx reduction at the tail pipe and an 11 per cent carbon dioxide reduction. It is made from used cooking oil so it is already inherently carbon efficient”  at the London Borough of Hackney, spoke about the work he is doing with hydro‑treated vegetable oil (HVO). He said: “We’ve just started doing formal emissions testing on HVO at Millbrook. The first test we did, based on a multi-drop parcel delivery round, got 69 per cent NOx reduction at the tail pipe and an 11 per cent carbon dioxide reduction. It is made from used cooking oil so it is already inherently carbon efficient.” Norman is so convinced on the effectiveness of HVO that he said: “Where I can’t use electric power for my vehicles, I will be looking to use HVO and we could be emissions free in 18 months time.” Lack of training and support Another issue that came up during the roundtable discussion was the lack of training, support, and maintenance for new vehicle technologies and fuels. Rob Ellis, divisional fleet and plant manager at Ringway said: “As technology changes, unless your service provider is up-

to-date, you can have issues with support and maintenance down the line.” Pointing to a wider issue, Graham Tillett, head of fleet at British Transport Police said that there is not enough of the right type of people coming into the industry, with the expertise to deal with modern vehicles. He said: “We have it all the time – whether it’s a problem with an EV or just diagnosing a fault, if the computer doesn’t tell the engineers what the problem is – everyone is scratching their heads.” Chris Dixon, transport and plant operations manager at Eurasia UK explained the problem he has in getting any training from the EV manufacturer for the company’s ten electric vehicles on the Isle of White. Norman Harding has also experienced this problem, saying he has been told that EVs are “too high voltage” as an excuse for not providing training. “You have to get it written into tender process that the dealer will provide training to the appropriate standard,” Norman advised.

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David Thackray explained how they deal with maintenance at Tevva Motors. He said: “We’ve designed the system in a modular fashion, so that if there is a problem with the batteries, it can be sorted in 45 mins, likewise with the motors or generators. So the vehicle downtime is low.” David also explained how the vehicles can be monitored remotely to prevent failures happening in the first place. He said: “We can monitor the temperature of the battery and motor, for example, and if we see things moving out of design parameters, we can call the client up and sort the problem, if there is one. You don’t have to wait for a failure.” To sum up discussions, event chair John Curtis raised some questions. He said: “Round the table there is lot of knowledge and experience of alternative fuels that can work on a genuine operational cycle. But how do we share that message across businesses effectively? And how do we use our knowledge and experience to shape policy?” L

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quodi blaborum utheavily molorem aut ationse nostoeumque laboribus To date, the focus has been it’s important be clear about battery on but increasingly world technology nitibusdae and EV operatingnullacianti costs. etcars quoditiat dolothequi de volecab orerisqui of commercial freight trucks is also All batteries, no matter what kind will give rest, sitiatis ut idem quodi consequat facimagnime pernatemquae moving towards fully electric drive. different range capability under different earibus, ipsaest esespecially net etrelated to temperature nimus According to researchtem by Kings College,moluptatium conditions, heavy goods vehicles (HGVs) are responsible – when it’s really cold, range will always xoxoxoxo for an equivalent amount of total pollution be reduced, sometimes quite substantially. to diesel cars despite being far fewer in Consequently, the ‘simple’ EV (without a range number – that in turn equates around extender) might typically give a maximum FURTHER INFORMATION 22 per cent of the total NOx pollution in a range of, for example, 80 miles, but on the xxx such as London. The case for greener city most disadvantageous day that might drop trucks could not be clearer, but making an below 50 miles. As a result, vehicle operations electric truck fit for purpose is a different teams with a need to be absolutely certain that proposition from that for an electric car. the truck will get to the customer and back to If an electric car owner forgets to the depot, make management decisions based charge the car or it breaks down, they on the ‘worst case scenario’ and deploy the can still get to work by alternative means. EV on routes typically not exceeding 40 miles. If an electric truck fails, customers are That might be OK for the marketing and CSR let down, sales are lost, reputation is departments but it doesn’t make economic damaged. It is therefore unsurprising that sense from a transport budget perspective. fleet owners and operators have been Simply put; needing a battery range twice as cautious and reticent in the reception they big as you typically use is uneconomic. have given to electric trucks thus far. The flip side of all this is that every mile Tevva Motors, a Chelmsford based company covered under grid-charged battery power is changing all that. Tevva’s founder and CEO, is massively cheaper than one powered by a Asher Bennett understood that range anxiety diesel engine. Tevva’s telematics data shows was the barrier that had kept transport fleets a cost of between six and seven pence per sceptical about electric vehicles and loyal to mile running on batteries; that equates to a diesel. At one level, the solution was obvious: saving of around £30 per 100 miles run. get rid of range anxiety. The clever trick was how that would be achieved without So where does the range compromise and in a cost effective way. extender come in and Tevva’s solution was as elegant as it how does it work? was simple; add a range-extender to the In a nutshell, it makes it 100 per cent riskelectric vehicle system. The addition of this free to run the truck’s battery to zero, small on-board generator to the vehicle every day. That means double the pollution transforms both its capability and its operating reduction and double the cash saving. economics, not to mention its contribution In turn this takes the EV from being to cutting pollution. To understand why, cash negative to cash positive.

Tevva’s solution is fully autonomous and governed by their patented Predictive Range Extender Management System (PREMS). The PREMS algorithms determine exactly how much energy the vehicle needs to complete its day’s work and whether the range extender will be required on that day. If the range extender is needed, PREMS determines the optimum time and place for it to be deployed using GPS data and therefore ensures that the range extender use is both minimised and kept away from city centres. The Tevva range extender is capable of generating sufficient electricity to sustain the vehicle’s battery indefinitely under all driving conditions and hence neither driver nor operator need worry if they see the battery charge running low. David Thackray, Tevva’s sales and marketing director takes obvious pleasure in noting that the furthest he’s taken a Tevva truck between plug-in charges is over 450 miles, whilst also beating 100 miles on battery alone. Tevva trucks are available via a full repair and maintenance operating lease under which an operator can be at least £150 better off in cash terms every month from month one. That’s based on a monthly fuel saving of £600 whereas monthly rentals are typically just £450 per month greater than equivalent diesel trucks (also removing the prior barrier of high up front capex). Perhaps no surprise then that fleets both large and small are taking delivery from June this year. L

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Taking place 24-26 April, the Commercial Vehicle Show will show visitors the latest vehicles, products and services to help them operate and maintain a safe and efficient commercial fleet The future of the road transport, distribution a great three days”. Amongst the advanced and logistics will be at the forefront of technologies appearing at the show will be the the 2018 CV Show, which takes place on latest in driver safety and assistance systems, 24-26 April at the NEC in Birmingham. cloud‑based vehicle management software, and At the heart of this year’s show will be innovative production techniques that reduce the latest technological innovations, waste, improve quality and increase efficiency. advances in design and manufacturing, and concepts for the products of tomorrow. The vehicles Highlighting the technical innovations The Commercial Vehicle Show offers visitors the occurring in the sector, the CV Show chance to see a range of vehicles, products and Innovation Hub will be returning for 2018, services that can help them to operate a safe, following its hugely popular debut last year. efficient and effective commercial vehicle fleet. The Innovation Hub will run continuous Vehicle manufacturers exhibiting at the sessions each day and a line-up of industry 2018 Show include MAN Truck and Bus, speakers is being assembled. Citroën, Fiat Professional, Ford, Isuzu, This free‑to‑attend forum is Iveco, LDV, Mitsubishi, Nissan, At designed specifically for Peugeot, Renault, SsangYong, rt a e show visitors and their Toyota and Volkswagen. h e h t ’s businesses to prepare Renault Pro+ r a e for the years ahead. Commercial Vehicles of this y be the l il Already lined up are will display a range of w show hnological experts from DVSA, vehicles on its stand, c TRL, Autogas, the latest te ns, advances led by the Master Z.E., io World Economic Forum, the second all-electric innovat nufacturing, Skills for Logistics and panel van added to its in ma products FreightShare Lab. range, with deliveries e h t Andy Salter, managing starting in Q4 2018. d n a w director of Motor Transport, Well suited to urban tomorro f o the publication hosting the deliveries Master Z.E. uses hub, said: “There is so much technology from the multi innovation going on in the market, it award‑winning Kangoo Z.E.33 makes the Innovation Hub a really exciting to offer customers a well-tested and initiative,” explained Andy. “We’re building a reliable all-electric drivetrain, with a real programme with some great speakers world driving range of 74 miles. who will be talking on a range The Kangoo Van Z.E.33 will also of topics: Truck platooning, be making an appearance with autonomous vehicles, a fridge van conversion. truck technology, With its own bespoke alternative fuels, power unit integrated collaboration, blockchain. It’s going to be

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CV Show 2018

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into the van, the fridge unit does not draw power from the 33kW battery and therefore does not reduce the real world 124 mile range. Other highlights include a UK debut for the latest Trafic Camper Van conversion, with a pop-up roof, rotating front seats, solar panel and foldout bed just some of the features. The new Aluminium Tipper fitted to the Master double cab will also be on show, with the conversion weighing less than conventional steel-bodied tippers, the payload is higher. Renault Tech is the line of factory fitted conversions offered by Renault. On display from the range will be the Master temperature controlled Pharmaceutical delivery van. With legislation now demanding many pharmaceuticals are delivered by temperature controlled vehicles the addition of a factory fitted conversion to the Master range significantly enhances the customer proposition. In addition, the Renault Tech Master parcel delivery van will make its first appearance in the UK. With a walk-through bulkhead and racking designed in conjunction with UPS, this factory fitted conversion is ideal of parcel delivery companies. Finally, the Trafic Formula Edition makes its first appearance since deliveries started, fitted with the Renault exclusive ‘Ready4Work by Sortimo’ racking system. It enables users to adapt the load area to suit the job in hand. Business packs Volkswagen Commercial Vehicles will be showcasing its Caddy, Crafter and Transporter vans, as well as explaining its new range of specification packs tailored to suit the needs of businesses large and small. The packs add items of specification which business customers most frequently specify. Not only E

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it clearly demonstrates the diversity and adaptability of the UK’s LCV sector. “Not only do we have key manufacturers offering British customers some of the best vans and light trucks in the world, but we also have UK-based convertors and specialists who are able to transform those vehicles into bespoke products that are built for very specific purposes, in turn creating jobs and providing vital revenue to the UK economy.” Heavy goods vehicles With Brexit, new technology and air quality measures are driving change in the way goods move across borders and through the supply chain, logistics has never been more important to the UK. The Commercial Vehicle Show will showcase the latest heavy-goods vehicles serving the logistics sector. Cartwright Group, for example, will be showcasing the latest designs of their vehicles. Improved fuel consumption, urban delivery solutions and increased capacity are themes which will feature highly in the Cartwright products being displayed this year, all designed to meet ever increasing market demands. Staff from Cartwright will be on hand to give a guided tour of the vehicles being presented at the show and to discuss the Group’s full life service offering including in-house financing, rental and fleet management. Cartwright Conversions will be running its own stand displaying their most popular welfare and racking vehicles, having gone from strength to strength in the past 12 months to increase its product range and production capabilities.

Workshop and Cool Zones Following the continued success and popularity of two specialist sectors, the show will once again feature Workshop and Cool zones, which will be features in themselves. The Workshop zone in Hall 4 will be the shop window into a massive range of products covering everything needed to keep vehicles running at maximum efficiency, from OE components and replacement parts to maintenance management systems, garage, workshop and bodyshop equipment. For those transporting temperature‑controlled goods the Cool zone in hall 3A is an essential visit. A huge range of refrigerated vehicles and bodywork, side by side with the latest fridge units, monitoring equipment and other products specific to cold chain operations will be on display.

CV Show 2018

 has Volkswagen Commercial Vehicles worked with customers to establish what they need on their vans, it’s also collaborated with influencers, resulting in a residual value uplift of up to £450 on models with business packs. The Caddy business pack can be added to the Startline model for £950 and adds an alarm, rear parking sensors and air conditioning (saving £520 if you were to add these options individually). This is on top of an already generous spec which includes front assist including city emergency braking, a five-inch colour touchscreen infotainment module, leather multi-function steering wheel and electric windows with electrically heated and adjustable wing mirrors. Prices for the standard Startline start at £14,155. Two petrol and two diesel engines are available. The Transporter, Volkswagen’s best-selling van is also available with a business pack on Startline models for £975 (saving £510 if you were to add these options individually). In this case, an alarm, rear parking sensors and air conditioning are also added, and are joined by a bulkhead. Prices for the Transporter Startline are from £19,870. A business pack with alarm, front and rear parking sensors and air conditioning can be added to Startline and Trendline Crafter panel vans for £1,250. In addition the pack for the Crafter adds two remote folding keys with the alarm and an overhead storage compartment in the cab to store documents and other items (saving £1,320 if you were to add these items individually). Prices for the Crafter start at £24,640. Commenting on the line up of vans, CV Show director, Rob Skelton, said: “One of the great things about this show is that

Vehicle tracking Vehicle tracking specialist Trakm8 will showcase its RH600 4G telematics camera, which was launched last year to selected fleets including Iceland Foods and Calor Gas. It is now in full production at Trakm8’s UK manufacturing facility in the West Midlands. Integrating telematics with live‑streaming dash cam technology in one compact device, the RH600 provides fleet managers with the insights they need to improve safety and reduce costs. The combination of a camera and a telematics unit minimises the cost and down time of buying and fitting separate devices. It also means that users only require a log-in to one portal in order to access both vehicle tracking data and camera footage. E

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 The leading-edge 4G dash cam can be fitted with either a single or a dual camera that monitors the driver as well as the road ahead, delivering a combined 280˚ field of view. The camera has live‑streaming functionality and is designed to deal with low-light or high‑contrast lighting conditions. It also features a full suite of telematics applications, including vehicle tracking, driver behaviour, CAN Bus and tachograph integration, and Trakm8’s market‑leading vehicle health alert capabilities. Colin Ferguson, managing director of Fleet and Optimisation for Trakm8, said: “The RH600 helps simplify the fleet manager’s job, by combining all of the safety, efficiency and productivity benefits of vehicle telematics and dash cams into one leading-edge device. It is also able to integrate with our route optimisation and scheduling algorithm. “By ensuring vehicles take the shortest possible routes and are using the least amount of vehicles, businesses can increase productivity and further reduce fuel costs.” Compliance Confidence Index The Freight Transport Association (FTA) will be offering personalised demonstrations of its new Compliance Confidence Index (CCI) software at the CV Show. The index is a unique online service that allows vehicle operators to carry out an assessment of their compliance activity, pinpointing aspects of good practice and areas

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which may need additional attention. CCI is available free to all FTA members and not only helps to highlight areas of concern, but offers practical measures to address compliance issues across all aspects of vehicle operations and the chance to build bespoke action plans. FTA’s head of membership, Al Richardson, says the software is an exciting new way for firms to review and improve confidence in their compliance activities: “I am convinced the Compliance Confidence Index offers a revolution in the way vehicle operators manage and monitor their compliance. It gives them the opportunity to benchmark their performance against their own work over time and continually review their confidence. “CCI is offered as a free and exclusive benefit to all FTA members. I would encourage any vehicle operator, whatever the size or make-up of their fleet to book a demonstration of CCI at the CV Show 2018 to see what FTA membership can achieve for their business.” Other highlights from the FTA will be demonstrations of other elements of the FTA’s cutting-edge Vision software which offers, not only tachograph analysis, but the chance to view all of your vehicle inspections and audit reports in one place, making it faster and easier than ever to manage, control and analyse fleet data. Van fleet operators are invited to free

seminars, including screenings of FTA’s film ‘One Fateful Day’. They will learn about the importance of running compliant and responsible corporate van operations and discover practical approaches to managing and minimising risk. A one-stop-shop From truck, van and trailer manufacturers to fork lift trucks, insurers, tyre companies, telematics, training providers and fuels and lubricants suppliers, the CV Show is the one-stop-shop for everyone involved in the CV world. “Once more the CV Show is providing the best opportunity of the year for visitors to meet all of their sourcing needs under one roof,” said Rob Skelton. “From truck, van and trailer manufacturers through to ancillary service providers, there is no better business-to-business environment for any individual or company involved in the road transport industry. The bigger show area in 2017 was a huge hit and saw over 400 exhibitors and more than 20,000 visitors yet again. To get the most from the event and all the latest information we encourage visitors to register now for a free entry pass, ensuring they receive important updates in the run-up to the event.” L FURTHER INFORMATION www.cvshow.com

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Going beyond compliance Fleet operators, and especially those working in towns and cities, face a dazzling array of compliance issues. FORS takes compliance to the next level and provides a pathway to operational excellence Compliance may be seen as an encumbrance, but it is there for good reason; delivering a base level of operational standards to which all must adhere. By extension, FORS – a voluntary fleet accreditation scheme – is about taking compliance to the next level and to provide a pathway to operational excellence. Moreover, the FORS ambition is to make best practice a day-to-day objective out on the road, in the traffic office, and throughout the industry, raising standards, and reducing environmental impact. FORS provides its members with comprehensive training, advice and guidance, designed to assist with the many issues surrounding not only compliance, but also legal requirements and legislative updates, all with a focus on increasing safety, boosting efficiency and promoting environmental protection. A step beyond compliance Operators, and especially those working in towns and cities, face a dazzling array of compliance issues. Often without consultation, operators are expected to accept, learn and implement new legislation or contractual requirements into their fleets, not to mention the attendant increase in costs with which it is accompanied. For fleet managers, FORS exists to educate and advise on the wide‑ranging aspects of commercial vehicle operation. FORS Practitioner workshops, now numbering ten with the introduction of the latest ‘Managing noise in logistics’ module, provide a fully comprehensive training programme for managers. Graduation from which can be taken at an individual’s own pace, and always with the ultimate goal of laying the groundwork for them to go above and beyond basic compliance and to achieve operational excellence through best practice. For drivers too, whether they’re behind the wheel of a van or a 44-tonne GVW artic, education and best practice guidance exists in the shape of Safe Urban Driving (SUD), cycle safety, a course for van drivers, and more besides. Drivers are almost always at the sharp end of operators’ transport activities, and certainly the most visible, so compliance is a basic requirement, whereas attention to best practice can bring tangible commercial benefits. “Compliance is one side of the coin,” as CILT chief executive, Kevin Richardson, rightly pointed out at the FORS Members’ Conference, “the

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other,” he said, “is ethics.” He went on to say, “FORS accreditation can be an ethical decision – for your employees, your shareholders and for society. It shows you go beyond compliance and differentiates you in a competitive industry and enhances your reputation as an operator.” A drive for better standards And that goes to the heart of FORS; a drive for better standards of road transport that will impact not merely on all operators regardless of their fleet make-up, but other road users, particularly vulnerable road users, and the wider public. Accordingly there is, of course, a responsibility among vulnerable road users, namely cyclists, to understand and guard against the dangers presented by commercial vehicles in towns and cities. Commercial advantages also exist thanks to FORS membership becoming increasingly important for specifiers when buying-in their transport requirements. FORS, in short, can get you shortlisted. Increasingly across the UK and Ireland, the FORS sticker is becoming recognised as a symbol of operational best practice inside and outside of the transport sector. FORS is much more than a compliance tick-box. Although a thorough understanding of compliance, what it means and how to master it, is a fundamental skill required by any transport professional. With FORS providing guidance and training, the intricacies of compliance can be taught while a subsequent focus is placed on the more holistic attitude toward best practice. And, with safety very much at the heart of this mind-set, productivity can be boosted at the ‘front-line’ of operations through more defensive driving performance giving rise to greater fuel economy, reduced downtime and fewer Penalty Charge Notices. Vehicle safety equipment guide FORS has published a new vehicle safety equipment guide, designed to help members understand and meet the vehicle safety equipment requirements of the FORS Standard. The new FORS guide comes as operators face an array of equipment in the market place – the selection of which, while intended to increase active and passive safety, is sometimes confusing for operators. Alongside advice on equipment specification and installation, the document provides guidance on the three FORS vehicle safety requirements: vulnerable road user safety; audible warning systems; and blind spot minimisation. In addition, it includes a clear and helpful pictorial representation of what vehicle safety equipment is mandatory for each requirement and where the equipment needs to be installed on a right hand drive vehicle. The guide also contains a list of FORS Associates that market the safety equipment, including mirrors, side under‑run protection, audible warning systems, proximity sensors and reversing cameras, with discounts for FORS members. “The vehicle safety equipment market is extremely competitive in the aftermarket sector,” said Paul Wilkes, “our new vehicle safety equipment guide provides clear guidance on the mandatory fitment of safety equipment that meets the requirements of FORS Standard.” “If operators are preparing for their FORS audit for the first time, or renewing their accreditation, consulting our new guide will offer a simple and fast route to ensuring vehicles are fitted with the correct safety equipment,” he added. L FURTHER INFORMATION www.fors-online.org.uk

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Road Test

The second-generation Toyota Proace is available in three lengths, two wheelbases and two trims

Written by Richard Gooding

ROAD TEST

Toyota Proace Comfort Medium 1.6M D 115 With three lengths, two wheelbases and car-derived technology, the second-generation Toyota Proace offers commodious carrying capacity, and good on-road manners. Richard Gooding also finds the latest range of Euro 6 engines add economy skills to the Japanese van’s CV

What is it? Think ‘Toyota’ and ‘commercial vehicle’ and the ever‑dependable Hilux will invariably spring to mind. The 51-year-old flat-bed pick‑up is somewhat of a rugged light commercial icon, and has a cult following even from those who don’t drive one day to day. And although Toyota may be more synonymous with hybrid technology and the Prius rather than with commercial vehicles, it does produce a more practical LCV. Step forward the Proace. First launched in July 2013, the first‑generation Toyota Proace was a rebadged Citroën Dispatch / Peugeot Expert / Fiat Scudo. The PSA Group and Fiat joint venture ended in 2016, when the newest versions of the French vans were unveiled (GreenFleet, issues 96 and 98). Stepping into the Italian carmaker’s shoes this time around, the third project partner is Toyota, whose Proace is built in the same factory as the French pair. It’s a similar set-up to the Toyota Aygo / Citroën C1 / Peugeot 108 trio: the same mechanicals, hard points and interior, providing all three manufacturers with a package on which to place a body. Similarly to its French sisters, the Toyota van is available in three lengths – ‘Compact’, ‘Medium’ and ‘Long’, the latter pair with a longer 3,275mm wheelbase – and four

body styles: panel van, crew cab, combi, and platform cab. Lengths start with the 4.6m ‘Compact’ model and rise through ‘Medium’ 4.95m variants to the longest 5.3m ‘Long’ version. The Compact model offers a maximum payload of 1,000kg and aims to ensnare business users who find room in smaller vans lacking. Medium – as our test van – and Long versions feature load capacities of 5.3m3 and 6.1m3 respectively, while the Compact manages 4.6m3. The larger vans accommodate a trio of Euro pallets, while the smallest version swallows one fewer. All second-generation Proaces have a standard height of 1.9m to enable them to enjoy maximum manoeuvrability through often height‑restricted urban landscapes. Maximum payload capacity is 1,400kg for the Medium and Long versions while a passenger-carrying Proace Verso MPV‑style version is also available. Being based on the latest PSA Group vans, the Proace’s shared heritage is clear, but Toyota has added its distinctive ‘X’ face to its light commercial.

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How practical is it? The length of the loading area on the Toyota Proace Medium is 2,512mm, but add in the Japanese carmaker’s ‘Smart Cargo’ load‑through bulkhead system – standard on Comfort versions such as our test van, but £250 extra on the ‘Base’ entry‑level grade – and this increases to 3,674mm, and takes the load capacity up to 5.8m3. The width of the side door opening is 935mm on Medium-length Proaces, 2 with a 1,200mm height. The standard 50/50 rear doors swing out to 180 degrees, while the maximum load width between wheel arches is 1,258mm). A tailgate is a £175 option on selected Comfort-spec models.

Toyota claims CO m of 137g/k n official with a g for the 54.3mpProace new um Medi rt Comfo

How clean is it? Based on the new PSA Group’s EMP2 platform which underpins models such as the Peugeot 2008/3008, the latest Toyota Proace features many car-derived technologies. While the rear end of the new French/Japanese joint light commercial is bespoke LCV, the front of the new subframe is developed from the

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Toyota Proace Comfort Medium 1.6M D 115 GROSS PAYLOAD:

1,400kg

LOAD VOLUME: ENGINE:

5.3-5.8m3 1,560cc four-cylinder diesel

CO2:

137g/km

MPG (combined):

54.3

GF MPG (combined):

50.2

VED:

£250

PRICE (ex-VAT):

New Toyota Proace’s interior features many car-derived technologies and cabin quality improvements

How does it drive? As you’d expect from a part-car-derived chassis, the second-generation Toyota Proace enjoys

Supported by

£22,791.84

system looked good and worked well. A rosta of trip computers in the instrument binnacle measure fuel economy and distance travelled, and are useful in every day use.

Twin rear doors open to 180°

French group’s passenger cars. One bonus this brings is the use of the latest Euro 6 engines. Just as with the French offerings, 1.6‑litre and 2.0-litre units are offered, but with outputs ranging from 93bhp to 117bhp. The cleanest version is the one on test here, the 113bhp 6-speed manual, which emits 137g/km. Toyota claims economy of up to 54.3mpg on the combined cycle, the lowest of the three engines available. We achieved an impressive 50.2mpg, the Japanese commercial easy to glean decent economy figures from. All the Toyota’s Proace powertrains meet Euro 6 emissions standards and feature a selective catalytic reduction (SCR) system to reduce the amount of NOx released into the atmosphere. A 22.5-litre tank of AdBlue ensures the system will work to its optimum capability for around 9,300 miles (15,000km). The tank can be refilled via a filler inlet on the B-pillar, which can be accessed when the driver’s door is open. Stop/start systems are standard on all models bar the 93bhp variants, while servicing intervals are 25,000 miles or two years. Toyota’s five-year / 100,000‑mile pan-European mechanical warranty is standard, too.

Road Test

Medium-length Proaces feature a side door opening of 935mm

many car-like traits on the road. At a cruise, the Proace is impressively refined when cruising, engine noise only head when accelerating. As with many modern systems, the power‑assisted steering lacks feedback, but we suspect many drivers will like the well-weighted feel which will make light work of the 12.4m turning circle. The 113bhp diesel is equally at home in urban and motorway situations, its 221lb ft / 300Nm giving plenty of acceleration. The six-speed manual gearbox was positive. The MacPherson-derived front suspension system serves up more car-like feel and makes for failsafe but enjoyable handling with a very comfortable ride. Parking the Proace is easy, although parking sensors or a rear view camera should be standard, and the Proace isn’t alone in this regard. The interior has a less commercial vehicle‑like ambience, too. The three-seat cabin has lots of space for legs and heads, and there myriad handy storage cubbies: two drinks holders atop the dashboard, a dash‑top cubbyhole, and door pockets, but sadly no overhead shelf, unlike some rivals. The overall cabin architecture is identical to its French relatives’ bar a rebranded seven‑inch colour touchscreen infotainment system. And that’s no bad thing, as the fit and finish is very passenger car-like, too, and the optional Pro Touch satellite navigation

What does it cost? The 2018 Toyota Proace range starts at £20,037.67 (commercial vehicle ‘on the road’ price minus the reclaimable VAT) for the 93bhp Base Compact Proace, while the Medium grade models kick off at £21,262.67 for the smallest version. Comfort Crew Long vans begin at £26,558.51, while Platform Cabs start at £22,004.34, with the Combi nine-seater available from £23,590.17. The latter two models can only be chosen in Medium length. All Proaces get twin side sliding doors, electric mirrors, remote central locking and DAB / USB / Bluetooth connectivity as standard. All versions bar the Base-trimmed models feature manual air conditioning as standard. Toyota’s comprehensive ‘Safety Sense’ safety system is on offer at £1,900, but includes pre‑collision and adaptive cruise control systems, a useful and clear head-up display, cornering lights, auto headlights and wipers, an auto-dimming rear-view mirror, a seven-inch Toyota Pro‑Touch infotainment screen, an alarm, a coloured TFT screen ahead of the driver as well as upper dashboard storage. A ‘Premium Pack’ as fitted to our test van consists of 17‑inch alloys, and the seven‑inch Pro-Touch screen with navigation, at a cost of £1,250. Why does my fleet need one? As with its PSA Peugeot Citroën sisters, the Toyota Proace has taken a leap forward in both usability and comfort, and with the sheer number of versions available, there should be a Proace for every driver and every need. The car-derived technology lifts the Proace away from the sparse image vans enjoyed in the past, and the latest efficient and modern engines promise good fuel economy and are more than sufficient for everyday driving situations. Improvements in practicality and interior quality only heighten the Toyota van’s fleet appeal. Toyota’s extensive network of dealers may swing the buying decision for some, but the Proace stands on its own merits and strengths, and offers car-like refinement and ease-of use which are to be applauded. L FURTHER INFORMATION www.toyota.co.uk

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