GreenFleet 64 by PSI Media

BIOMETHANE HGVs

TELEMATICS

www.greenfleet.net

ROAD TEST MAZDA 6

ISSUE 64

VEHICLE INFORMATION

FUEL ECONOMY LABEL

Electric and plug-in vehicles now included ALTERNATIVE FUELS

HYDROGEN FUEL CELLS

How viable is this green technology?

ROAD TESTS BMW 116D EFFICIENTDYNAMICS n CITROﾃ起 DS3

SHE’S ELECTRIC

0% BENEFIT IN KIND ZERO ROAD TAX ZERO CONGESTION CHARGE

FOR MORE INFORMATION ON THE RENAULT ZOE VISIT RENAULT.CO.UK/ZOE

DRIVE THE CHANGE

The official fuel consumption figures in mpg (l/100km) for ZOE are Urban n/a (n/a); Extra Urban n/a (n/a); Combined n/a (n/a). The official CO2 emissions figure is 0g/km.

ZOE is NEDC† homologated with a range of 130 miles. However, in real use the range of electric vehicles is influenced by several factors, including speed, driving manner, road profile, use of heating or air conditioning, external temperature. Some of these are in the driver’s hands. To optimise your range, you should consider these factors. For example, for a suburban trip, the range will be around 62 miles in winter conditions and 93 in temperate conditions. †NEDC (New European Driving Cycle) is a standard European measurement of emissions and consumption based on the rolling road test. It is the same standard for petrol and diesel engines and electric cars. It is an objective way to measure the performance gaps between competition models. The car is tested on a rolling road, undertaking the same Urban cycle (ECE-15 cycle) four times, then the Extra Urban cycle once. The average of these 5 cycles decides the NEDC range. 4+ package is included as standard on eligible vehicles. The value of the package (with the exception of Twizy) is based on £80 for 4-year Roadside Assistance cover and between £305 and £720 for 4-year warranty cover, depending on the Renault model. Servicing also varies from £589 to £1,214 depending on vehicle and servicing in line with manufacturer’s minimum maintenance programme based on an average national hourly labour rate of £70. Figures for illustrative purposes only. No cash alternative. Visit www.renault.co.uk/4plus.

GREENFLEET® MAGAZINE BIOMETHANE HGVs

TELEMATICS

www.greenfleet.net

ROAD TEST MAZDA 6

ISSUE 64

VEHICLE INFORMATION

FUEL ECONOMY LABEL

Electric and plug-in vehicles now included ALTERNATIVE FUELS

HYDROGEN FUEL CELLS

How viable is this green technology?

ROAD TESTS BMW 116D EFFICIENTDYNAMICS n CITROËN DS3

Comment

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

A LEGAL MATTER The Supreme Court has ruled that the UK is failing its legal duty on air pollution and could face stiff European fines. It is likely therefore that Britain will have to come up with new plans to reduce NO2 pollution in cities. As most urban air pollution comes from cars, we may now see further emission reduction plans such as ultra low-emission zones, bans on certain vehicles, and limiting heavy goods vehicle entry into city centres. Read the full story on page 7. But as GreenFleet’s pages constantly report, the UK motoring and transport industry is making great strides to reduce carbon emissions. In particular, on page 21, Bernard Porter from Coventry University discusses how Britain is joining other countries in Europe to investigate the commercial viability of hydrogen fuel cells. What’s more, Darren O’Donell, fleet boss at Coco‑Cola Enterprises shares details about the company’s biomethane powered HGVs and how they fit into its wider green fleet strategy. Read the full interview on page 12. The time has come to start thinking about your entries for the GreenFleet Awards, which will be held on 17 October at Arsenal’s Emirates stadium. If you’re successfully lowering the carbon output of your fleet, then we’d like to here from you. It’s free to enter the awards – all we

require is a 500 word statement letting us know what you’ve been up to, which can be submitted online. See www.greenfleetawards.co.uk for further details. Angela Pisanu, Editor

P ONLINE P IN PRINT P MOBILE P FACE TO FACE If you would like to receive 10 issues of GreenFleet magazine for £200 a year, please contact Public Sector Information Limited, 226 High Road, Loughton, Essex IG10 1ET. Tel: 020 8532 0055. GreenFleet® would like to thank the following organisations for their support:

PUBLISHED BY PUBLIC SECTOR INFORMATION LIMITED

226 High Rd, Loughton, Essex IG10 1ET. Tel: 020 8532 0055 Fax: 020 8532 0066 Web: www.psi-media.co.uk EDITOR Angela Pisanu PRODUCTION EDITOR Richard Gooding PRODUCTION CONTROL Jacqueline Lawford, Jo Golding WEB PRODUCTION Reiss Malone EDITORIAL DIRECTOR Danny Wright PUBLISHER Martin Freedman ADMINISTRATION Victoria Leftwich, Hannah Beak GROUP PUBLISHER Barry Doyle REPRODUCTION & PRINT Argent Media

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Volume 64 | GREENFLEET® MAGAZINE

Contents

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

CONTENTS GREENFLEET 64 06 GREENFLEET NEWS

UK could face EU pollution fines; Tesco ushers in Bio-LNG for its HGV fleet; Tesla announces surpise profits

12 FLEET MANAGER INTERVIEW 12

We talk to GreenFleet’s Private Sector Fleet Manager of the Year Darren O’Donnell from Coca-Cola Enterprises about his fleet of biomethane HGVs

16 FUEL ECONOMY LABELS

With the mass of electric and plug-in vehicles now on the market, the Car Fuel Economy Label needed to be updated to reflect these new technologies, explains LowCVP’s managing director, Andy Eastlake

A new study reveals that the vehicle rental and leasing sector contributes around £14bn a year to the UK economy? The BVRLA’s John Lewis expands on the study findings

36 ROAD SAFETY

Road safety charity Brake looks at how using in-vehicle technology can improve safety

38 ROAD TEST: CITROËN DS3 DSPORT e-HDI 115 Richard Gooding checks out the Citroën DS3 DSport which only pumps out 99g/km despite its sporting character

23 ALTERNATIVE FUELS

40 ROAD TEST: MAZDA6 2.2D 150PS SALOON SE-L

29 TELEMATICS

42 ROAD TEST: BMW 116D EFFICIENTDYNAMICS

We know that hydrogen fuel cell technology works, but is it commercially viable? Bernard Porter, director of low carbon vehicle programmes, Coventry University, investigates

35 RENTAL & LEASING

Jack Semple, director of policy at the Road Haulage Association, looks at how telematics is revolutionising the haulage industry

Angela Pisanu tests the all-new Mazda6 to find out if it’s as good in the real world as it is on paper

Roland Rendell doths his cap to the new BMW 1 Series

44 PRODUCT FINDER Directory of fleet products

38 GreenFleet magazine

www.greenfleet.net Volume 64 | GREENFLEET® MAGAZINE

A NEW WAY TO REDUCE YOUR FUEL COSTS Would you like to save up to 10% off your commercial transport fleet fuel costs? By analysing your fuelling, vehicle and driver data and creating easily actionable reports, it shows you exactly where and how your fleet can save fuel. Shell FuelSave partner also has a wealth of features to support effective fleet management, including: ■ Track and Trace your vehicle ■ Fraud prevention by reconciliation of fuel purchases to fuel consumption ■ Tachograph data downloads (with optional remote data download if required – no need to physically download data from each vehicle) ■ Web-based platform so you can manage your reports from anywhere ■ Continuous improvement - Shell FuelSave Partner is updated three times a year with new features as a result of customer feedback Interested in finding out how we can help you save on fuel consumption and fuel costs? For a limited time only, for fuel card customers new to Shell, we will match your current fuel card price and give you 20 Shell FuelSave Partner boxes free for 6 months.* Try Shell FuelSave Partner and the euroShell Card, and see how we can help you save on your fleet costs. To find out more please contact us on 020 7934 8686, Info-shellfuelsavepartner@shell.com or visit www.shell.co.uk/sfsp. *Terms and Conditions apply. Offer on a first come, first served basis. Sign up for a minimum of 10 euroShell cards, and minimum fleet size 50 HGVs. Limited number of boxes available.

EMISSIONS

UK breaches European NO2 emission limits and could face fines

News

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

NEWS IN BRIEF Tesla makes a surprise profit Electric car maker Tesla has made the first profit in its 10-year history. The company said it made $15m (£9.65m) in the first three months of the year, thanks to sales of its Model S electric sedan. Total revenues hit $562m, a huge rise on the $30m reported a year ago. Tesla said it was receiving worldwide orders for the Model S in excess of 20,000 vehicles per year. Shares in the company jumped more than 16 per cent in after-hours trading. Adjusted earnings per share came in at 12 cents, three times what analysts were expecting. Tesla expects to build 5,000 Model S sedans in Q2 and deliver 4,500 of those in North America. READ MORE:

The UK government could face European fines as it has failed in its legal duty to protect people from the harmful effects of air pollution, the supreme court has ruled. It is the first time a UK court has recognised that the government has failed in efforts to meet European air pollution limits, and has delighted air pollution campaigners. However, due to legal matters, any action could be delayed for up to a year. “This landmark decision paves the way for the European commission to take legal action against the UK,” said James Thornton, ClientEarth chief executive. “The ruling marks a turning point in the fight for clean air and will pile the pressure on the environment secretary, Owen Paterson. He must now come up with an ambitious plan to protect people from carcinogenic diesel fumes. Until now, his only policy has been lobbying in Europe to try and weaken air pollution laws.” The case arose due to concerns with pollution levels in 16 cities and regions, including London, Manchester, Birmingham and Glasgow. In these regions in particular, NO2

emissions are above legal levels and could remain that way until as late as 2020 or 2025. The UK could face heavy fines from the European Commission, and may have to respond with measures such as car ban areas or limiting heavy goods vehicle entry into city centres, to reduce the pollution levels. “Our assessment [has been] that the UK is already in breach of the air pollution law. We have not taken action against any country yet but we are working our way through different countries,” said Joe Hennon, spokesman for EU environment commissioner, Janez Potoƒçnik. “When we have done that we will look at the bigger picture and decide whether to take infringement action against which countries.” The likelihood of European action and heavy fines means that Britain will have to come up with new plans to reduce NO2 pollution in cities. Most urban air pollution is from cars, so emission reduction plans could include ultra low-emission zones and READ MORE: bans on certain tinyurl.com/d5vztr4 vehicles.

ALTERNATIVE FUELS

Tesco HGVs to fill up with Bio-LNG

Grocery giant Tesco has committed a fleet of 35 HGVs to fill up with bio-liquefied natural gas (LNG) at facilities run by Gasrec. The vehicles will run on Bio-LNG from Gasrec’s refuelling station at Daventry International Rail Freight Terminal that will

officially open to all dual-fuel LGVs this month, much like a traditional petrol station. The deal with Gasrec will cut Tesco’s CO2 emissions by a minimum of 15 per cent, with a 90 per cent reduction in NOx and particulate matter emissions, helping Tesco to achieve its target of reducing emissions per case of goods delivered by 25 per cent by 2020 (from 2011 baseline). The agreement with Tesco follows the supermarket securing funding from the government-backed Low Carbon Vehicles Innovation Platform (LCVIP) which provides match-funded grants to businesses best able to nurture lowREAD MORE: carbon vehicle tinyurl.com/cwmbnut technologies.

tinyurl.com/d9bxg95

Ford develops rear wheel EV Ford and technology partner Schaeffler have developed a research car, which is powered by independent electric motors in both rear wheels. This technology could in the future support the development of a four-person car that only occupies the space of a two-person car today.

Higher fines for texting and careless driving Drivers that send a text message or make a phone call while at the wheel will facer harsher penalties, transport minister Patrick McLoughlin has warned. McLoughlin indicated that fines for a variety of offences would rise by 50 per cent, from £60 to £90. The number of penalty points offenders receive on their licence will remain at three. A new penalty of three penalty points and a £90 fine will also be introduced for a number of careless driving offences, including cutting up other drivers, eating a sandwich or lighting a cigarette at the wheel. READ MORE:

tinyurl.com/bp5vsm5

Volume 64 | GREENFLEET® MAGAZINE

News

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

EVs

West Midlands Police turns over 30 new Leafs

Andy Eastlake For the best advice – find someone who listens By the time many of you read this GreenFleet’s Rockingham Arrive ‘n’ Drive may be over, but hopefully you’ll have had a chance to experience some of the latest low carbon vehicles and solutions first‑hand. I’m certainly still excited whenever I get the opportunity to try a new car or that latest gadget and for me, as an engineer, there is nothing like hands-on experience to really understand “how stuff works”. But, like me, I’m sure many of you feel that you just don’t have enough time to evaluate every new innovation and consider it in terms of your vehicle operations…which is where sound advice can really help. Getting good, independent information in a manageable form is one of the challenges we all face every day. So at the Arrive ‘n’ Drive this year, the LowCVP took part in the Sustainable Fleet Advice Centre together with our colleagues (and LowCVP members) from Millbrook, EST, BVRLA and EDF among others. The opportunity to meet a group of experts with a broad range of skills and knowledge in one day is rare, so other forms of information such as labelling and approvals are a very good resource from which to build understanding. As you’ll read elsewhere in this issue, the car fuel economy label has been revised to take account of the new vehicle types now available, EST has announced another round of its Plugged-In Fleet Initiative for 100 more companies, and LowCVP members are starting work on proposals for an accreditation scheme for low carbon vehicle technologies for use on trucks and HDV’s. But for all of these initiatives there still remains the critical question of “What are your vehicles actually doing?” and that is something only you will know. So whenever you are looking for advice or guidance probably the most important attribute you need, is someone who listens first! Unless you have clearly defined what your vehicles do it is impossible for anyone to give you the right advice; whether that is the showroom salesman or your fleet consultant, it should be based on a comprehensive sharing of information. As I always say, “The best solutions come from working in (a low carbon vehicle) partnership.” FURTHER INFORMATION www.lowcvp.org.uk Andy Eastlake is managing director of the Low Carbon Vehicle Partnership (LowCVP)

GREENFLEET® MAGAZINE | Volume 64

West Midlands Police has taken delivery of 30 Nissan LEAFs, in the UK’s largest corporate LEAF deal to date. Ten local policing units (LPUs) will run three ‘diary car’s each, which will be used to attend pre-arranged meetings with victims of crime and locals who have contacted the police force. Diary cars average 40 to 45 miles per day, making the 124-mile range LEAF ideal for

the force’s day-to-day needs. Dedicated charging points installed at each LPU will be used to charge the cars. Bob Jones, Police and Crime Commissioner for West Midlands Police said: “We welcome the new LEAFs, which fit in perfectly with the operational requirements of diary cars and will significantly cut our fuel costs while also reducing our carbon footprint.”

EVs

Manchester announces electric vehicle charging scheme

A new electric vehicle charging point network and pay as you go programme has been launched in the Manchester area, called Greater Manchester Electric Vehicle scheme (GMEV). The initiative is led by Transport for Greater Manchester (TfGM), who is working with local authorities to identify locations and install a range of charge points for EVs. Among the partners providing their own charging bays are NCP, Manchester Central, Manchester Metropolitan University, Salford University and the Intu Trafford Centre.

Customers can use the charging bays from July by registering through the TfGM website, where they will receive an access card in the post or choose to pay as you go by phone or mobile app. Angie Robinson, chief executive of Manchester Central said: “We pride ourselves on being one of the most sustainable venues in the UK and we aim to be recognised as a global venue and benchmark for business tourism through excellence in sustainability. READ MORE:

tinyurl.com/cm3abpc

A Daimler Brand

Sharp. The new E-Class.

Official government fuel consumption figures in mpg (litres per 100km) for the new E-Class range: urban 20.3 (13.9 ) –68.9 (4.1), extra urban 36.2 (7.8) –68.9 (4.1), combined 28.3 (10.0) –68.9 (4.1). CO2 emissions: 234–109 g/km. Model featured is a E 220 CDI SE Saloon at £34,565.00 on-the-road including automatic transmission and optional metallic paint at £645.00 (OTR price includes VAT, delivery, 12 months’ Road Fund Licence, number plates, first registration fee and fuel). Some combinations of features/options may not be available. Price correct at time of going to print 04/13.

News

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

NEWS IN BRIEF car2go comes to Brum More than 250 cars will be available to drivers in Birmingham in a new carsharing scheme called car2go. Set up by Daimler and Europcar, members of the scheme will be charged 35p per minute to rent one of the Smart cars which can be picked up from designated on-street parking spaces and located via a smartphone app. Birmingham City Council said the project will run for 12 months. car2go has already been launched in London and runs in 18 other cities in Europe and the US. Roy Wilcox from car2go said: “It’s the biggest city council in England and we wanted a whole city launch and after London, it was a natural choice.” READ MORE:

tinyurl.com/cp9944x

Potter pioneers with new hybrid HGVs Potter Logistics has added two new Fuso Eco Canter Hybrid vehicles to its fleet making it the first third party logistics company in the UK to purchase these eco-friendly 7.5 tonne lorries. York’s councillor for transport planning and the environment, Dave Merrett said:“We are proud to see a Yorkshire company taking the lead on such an increasingly important issue.”

EV NEWS

Scots urged to ditch the car for short journeys People in Scotland are being encouraged to ditch the car for short journeys and get active to help to save the environment. Walking and cycling is being encouraged by the new national Active Travel campaign. One in three car journeys in Scotland are under two miles long and nearly one in four of all vehicle trips are under a mile, the Scottish Government said. With the slogan “Not far? Leave The Car”, the campaign highlights the fact that adopting a healthier alternative can improve the environment and boost a person’s well-being. An app has been created for people to track their journeys and see the benefits

of leaving the car at home in calories burned and emissions saved. Environment Minister Paul Wheelhouse said: “Mile for mile, it’s the short car journeys that create the most carbon emissions and with one in three car journeys made in Scotland being under two miles and nearly one-quarter of all trips under a mile, it’s vitally important steps are taken to encourage people, where possible, to make active travel choices. “This campaign aims to do just that. By encouraging people to consider if they can walk or cycle short journeys rather than using the car, we will not only help to reduce carbon emissions and tackle climate change but also improve our health and well-being.

ALTERNATIVE FUELS

E. coli can produce bio-diesel on demand The University of Exeter, with support from Shell, has developed a method to make bacteria produce diesel on demand. While the technology still faces many significant commercialisation challenges, the diesel, produced by special strains of E. coli bacteria, is almost identical to conventional diesel fuel. This means that it does not need to be blended with petroleum products as is often required by biodiesels derived from plant oils. It also means that the diesel can be used with current supplies in existing infrastructure because engines, pipelines and tankers do

not need to be modified. E. coli bacteria naturally turn sugars into fat to build their cell membranes. Synthetic fuel oil molecules can be created by harnessing this natural oil production process. Large scale manufacturing using E. coli as the catalyst is already commonplace in the pharmaceutical industry and, although the biodiesel is currently produced in tiny quantities in the laboratory, work will continue to see if this may be a viable method READ MORE: to create tinyurl.com/c3egl49 biofuel.

Environment Agency plumps for Berlingo

The Environment Agency (EA) has just bought 31 Citroën Berlingo HDi 90 manual L1 850 Enterprise vans as part of its commitment to reduce the carbon footprint of its LCV fleet. Graham Patrickson, EA fleet operations manager, explains: “This latest purchase of Berlingo vans is part of the EA’s continuing drive to reduce the carbon footprint of its LCV fleet, while reducing costs and raising operational efficiency. Not only meeting, but exceeding our green targets is at the forefront in all our vehicle selection processes – and the Berlingo Enterprise has all the green credentials required by the EA.” READ MORE:

tinyurl.com/dyhmtrz

GREENFLEET® MAGAZINE | Volume 64

Double-O Heaven: hydrogen Aston Martin racer Aston Martin will race a hydrogen-powered Hybrid Rapide S at the ADAC Zurich 24 Hours of Nürburgring on 17-20 May – and will be the global debut of the first hydrogen‑powered car to compete in an international event as well as the first zero CO2 emissions sports car to complete a race pace lap at the Nürburgring 24-hour race. Working in partnership with hydrogen experts Alset Global, Aston Martin’s engineers have developed a prototype twin turbocharged 6.0-litre V12 engine that will power the Nürburgring car. Capable of running on pure gasoline, pure gaseous hydrogen, or a blend of both, Aston Martin and Alset Global aim to show that a zero CO2 emissions lap of the Nordschleife is possible while emitting virtually only water from the exhaust when in pure hydrogen mode only.

A double-take is understandable. The sharp exterior styling on the new E-Class catches the eye, while inside is an equally attractive proposition - COMAND Online Satellite Navigation and leather upholstery with heated front seats are all included as standard. The new E-Class. Take another look.

A Daimler Brand

mercedes-benz.co.uk/fleet

Fleet Manager Interview

COCA-COLA ENTERPRISES

A REFRESHING APPROACH TO GREEN FLEET MANAGEMENT

In 2012 Darren O’Donnell from Coca-Cola Enterprises scooped GreenFleet’s Private Sector Fleet Manager of the Year Award for his commitment to fleet carbon reduction, which saw him manage the introduction of 14 biomethane gas-powered HGVs into the North London operation. We talk to Darren about the project and his wider approach to environmental fleet management Darren O’Donnell joined Coca-Cola Enterprises in 2005 as fleet engineer, and was promoted to his current role in 2007 with responsibility for logistics fleet management. Transport carbon reduction is a specific to his personal objectives, and emissions have become an integral part of his departmental KPI reporting. The fleet comprises over 200 vehicles that completed 44,534 multi-drop journeys during 2011, with an annual transport carbon footprint of 5,600 tonnes of CO2e. Darren managed the introduction of a fleet of 14 biomethane gas-powered HGVs into the North London operation in early 2012. This locally-sourced fuel is derived from household waste, enabling the capture of latent energy recovered from rubbish. GreenFleet talks to Darren about his approach to environmental fleet management. DESCRIBE YOUR FLEET Coca-Cola Enterprises Ltd operates a fleet of around 200 commercial vehicles with gross weights ranging between 7,500Kg and 26,000Kgs. Our fleet supports our Full Service Vending activity which maintains the stock levels within our field based vending machines and our Direct-Store‑Distribution operation which delivers our products into primarily foodservice outlets.

GREENFLEET® MAGAZINE | Volume 64

WHAT’S THE BACKGROUND BEHIND THE BIOMETHANE HGV PROJECT? Our objective was to deliver a genuinely realiseable and sustainable low carbon transport mode that did not impact negatively in any other environmental area. We had considered a number of alternative options, though none delivered our objectives as comprehensively as biomethane. Although climate change was our primary driver, we had not sought to establish this benefit in isolation. Through the inclusion of Nitric Oxide and Particulate Matter in our evaluation we had positively addressed air quality. The final technical element of our testing activity was a noise evaluation in which the gas powered vehicle demonstrated further significant benefits over its conventional counterpart. Having addressed climate change, air quality and noise the argument for biomethane over other alternative fuels was quite compelling.

HOW IS THE BIOMETHANE SOURCED? The biomethane we are using is recovered at a legacy landfill site in Albury, Surrey. We are therefore effectively recovering the latent energy from society’s waste and reducing our own reliance on fossil based fuels. The gas we are using is upgraded and liquefied at Albury before being transported a short distance around the M25 for use at our Enfield site. It is therefore not only renewable, but is locally sourced.

Having d e address ange, ch climate lity and air qua argument he noise, t ethane over WHAT CO AND COSTS SAVINGS for biomalternative HAVE YOU REALISED? r e h t o as Our CO2e analysis fuels w ing of the biomethane l l HGV project was conducted compe 2

independently by Cenex, the Centre of Excellence for Low Carbon Technologies. We had considered the entire supply chain including the processing, transportation and dispensation of the biomethane gas we were using. This Well-to-Wheel study concluded that the CO2e saving was 60.7 per cent in direct comparison to a best in class diesel vehicle.

Whilst using biomethane has reduced our refuelling costs by around 13 per cent other factors such as the relatively high cost of vehicles and infrastructure, coupled with our relatively low mileage, sees our total running cost increase by around 15 per cent. However rising diesel prices, increasing confidence in gas and the development of public refuelling infrastructure is indicative of the high potential for a wider diffusion of gas powered vehicles in the near future. HOW AND WHERE DO YOU REFUEL? Our driver’s refuel daily using the purpose built facility we have installed at our Enfield site. We receive deliveries of liquid biomethane that is then re-gasified and compressed before being delivered into the vehicles. The process is quick and simple and the drivers do not require any specific personal protective equipment for refuelling with compressed gas. WHAT ARE THE CHALLENGES OF RUNNING A BIOMETHANE FLEET? The largest single challenge in operating any gas powered fleet is the refuelling infrastructure. Unless you are fortunate enough to be close to a public refuelling station, then you will need to invest in your own facility. This requires a relatively significant investment and is likely to require a planning consent. WHAT ROLE HAS TELEMATICS AND DRIVER TRAINING PLAYED? By coupling our driver training with the implementation of a telematics system, our transport managers and driver trainers have been able to monitor improvements and work credibly with driver’s in developing their style. The process itself needs to be conducted relatively, if you have a driver that is genuinely performing well, his potential for improvement is clearly less than a driver who has a lower base line. However, once a credible telematics system has embedded, the drivers tend to accept its outputs and most work willingly and competitively to reduce negative aspects such as idle time and over revving. In coupling these two initiatives, we

Drivers have developed their driving style thanks to a mix of telematics and driver training

have seen reductions in CO2e per km travelled of over seven per cent in direct comparison between 2011 and 2012. WILL YOU BE CONVERTING ANY OTHER VEHICLES TO BIOMETHANE? We ran a trial where we converted a fork‑lift truck to biomethane, it performed quite credibly and delivered a 71 per cent Co2e saving when compared with running it conventionally on Liquified Petroleum Gas. Whilst we don’t have any direct plans for further conversion at this time, we are continuing to monitor opportunities for biomethane as well as developments with other technologies and fuels. WHAT OTHER MEASURES HAVE YOU MADE TO GREEN YOUR FLEET? Aside of driver training, telematics and the introduction of biomethane, we have trialled other technologies and interventions including electric vehicles, hybridisation and aerodynamic aids. This work continues through our warehousing fork-lift truck fleet where we have implemented series hybrid and hydrostatic drives that have delivered significantly in reducing our emissions in this area. WHAT ADVICE WOULD YOU GIVE TO OTHER FLEET MANAGERS? Engagement can play a significant part in the success of an environmental fleet

The GreenFleet Awards 2013

Fleet Manager Interview

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

Darren O’Donnell from Coca-Cola Enterprises scooped GreenFleet’s Private Sector Fleet Manager of the Year Award in 2012 for his commitment to making carbon reduction a priority in the running of the company’s fleet. Now in its 15th Year, the GreenFleet Awards continue to recognise and celebrate examples the pioneering efforts of fleet managers, vehicle manufacturers and suppliers to reduce the environmental impact of transport. This year the Awards will be taking place on 17 October at the Arsenal Emirates Stadium in London. Entries are open now. Visit www.greenfleetawards.co.uk

strategy. Ensure that your transport managers are aligned with your initiatives and positively recognise the contributions their teams bring. L FURTHER INFORMATION www.cokecce.co.uk

What is biomethane? Biomethane is a renewable transport fuel produced from the anaerobic digestion (AD) of organic waste or energy crops. The fuel is close to carbon neutral, and when used in vehicles it has very low exhaust emissions with regards local air quality and is considerably quieter than conventional diesel vehicles. Therefore biomethane contributes to meeting a number of national and local policy objectives: it helps to reduce the amount of organic waste going to landfill, by turning it into a valuable fuel and bio‑fertiliser; it contributes to reducing carbon emissions from transport; it contributes to improved local air quality through lower NOx and PM emissions; and it helps reduce noise levels from vehicle traffic, which can be particularly important for issues such as night time deliveries. Biomethane is a unique renewable fuel. When produced from organic waste, it has the lowest greenhouse gas emissions of any biofuel – in fact, using it as a fuel actually saves greenhouse gas emissions rather than reducing them, as decomposing organic waste would otherwise emit methane into the atmosphere. In transport applications, biomethane

also burns more cleanly than liquid biofuels, helping to improve air quality. Biomethane can be used in a wide range of vehicles from cars to heavy trucks and buses. Although there are many gas vehicles available in other countries, availability in the UK is low and take-up has been poor. There are many barriers to the uptake of biomethane as a transport fuel. For example, the use of gaseous transport fuels of any kind is very low in the UK, despite a history of incentives through fuel tax. With current gas vehicle and natural gas methane fuel prices in the UK, gaseous fuel is still struggling to be a commercially competitive option for most vehicle operators. In addition, the availability of refuelling infrastructure is also poor. Source: Cenex (www.cenex.co.uk)

Volume 64 | GREENFLEET® MAGAZINE

behind every

great man Thereâ&#x20AC;&#x2122;s a big boot

500 goes large

yo u tu b e.c o m / Fi a tU K

Fuel Economy Labelling Written by Andy Eastlake, managing director, Low Carbon Vehicle Partnership (LowCVP)

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

VEHICLE INFORMATION

LABELLING THE POINT

With the mass of electric and plug-in vehicles now on the market, the Car Fuel Economy Label – which gives colour-coded comparative information on CO2 emissions and fuel consumption – needed to be updated to accommodate these new technologies. LowCVP’s managing director, Andy Eastlake, explains the new label and how it can help fleet buers make an informed choice

The Car Fuel Economy Label will hopefully be familiar to everyone reading. Introduced in 2005 by the LowCVP, it provides colour-coded comparative information on CO2 emissions, fuel consumption and annual fuel costs and road tax for all new and used cars. All of this information can help both fleet managers, as well as the general public, calculate the typical costs of running their vehicles. With the new range of electric and plug-in vehicles on the market and changes to government regulations, the existing label needed to be updated in order to accommodate these new technologies. So earlier this year LowCVP members, including the DfT and stakeholders from the automotive industry, developed new versions of the fuel economy label to incorporate the plug-in vehicles now widely available such as Vauxhall’s Ampera, Nissan’s Leaf, and Toyota’s Plug-in Prius amongst others. REFLECTING DIFFERENT TECHNOLOGIES The challenge was to continue to provide a robust fuel consumption comparison, but also to reflect the very different nature of the technologies adopted. Having experienced all three of these vehicles at first hand, I can vouch for the fact that you need to live with them in order to understand how they work and how they best fit into your own personal driving patterns. The objective of the label is to give the users information in a simple, friendly and accessible way that will assist their decision making in the car buying process and avoid confusion. Of course the starting point for all the labels is the standard fuel economy test (or NEDC [New European Driving Cycle] as it is commonly known). The cycle is universal and every car type (and van), are tested over the same 11km. In the case of a conventional vehicle or regular hybrid, running this one test starting from a standard overnight parking at (an albeit rather balmy!) 25 deg C, measures the fuel economy over the city (or urban) phase (the first 4km) and the motorway (or extra urban) drive with the overall consumption calculated across the whole test.

Electric and plug-in vehicles such as the Vauxhall Ampera have pushed the need for fuel economy label changes

PURE ELECTRIC When we now look at an electric vehicle such as the Leaf, it is fairly easy to see how the same approach can be used with the vehicle charged overnight to full battery and driven over the same cycle. We then reconnect the charger and measure how much electricity is used from the grid to charge it back up (so the measure includes the charger efficiency). This gives us the electricity used per mile. Of course a critical aspect of any electrical vehicle is the range. And for this we do not rely on just calculation from the battery size. The vehicle is actually charged again and driven over the same cycle repeatedly until it won’t go any further. For the annual electricity cost shown on plug-in hybrid and electric vehicle labels a standard price for electricity based on an average from government figures is used (in a similar way as the petrol and diesel prices are defined). Of course I would challenge any of you to find diesel priced at half the pump price overnight, whereas of course the savvy EV driver can get his electricity substantially cheaper than the price used for the label through intelligent choice of charging.

The e objectivbel a of the l users e is to givtion in a informad accessible an simple at will assist way th car buying their cess pro

GREENFLEET® MAGAZINE | Volume 64

PLUG-IN AND EREVS When we looked at the Plug-in and EREV (Extended Range Electric) vehicles,

the whole structure of the label became much more complex and exercised the team significantly. We tried to focus on the key bits of information that would highlight what questions to ask and how to think about these vehicles when making a purchase decision. What is the range on electricity and how many miles can I travel on one unit of electricity or liquid fuel on a typical journey? One of the constraints was that we could only draw on data from the standard test procedure, which prescribes how these vehicles are measured for certification. Whilst this gives a direct comparison with conventional vehicles, it makes a key assumption about what the standard journey for a plug-in vehicle will be. It is assumed that a typical driver will start his/ her vehicle with a full charge and will drive until the battery is empty and continue on for 25km (15miles) before charging again. It is this journey that gives us the ‘weighted combined’ figures used on the label. If that describes your behaviour and you drive to the NEDC profile, you will get 235mpg from your Ampera and use 4.8KWhr per mile. However, if your driving or journey profile is different your consumption will also differ and with many plug-ins it can be possible to run exclusively on electric power to avoid any liquid fuel use at all. But even the Ampera, as a range-extended EV, is relatively simple to label in comparison to the Plug-in Prius. As the Prius is a true hybrid, the engine will start and support the drive at speeds around 50mph or under harder acceleration, meaning that over a standard test cycle the engine will come on even when the battery is not depleted. So the electric range result reflects the range of electric driving but does not include portions of the cycle when the engine has switched on. Whereas the consumption data used on the label gives the results when driving the standard cycle using both petrol and electricity. Irrespective of your views on fuel economy in the real world against the test cycle, giving the official CO2 and fuel economy numbers for comparison between vehicles is key to helping make the right choice, as the rates for both Vehicle Excise Duty and Company Car Tax are determined from these results. CONSUMER INFORMATION In considering the new labels we carried out some initial research into what consumers like and understand in terms of the information provided. The results of this revealed some interesting insight into consumers perceptions and will be used to help us decide how

NEW FUEL ECONOMY LABEL CHANGES (Label for Vauxhall Ampera 2.8 electric plug-in hybrid)

Fuel Economy Labelling

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VED BAND AND CO2 CO2 from tailpipe over a standard journey

ENERGY CONSUMPTION Energy used (electricity and fuel) over a standard journey

TOTAL COSTS Annual costs of electricity and fuel

ELECTRIC RANGE Range driving on electricity only

the label should develop, but for now it was important to incorporate the latest technology into the labelling requirement with as little change to the layout as possible. The new label gives the purchaser directly comparable information from a certified test and, with any luck, will allow them to have an informed discussion with the vehicle salesman about how to choose the right technology. As our vehicle choices expand it is impossible to predict what technology challenges we might be faced with in the future, but rest assured the LowCVP and its members aim to keep carbon and energy efficiency data foremost in the presentation of vehicle information. L FURTHER INFORMATION www.lowcvp.org.uk

About the author Andy Eastlake is managing director of the Low Carbon Vehicle Partnership (LowCVP) – the organisation established to support the government’s Climate Change Strategy by delivering greenhouse gas reductions from the road transport sector. Andy has a strong background in mechanical engineering, spending most of his career to date at Millbrook Proving Ground where he has specialised for the last 15 years in powertrain developments. Andy joined Millbrook after a year’s training with Vauxhall Motors by whom he was sponsored to study for a degree in Mechanical Engineering at Southampton University.

Throughout his career, Andy has worked to ensure that robust data is used to prove the credentials of green vehicles and to demonstrate scientific integrity in the marketing claims of vehicles and systems. He has presented many technical papers across the world on issues surrounding the testing of vehicles, increasingly focusing on issues relating to vehicles’ carbon dioxide emissions.

Volume 64 | GREENFLEET® MAGAZINE

Emergency Service Fleets

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

EVENT PREVIEW

THE EVENT DEDICATED TO EMERGENCY SERVICE FLEETS

Mike Cripps, event-team technical consultant for the National Association of Police Fleet Managers (NAPFM) looks ahead to this year’s NAPFM event for emergency service fleets on 4-5 June

The Blue & Amber Light Fleet Exhibition is the latest development of the National Association of Police Fleet Managers’ event. Over the last four decades this event, run by the public sector for the public sector, has evolved into one of the best emergency service fleet events of its type in Europe. The 2013 Event with its 40th annual conference and exhibition will take place on 4-5 June at the International Centre Telford. ‘Amber Light’ has been added to the original Blue Light Fleet Exhibition to reflect the pan‑government approach to procurement. Many of the original police framework agreements for vehicles, equipment and services have been expanded over the years to include the ambulance and fire & rescue services. In the future these contracts will become even wider to include government departments. This collaborative approach is already seeing ambulance, police and fire & rescue jointly buying vehicles through ‘mini tender’ agreements in various parts of the country. One of the partners, the National Strategy Ambulance Fleet Group is now an established part of the event. UK AND INTERNATIONAL FLAVOUR This year’s event will attract a wide cross section of conference delegates and exhibition visitors from the UK public sector as well as international participants from the world’s police forces. Hong Kong Police are one of

GREENFLEET® MAGAZINE | Volume 64

Matt Goodstadt, from Civica Tranman will be examining cost saving opportunities for public sector fleets, and Dr Nieuwenhuis from Cardiff University will be taking a session on global vehicle manufacture and the public sector our regular visitors using the event as a world bench mark for development of the latest technology and quality. This exhibition will have something for everyone in the public sector trying to save money and improve standards, as this year there will be around 130 exhibitors and several hundred vehicles. The event is still recognised by exhibitors as being great value for money as well as providing access to strategic visitors. In addition to vehicle manufacturers such as BMW, Ford, Volvo and Vauxhall the exhibition includes many of the UK’s vehicle converters and smaller equipment suppliers. The latest versions of ‘One Box’ (Single Vehicle Architecture) will be on show which will be of considerable interest to fleets beyond the emergency services. After forty years the NAPFM event continues to look fresh, as well as providing the core elements expected from a specialist fleet event.

CONFERENCE David Wilkin, ACO West Midlands & ACPO Lead on Vehicle Role Standardisation will be taking the opening address of the conference and discussing vehicle role standardisation. Adrian McMullan from L & A Consultancy, will be discussing bench marking and lessons learnt. Mark Burgess, business development director for Babcock will be looking at the private sector and asking they believe they can deliver better benefits for the public sector. Matt Goodstadt, from Civica Tranman will be examining cost saving opportunities for public sector fleets, and Dr Nieuwenhuis from Cardiff University, will be taking a session on global vehicle manufacture and the public sector. What’s more there will be exhibitor update presentations, training workshops, Blue & Amber Light Fleet Exhibition, an ACPO Procurement Meeting, and a reception and buffet for delegates and exhibitors. L FURTHER INFORMATION www.napfmevent.org.uk

business.peugeot.co.uk/passion

IF CARBON REDUCTION IS A FUNDAMENTAL PART OF YOUR BUSINESS, YOU NEED A FLEET PARTNER WHO SHARES YOUR COMMITMENT

A PASSION FOR MAKING IT HAPPEN. Dyson Energy Services Ltd choose Peugeot 508s for their fleet because of their low CO2 emissions, excellent performance and popularity with drivers. It’s a car that perfectly fits with their company policy of carbon reduction, and also has exactly what managers need to present a professional image while out on the road. As the European leader in fuel-efficient cars*, we’re pleased to be helping them stay on budget and reduce emissions as they go about their business. If you’d like to know more, call us on 02476 884 644. *European Environmental Agency. The official fuel consumption in mpg (l/100km) and CO2 emissions (g/km) for the Partner are: Urban 54.3 (5.2) – 62.8 (4.5), (g/km) for the 508 are: Urban 31.4 (9.0) – 57.6 (4.9), Extra Urban 60.1 (4.7) – 76.3 (3.7), Combined 45.6 (6.2) – 67.2 (4.2). CO2 emissions 105-154 (g/km).

business.peugeot.co.uk /passion

PEUGEOT PROFESSIONAL HELPS DYSON ENERGY SERVICES LTD SAVE FUEL AND CO2 SO THEY CAN HELP THEIR CUSTOMERS DO THE SAME

Extra Urban 54.3 (5.2) – 62.8 (4.5), Combined 50.4 (5.6) – 60.1 (4.7). CO2 emissions 123-147 (g/km). The official fuel consumption in mpg (l/100km) and CO2 emissions

business.peugeot.co.uk/passion

WE’RE MAKING IT HAPPEN FOR DYSON ENERGY SERVICES LTD WE’D LOVE TO MAKE IT HAPPEN FOR YOU TOO We’re proud that our Fleet Centre is run by Peugeot employees – give them a call on 02476 884 644 and find out how we can make it happen for you.

HYDROGEN

When it comes to greener fuels, we know that hydrogen fuel cell technology is feasible, but is it commercially viable? Bernard Porter, director of low carbon vehicle programmes, Coventry University, investigates

Greener vehicle developments have been making good progress in the last few years, with improvements in both conventional and newer technologies providing meaningful benefits for users and the environment. With many main vehicle manufacturers now adding electric or hybrid vehicles to their product ranges, and an increasing number of them aimed at commercial or fleet operation, there has been much reflection in government and elsewhere about the next steps in promoting their wider use. It will come as no surprise that fleet operations are seen as extremely important in this regard not only as a practical demonstration of their unique capabilities but also as a demonstration of their commercial effectiveness. Indeed, whilst general public acceptance remains a key objective for manufacturers and government, more can be done by showing green vehicles in actual use, and thus introducing them to a wider public. ALTERNATIVE FUELS So far, most of this attention has been either on hybrids using a combination of electric and conventional IC (internal combustion) engine

EUROPEAN HYDROGEN PROGRESS Meanwhile a project funded by the European Industry group (Hydrogen Joint Undertaking) has started with partners across Northern Europe, including the UK. With the catchy acronym of SWARM, this project will put refuelling stations in Brussels, Bremen (North Germany) and Birmingham, to support a total fleet of more than 90 small, specially designed fuel cell vehicles, operating in local clusters. The UK end of this project involves two vehicle manufacturers, Microcab and Riversimple, two universities, Coventry University and University of Birmingham, as well as Birmingham City Council. French Industrial gas supplier Air Liquide is providing the refuelling stations, and the transport-grade hydrogen which will come from its existing industrial facilities. The project is now in the development and preparation phase and will see the deployment of the first of the trial vehicles from October 2013 and will last until October 2016, gathering data from many fleet users over 36 months. The main objectives of the project, which is classed as a large scale demonstration, are to establish and seek improvements in vehicle reliability, efficiency and cost effectiveness. Whilst the vehicle designs share some common characteristics, they are also sufficiently different to demonstrate a variety of powertrain architectures, and configurations. They are all however remarkably compact, lightweight and frugal in energy use. Whilst the costs of fuel cells suitable for transport use remain relatively high, they are now on a steeply downward path, and ruggedness and durability are also improving. Engineers at the spin-out company Microcab and its associated research teams at Coventry University have been working with far-eastern fuel cell manufacturer Horizon and their UK distributors Arcola Energy to build their latest designs into the vehicle. With an eye on keeping the total weight down, maintaining high efficiency and providing a safe, controllable drive train, the work requires a wide range of technical skills. Indeed, providing trained technical staff and a service workshop will be part of the SWARM objectives too. E

SWARMt will pu tions ng sta refuelli e to support p in Euro et of more a fle mall and s than 90y‑designed speciall el cell fu s vehicle

propulsion, or on battery EVs. The plugged‑in-places scheme has now arguably provided a base level of public charging points for EVs and whilst the EU may soon be pushing for more of these, there are a few other ways of using limited government resources to promote the use of cleaner vehicle propulsion. Another contender is the use of hydrogen gas as a fuel. This has been much vaunted for a while now, and there are signs that things are about to become much more exciting. Hydrogen has many advantages as a fuel, and can even be used directly in an IC engine or, more intriguingly, in a fuel cell where it produces electricity. This sort of technology has been used in space and defence applications for some time. It was also (surprisingly) in common use as a combustible fuel for domestic heating and cooking, although not in transport applications, with ‘town gas’ being up to 60 per cent hydrogen, now replaced by natural gas of course. In transport, the prospects for fuel cell vehicles appear to be gathering strength as governments in UK and the rest of Europe, particularly in Germany, see it as a good way to provide clean or zero emission

Volume 64 | GREENFLEET® MAGAZINE

Written by Bernard Porter, director of low carbon vehicle programmes, Coventry University

THE FEASIBILITY OF HYDROGEN FUEL CELL POWER

vehicles. The UK government has repeated its expectation that vehicles will be available by 2015, and is committed to providing a growing infrastructure to support their use. Recently the industry-government partnership known as the UK H2 Mobility consortium published its first annual report with an upbeat message and plenty of recommendations. These included a plan to roll out more refuelling stations to provide the necessary infrastructure. At present there are stations in some parts of the country, but many tend to be small scale and with limited access.

Alternative Fuels

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Welcome to The Green. Helping you put sustainability at the heart of your fleet. Looking for ways to run a greener fleet? Why not visit The Green, the acclaimed sustainability website from Lex Autolease, the UK’s leading fleet management and fleet funding specialist. Listen to our latest podcast about low carbon vehicles at The Green www.lexautolease.co.uk/theGreen Find free help and advice on sustainable issues, including: • choosing the right vehicles • tax and budget • fuel strategy and how to cut your fuel bill. Visit The Green at www.lexautolease.co.uk/theGreen today, and see how we can help you run a greener fleet. Or you can call us for more information on 0800 389 3690.

HYDROGEN  DESIGN FROM SCRATCH Many vehicle manufacturers have been running trials with hydrogen fuel cell cars for a while, and a few have been accumulating many hours of use. Mainly however these use a conventional base vehicle which has been adapted for the hydrogen system and electric drive. Although this can be made to work it is perhaps not the best way to approach the design of a low carbon vehicle. Microcab chief Professor John Jostins believes that there is a need to design and build a new class of vehicle around the fuel cell drivetrain. “This needs to embody the principles of lean weight technology in design and construction and keep the drivetrain as efficient as possible.” The current Microcab H2EV platform uses a bonded aluminium chassis built by Lotus which is light, strong and durable. This is married to a tough composite plastic body set. The drivetrain starts with a pressurised hydrogen gas storage system which then feeds the gas to the fuel cell, where it is converted (by reverse electrolysis) into electrical power and water, using oxygen from the air. This electrical power then turns the vehicle motors – hence in principle a fuel cell vehicle is an electric vehicle. A fuel cell is typically hybridised with a small lithium iron battery pack for dealing with the peaks of the drive cycle, allowing the fuel cell to be sized to provide average power over a duty cycle. The great advantage, of course, of the fuel cell powertrain is the speedy fill up time (typically three or four minutes). This allows for a compact tank, but with an estimated maximum range of over 180 miles. Microcab has been designing fuel cell vehicles for more than a decade now and over that time refuelling infrastructure has grown but is still relatively scarce and, in many places, non-existent. For this reason in these early years Microcab has concentrated on urban vehicles, van and taxi fleet usage and back to base refuelling. It is highly feasible to set up a fleet of vehicles for a particular use (eg local delivery) in the vicinity of a hydrogen filling station. The users can then go about

About the SWARM project The European FCH JU funded project SWARM (Demonstration of Small 4-Wheel fuel cell passenger vehicle Applications in Regional and Municipal transport) will establish a large demonstration fleet of small passenger vehicles that builds on and expands existing hydrogen refuelling infrastructure. Three regions will be participating in this effort: the British Midlands, the Brussels area and Wallonia, and the Weser-Ems region in NorthWest Germany. Each of these regions will deploy a new hydrogen refuelling site to close the gaps in a continuous ‘hydrogen highway’ that leads from Scotland via the Midlands to London, connecting to Brussels and on to Cologne and Hamburg/ Scandinavia/Berlin via Bremen. The vehicles employed are low‑cost, high fuel-efficiency,

their business knowing that they will always be in range of their filling station. With a three minute fill time it is possible to return, fill up and go out again without the delay associated with long EV recharge. In that sense these vehicles are much more like conventional diesel vehicles. For the SWARM trial a key boost to hydrogen in the Midlands will be the installation of a forecourt‑style hydrogen station in Birmingham. This will be able to dispense up to 200kg a day (the Microcab tank holds 1.8kg) so it can support over 100 fills each day and further fleets of vehicles around the station and the hydrogen economy will begin to emerge. SERVICE AND MAINTENANCE The other reason why fleets are important in the early stages is service and maintenance. There is a great shortage of low carbon vehicle engineers (be that EV or hydrogen) and when running these kinds of vehicle fleets, regular, good quality service and maintenance is a key issue to keep everything running smoothly. This requires skilled people and the government needs to support apprenticeships in this sector. Coventry University is introducing training programs in these areas and the Microcab operation offers a live experience

Alternative Fuels

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

hybridised, light-weight passenger cars specifically designed for city and regional transport. This project will deploy an unprecedented number of road vehicles for a demonstration project, with three OEMs contributing 30, 10 and 50 vehicles respectively. These will tested by real users in a variety of real-life operating

for trainees in getting to grips with what is essentially a very different engineering experience from conventional vehicles. Prof. Jostins is also convinced that as we progress into the low carbon future, hydrogen and electric drives will become more commonplace but the changes we are seeing are not just about fuels and energy. The nature of mobility is changing, models of ownership are changing and attitudes to the car will not be the same as the last hundred years. He explains: “We buy a ticket for the train, we don’t buy the train and elements of this relationship to our transport needs are shifting to the car with the advent of the ‘pay by the hour’ car clubs. Link this with the internet and digital systems and you end up with a very powerful system; ‘the connected car’ able to ‘talk to its environment’ and with increasing autonomy to decide what to do without the driver’s input. This move towards Intelligent Mobility is surely destined to make a massive impact in the next hundred years of that fundamental need of human beings, to be mobile.’ L FURTHER INFORMATION www.swarm-project.eu

Your free ticket to the Eco Technology Show 2013 The Eco Technology Show is the UK’s premier event for trade, building owners, occupiers, and the general public covering sustainable build, energy, transport and technology. Over 100 exhibitors will be showcasing products and services covering eco build, design, energy, transport, office, home and technology, plus an entire floor of low emission vehicles all under one roof. Choose from over 50 free talks covering smarter transport, residential property, renewable energy, the Green Deal, domestic energy efficiency and retrofits. Sessions include Microcabs innovative hydrogen and electric powertrain technology;

leaders on the opportunities for innovation and sustainable growth for future cities & business at the Smart Business conference. There will be case studies from Glasgow City Council on winning the TSB’s ‘Future Cities Demonstrator,’ Peterborough City Council on Environment capital UK, and Milton Keynes Council on Smart city systems. For the full programme go to www.ecotechnologyshow.co.uk. The Eco Technology Show 2013 takes place at The Brighton Centre on 14-15 June. Vauxhall on the future of electric vehicles in the UK; a case study from BUPA on their Smart e-bikes trial, plus lots more. Hear from business and public sector

FURTHER INFORMATION Register for free at www.ecotechnologyshow.co.uk quoting promotional code GFT45.

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Telematics

HAULAGE INDUSTRY

In an Road Haulage Association (RHA) survey in early 2013, an emphatic 100 per cent of hauliers that had installed on-board computer systems said they had been a good investment. Jack Semple, director of policy at the RHA, looks at how telematics is revolutionising the industry

Harry Walton provides a service that is indispensable to most areas of a modern economy. He is part of the community of people who, together, bring us our food, our clothing, our houses and the suppliers on which all our jobs depend. Walton has his road haulage business, with one truck. He is both businessman and truck driver. While bosses at larger transport firms spend their time sitting behind a desk studying a computer, wondering what the driver is doing, he knows exactly what is happening. How the truck is driven can make the difference between profit and loss, scraping a living or affording a holiday. Haulage is a tough, highly competitive, low-margin industry. But no-one can come close to Walton and similar owner-drivers in terms of how the driver influences fuel consumption, brake wear and so on. Or at least, not until recently, they couldn’t. SEEING CLEARLY Developments in computer technology on vehicles and means to communicate information back to the depot – telematics – are transforming the ability of transport managers to see what is happening to their truck. The way each vehicle is being driven and the way each driver is driving is now clearly visible (as well as much else besides, such as where exactly it has been and when, and the condition of the load). That means big savings, potentially, in the use of diesel – and therefore carbon emissions. If a truck burning 10,000 gallons a year can do the same work with five per cent less, that is a saving of more than 5 tonnes of CO2. Telematics in this way has been around for quite a few years now but the

systems, usability and have all improved considerably – and the choice of suppliers in the market has widened. There was a ripple of enthusiasm for the concept a few years ago and the concept gained some devotees; this is now building rapidly to a large wave that is starting to break over the industry as a whole. SAY BYE TO INDEPENENCE This will end the last area of independence of the driver, in a way. His employer will be able to see whether he is unnecessarily leaving his engine running at the loading and delivery points or when he is taking a break, for example. The employer will be able to see if he is changing gear at the right moment for the engine or over‑revving and when he is braking too hard. Fuel consumption for this purpose of driver management will not be the key indicator – that is also determined by the weight of the load, the road and traffic and weather conditions, even the tyres on the truck. Instead, fuel consumption – and therefore carbon emitted – will be a by-product of the way the truck is being driven, which is how the driver is being judged. Fuel consumption remains important, of course – but for other aspects of the business.

The RHA represents around 7,000 firms, operating almost 100,000 HGVs at the heart of the professional haulage industry. They run their trucks for profit and are on the look-out for ways of improving their business and we are getting a clear message that telematics’ time has come. In an RHA survey of members in early 2013, we gained strong confirmation that operating costs can be better managed using these on‑board computer systems. An emphatic 100 per cent of firms that have installed such systems said they have been a good investment, with replies ranging from “yes” to “very good” to “not just good, it has been fundamental.” We had expected a few voices of dissent, but there were none. It was clear that system users are far more likely to be satisfied with the extent to which they understand the way their drivers drive than other hauliers; and the few who need more control are convinced their systems will deliver fully in due course. There have been various concerns about ‘Big Brother’ and objections in very large fleets. But confronting drivers is mostly seen as not being an issue and no member sees it as a serious problem. We suspect is that this is because the drivers understand the need and can see the benefits. Survey responses came from a spectrum of members, including small haulage firms and very large fleets. E

Written by Jack Semple, director of policy, Road Haulage Association

THE TIME FOR TELEMATICS

ter Compu ogy technol nicates mu that comtion back to informat – telematics – o the dep nsforming the is tra managers how ir fleets see theform per

TIME FOR TECHNOLOGY The Road Haulage Association started picking up indications of this new surge in interest from its members last year.

Volume 64 | GREENFLEET® MAGAZINE

HAULAGE INDUSTRY

Telematics

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

 TELEMATICS SHOWCASE In early April, the CV Show at the NEC near Birmingham proved to be a showcase not just for new trucks but for controlling the way they are operated. Telematics suppliers were out in force. Telematics is an interesting and complex sector. Many of the big truck makers – Mercedes-Benz, Volvo, Scania and others – have their own systems, which can be used with other trucks in fleets that have more than one make (although the costs are slightly higher). Several manufacturers have made the hardware for their systems standard in their latest truck models. There is also a thriving independent sector, with systems designed to take signals from all makes of truck. The functionality of these systems does vary in detail, as does the way the information is displayed both to the driver and to the transport manager. Some displays are more detailed and/or more user friendly than others. The fact that every haulier in the RHA survey considered his investment in telematics to have been worthwhile to the business does not mean that they are not looking for further improvements. Think of a business buying a computer – almost any model on the market will be better than having no computer at all. For example, half of telematics users want to see the fuel consumption for each journey accurately recorded – not to judge the driver but to know their costs in greater detail. However, they do not consider some current systems sufficiently accurate. The UK has lagged behind other markets in the adoption of such systems. Germany stands out, for example. There hauliers have for several years been able to receive up to 2,500 euros per truck to install a telematics systems. But the UK is catching up. The RHA, which has actively promoted the concept periodically over the past four years, is developing a programme to reflect the fast-growing use, greater variety and wider application of this technology. And what of Harry Walton – a fictitious name but an important representative of the haulage industry? It is a tough market. Technology will inevitable start to eat into his competitive advantage in terms of cost control in this key area, as larger rivals get a tighter control on their diesel use and carbon emissions. But small hauliers still have much to offer customers and will be around for a long time to come. L

Truck – rs operato Volvo g includinedes-Benz rc and Me telematic – have which can systems with other be used kes of ma trucks

FURTHER INFORMATION www.rha.uk.net

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Finance & Leasing

RENTAL & LEASING

Did you know that the vehicle rental and leasing sector contributes around £14bn a year to the UK economy? John Lewis, chief executive of the BVRLA shares figures from a new study into the scale of the vehicle rental and leasing industry As a representative trade body responsible for campaigning and lobbying on behalf of the vehicle rental and leasing sector, it can be a challenge explaining just how big the industry is. We often have to resort to throwing in the names of some of our larger, better-known members – Alphabet, Avis, Europcar, Hertz, LeasePlan, Lex Autolease, Northgate or Ryder, for example – but this still doesn’t give people an accurate perception of the scale and scope of the whole sector. This is an issue because, when it comes to fighting the corner for your industry, size does matter. We have now addressed this problem. A major new study from respected research organisation Oxford Economics provides the vehicle rental and leasing industry with some excellent credentials. SO WHAT IS THE BIG PICTURE? The vehicle rental and leasing sector contributes around £14bn a year to the UK economy. This is equivalent to £1 in every £90 of UK GDP or the combined local economies of Bath and Bristol. This figure takes into account the operations of the industry itself, the UK‑made vehicles and engines it purchases, the activity of UK dealerships and its impact on the used car market. This economic activity supports over 183,000 jobs, or 1 in every 175 in the UK. In the process, the sector generates around £2.8 billion of tax revenue per year. The UK automotive sector is proudly extolled as one of this country’s few manufacturing success stories. Vehicle rental and leasing companies are among its largest customers, purchasing an estimated 220,000 vehicles in 2011 – 15 per cent of output and a whopping 82 per cent of UK manufactured vehicles sold domestically. This

expenditure is estimated to have supported a £2.4 billion contribution to GDP, 52,000 jobs and £810 million in tax receipts. In the same year, the vehicle rental and leasing industry’s expenditure on foreign‑made vehicles containing UK-made engines is estimated to have generated a £349 million contribution to GDP, 7,600 jobs and £120 million in tax receipts. MOTOR DEALER BUSINESS The vast majority of this business is conducted through motor dealers. In 2011, the sector purchased £11.1 billion of foreign‑made vehicles from UK dealerships. This activity supported a £98 million contribution to GDP, 2,000 jobs and £31 2 million in tax receipts. There is also a positive environmental angle to this activity. The industry can rightfully claim to play a leading role in driving down emissions. At 123g/km, the CO2 emissions of the average lease car registered in 2012 was more than 20 per cent cleaner than the average car on UK roads. Not everything is measurable, but the researchers at Oxford Economics have established that the sector makes a major contribution to the efficiency with which the UK economy works. As well as giving businesses access to modern, fuel-efficient vehicles, fleet management services and lower capital costs, vehicle leasing can also provide a range of ‘housekeeping’ services, including maintenance, insurance and road tax – freeing

up resources and working capital for other tasks. It reaches every sector of the economy, from manufacturing and construction to retail and health. The research helps us to dispel the myth that vehicle leasing is predominantly used for tax-efficiency reasons by big business fleets. Two thirds of the industry’s business customers are SMEs.

Written by John Lewis, chief executive, BVRLA

INDUSTRY INSIGHT

POSITIVE OUTLOOK FOR COMMERCIAL VEHICLE RENTAL AND LEASING Nearly 60 per cent of commercial vehicle rental and leasing companies are forecasting a pick-up in business this year, with just 10 per cent expecting the market to deteriorate, according to the early findings of CV Informer, a new research project being undertaken by the BVRLA and Road Transport Media. However, this optimism may take a while to translate into increased vehicle purchases, with respondents suggesting that they are likely to purchase fewer trucks and vans over the next twelve months than they did in the previous twelve. In terms of fleet demographics, the findings suggest that the rental and leasing fleet is evenly distributed across light, heavy and medium trucks, with Iveco, Scania and DAF the preferred vehicle suppliers. Similarly, the van fleet was fairly evenly distributed across the weight range, with medium vans (1.8t to 2.6t GVW) making up the largest segment. Ford, Volkswagen and Mercedes dominated the market with a near 70 per cent share of registrations. The final CV Informer report is due to be published in May/June. L

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FURTHER INFORMATION www.bvrla.co.uk

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Road Safety Written by Brake

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IN-VEHICLE TECHNOLOGY

USING IN-VEHICLE TECHNOLOGY TO IMPROVE SAFETY

Selected and used appropriately, in-vehicle technology can offer huge benefits to fleets by providing valuable data on drivers, vehicles and journeys which can be used to help prevent crashes and reduce costs, writes road safety charity Brake As a charity that regularly works to connect fleet operators with the latest developments in road safety, Brake is encouraged by the large numbers of organisations now considering or taking up the latest in-vehicle technologies. Many of the organisations we work with have seen benefits from introducing new technologies, and some have even won prestigious Brake Fleet Safety Awards

for the improvements to occupational road risk management technology has helped them to make. These developments can have numerous advantages for the firms that implement them, but they can also present risks and difficulties. Implementing in‑vehicle technologies successfully to reduce risk is a matter of careful system choice and change management.

SELECTING THE RIGHT TECHNOLOGY The variety of in-vehicle technology solutions is as wide as the variety of fleet operators. Because of the range of choice, it can be difficult to select the most suitable form of technology for your company. That’s why Brake ran a half-day seminar on using in-vehicle technology to improve driver safety in Birmingham on 30 April. The seminar covered the options available, the features to look for to maximise driver safety, and how best to work with drivers to get the most out of the technology. Brake will produce a guidance report based on the advice given at this recent event. The seminar touched on the many advantages some fleets have seen on implementing in-vehicle technologies. As a road safety charity, the most promising development we see is that effective technological solutions can significantly reduce the number of crashes involving fleet vehicles. This protects both fleet drivers and everyone else on the roads. The reduction in crashes can have other benefits – many firms find their insurance premiums and wear and tear bills fall after technology has been introduced, and of course fewer crashes leads to a healthier,

safer workforce who are much less likely to need time off for physical or mental ill-health. Further, many of the systems available are specifically designed to encourage more efficient driving, allowing companies to cut fuel bills. Being more environmentally friendly, as well as road safety conscious, can be a strong selling point for fleet companies in a market where buyers are looking to present strong community and social responsibility credentials. Finally, technological solutions can also help you provide real-time tracking data to customers, a level of customer service many organisations find very valuable. A POSITIVE IMPACT Private hire firm Addison Lee is one company that has taken advantage of technology to improve tracking, having a positive impact on both safety and customer service in this way. An auto allocation system based on GPS satellite navigation was put in place to reduce distances travelled to reach customers, CO2 emissions and opportunities for crashes. The system gives updates every 30 seconds on each vehicle’s location and selects the nearest available Addison Lee vehicle to each customer call. The system allows managers to monitor

and retrospectively analyse drivers’ behaviour. Implementing in-vehicle technology can be challenging however, and sometimes the technology comes with downsides. In some cases systems can lead to drivers taking extra risks, for example relying on lane departure warnings and other anti-fatigue technologies instead of getting enough sleep and taking proper rest breaks. Similarly, without proper education or engagement work, companies can find drivers resist new in-vehicle technologies and the behavioural changes they are designed to encourage. Drivers may feel resentful of new technology such as tracking software, feeling that the move is intended to spy on them. Companies have reported that driver performance can vary sharply after the introduction of tracking technologies, and this kind of performance variation can be difficult to manage safely. But by engaging drivers in implementing new technologies and combining adoption with appropriate consultation and internal communication, many of these issues can be overcome.

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begun to reduce speed. Clearly where active crash technology is implemented, firms need to ensure drivers do not rely too much on the technology to keep them safe. COMMUNICATION AND EDUCATION So while it can have many benefits when used correctly, in-vehicle technology is not a panacea. Ensuring drivers are staying well within speed limits, are not distracted or under the influence of alcohol or drugs and are sufficiently well‑rested is vital to ensuring the safety of your fleet. In‑vehicle technology may help with this, but it can’t replace engaging and persuasive education and communication with drivers, rigorous risk assessment and monitoring, and a commitment to acting on the results provided by that monitoring as well data on fleet vehicles and journeys. For example independent bus operator East Yorkshire Motor Services (EYMS) has also had great success introducing in-vehicle telematics. Having experienced some problems with driver resistance, EYMS implemented a high-quality driver training programme to address the most reluctant drivers. In 2011, the first year after introducing the system, EYMS made a fuel saving of five per cent, and reduced driver fault crashes by 40 per cent. In light of the crash reduction rate, the company’s insurer agreed to re-evaluate the size of the pot in the summer of 2011, bringing down EYMS’ insurance premiums. The lesson for fleets is that telematics and in-vehicle technologies can have huge benefits, but only if implemented correctly. Simply adopting technology because it is available won’t necessarily help your fleet become greener and safer, and it may cause problems. With the wide range of technologies available to fleets, it’s incredibly important to find out which system will suit your organisational needs. To support fleets in this task, Brake is also running a panel session on in-vehicle technology at this year’s Fleet Safety Conference in Solihull on 13 June. Conference attendance will allow fleet operators and managers to attend expert-lead seminars on community engagement and fleet safety, and effective partnership working. There will also be opportunities to network with other fleet operators and leading safety experts. L

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RISK MANAGEMENT Records management company Iron Mountain has had great success installing a vehicle telematics system, first through a pilot, then, as part of a range of risk management measures, and supported by clear communication with drivers, rolling the system out across its 360-strong fleet. Over four years, the programme has resulted in a 70 per cent overall reduction in incidents. Iron Mountain has seen a 57 per cent reduction in own damage and third-party costs; a 14 per cent reduction in insurance premiums for 2011, and a further eight per cent premium reduction for 2013; estimated fuel savings of more than seven per cent; and a 4.5 per cent reduction in maintenance costs. Overall, the programme is estimated to have saved £1,900,000. Again though, without appropriate driver education and communication there can be a danger, with active crash prevention technologies of drivers becoming too complacent. For example, drivers using vehicles fitted with adaptive or intelligent cruise control which uses sensors to determine the distance between itself and the vehicle in front and reduces vehicle speed to prevent a crash, have been known to wait for the vehicle to slow itself down in traffic instead of responding to hazards themselves. This can be incredibly risky as the system is unable to respond to any emergency developments, can often not stop the vehicle completely, and won’t start to slow the vehicle down until after the driver should already have

FURTHER INFORMATION To access the report on using in vehicle technology to improve safety, email forum@brake.org.uk. To book a place at the Fleet Safety Conference or for more information, email admin@brake.org.uk. Alternatively visit www.fleetsafetyforum.org

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CITROËN DS3 DSPORT e-HDI 115 AIRDREAM

Written by Richard Gooding

GREEN GODDESS

Famed for innovation, in the 1980s and 1990s Citroën produced rebadged and re-engineered Peugeots. But with the DS3, it takes an iconic name and reinvents it for the 2000s. Although not as radical as the original, Richard Gooding finds out how the small car with the big name stacks up Founded in 1919, Citroën was the first mass‑production car company outside the USA. André-Gustave Citroën’s four-wheeled creations were often groundbreaking and innovative (the Traction Avant was the world’s first mass-produced front-wheel drive car) and revolutionary (the 1955 DS – pronounced ‘Déesse’ in French meaning ‘goddess’) featured disc brakes for the first time on an European car, as well as power steering, power brakes and power suspension), but from when Peugeot took over the company in 1976 until the late 2000s, much of the company’s famed radicalism disappeared. Cars were wisely and cost-effectively built using shared parts and platforms, sadly diluting Citroën’s reputation for wackiness. However, the DS3 brings some of that radicalism back. The first of a line of premium cars to bring back the ‘DS’ nameplate, the C3-based supermini blends modern avant-garde design with fun dynamics. Built to take on BMW’s rejuvenated MINI, the three-door only DS3 has striking looks, and just like the German giant’s premium small car retro mash-up, a big part of the DS3’s appeal is personalisation. With customers able to specify 28 combinations of roof and body colours (and that’s before wing mirror, wheel options and graphics are added), very few DS3s will look the same. ‘My’ car was finished in Ruby Red pearlescent paint with a Moondust Grey roof, and while the chrome door mirrors are an acquired taste, but the 17‑inch black ‘Bellone’ alloy wheels look great. The ‘shark fin’ just behind the doors is an important design feature, and while the ‘floating roof’ is also a nod to the MINI, the DS3

looks modern and original, as its ‘anti‑retro’ launch marketing campaign suggested. STYLISH MANTRA The DSport e-HDI 115 Airdream/Stop & Start isn’t particularly cheap at £17,610 OTR, but represents good value over the more mundane and mechanically almost-identical £16,535 C3 Exclusive (the 112bhp MINI Cooper D starts at £16,180). Inside, there’s everything the stylish urbanite could wish for including digital airconditioning, leather sports steering wheel, alloy pedals, cruise control, ‘Connect Signature’ Bluetooth/USB hi-fi system with six speakers and steering wheel-mounted controls, and a carbon fibre-look dashboard panel. This car certainly does the stylish mantra well, with even the instrument needles looking otherworldly different from the norm. The cabin is nicely-trimmed and constructed, too. 2 Yes, there are cheaperlooking plastics as your eyes wander down towards the floor, but on the whole, it looks prestigious and a cut above some other superminis. Everything works nicely, and it feels sporty, too, the black headlining making you feel cocooned inside. In accordance with modern-day values such as economy, the DS3 has also been developed with one eye on the environment. The lowest‑emitting DS3 pumps out 91g/km of C02, but the even the version here – the DSport e-HDI 115 – undercuts the 100g/km barrier, despite its go-faster pretensions. The 1.6-litre, turbo-diesel engine produces 115bhp, transferred to the front wheels by a six-speed manual gearbox, unusual for a diesel supermini, premium or

Citroën DS3 DSport e-HDI 115 Airdream ENGINE:

1560cc, 4-cyl turbodiesel

CO2:

99g/km

MPG (combined):

74.4

VED:

Band A

BIK:

14%

PRICE (OTR):

£17,610 (including VAT. £19,455 as tested)

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DS3 is based on Citroën’s more mundane C3 supermini

not. Sixth gear is primarily an overdrive or economy gear, though; in urban areas at low speeds the engine grumbles if its in the top ratio. It does mean that the car cruises quietly, though – at 70mph, the engine is only turning over at 2000rpm. The Gear Efficiency Indicator (GEI) lets you know when to change gear, although it’s a little hidden away, being offset being in the third dial so you don’t always see it. The dashboard’s multi-function on-board trip computer shows current fuel consumption, average fuel consumption, distance covered, average speed and range on remaining fuel. The DSport e-HDI 115 Airdream’s Stop & Start system works the same way as the Volkswagen Group’s – knock the car out of gear, take your feet off the pedals, and the car cuts the engine. Touch a pedal or slot into first gear, and the car restarts. A green ‘eco’ light illuminates in the rev counter display during the process, and the whole system can be switched off via a dashboard button. The dashboard infotainment screen also tells you how much time you have been in ‘eco’ mode

with the engine off, but the stats are reset every time the key is taken out of the ignition. The car marries performance and parsimonious thirst well. While performance figures aren’t usually of concern for us at GreenFleet, a 0-62mph time of 9.7 seconds and potential economy of 74.4mpg is appealing. Presumably that’s not at the same time, though. During my time with the KP62 VDX, the highest economy figure reading I saw on the car’s infotainment system was 60.2mpg, the lowest 48.8mpg. When real‑world values are taken into account, my blend of 25-mile, single-journey commutes and longer trips averaged 53.1mpg. Yes, that’s still 21.3mpg down on Citroën’s official quoted figures, but it’s still commendable for the amount of fun the car delivers. ALERT AND RESPONSIVE Part of that fun comes from the sports‑orientated handling. I initially thought the suspension was too hard, but over the course of my tenure with the car, it’s nicely balanced, although the ride can be

jiggly at times. Wind roar from the larger non‑eco‑minded tyres can be tiresome at times, but overall the sports/comfort balance is nicely judged. The steering is equally nicely weighted, more on the heavy side than light, and although feedback isn’t there in abundance, you can place the car accurately, and it feels incisive, alert, and responsive. In Citroën-speak, ‘Airdream’ signifies the company’s environmental commitment and advanced efficiency. A benchmarking scheme, it has three demanding criteria which a vehicle must achieve before it can wear the name. Firstly, it must emit no more than 140g/km CO2; secondly, it must be produced at a factory that meets the rigorous ISO 14001 certification; and lastly, it must be 95% recoverable. Only e-HDi, electric or Hybrid4 engined Citroëns currently qualify. While it may be true that in DSport guise, the DS3 isn’t the ultimate embodiment of this environmental ethos, but rather a warm hatchback with an eco‑conscience, the small, premium Citroën still comes highly recommended. L

Road Test

DS3’s styling is refreshingly unique and modern, and pleasingly ‘anti‑retro’

Dashboard display shows range, in addition to average mpg

‘Eco’ display in DS3’s instrument dials signifies when the car’s in Stop & Start mode

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Road Test

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MAZDA6 2.2D 150PS SALOON SE-L

Written by Angela Pisanu

LIVING UP TO THE ZOOM-ZOOM BOOM

With a 2.2 litre engine and strapping size, you wouldn’t expect the all-new Mazda 6 to be on good terms with the environment. But at just 108g/km CO2 it’s surprisingly planet-friendly Released in January this year, the all-new Mazda6 Saloon is a remarkable car in terms of its look, its performance, and its low-carbon and fuel-sipping credentials. On paper the car is quoted to do 67.3mpg on a combined cycle and I was itching to find out if it would live up to this figure in the real world. Well, I got impressively close. On a 200‑mile trip up to Leeds, with some town driving and lots of motorway driving, I achieved just shy of 60mpg (59.7mpg to be exact). The CO2 level of 108g/km is also remarkably good for a car of its size and power. The car is a pleasure to drive. The 2.2 four‑cylinder with turbo booster gives you instant acceleration and satisfying power and is very quick to get up to speed. The drive is smooth at speed, with the car absorbing any bumps in the road. And it’s quiet too, both in terms on engine noise and road noise. In fact, Mazda engineers have worked to make the engine noise more pleasurable, tuning the ‘intake and exhaust to eliminate undesirable high frequency sounds while maintaining the vibrant low-frequency band’. GETTING TECHY The Mazda6 has SKYACTIV technology, which is the manufacturer’s new approach for fuel efficiency and lowering emissions. Encompassing the powertrains, chassis and body, the technology has recently won the What Car? ultra-low-carbon award for its ‘totally fresh approach’ to fuel efficiency. The stop start system i-stop, which stops the engine when the car is at a standstill and starts it again when you step on the accelerator, works without hesitation and does not 2 hinder the zoom-zoom when setting off. For the first time, this model is equipped with brake energy regeneration called i-ELOOP which is claimed to boost economy by up to 10 per cent – enhancing the Mazda6’s green credentials even further. The Mazda6 has an extensive list of safety features, which is noticeable as you do feel confident driving the car. Firstly the body offers robust impact protection thanks to highly rigid impact-absorbing structures and load paths to disperse energy away from

the cabin. To help the driver avoid accidents, it has radar-based Rear Vehicle Monitoring, Smart City Brake Support (SCSB) and Lane Departure Warning System. Even when in a collision, passive safety technologies work to diminish its severity for occupants and pedestrians – and even the vehicle itself. PLEASING ON THE EYE With it’s strapping body, smooth lines, and striking wing grille, the Mazda6 is eye catching from all angles. Internally the cabin is extremely comfortable, with ample leg space for passengers in the front and back and a generous boot. The manufacturer says the cockpit has been designed to promote ‘simple and accurate recognition of controls and indicators’, and it’s true – all the buttons and dials are recognisable and where you would expect them. The parking assist system, which gives audio and visual warnings for the front and rear is very useful when trying to park a car of its size. Also worth a note is the 5.8-inch touchscreen sat-nav which gives clear instructions, is visually easy to follow, and is easy to use. One aspect I have always liked about Mazda is the good level of standard specification that comes with each model. This model comes with satellite navigation, 17-inch alloy wheels, daytime running lights, Dynamic Stability Control (DSC) with Traction Control System (TCS), cruise control, air-conditioning, integrated Bluetooth and Mazda Multimedia system with a 5.8-inch colour touch screen display. L

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GREENFLEET® MAGAZINE | Volume 64

Mazda says the 6 has ‘simple and accurate recognition of controls and indicators’

I-ELOOP brake energy regeneration claims to boost economy by 10 per cent

Road Test

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‘SKYACTIV’ is Mazda’s name for lower emission and fuel economy technology

Mazda6 2.2D 150PS Saloon SE-L ENGINE:

2191cc, 4-cyl turbodiesel

CO2:

108g/km

MPG (combined):

67.3

VED:

Band B

BIK:

20%

PRICE (OTR):

£23,195 (including VAT)

New Mazda6 features new smart, smooth body styling

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Road Test

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BMW 116D EFFICIENTDYNAMICS

Written by Roland Rendell

EFFICIENCY PERSONIFIED

Roland Rendell takes delivery of the BMW 116D, which in turn delivers a highly impressive mpg figure to go with all its other outstanding features Regular readers of my reviews will know that I am a big fan of everything BMW. When it comes to combining efficiency with performance and quality, in the words of Carly Simon, Nobody Does It Better. I’ve had the pleasure of driving the 320d ED, 520d ED and X1d ED, and the final model that completes the line-up doesn’t disappoint either. The metallic ‘mineral grey’ 116d ED that was delivered to me certainly looks the part from the outside. This was not your standard model and spec, with the high-gloss Shadowline exterior trim and electrically folding wing mirrors. The 16” v-spoke light alloy wheels, wrapped in reduced rolling resistance tyres, are

GREENFLEET® MAGAZINE | Volume 64

just one element of this car that helps deliver the impressive MPG. What you can’t see looking from the outside, is that under the bonnet lies a 1598cc 4 cylinder, 16v diesel engine, with 260Nm of torque. Apparently, it’s capable of 83.1mpg on the extra urban cycle – not something I’ll achieve, but I will certainly be gunning for the 74.3mpg combined cycle figure. Whether I do or not, is probably more down to my driving style than anything else. And the other noteworthy piece of information is the 99g/km of CO2. I open the rear hatch, and although the sill height doesn’t make loading as easy as it could be, the 1 Series has a large boot.

Luggage capacity with the rear seats in place is 360 litres – not so much as in the new Volkswagen Golf, but more than in a Vauxhall Astra and much more than in a Ford Focus. So I lower myself in to the £1,115 Oyster Dakota leather interior, with £1,150 Interior and Driver Comfort packages. For me, any car in this modern age that doesn’t have a central armrest is a big no-no, but thankfully this does to help me support my not insignificant bulk. The sports seats, which can be heated, are comfortable and slide back far enough for me to extend my pins, although you wouldn’t want to be taller than 5’4” if you were sat behind me. What I like about the seats is the ability to extend the front out, to better support my legs – a good feature for us tall folk. The Sports model steering wheel has all the usual buttons and stuff to keep me amused and confused, and the dash behind it is all black. A rev counter to the right indicates just what this car can possibly achieve should you want it to, and that is backed up by the left hand speedo that tops 160mph, although I believe the top speed is 121mph. Down and to the left is the start button, and in the middle is the screen that will no doubt do everything bar make me a latte with two sugars.

Down by the gearstick and the handbrake is the twiddly bit as I call it. The dial that selects everything you need such as the radio, CD, sat‑nav, vehicle information, etc. This model has the full media package, which also includes BMW Assist, Bluetooth and Voice Control Telephone, amongst other features. Around it are the buttons that allow you to select the driving mode, including ECO-PRO mode. There is one issue I do have with every manual BMW I have driven. I am used to using my fingers to either pull up or push down the gearstick to make reverse easy to select. On the BMWs, it’s push as hard as you can to the left, and pray that when you ease off the clutch you haven’t selected a forward gear. I’m not a fan, but hey, if that’s all I have to moan about... NICE AND SMOOTH When you pull away, all is as expected. Nice and smooth, and if required, some hidden power ready to be unleashed to get you out of trouble. The thing that you do notice is the feel of the drive, propelled from behind. This is the only rear wheel drive car in its class, and although I don’t have an issue with front wheel drive, this is certainly a nice experience.

ECO MODE I spend the next few days pottering around town. In ECO mode, there’s an indicator on the dial ahead that tells you when to change gear, as well as a graphic that shows you when the car is running at its most efficient. When you ease off the accelerator, or utilise the Brake Energy Regeneration, you notice it move to the maximum, most efficient range, and it certainly inspired me to try to make it happen more regularly. At junctions, slip it in to neutral and the engine cuts thanks to the Auto Start-Stop function. The big test is always when you dip the clutch – will it be seamless? The answer is not quite, but I have only experienced one vehicle that is (the Citroën Berlingo van!), However, it is still very unintrusive in terms of driver experience, and a cracking addition to the fuel saving technology all over this car. The big question is what mpg did I manage around town? A superb 61.6 was the best I could achieve, which ticks all the boxes as far as I am concerned. Next up was a trip up to the home of our Arrive’n’Drive event – Rockingham in Corby. A 90-minute journey taking in A-roads, dual carriageway and a motorway. Changing lanes and accelerating is very easy, and when I need some power, it’s most definitely there. On the A14, when the “Averagers” come in to play, I set the cruise control to 70mph and relieve my legs. The speed adjust on the steering wheel is brilliant, so if you drive with anticipation at the forefront of your mind, there really is no need to touch the pedals. And once again the efficiency of this car is highlighted. A mighty 70.4 mpg... quite incredible. In summary, hats-off BMW, you have once again delivered. Five times they have won the GreenFleet Fleet Car Manufacturer of the Year at the Annual Awards, and I see no reason why they won’t do a Steve Redgrave and land a sixth gong. As I said, the Swedes are coming... so it will be interesting stuff come Awards time October. L

BMW e has onc ered. eliv again d the cruise Setting to 70mph control s a mighty producepg – quite 70.4m edible incr

Road Test

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BMW 116D EfficientDynamics ENGINE:

1598cc, 4-cyl turbodiesel

CO2:

99g/km

MPG (combined):

74.3

VED:

Band A

BIK:

14%

PRICE (OTR): £21,095 (basic ED, including VAT. £28,030 as tested)

Cabin features everything you would expect from a BMW

ECO-PRO driving mode assists in fuel-saving measures

116D EfficientDynamics’ 1598cc turbodiesel engine produces only 99g/km

No shortage of power makes for easy overtaking

BMW I Seres’ long bonnet, short tail styling really stands out from the competition

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CONTRACT HIRE

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QDell LHR Express Cars

Form One, Bartley Wood Business Park Hook, Hampshire RG27 9XA Tel: 0870 50 50 100 alphabet@alphabet.co.uk www.alphabet.co.uk

91 Station Road West Drayton, Middlesex UB7 7LT Tel: 01895 444333 service@qdelllhr.co.uk www.qdelllhr.co.uk Located near Heathrow airport, airport runs are our speciality, we offer a meet and greet service where uniformed representatives monitor flights, meet your VIPs and escort them to a waiting vehicle. Electric hybrids. Diesel hybrids, electric vehicles are included in our fleet. We use biofuel made from 100% recycled cooking oil.

GreenCARE is Alphabet’s comprehensive online reporting, analysis and modelling tool designed to help customers reduce their CO2 emissions, fuel and fleet costs, while benchmarking performance against ‘average’ and ‘best in class’ fleet performers. Speak to us today to find out more about how GreenCARE can help to reshape your fleet.

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GreenRoad Fleet House, 8-12 New Bridge Street London EC4V 6AL UK Tel: 020 7822 8563 www.greenroad.com GreenRoad is the leader in driver performance and safety management for fleets. The GreenRoad Driver Improvement Loop™ uses technology-based, personalised driver self‑improvement to transform driving culture and deliver the best drivers. Proven across over 70,000 drivers worldwide from all industry segments, GreenRoad dramatically reduces crashes, fuel consumption and emissions so customers realise positive ROI within months.

GREENFLEET® MAGAZINE | Volume 64

Alphabet 42 EDF Energy 42 Fiat 16, 17 Ford 4 Lex Autolease 26 Mercedes 7, 9 Mini 12, 13 Peugeot 20, 21, 22, 23 Quartix 30 Renault 14 Seat OBC Toyota IBC Volvo IFC

All the abilities that drive success

Desirability Reliability Sustainability Affordability

What follows a petrol hybrid fleet?

Rangeability Serviceability

Almost nothing

delivering

Sustainability No dirty soot. Less tax. Lower costs. When it comes to air quality, swapping out dirty diesels really does makes sense. Discover a kinder way to cover business miles with a petrol hybrid fleet. Find out more about our brilliant for business abilities. Call 0844 701 6186 or visit us online.

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