GreenFleet 65

BIO-LNG

ROAD TEST ALFA MITO

BIODIESEL

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ISSUE 65

INTERVIEW

GREENER BLUES & TWOS

We talk to South Central Ambulance Service FLEET MANAGEMENT

SPRING CLEAN YOUR FLEET Establishing a low-carbon policy

TELEMATICS

CAR-TO-X The potential of vehicle-to-vehicle communication in accident prevention

ROAD TESTS FIAT DUCATO 35 n TOYOTA AURIS 1.8 HYBRID

GREENFLEET® MAGAZINE BIO-LNG

ROAD TEST ALFA MITO

BIODIESEL

www.greenfleet.net

ISSUE 65

INTERVIEW

GREENER BLUES & TWOS

We talk to South Central Ambulance Service FLEET MANAGEMENT

SPRING CLEAN YOUR FLEET Establishing a low-carbon policy

TELEMATICS

CAR-TO-X The potential of vehicle-to-vehicle communication ation in accident prevention

ROAD TESTS FIAT DUCATO 35 ■ TOYOTA AURIS 1.8 HYBRID D

Comment

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

MPG – TIME TO GET REAL The difference between official and real-world fuel consumption and CO2 emissions figures has grown for passenger cars in Europe and the US, rising from a less than 10 per cent discrepancy in 2001 to 25 per cent in 2011, according to research by the International Council for Clean Transportation (ICCT).

These values, determined by the type‑approval process, which involves testing vehicles under laboratory conditions using the new european driving cycle (NEDC), are the basis for consumer information, CO2 regulation, and CO2-based vehicle taxation, and therefore values need to be reliable.

Addressing this, members of the EU’s environment committee are talking about having a radical rethink on how vehicles are measured, taking into account more than just tailpipe emissions to include the full lifecycle.

With such a large difference between quoted mpg and what driver’s actually get, the public policy implications are significant; the ICCT says it could half the expected benefits of Europe’s passenger vehicle CO2 regulations and creates a risk that consumers will lose faith in ‘official’ fuel consumption values, which in turn may undermine government efforts to encourage the purchase of fuel-efficient vehicles through labelling and tax policy. For tax authorities,

the gap between type-approval and real-world CO2 values translates into a gap between actual and potential revenues from vehicle taxes. And these discrepancies can also result in a competitive disadvantage for some vehicle manufacturers.

Let us know your thoughts, email editorial@psigroupltd.co.uk Angela Pisanu, Editor

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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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Contents

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

CONTENTS GREENFLEET 65 06 GREENFLEET NEWS

Average new car targets proposed at 95g/km; Official and real mpg gap widens

12 ALTERNATIVE FUELS: BIODIESEL

Biofuels produced in the UK are some of the most sustainable, low-carbon fuels in the world, argues Brittany Vogel from the Renewable Energy Association

12

17 ALTERNATIVE FUELS: BIOGAS

This May saw the Launch of Britain’s first Bio-LNG filling station in Daventry

22 FLEET MANAGEMENT Roddy Graham, chairman of the ICFM, looks at greening your fleet

17

24 TELEMATICS

Whilst some see Car-to-X technologies as the first step towards driverless motoring, their importance in reducing road accidents cannot be underestimated, writes Miriam Leibovitz

26

26 INTERVIEW

GreenFleet talks to South Central Ambulance Service’s head-of-fleet Rick Stillman about how the emergency response fleet is becoming greener

30 FREIGHT & LOGISTICS

The Freight industry is coming together to reduce its carbon footprint by joining schemes like the FTA’s voluntary Logistics Carbon Reduction Scheme, writes Rachael Dillon

32 ARRIVE ‘N’ DRIVE

16 May saw fleet managers flock to Rockingham Motor Speedway to test drive the latest electric and low emission vehicles

34 ROAD TEST: TOYOTA AURIS HYBRID 1.8 EXCEL Richard Gooding enjoys fuss-free fuel economy in the Toyota Auris Hybrid

36 ROAD TEST: FIAT DUCATO 35 2.3 MULTIJET

Roland Rendell loads up the Fiat Ducato with heavy cargo and heads up to Rockingham to see how it performs

37 ROAD TEST: ALFA ROMEO MITO TWINAIR

Loud, lively and welcoming – the Alfa Romeo MiTo TwinAir is a true Italian personality

38 PRODUCT FINDER Directory of fleet products

24 32 36

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Scotland’s Premier Low Emission Vehicle Event Thursday 5 September 2013 Royal Highlands Centre, Edinburgh

Register for FREE at www.greenfleetscotland.co.uk

EMISSIONS

Proposals to set average new car CO2 targets at 95g/km by 2020

Members of the EU Parliament’s environment committee have voted in support of proposals to set the average new car CO2 emissions target for 2020 at 95g/km.

These emission limits are the average maximum allowed for car makers registered in the EU. Makers producing fewer than 1,000 cars a year should be exempt from the legislation, say MEPs. Car makers would therefore have to produce, in addition to older, heavier or polluting models, enough cleaner ones to achieve a balance of 95g by 2020, or face penalties.

The announcement by the European Commission’s Environment Committee also saw the call from MEPs for indicative targets for post-2020 CO2 emissions, with a range of 68-78g/km from 2025.

Additionally, the committee backed a ‘super credits’ system where cars that emit less than 50g of CO2 would get extra credits. Within each manufacturer’s ‘balance’, each of these extra clean cars

would count as 3.5 cars in 2013, falling to 1.5 from 2016 and 1 from 2024.

In addition to a new CO2 emissions target, the Commission is also developing a replacement of the current test cycle – the NEDC (New European Drive Cycle) – with the WLTP (World Light-duty Test Procedure), to reduce the growing gap between official fuel economy estimates and what motorists are experiencing on the road.

In the longer term, there is also likely to be a radical rethink of how green credentials of vehicles are assessed. Whereas the current and future targets only consider tailpipe emissions, the advent of biofuels and electric drive-trains means that emissions generated during the production of the fuel need to be accounted for using a full life cycle assessment.

Emissions produced during vehicle manufacture will also become increasingly significant as READ MORE: fuel economy tinyurl.com/msbf3rm improves.

FUEL CONSUMPTION

Official and ‘real’ mpg gap growing The difference between official and real‑world fuel consumption and CO2 emissions for passenger cars in Europe and the US has risen from less than 10 per cent discrepancy in 2001 to 25 per cent in 2011, according to research by the International Council for Clean Transportation (ICCT).

Fuel consumption and carbon-dioxide emission values for new cars in Europe are determined via the type-approval process, which involves testing vehicles under laboratory conditions using the new European driving cycle (NEDC).

The type-approval values are the basis for consumer information, CO2 regulation, and CO2-based vehicle taxation, and therefore ought to provide a reliable and stable indication of fuel consumption and emission levels observed under “real-world” conditions on the road. However, this is far from the case.

The analysis by ICCT, done by aggregating several large sets of on-road driving

data from various European countries, shows that expected correspondence between type-approval and real-world values is not as strong as it should be, and is getting progressively weaker.

The observed increase of the gap is most likely due to a combination of factors. These include an increasing application of technologies that show a higher benefit in type-approval tests than under real-world driving conditions (for example, start-stop technology). Increasing use of ‘flexibilities’ in the type-approval procedure (for example, during coast-down testing).

And external factors changing over time (such as increased use of air conditioning).

The increase in the gap was especially pronounced after 2007–2008, when many EU Member States switched to a CO2-based vehicle taxation system and a mandatory EU CO2 regulation for READ MORE: new cars was tinyurl.com/l7234z9 introduced.

News

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NEWS IN BRIEF £12 million boost for greener bus journeys Bus passengers in England are set to benefit from cleaner, greener bus journeys thanks to the fourth round of the Green Bus Fund announced by Local Transport Minister Norman Baker.

The £12m funding for 213 new low carbon buses will deliver better services for passengers while also cutting carbon and delivering economic growth.

The Green Bus Fund aims to cut greenhouse gas emission levels and encourage bus operators and local councils to make the switch to more environmentally-friendly buses. In total four rounds of the fund, worth £87m, will have delivered more than 1,200 new low carbon buses in England, saving around 28,000 tonnes of CO2 emissions per year.

Audi A3 identifies cheapest petrol stations A new online device allowing drivers to identify the cheapest filling stations has been developed by Audi and will be added as an optional extra to the A3 range. The device will be able to pinpoint local fuel stations and monitor pump prices via a hard disk-based system on both three and five-door models. Available from May on the A3, the system will be rolled out to the majority of Audis during 2013, with the TT and R8 benefiting at later undisclosed dates.

BMW UK announces sales network for electric i brand BMW has revealed its network of dealers for its new sub‑brand, BMW i, which features electric drive systems and premium mobility services. 46 sales agents across the UK will offer the BMW i range, each with specialist technical capabilities allowing them to carry out repairs to the vehicles’ high voltage batteries.

Two BMW i cars have been confirmed for production, the electric BMW i3 megacity vehicle and the plug-in hybrid BMW i8 sports car.

Volume 65 | GREENFLEET® MAGAZINE

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News

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ALTERNATIVE FUELS

Launch of Britain’s first Bio-LNG filling station

Andy Eastlake, LowCVP MD Greening our transport: remember what it’s all about Many of you will have noticed that we passed an unwelcome landmark in the last month; carbon‑dioxide levels in the Earth’s atmosphere exceeded 400 parts per million (ppm) for the first time in human existence, according to measurements taken by a US government agency laboratory on Mauna Loa, Hawaii.

Meanwhile, separate reports forecast a dramatic decline in biodiversity if CO2 emissions are not restrained and a higher than previously predicted sea level rise.

Sometimes we may be prone to forget why we are all working so hard to cut emissions but the latest news provides us with a timely reminder of ‘what it’s all about’.

The last time CO2 was regularly above 400ppm was three to five million years ago – before modern humans existed (let alone all the cars and vans we use!). The usual trend seen at the Mauna Loa station, where measurements are regularly taken, is for the CO2 concentration to rise in winter months and then to fall back as the northern hemisphere growing season kicks in.

Forests and other vegetation pull some of the gas out of the atmosphere. This means the number can be expected to decline by a few ppm below 400 in the coming weeks. But the long-term trend is clearly upwards.

The brighter news is that researchers say that if global emissions of greenhouse gases are cut rapidly then the impact on biodiversity could be significantly curbed. If global emissions reach their peak in 2016 and temperature rises are held to 2C, then losses could be cut by 60 per cent.

All this provides further evidence that cutting CO2 emissions as fast as possible is crucial for our future.

We are working hard to reduce the carbon impact from driving cars every day and there is no doubt that currently the greatest opportunity to reduce carbon is through smarter driving, using low carbon vehicles, and lowest carbon fuel. However we must be careful to take a complete picture of the total contribution.

For vehicles this is what we call the life cycle impact.

While tailpipe CO2 will be the driver of policy around the world for some years to come, we must start to consider other aspects such as remote CO2 from energy generation or biofuel crops and the CO2 absorptive capacity of land resulting from changes in use.

Also the carbon generated when making and disposing, or recycling, of vehicles will become increasingly important, as our efforts to reduce carbon deliver cars capable of 50g/km and lower at the tailpipe.

FURTHER INFORMATION www.lowcvp.org.uk

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GREENFLEET® MAGAZINE | Volume 65

The UK’s first open access Bio-LNG filling station, built

by Gasrec, is now open following an official launch

by Parliamentary Under Secretary for the Department for Transport, Norman Baker MP. The new facility in Daventry is the first of its kind, with the country’s major hauliers including NFT, Kuehne + Nagel, Brit European and Stobarts already on board, along with retailers such as B&Q, Sainsbury’s, and Tesco.

Leading to significant cuts in pollution and fuel costs, the Bio-LNG station will allow gas-powered or dual-fuel trucks to use Bio-LNG; and will operate in a similar way to a traditional petrol station.

Bio-LNG is Gasrec’s blend of liquefied natural gas (LNG) and liquid biomethane (LBM) – a natural, green source of

renewable energy produced from organic matter such as household food waste.

Compared with pure diesel equivalents, Bio-LNG can cut fuel costs by 20-30 per cent and CO2 by a minimum of 20 per cent, while delivering a 90 per cent reduction in NOx and particulate matter emissions. Running the UK’s HGV fleets on Bio‑LNG could cut haulage emissions by up to 65 per cent, according to a report by consultants Ricardo-AEA. See page 17 for more information on bio-LNG

EMISSIONS

Next Green Car adds new CO2 measuring tools to website

For each of the 40,000 models on Next Green Car’s database, the model information has been updated to include life cycle CO2 emissions – both from the tailpipe and generated from production of the fuel and vehicle manufacture.

Next Green Car’s Green Car Rating (which shows the lifecycle impact of a vehicle’s total emissions) has also been broken down further to show a Climate Change Rating (life cycle CO2 impact) and an Air Quality Rating (life cycle air quality impact).

Next Green Car has also partnered with carbon offsetting

company Autoffsets, to provide website visitors with an integrated carbon-offsetting tool enabling them to drive carbon neutral. Visitors can use the emissions calculator to find emissions for a specific journey and driving style, and then offset either Total CO2 or Tailpipe CO2.

From a cost perspective, Next Green Car now provides vehicle-specific fuel, car tax and company car tax calculators so that website visitors can calculate the real cost of the car purchase and any specific journey.

READ MORE:

tinyurl.com/lqb8nw7

ELECTRIC VEHICLES

Brits not up for battery leasing

Almost half of Brits would want to buy their car and its battery if they were to buy an electric car (46 per cent), a survey from TheGreenCarWebsite. co.uk suggests. While car makers are increasingly offering a split approach to selling their EVs, where you buy the car and

lease the battery, it seems they could have a fight on their hands as Brits prefer to own their vehicles in their entirety Just 21 per cent said they preferred to lease the whole vehicle including its drivetrain, while the split approach was favoured by 33 per cent.

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

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NEWS IN BRIEF 45 electric taxis for Hong Kong Hong Kong has taken delivery of a fleet of 45 bright red electric taxis.

Manufactured by China’s BYD, each five-door BYDe6 crossover sedan is powered by an iron phosphate battery that charges in two hours and has a modest 180 mile range. Hong Kong Taxi and Public Light Bus Association Limited are renting the fleet as part of a six month trial period.

BYD and its partner Sime Darby Motors Group are installing 47 chargers in nine charging locations near car parks throughout Hong Kong as the first phase of deployment, with further installations planned in the future.

ALTERNATIVE FUELS

Hyundai delivers first hydrogen-powered vehicles in Europe

The city of Copenhagen in Denmark is the first European city to take delivery of Hyundai’s ix35 Fuel Cell units. They were handed over

by Hyundai Motor Europe’s President, Mr Byung Kwon Rhim, during the opening ceremony of Denmark’s first hydrogen

refuelling station. The 15 ix35 Fuel Cell units are the first hydrogen-powered production line vehicles to be introduced in Europe.

The ix35 Fuel Cell produces no harmful emissions – only water vapour – and so will help Copenhagen become carbon-neutral by 2025.

ELECTRIC VEHICLES Pet care business gets hybrid fleet Pets at Home has taken delivery of six UK-built Toyota Auris Hybrid hatchbacks to expand its successful grooming service, The Groom Room, which opened in 2009.

The hybrid Toyotas will be driven by regional district managers, covering around 30,000 miles a year. Auris’s hybrid system uses a 1.8-litre petrol engine and a high-output electric motor. Auris Hybrid road test: p34

Volvo ramps up V60 Plug-in Hybrid production Volvo Car Group has increased production of its V60 Plug-in Diesel Hybrid by 90 per cent to cope with strong demand for the cars across Europe.

The increased demand, especially in Holland, Belgium and Italy, means that Plug-in Hybrid production at Volvo Cars’ Torslanda plant in Sweden will be increased continuously from 150 to 282 units per week. All in all, Volvo Cars will produce 7,600 plug-in hybrids in 2013 – the 2014 target is 10,000 units.

Toyota Prius recall Around 5,000 Toyota Prius models are to be recalled in the UK due to a potential braking fault, Autocar has reported. The recall concerns a total of 242,000 third‑generation Prius models globally.

The recall concerns the failure of a component in the Prius’ brake pedal pressure accumulator; if the plunger develops a fatigue crack, then nitrogen could leak into the brake fluid causing the pedal travel to increase and reduce braking force.

Toyota has received two reports of the problem in the UK, and 93 worldwide. No reports of accidents or injuries have been reported.

READ MORE:

tinyurl.com/lb49tou

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GREENFLEET® MAGAZINE | Volume 65

DJ continues enthusiasm for Nissan LEAF Former Top of the Pops host and top 40 presenter Mark Goodier has become the first person in the UK to take delivery of the all-new and British-built 100 per cent electric Nissan LEAF. Goodier was the first customer to collect the original LEAF back when it was launched in Britain in March 2011. And today the committed electric vehicle enthusiast enjoyed the same privilege when he returned to Glyn Hopkin Nissan in Waltham Abbey to receive the Intelligent Key to his range-topping LEAF Tekna. The new LEAF features more than 100 improvements over the original, including increased range (124 miles compared to 109 miles), faster charging and – in Tekna spec – a luxurious leather interior and a state‑of-the-art BOSE sound system.

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

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.

Alternative Fuels

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BIODIESEL

BUYING INTO BIODIESEL

Written by Brittany Vogel, policy analyst at the Renewable Energy Association

Biofuels produced and consumed in the UK are some of the most sustainable, low-carbon fuels in the world, argues Brittany Vogel, policy analyst at the Renewable Energy Association (REA)

Amidst a flurry of anti-biofuels lobbying, campaigners are missing the point that biofuels produced and consumed in the UK and the rest of Europe are some of the most sustainable, low-carbon fuels in the world. Alongside bioethanol, biodiesel provides a means of decarbonising transport using existing vehicle fleets and with little or no investment in new infrastructure.

WHERE UK BIODIESEL COME FROM Biodiesel, sometimes referred to as FAME (fatty acid methyl esters) biodiesel, is derived from the crushing of various types of oil seed (e.g. rape seed). The UK market for biofuels (mainly bioethanol and biodiesel) is still very small. Biofuels account for roughly three per cent of transport fuels supplied in the UK, and of this about half is biodiesel. Though still in its infancy, the potential for domestic growth and green jobs in this industry is significant. In a report from the REA on jobs and investment in the UK, it is estimated for 2011/12 the biofuels industry had a turnover of £485 million with approximately 3,500 people employed across the supply chain.

86 per cent of biodiesel consumed in the UK is derived from used cooking oil (UCO), which means that only 14 per cent comes from vegetable oils. Of this, only 0.001 per cent of total biofuel consumed

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GREENFLEET® MAGAZINE | Volume 65

in the UK last year came from palm oil (source: DfT) – and even this tiny fraction met strict sustainability criteria as required by the Renewable Energy Directive (RED). So, while some NGOs cite biodiesel as the root cause of the destruction of the rainforest and the loss of habitat for the orang-utan, it is clear that UK biodiesel use is not the culprit.

Meanwhile palm oil is used in hundreds of products in the local supermarket including soap, chocolate, toothpaste, biscuits, cosmetics and various chemicals.

A SUSTAINABLE SOLUTION The road transport sector is responsible for about 25 per cent of the UK’s overall carbon emissions. Under the RED, 10 per cent of transport energy must come from renewable sources by 2020. This target will mostly be met with sustainable biofuels, although biomethane and electricity used in electric vehicles (EVs) also count. To count towards the target, biodiesel must currently provide a 35 per cent greenhouse gas (GHG) savings compared to fossil fuels and this will increase to 50 per cent in 2017 and 60 per cent in 2018. On average, biodiesel used in the UK already achieves a 77 per cent GHG saving (Source: DfT). This over-achievement demonstrates industry’s commitment to minimising greenhouse gas emissions.

UCO, which represents a majority of the market for biodiesel, has average savings of 83 per cent (Source: DfT). Recycling cooking oil into biodiesel also prevents it from being poured down drains or sent to landfill. Companies such as Olleco are leading the way in the recycling of these wastes into renewable fuels and working to prevent fraud in the market and illegal dumping of cooking oil wastes.

BIOFUELS AND ENGINE EFFICIENCY Some biofuel critics point to improving engine efficiency as an alternative to using biofuels, but, with such a high proportion of our carbon emissions coming from transport, the reality is that we need both.

Improvements in efficiency will not see the major reduction in carbon emissions desperately needed in the transport sector.

Taking the case of electric vehicles, these may provide a longer term answer to the decarbonisation of the transport sector, there are significant barriers to their mass deployment in the short to medium-term.

Firstly, significant investment in infrastructure is needed before the wide spread use of electric vehicles is possible. Secondly, the range of these vehicle fleets is currently between 60-100 miles (if driven carefully).

The popularity of these vehicles will depend

The Renewable Energy Association on increasing the range and decreasing the time it takes to recharge them.

Thirdly, these vehicles are currently significantly more expensive than their internal combustion engine counterparts, largely because of battery cost. Lastly, and most importantly, almost 90 per cent of the electricity used to recharge these vehicles currently comes from fossil fuels.

Until the electricity grid is significantly decarbonised, which isn’t likely until well into the 2030s, electric vehicles will be fuelled mostly by fossil fuels.

BLENDING IN Given the realities of other “low carbon alternatives” blending biodiesel presents a very good option for reducing the carbon emissions from transport in the short to medium term. The use of biodiesel in the EU is currently limited by the standard EN590 which allows for only seven per cent biodiesel to be blended in (or B7). Meanwhile globally there are examples of blends of up to 20 per cent biodiesel in diesel equipment with only minor modifications (or in some cases none at all), provided the fuel meets the EN 14214 standard. Pure biodiesel (B100) can also be used in existing vehicles but may require certain engine modifications to avoid maintenance and performance problems.

As well as being low carbon, there are significant operational benefits of using biodiesel. Fuels blended with biodiesel offers better lubrication than fossil diesel alone by reducing wear and tear on key items such as vehicle fuel pumps, increasing pump life and reducing fleet costs. Biodiesel is effectively a like for like replacement for EN590 and because of the convenience various fleets have been shifting over to higher blends of FAME. Companies across the globe have begun to green their fleets using biodiesel, from global giants like McDonalds to Wiseman Diary in the UK, which is operating a B30 fleet.

Operational experience has shown that care may be needed with higher blend biofuels to prevent water contamination of yard fuel tanks, since higher blends are more prone to picking up water, creating an emulsion that can bind filters in yard pumps. Some manufacturers also suggest more frequent fuel filter changes and engine oil changes. However, this is not always necessary, so oil change by analysis is recommended as with any other vehicle.

oilseed rape (OSR) yields a high protein animal feed co-product in rape meal, which can substitute for imported soy. This is good news because there is a serious deficiency of domestically produced high protein feed in the EU. Only 30 per cent of animal feed protein is produced domestically. The value of the rape meal co-product from the UK oilseed crush is approximately £60m per year. In addition, 40 per cent of the oil produced by UK crushers goes to biodiesel production, worth £200m in export earnings.

Biodiesel production in the UK has also provided a stable market for UK farmers growing oil seed rape, with consequent benefits in the arable crop rotation. As opposed to displacing food production, demand for biodiesel has acted as an economic stimulus to greater agricultural productivity. UK OSR yield has increased by 25 per cent over the last 10 years, the period in which the biofuels market has arisen. If this demand diminishes, there will be no automatic reversion to food/ feed production. The notion that the land used for crop-based biofuels will be used instead to supply crops for food consumption is theoretical and ignores the working of real markets and the support structure of the Common Agricultural Policy, which effectively makes fallow more economic.

Recent campaigns from anti-biofuel lobbies have also attributed food price spikes in 2008 and 2010 primarily to the diversion of land to biofuels production.

In reality, analysis from the European Commission attributed just four per cent of price increases for food oil crops to EU biodiesel consumption.

The real culprit was poor harvests caused by adverse weather conditions, which were ironically most likely exacerbated by the climate change which biofuels can help to address.

Biofuel int o critics p ving o to impr ficiency ef engine rnative, but lte as an a igh emissions with h ing from com rt, we transpoboth need

FOOD AND FUEL – SUPPORTING UK INDUSTRY AND FARMERS Anti-biofuel campaigners like the ‘food vs fuel’ tag, but in reality it is not simply one or the other. Biodiesel production from

UK POLICIES LEAVE LITTLE ROOM FOR DOMESTIC BIOFUELS Under new proposals from the European Commission, UK-produced biodiesel is under serious threat. The proposals seek to place a five per cent cap on first generation biofuels (UCO is not included in this) and to attribute indirect land use change (ILUC) factors to crop-based biofuels. The modelling behind these factors is deeply flawed and has not properly taken into account the high protein co-products of biodiesel production.

In the light of these proposals the UK government has held off setting a trajectory to achieving the RED target of 10 per cent renewable transport by 2020. Between unambitious interim target and the lack of a trajectory to 2020, domestically produced biodiesel may be pushed out of the market by biofuel imports which

The REA was established in 2001, as a not-for-profit trade association, representing British renewable energy producers and promoting the use of renewable energy in the UK.

Alternative Fuels

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The REA endeavours to achieve the right regulatory framework for renewables to deliver an increasing contribution to the UK’s electricity, heat and transport needs. The Renewable Transport Fuels Group (RTFG) of the REA specifically services organisations with an interest in biodiesel, bioethanol and biomethane for transport. may be cheaper. To accommodate and encourage domestic biofuel production the UK must set a more ambitious target in line with the target set by the Commission.

GREENING YOUR FLEET WITH BIODIESEL When considering a biodiesel fleet, fuels should be purchased from a quality fuel supplier. The fuel supplier should be able to demonstrate that the fuel meets all quality standards, including EN14214.

The fuel supplier should also have robust sustainability assurance systems in place to demonstrate the provenance of the fuel in line with the RED and the UK’s scheme for meeting the RED target, the Renewable Transport Fuels Obligation (RTFO). The fuel supplier should be able to produce a report on the GHG saving of the fuel being purchased to support fleet GHG reduction claims. This data should always be available as it has to be reported to meet the RED and RTFO. Fleet operators who may already be enjoying the benefits of using biodiesel may also consider taking an active role in political discussions by asking their MP and MEP to support their business intent to reduce their fleet GHG footprint. They can do this by urging their elected representatives to support the REA position in current European discussions on biofuels use. L

Acknowledgments are given to Ian Waller of FiveBarGate Consultants Ltd for his contributions to this article.

FURTHER INFORMATION www.r-e-a.net

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

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.

Alternative Fuels

BIOGAS

BIOGAS HELPS DRIVE DOWN HGV EMISSIONS

For a substance partly derived from waste gases produced by decomposing rubbish, a unique bio-fuel known as bio-LNG has come onto the market and is making a contrastingly tidy business case both financially and environmentally for HGV fleets In fact, the twin advantages of simultaneously shrinking costs and emissions are being picked up by more and more big name multi-national organisations. B&Q, Sainsbury’s, Tesco, and many more are investing in Bio-LNG – a future-proof blend of liquefied natural gas (LNG) and liquid biomethane (LBM). LBM is a natural, green source of renewable energy produced from organic matter such as household food waste and sewage.

Compared to pure diesel equivalents, Bio‑LNG can cut fuel costs by 20-30 per cent and CO2 by at least 20 per cent, while delivering a 90 per cent reduction in NOx and particulate matter emissions.

In an industry of tight margins, tough competition and strict regulations, every advantage can make a difference, and what makes Bio-LNG even more advantageous is its “future-proof” capacity to increase the LBM in the blend to meet changing carbon targets, as well as partially severing the link with volatile oil prices.

GET REFUELLING With the first Bio-LNG dedicated refuelling station now opened by Gasrec at Daventry International Rail Freight Terminal (DIRFT), and a network of a further seven refuelling sites due to open across the UK, more companies will soon be able to benefit.

Ultimately sized to fill 700 HGVs a day, each of the planned eight manned stations will be equipped with five refuelling lanes and 10 dispensers using ‘fast-fill’ technology accessed by drivers carrying smart key controls.

The full network will put a facility within four hours’ drive of 85 per cent of the UK population. It is planned to be up and running by the end of 2015 – helping the UK meet its 80 per cent greenhouse gas reduction target by 2050.

Transport Minister Norman Baker, who officially opened the refuelling station, said: “The innovation shown by Gasrec and its partners in projects like this can help the UK meet its ambitious carbon reduction targets while creating green jobs to build the

Bio-LNG of nd is a ble natural d liquefie d liquid gas an produced hane biomet rganic matter from o food waste such as sewage and

35 Tesco dual-fuel HGVs use the DIRFT facility

economy. This announcement represents a significant step towards achieving carbon and air quality benefits and I am very pleased that demonstration fleets from the Government’s Low Carbon Truck Demonstration Trial will be refuelling from this site.”

TESCO FILLS UP WITH BIO-LNG One of those leading the way is the distribution division of the world’s third largest grocery retailer, Tesco, which has committed 35 dual-fuel HGVs to fill up at Gasrec’s DIRFT refuelling station.

Tesco already has a distribution centre in Daventry, so deploying its fleet of Mercedes HGVs there makes perfect sense.

Tesco Distribution’s group environmental manager, Joe Carthy, said: “A gas refuelling station on our doorstep is ideal for us. We are committed to converting vehicles to dual fuel and reducing carbon emissions. Gasrec’s infrastructure and Bio-LNG fuel will allow us to do this across our network in years to come.”

A GREEN SOLUTION While it’s been a success for Tesco, the wider potential significance is highlighted by the national figures: commercial vehicles are responsible for some 30 per cent of transport emissions. E

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GREENFLEET® MAGAZINE | Volume 65

BIOGAS  HGVs, in particular, represent less than one per cent of total vehicles by number – but generate over 17 per cent of emissions.

These operations also cover the highest mileage and use the most fuel in the logistics sector, according to the Freight Transport Association, with fuel representing more than one-third of all costs.

Further benefits include proven reductions in engine noise, full compliance with the Renewable Energy Directive, suitability for gas-powered or dual‑fuel vehicles, and an inexhaustible supply from a secure delivery chain.

Natural gas engines are also up to 50 per cent quieter than diesel engines.

This allows vehicles to operate in urban areas outside normal business hours, easing congestion, relieving residents and making fleet operations more flexible.

50-STRONG BIO-LNG FLEET FOR B&Q Home improvement retailer B&Q is another major customer, for which Gasrec is supplying the fuel for 50 dual fuel vehicles. A successful trial convinced B&Q to take on 25 Mercedes and 25 Volvo units powered by Bio-LNG. B&Q is committed to reducing its CO2 emissions from business travel and haulage to 50 per cent by 2023. Currently B&Q is tracking at 36 per cent, ahead of all other UK retailers in the industry, and is well on course to meet the deadline early.

To reduce travel carbon emissions by a further 11 per cent, the home improvement retailer has also received a planning consent to invest in its own biomethane gas filling station at the Swindon Distribution Centre. The facility will be supplied, serviced and maintained by Gasrec.

B&Q’s retail logistics service manager Michelle Thomas said: “We’re pleased to announce the introduction of 50 dual fuel lorries which is helping us meet our 2023 deadline to cut transport carbon emissions ahead of time.”

If the UK’s entire HGV fleet followed B&Q’s Bio-LNG example, haulage emissions could be cut by 65 per cent, according to a report by consultants Ricardo-AEA. KUEHNE + NAGEL AND WHITBREAD TEAM UP TO CUT COSTS AND CO2 But it’s not just businesses working by themselves that are seeing the benefits. Two companies which have formed a partnership to take advantage of Gasrec’s offering at Daventry are global logistics business Kuehne + Nagel and hospitality company Whitbread.

They trialled five tractor units fitted with automatic on-board conversion equipment which selects either diesel or LNG depending on the road and load conditions. The Bio-LNG test saved 16p per mile, based on 160,000 miles a year – a total cost-cut of £25,600 plus a significant reduction in CO2. It means the investment of will be paid back within two years.

Gasrec’s dedicated refuelling stations are sized to fill 700 HGVs a day

Brodie McMillan, logistics director for Whitbread, said: “Whitbread sets the highest standards in reducing carbon emissions and we are deeply committed to meeting our environmental targets. Introducing new innovations, such as dual fuel vehicles, within our supply chain fundamentally supports this.”

Martin Johnson, environment manager for Kuehne + Nagel added: “It is a great pleasure to be working with Whitbread and Gasrec on this exciting and meaningful project, and we look forward to the continual expansion of the Gasrec network to help us further reduce carbon emissions.”

The growth in customers partly stems from Gasrec’s solution arriving at a crucial time for the logistics sector because there are very few ways to achieve its self‑imposed targets, as most technologies or fuels cannot meet the needs of transport operators, where profit margins are thin and investment opportunities are limited.

dedicated fuel in a spark ignition engine (suitable for small and medium-sized vehicles due to fuel efficiency) or combined with diesel in a compression ignition engine (suitable for large vehicles). This means that the fuel is suitable for use across the commercial vehicle spectrum, making it very versatile.

Methane is only combustible at a mixture of between five per cent and 15 per cent with air. It is also lighter than air, so that it rises if released – bringing an intrinsically high safety level.

Alternative Fuels

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COMBINING LBM AND LNG Bio-LNG is Gasrec’s proprietary fuel that blends the carbon and pollution reductions of Gasrec’s own liquefied biomethane (LBM) with the cost competitiveness and widespread availability of liquefied natural gas (LNG).

The standard blend is 15 per cent LBM (which in pure form reduces CO2 by up to 65 per cent compared to diesel) and 85 per cent LNG, which is widely available and cheaper than diesel.

Gasrec’s LBM production plant in Albury, Surrey, is capable of producing over five million diesel litres equivalent per annum.

The plant is next to a large municipal landfill site and the gases created by organic waste decomposing are cleaned and liquefied at the plant. The fuel produced is guaranteed to be at least 96 per cent biomethane and no more than four per cent nitrogen.

The ‘bio’ content in the Bio-LNG is derived from waste: it is sustainable, it is not imported, and it meets all the criteria contained within the Renewable Energy Directive. It has also achieved end-of-waste

A range of commercial vehicles able to use Bio-LNG are available direct from original equipment manufacturers and there is a strong after-market conversion supplier base. All benefit from manufacturers’ warranties and are operating in ever increasing numbers of fleets It has the backing of the UK government which is also trying to reduce road transport emissions by promoting the use of renewable fuels, such as Bio-LNG, via the Renewable Transport Fuel Obligation (RTFO).

LOWER BILLS, LESS POLLUTION: HOW DOES IT WORK? Natural gas (NG) and its renewable equivalent, biomethane, are chemically similar and can be used as a vehicle fuel in a combustion engine. The fuel burnt in an NG engine mainly consists of methane. The gas is either fossil natural gas or biomethane produced from renewable resources, or some combination of the two as with Bio-LNG. Methane can either be utilised as a

accreditation, meaning that the fuel is at least as good as the alternative fuel LNG. A range of commercial vehicles able to use Bio-LNG are available direct from original equipment manufacturers and there is a strong after-market conversion supplier base. All benefit from manufacturers’ warranties and are operating in ever increasing numbers of fleets.

With logistics experts leading the way, it’s a straightforwardly commercial and strategic decision to join them and seize the business advantage offered

by Bio‑LNG’s price and performance. L FURTHER INFORMATION www.gasrec.co.uk

Volume 65 | GREENFLEET® MAGAZINE

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See THE CITY

IN A DIFFERENt

LIGHT

up to 74.3 mpg† • from 98g/km CO2† BIK from £61 per month at 40%** • grip control*

NEW PEUGEOT 2008 COMPACT CROSSOVER If your drivers need something bigger and tougher than a hatchback that still delivers great performance in the city, the New Peugeot 2008 compact Crossover is a perfect solution. It features a higher driving position, Grip Control* for more challenging conditions, plus roof bars and a generous boot that adds to its practicality. Fuel economy is as high as 74.3 MPG while CO2 emissions start at 98g/km†. From £12, 995 OTR** and with BIK from £61 per month at 40%, this is a new take on city driving: perfect for urban explorers who need more from their vehicles. If you’d like to know more, call us on 02476 884 644.

The official fuel consumption in mpg (l/100km) and CO2 emissions (g/km) for the 2008 range are: Urban drive cycle MPG (litres/100km) the Combined Cycle. Achieved under official EU test conditions. Intended as a guide for comparative purposes only. Figure may not be reflected in actual on-the-road

NEW PEUGEOT 2008 CROSSOVER

businesss.peugeot.co.uk /2008

68.9 (4.1) to 36.7 (7.7), Extra Urban drive cycle MPG (litres/100km) 78.5 (3.6) to 58.9 (4.8) Combined drive cycle MPG (litres/100km) 74.3 (3.8) to 47.9 (5.9). 74.3 mpg from driving conditions. *Model shown is 2008 Feline 1.6 VTi. ** Price quoted is for 2008 Access+ 1.2 VTi 82 bhp. †Figures quoted for 1.6 e-HDi 92 EGC engine.

Fleet Management Written by Roddy Graham, chairman, ICFM

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GREEN FLEET POLICY

GIVING YOUR FLEET A GREEN SPRING CLEAN

A well thought through green fleet policy will not only tick all the right boxes in terms of corporate social responsibility but also deliver significant savings to overall operating costs. But where to start? Roddy Graham, chairman of the ICFM, shares some best practice advice With the opportunity to counter rising fuel prices by opting for more fuel efficient vehicles, lower CO2 models and expanding electric and hybrid vehicle ranges, now is definitely the time to think about greening the fleet if you have not already done so.

A well thought through green fleet policy will not only tick all the right boxes in terms of corporate social responsibility (CSR) but also deliver significant savings to lower overall operating costs. All you need to do is follow best fleet management practice.

GAIN STAKEHOLDER BUY-IN Start by securing stakeholder buy-in for the business case to green the fleet. It won’t be truly successful unless senior management are convinced of the benefits and back the policy. Equally important is to achieve buy-in from employees eligible for a company car or car salary sacrifice scheme.

Also beware a bad policy that drives eligible employees down the ‘cash-for-car’ route.

Employees who resent having a particular vehicle can also quickly manage to make even a clean, efficient vehicle perform inefficiently.

And remember, a badly driven ‘green’ vehicle can prove a bigger polluter than a carefully driven petrol or diesel car.

Ensure eligible employees are made aware of any financial savings available to them – low CO2-emitting will reduce Benefit‑in‑Kind (BiK) tax and private fuel costs. The more information they are provided with, the more informed will be their decision.

Obtaining drivers’ early buy-in to your new green fleet policy will make the objectives much easier to achieve.

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GREENFLEET® MAGAZINE

CALCULATE RETURN ON INVESTMENT Ensure from the outset that you can calculate a return on investment (ROI). Running a fleet is one of the highest overhead costs for any organisation after payroll and facilities.

The business case for company vehicles can only be made if they are essential to an organisation’s day-to-day activities or are fulfilling some other purpose such as helping to recruit and retain the best employees in the war for talent or in achieving sales targets. Vehicles are costly assets that need to be professionally managed.

FORMULATE A SENSIBLE FLEET POLICY Care should be taken to not make

the green fleet policy too restrictive. If you reduce car choice, you can end up demotivating employees at the very time that you are trying to engage them.

Not offering a wide choice can also result in eligible drivers opting for the aforementioned ‘cash-for-car’ alternative.

This will be counter-productive as ‘cash‑for‑car’ drivers tend to run older, less fuel efficient and higher CO2-emitting cars.

These ‘grey fleet’ vehicles are less safe, less environmentally friendly and more difficult to manage from a ‘duty of care’ standpoint. Not only will this impact the CSR target of lowering the carbon footprint but could prove more expensive, where

employees cover high business mileages.

ASSESS VEHICLES PROPERLY

Set clear cost, fuel economy, ee performance, safety, Employ the o t technical and qualitative n i y bu s i evaluation criteria before e c i o finalising the vehicle fleet ch f you are i list and conduct a l a i essent ise the green thorough assessment m before settling on to maxi benefits. No the final choice list. t e s fle t fi When assessing e z i ‘one s roach potential vehicles, consider Euro NCAP all’ app ks (European New Car wor

BE TECHNOLOGICALLYNEUTRAL Employee buy-in to the fleet choice is essential if you are to maximise the benefits of running a green fleet. No ‘one size fits all’ works.

There is no single, green fleet off‑the‑shelf solution. Certainly, a green fleet policy reliant on a single energy source – petrol, diesel, electric, hybrid, biofuel, LPG – will create problems later on, especially given the pace of technological advances.

Specifying the lowest CO2‑emitting vehicles is no answer either. This can result in driver dissatisfaction, a shift away from company cars towards ‘cash-for-car’, lower operational performance and increased costs.

Be particularly careful if considering adopting innovative, new vehicle technology.

Electric vehicles may seem the obvious green choice but you need to consider the operational challenges in terms of recharging, service, maintenance and repair (SMR), not to mention depreciation.

Running a few electric vehicles in towns and cities may make sense and send out strong green messages but they are not right for salespersons covering high mileages due to a lack of an adequate nationwide recharging infrastructure and low mileage ranges between recharges.

The best fleet policies adopt a ‘technologically neutral’ approach, specifying the lowest CO2-emitting vehicles which are right for the job, i.e. ‘fit for purpose’. This usually results in a mix of petrol and diesel plus some hybrid and electric vehicles.

Specifying the right blend of low CO2-emitting vehicles will secure two objectives. First, you will be able to gain significant cost savings. Second, you will avoid having to radically review fleet policy every time a significant advance in technology is brought to market.

A successful green fleet policy will only be achieved if it delivers the needs of the business efficiently and effectively.

Therefore, the requirements of different drivers need to be taken into consideration.

What might be the right vehicle for a senior executive might not be the right one for a salesperson carrying around large product samples or a maintenance engineer.

Setting the lowest CO2 targets will not work as you will not get buy-in from everyone. The right approach is to set sensible CO2 targets.

These should be capable of being applied across all fuel types, regardless of technology.

Assessment Programme) ratings. The higher, the better.

And remember a model may gain 5 stars one year and receive a lower rating when a newer version comes out.

Other factors to be taken into consideration include determining the size and kind of car needed for the job required, i.e. ‘fitness for purpose’, and then evaluating the best performers in that group.

To maximise buy-in, enlist the support of drivers in the selection and evaluation process, especially those who will be driving the proposed vehicles on a daily

Fleet Management

Roddy Graham: ‘A green fleet policy will secure significant cost savings and underscore an organisation’s CSR credentials’

INFLUENCE DRIVER BEHAVIOUR Influencing how employees drive through education, tips, training and awareness can quickly achieve significant savings. Major fuel consumption savings can be achieved by reducing engine revs, coasting in gear and accelerating gently. Promoting a more economical driving style will reduce the risk of accident, the costs involved – both financial and human, and downtime.

It can also reduce employee stress.

The best fleet policies adopt a ‘technologically neutral’ approach, specifying the lowest CO2 emitting vehicles which are right for the job, i.e. ‘fit for purpose’. This usually results in a mix of petrol and diesel plus some hybrid and electric basis. Make sure they are properly briefed on the evaluation process so that their assessment is objective. Testers need to be acquainted with the key features of vehicles under test to understand any special driving characteristics. Hybrids, for example, require a different driving style to optimise their potential energy savings.

Lastly, talk to other organisations that have had experience of running the vehicles you are considering adding to the fleet. Feedback of practical experience can prove invaluable.

COMPARE COSTS Avoid the mistake of simply comparing monthly rental costs. Fleet costs are far more complex than that and the best method is to compare whole life costs (WLC). While there is no agreed minimum standard, the least that should be included is depreciation, SMR, fuel, funding, insurance, NI, and VED costs.

While WLC will ensure that you make more informed decisions you should monitor costs throughout the life of the vehicle to ensure that the objectives of the original business case have been met.

An effective green fleet policy should also insist on proper journey planning.

PROMOTE DRIVING ALTERNATIVES Never forget that the cheapest mile is the one never driven since the biggest fleet cost, after vehicle depreciation, is fuel.

At work drivers should always be challenged whether their journey is really necessary or could be covered by other means – an audio, video or web conference call, telephone or e-mail. Where sanctioned, consideration should be given to whether the journey could coincide with some other associated activity, or whether the car journey could be shared with other employees, or public transport used, to reduce costs.

If you haven’t already done so, adopting a green fleet policy now should be a top priority. The investment will prove worthwhile in the future. A green fleet policy will secure significant cost savings and underscore an organisation’s CSR credentials. All you need to do is adopt a professional approach to managing your fleet using best practice. L FURTHER INFORMATION www.icfm.com

Volume 65 | GREENFLEET® MAGAZINE

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Telematics

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

TECHNOLOGY

CAR-TO-X: IT’S GOOD TO TALK

Over the last thirty years, the rapid increase of vehicles on the world’s roads has outpaced government efforts to implement safety measures in order to protect drivers, passengers and other road users from death and injury. Indeed, according to the World Health Organisation, unless preventative measures are taken, road fatalities are likely to become the third-leading cause of death by 2020 compared to ninth place in 1990.

Whilst some see Car-to-X technologies as the first step towards driverless motoring, their importance in reducing road accidents cannot be underestimated, writes Miriam Leibovitz

DRIVE C2X Funded with 12.4 million Euro by the European Commission, DRIVE C2X will carry out a comprehensive assessment of cooperative systems through field operational tests.

Building up on the results of the predecessor PRE-DRIVE C2X, the project will deploy cooperative technologies in several European test sites in Finland, France, Germany, Italy, Netherlands, Spain and Sweden. The results of this large-scale environment will be used to raise awareness in the general public, provide feedback for standard organizations and for initiating public-private ventures, leading to a successful road to market.

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GREENFLEET® MAGAZINE | Volume 65

Back in 2008, it was estimated there were more devices connected to the Internet than people on the Earth. Networking giant Cisco predicts some 25 billion devices will be connected by 2015, and 50 billion by 2020. One of the most technologically challenging elements to this rapid expansion of connected devices could be spearheaded

by Car-to-X – a collective concept for many different research and development activities which aim to enhance safety, improve traffic efficiency and satisfy the need for convenience. It studies functions that can be

Automated driving better implemented, or are only made feasible in the first place, by communication between vehicles or between vehicle and infrastructure.

In its various guises, Car-to-X establishes a communication connection between a car and a different unit (such as infrastructure, other cars and even pedestrians) in order to avoid accidents. Car-to-X systems utilise Wireless Local Area Network radio technology, which enables them to rapidly transmit warnings. These systems will be based on networks using Dedicated Short Range Communication (DSRC), as defined by the IEEE 802.11p automotive WiFi standard and operating in the 5.9GHz band.

The use of such Car-to-X communication will greatly expand a vehicle’s visual field. According to the US Department of Transportation, the technology has the potential to affect 81 per cent of all crash scenarios: “Car-to-X communication allows drivers to see around corners in every sense of the word,” explains Dr Bernhard Klumpp, head of the Passive Safety & Sensors business unit at Tyre manufacturer Continental’s Chassis & Safety division.

By allowing vehicles to reliably interact with each other when travelling at high-speeds, each vehicle can give drivers warnings about potential hazards and allow them to avoid accidents, or even automatically respond to changing driving conditions faster than typical human reaction times. Warnings about traffic blockages ahead also allow early re-routing to avoid traffic congestion.

Consumption can also be lowered – the more data is available about traffic flow and density, the more efficiently a vehicle can be guided through the traffic with as little braking and acceleration as possible.

In January this year, networking giant Cisco and NXP Semiconductors both announced heavy investments in Cohda Wireless, a specialist in wireless communication for automotive safety applications.

Onboard and road side units developed using technologies from the three companies have been tested to global standards in major field trials. In August 2012, the “Safety Pilot Model Deployment” trial by the US Department of Transport was initiated, and other major field trials include simTD in Germany, ScoreF in France, and ERP2 in Singapore.

The three companies will apply their collective expertise and technologies to help automotive OEMs, suppliers, enterprises and consumers to connect vehicles with ITS infrastructure. This will be spearheaded by producing the first automotive-qualified IEEE 802.11p products for onboard and

Telematics

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Continental and BMW Group are pooling their development capacities to research highly automated driving on European freeways.

In January 2013, the two companies signed an agreement to jointly develop an electronic co-pilot for this purpose. The overarching aim is to pave the way to highly automated driving functions beyond the year 2020.

Starting with partially automated driving from 2016, high levels of automation are planned from 2020 and ultimately fully automated systems available from 2025.

The project, which runs through to the end of 2014, intends to test several prototype vehicles equipped for automated driving.

These will be built in the course

road‑side units that are ready for C2C and C2I deployments across the globe.

Cohda’s technology enhances wireless communications to quality levels far beyond commercial off-the-shelf IEEE 802.11p transceivers, allowing cars to more effectively ‘see’ through obstacles or around corners. NXP, as global supplier of car radio semiconductors and security chips, brings its software-defined radio platform and ensures industry-ready data security, cost efficiency, form factor, power consumption, and performance. Together, Cisco, NXP and Cohda will develop a complete market-ready solution for the automotive and ITS industry.

NXP will exclusively license the Cohda 802.11p technology together with its chipsets as a one-stop shop to automotive customers. Cohda will be NXP’s preferred partner for automotive 802.11p reference designs. Cisco is helping the automotive and transportation systems industries deliver new functionality, enhanced safety and driver experience.

By incorporating an intelligent network, OEMs, suppliers, enterprises and consumers can benefit from intelligent transportation systems, connected commercial fleets and smart connected vehicles.

Cohda Wireless ceo Paul Gray: “Combining our special expertise in wireless automotive communication with that of long-established automotive companies like NXP and a global player like Cisco is a logical next step to further grow our reach into the automotive industry.”

NXP and Cohda Wireless have built a solution for onboard-units based on

In us its varios, guise lishes estab Car-to-Xmunication a com on between ti connec nd a diferent a car a to avoid unit ents accid

of these two years, and made available to a select team of trained test participants.

More than 1,300 specialists at Continental are already working on the basics of automated driving. They deal specifically with driver assistance systems, such as adaptive cruise control and emergency brake assistance. These make use of cameras and infrared and radar systems to record the vehicle environment in various driving situations, thereby alerting, assisting, and relieving the driver. In 2013, Continental is investing more than €100 million in R&D. Cohda’s existing advanced radio and NXP’s market‑proven software-defined radio technology. This makes it a key element to connect to Cisco’s vision of a highly-secure ‘Internet of Everything’. Cisco defines this as: Bringing together people, process and data to make networked connections more relevant and valuable than ever before‑turning information into actions that create new capabilities, richer experiences, and unprecedented economic opportunity for businesses, individuals, and countries.

“We believe that amazing things can happen when you connect the previously unconnected, and smarter vehicles are one of the many ways in which we will fully experience the Internet of Everything,” says Maciej Kranz, vice president of the Connected Industries Group at Cisco.

In April, NXP and Cohda Wireless signed the CAR 2 CAR Communication Consortium Memorandum of Understanding (MoU). The memorandum aims at implementing and deploying harmonised technology for the wireless communication between cars, or between cars and traffic infrastructure, in Europe. NXP and Cohda are the first automotive electronics suppliers to sign the MoU, following twelve major car manufacturers in October 2012. The Consortium’s aim is to create common standards for vehicle‑to‑vehicle and vehicle‑to‑infrastructure communication ready for series production in 2015. L FURTHER INFORMATION Car to Car Communication Consortium www.car-to-car.org Drive C2X www, www.drive-c2x.eu SimTD Project www.simtd.de

Volume 65 | GREENFLEET® MAGAZINE

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Interview Written by Brittany Vogel, policy analyst at the Renewable Energy Association

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

EMERGENCY RESPONSE FLEETS

THE CHALLENGE OF RUNNING A BLUE LIGHT FLEET

With a fleet of 960 vehicles and attending over 400,000 incidents in 2011/12, South Central Ambulance Service has a tough job. GreenFleet talks to head-of-fleet Rick Stillman about the Service’s challenging fleet operation and how it’s taking strides to become greener DESCRIBE YOUR FLEET AND ITS OPERATION. South Central Ambulance Service (SCAS) has a total fleet of around 960, of which 200 are front line ambulances and about 120 are marked-up response cars. The rest are staff cars, covert response cars, Patient Transport Service (PTS) buses and commercial vehicles.

The Service provides patient care to a resident population of more than four million and the millions more visitors we receive every year. The Service’s primary purpose is to respond to 999 emergency calls and to get the right treatment to patients with life-threatening conditions, serious injury or illnesses, as quickly as possible.

In addition, we provide pre‑arranged transport for our patients, with medical needs, to and from the treatment centres via our Patient Transport Service.

WHAT’S THE HISTORY BEHIND HOW SCAS WAS FORMED? South Central Ambulance Service was established on the 1 July 2006 following the merger of four ambulance trusts in the counties of Berkshire, Buckinghamshire, Hampshire and Oxfordshire. This area covers approximately 3,554 square miles with a residential population of over four million.

ng Followi l, YOU WON LARGE a tria onse p s PUBLIC SECTOR e r d 36 rapi been fitted FLEET OF THE YEAR ve AT THE FLEET cars ha solar panels NEWS FLEET VAN with y power to AWARDS 2012. l EXPLAIN WHY YOU to suppmergency WON THE AWARD. e the t n The fleet award goes e m p i equ to those van operators that are committed to battery

Rick Stillman, SCAS head of fleet

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GREENFLEET® MAGAZINE | Volume 65

keeping their drivers safe and their vehicles accident-free. In our case the award was in recognition for our systems and processes which have enabled us to achieve van excellence status from the Freight Transport Association (to date the only ambulance trust to be accredited), low accident rate, and reductions in CO2.

WHAT WAS INVOLVED IN GAINING VAN EXCELLENCE STATUS FROM THE FTA? We appointed Julie Larner as project manager to oversee the Van Excellence process and she tirelessly spent two months in the build up to the inspection documenting and auditing every process and working practice.

She created a spreadsheet that mirrored the Van Excellence inspection sheets to ensure every element of the audit had been covered.

We challenged some areas, such as licence checks, and put processes in place to prove they had been done.

SCAS provides patient care to a resident population of more than four million

Documentation was also tightened up, particularly logging the emergency equipment on the ambulances.

WHAT IS YOUR CARBON REDUCTION STRATEGY? We introduced a 120g/km CO2 cap on car emissions for non-emergency response cars and speed limiters on all commercials and operational vehicles (but these switched off when on blue lights).

What’s more, South Central Ambulance Service NHS Foundation Trust (SCAS) is the first ambulance service in England

Interview

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

Solar panels enable the Rapid Response Vehicles to be fully mobile at all times as they no longer need to recharge essential battery systems with their engnes

South Central Ambulance Service has a total fleet of around 960, of which 200 are front line ambulances and around 120 marked-up response cars. The rest are staff cars, covert response cars, Patient Transport Service buses and CVs

to introduce solar panels on to its Rapid Response Vehicles (RRV).

Following a successful trial of the solar panels in January 2012, 36 of the Trust’s RRVs have now been installed with solar panels to supply power to the secondary battery system that powers all emergency equipment on these vehicles.

WHAT BENEFITS DO THE SOLAR PANELS BRING? The introduction of solar panels means that vehicles no longer need to standby with their engines running to

recharge essential battery systems, or to return to base to recharge vehicle battery systems. This means that the vehicles are unable to respond to emergencies whilst batteries are being charged.

The solar panels enable the RRVs to be fully mobile at all times and effectively means we have more vehicles able to respond to more incidents, more often.

SCAS will now be trialling solar panels on Front Line Double Crewed ambulances.

WHAT TECHNOLOGY/SOFTWARE DO YOU USE? WHAT IMPROVEMENTS HAS IT BROUGHT? For Fleet management we use Jaama key 2, which replaced 4 legacy systems, bringing the whole trust onto a single platform.

We wanted a standard fleet management software system across the whole of the service so that we could accurately gauge fleet costs and manage workshop parts much more effectively to reduce vehicle downtime.

We wanted complete visibility across all parts of the fleet for all vehicle and workshop

administrators. We are now delivering significantly improved vehicle operating efficiencies and reducing operating costs.

WITH THE EMERGENCY RESPONSE NATURE OF THE FLEET, WHAT CHALLENGES DO YOU COME ACROSS? Our two Emergency Operations Centres take 1030 emergency calls a day, 300 of which are potentially life-threatening.

In 2011/12 we took 510425 emergency and urgent calls and attended 411303 incidents. This huge demand on the service can be a challenge with diminishing financial resources.

WHAT ADVICE WOULD YOU GIVE TO OTHER FLEET MANAGERS ABOUT RUNNING AN EFFICIENT HEALTHCARE FLEET? Getting buy-in and support from all areas of the organisation is essential and removing surplus vehicles from fleet helps. L FURTHER INFORMATION www.southcentralambulance.nhs.uk

Volume 65 | GREENFLEET® MAGAZINE

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Freight & Logistics Written by Rachael Dillon, climate change policy manager, Freight Transport Association

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

CARBON REDUCTION

LOGISTICS SECTOR TAKES VOLUNTARY APPROACH TO CARBON REDUCTION

Freight is essential to the running of the country and will therefore always produce emissions. But the industry is coming together to reduce its carbon footprint by joining schemes like the FTA’s voluntary Logistics Carbon Reduction Scheme (LCRS)

The logistics industry provides a vital service for the whole economy. Whether it’s delivering milk to supermarkets or supplies to hospitals, freight is imperative for keeping the country running. Because of this, the industry will always produce emissions, but it is vital we are aware of this and that industry works together to reduce its carbon footprint as much as possible.

The UK is committed to reducing greenhouse gas emissions by 34 per cent by the end of this decade, based on 1990 levels. This was announced as part of the Climate Change Act 2008, and more recently, quoted companies will be expected to report their greenhouse gas emissions in annual company reports from this October. The transport sector is responsible for around 21 per cent of UK domestic greenhouse gas emissions and freight transport accounts for around a third of these.

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GREENFLEET® MAGAZINE | Volume 65

The latest LCRS annual report shows how scheme members collectively made progress in reducing carbon dioxide equivalent emissions between 2005 and 2011, when average tonnes of CO2e per LCRS member reduced by 2.8 per cent

DEMONSTRATING COMMITMENT Back in late 2009, rather than waiting for government to influence the footprint of operators using fuel tax or regulation, FTA wanted to offer industry a way of declaring and reducing their emissions voluntarily.

With fuel representing nearly 40 per cent of operation costs and every pound that the government takes on tax a pound that can’t be spent on new vehicles or innovative technology to reduce emissions, FTA decided to take action. So, along with a group of operators, it launched the Logistics Carbon Reduction Scheme (LCRS) an industry-wide initiative to record, report and reduce freight transport emissions.

The LCRS is the first of its kind for the freight industry. It is free to join and enables operators to contribute to a voluntary carbon reduction target for industry. Scheme members provide FTA with data on fuel usage, which is then converted into carbon dioxide equivalent (CO2 e) emissions using government approved conversion factors. The LCRS was endorsed by the Department for Transport (DfT) in 2011 and has set a collective target for members to reduce the carbon intensity of freight transport operations by eight per cent by 2015 based on 2010 levels. In late 2012, the scheme provided significant evidence to DfT’s Freight Carbon Review which assessed the contribution the freight sector is playing towards national greenhouse gas reduction targets. This directly resulted in the department pledging to continue to support a voluntary approach to carbon reduction from freight transport.

HOW IT WORKS LCRS members submit fuel data and other business related activity data to FTA on a confidential basis either annually or quarterly. FTA then aggregates the data to produce a carbon footprint for the scheme.

As some companies will just be starting on their carbon journey while others may be more advanced, FTA visits each scheme member at least once to talk through the reporting, to ensure that all data submitted is robust, credible and correct. Operators are asked to supply simple data like the number of litres of diesel used by the company,

Inaugural LCRS Awards prove a hit with the logistics industry number of vehicle kilometres, turnover and full time equivalent staff. The main requirement is that reporting is consistent.

The scheme currently has over 85 companies and accounts for more than 61,000 commercial vehicles. Members range from retailers and third party logistics to local authorities and small hauliers.

As well as attracting operators, FTA was also proud to announce Bridgestone Tyres as its first LCRS partner in May 2012.

IMPRESSIVE RESULTS The latest third annual report shows how scheme members collectively made progress in reducing carbon dioxide equivalent (CO2e) emissions between 2005 and 2011, when average tonnes of CO2e per LCRS member reduced by 2.8 per cent. Projecting forwards the reduction in emissions from 2010 to 2011 also reveals that the scheme is on track to meet its eight per cent carbon reduction target in 2013, two years earlier than anticipated. The results of FTA’s second annual Carbon Intervention Survey are also presented in the report. LCRS members were invited to complete the survey to advise the different decarbonisation measures they are undertaking within their transport operations. Headline results show that operators are focused on achieving fuel efficiency through operational measures. For instance, to minimise empty running, companies are maximising their use of existing vehicle capacity with some investment in longer and higher cube trailers. Telematics is also being used to optimise vehicle utilisation. Finally, case studies on how LCRS members are reducing their carbon through measures such as utilising alternative fuels or switching to rail and reducing empty running are also featured in the report.

The overall objective of the scheme is to prove to government that taking regulatory action to make cuts in freight emissions is unnecessary because industry is doing it themselves. It proves the logistics sector is taking the issue of carbon seriously and actively and voluntarily seeking ways to reduce emissions. However, it is critical that the scheme grows in order to supply additional evidence to government.

The more operators that sign up the more influential the LCRS will be.

We urge you to play your role in preventing regulation for the freight industry before it’s too late by signing up for the scheme. The benefits include the fact that it is free, it will demonstrate your company’s green credentials, it provides a methodology and target for carbon emissions recording and reporting, it carries weight with the government, sector trade associations and buyers of logistics services and finally it is confidential. L FURTHER INFORMATION www.fta.co.uk/environment

The Logistics Carbon Reduction Scheme (LCRS) Awards were presented to the winners at FTA’s Cutting Carbon, Cutting Costs Conference on 22 May 2013.

The 2013 LCRS Awards were developed in order to celebrate the efforts of green leaders in the freight industry and recognised the efforts of individual LCRS members in reducing their carbon emissions from freight activity. The Awards allowed entrants a range of different ways to demonstrate what they were doing to reduce carbon from freight.

The LCRS Judges which included immediate past President, Stewart

Freight & Logistics

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

as 100 per cent biodiesel as was Commercial Ltd for its sustainability programme which includes successful light commercial vehicle trials of biomethane and hydrogen.

Arla Foods UK took the award for Carbon reduction through innovative fleet management (sponsored by FTA) with the development of the dairy industry’s only combination trailer.

The vehicle is half milk tanker and half refrigerated container, used for

A reason to celebrate: the 2013 LCRS award winners

Oades and Patricia Hayes, Director of Roads at the Department for Transport, reviewed a wide range of entries from LCRS members which showcased the numerous logistics decarbonisation measures that can improve efficiency and reduce carbon emissions.

Turners (Soham) Ltd was awarded the Carbon reduction through fuel efficiency Award (sponsored by Bridgestone Tyres) for the implementation of a unique telematics system, to enable the analysis of driver performance data and development of route-based analysis to improve efficiency.

The Award for Carbon reduction through use of alternative low carbon fuels and technologies (sponsored by Iveco Trucks) went to Howard Tenens Associates Ltd for its investment in and expansion of compressed natural gas dual fuel trucks. Using biomethane is the next step for Howard Tenens. Biffa Municipal was highly commended in this category for sourcing used cooking oil from customers and ulitising

transporting raw milk and finished dairy products simultaneously.

South Tyneside Council was highly commended in this category for development of its fleet programme to reduce carbon emissions including regular reviews of vehicle utilisation and investment in electric vehicles.

Finally, UPS were awarded for Carbon reduction through use of low carbon transport modes (sponsored by the Mode Shift Centre) following its successful trial of barges on the River Thames for the London 2012 Olympic and Paralympic Games.

The latest LCRS Annual Report and the LCRS Awards brochure are available to download from www.fta. co.uk/

Volume 65 | GREENFLEET® MAGAZINE

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Arrive ‘N’ Drive Written by Angela Pisanu

EVENT

REVIEW

A SHOWCASE OF GREEN MOTORING GEMS Fleet managers rocked up to Rockingham this May to get behind the wheels of the latest electric and low emission vehicles at GreenFleet Arrive ‘N’ Drive – and returned brimming with ideas about their next fleet vehicle purchase Rockingham was buzzing with activity on 16 May as fleet managers lined-up to test drive the latest low and zero-emission vehicles around the race track. Test drive sell-outs included the Volvo V60 – claimed to be the world’s first diesel plug-in hybrid; the new Nissan LEAF and electric van e-NV200; and the Peugeot 208 and 2008 – which were first drives for a fleet audience.

For the first time, the ACFO annual conference and AGM was co-located with the event. Kicking off the conference, Kate Armitage, electric vehicle team manager at EDF Energy, one of the partners in the PIFI scheme, urged delegates to sign-up to the next phase of the government-backed Plugged-in Fleets Initiative (PIFI) to discover if electric or plug-in hybrid vehicles make sense for their businesses. To find out how to get involved, visit www.energysavingtrust.org.uk/pifi.

The indoor exhibition was also flooded with footfall, as visitors took in a variety of fleet products and services, such as technology from Tom Tom Business Solutions, and electric vehicle recharging systems from Siemens and Rolec.

THE LIFE AND TIMES OF A FLEET VEHICLE The theme of the ACFO conference was, ‘A Day in the Life of a Vehicle – from birth to end of life.’ Mike Campbell, a procurement consultant specialist at PMMS Consulting Group, started by examining a vehicle’s ‘birth’ on to the fleet by getting the tendering, procuring and financing of models right.

Matthew Walter, head of LeasePlan UK Consultancy Services, then tackled

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GREENFLEET® MAGAZINE | Volume 65

the ‘teenage years’ including supplier relationship management and adapting to new initiatives and developments.

Steve Huddart from GE Capital and John Pryor from Arcadia then discussed ‘middle age’, looking at issues around vehicle maintenance, fuel management and managing relationships with manufacturers and the independent service, maintenance and repair network.

Finally, the ‘twilight years’ saw Jim McNally, chairman of the British Vehicle Rental and Leasing Association’s Residual Value and Remarketing Committee, and Caroline Sandall, fleet manager at Barclays, concluding by addressing the vehicle defleet process and end of life charges.

BEAT THE SPRIG Once again visitors were able to put their fuel efficient driving to the test to see if they could ‘Beat The Sprig’, GreenFleet’s planet‑conscious race star, who achieved a 85.5mpg on a set route on the open roads.

Driving a Citroën DS3, participants did a practice lap with an Energy Saving Trust Smarter Driving trainer and then returned for a feedback session and tips on how to adopt a greener driving style. They then returned to the roads to see if they could improve their fuel efficiency by implementing these tips.

Fuel challengers drove a Citroën DS3, kitted out with TomTom Business Solutions technology which recorded valuable data such as mpg, CO2, harsh braking, acceleration, rev counts, gear changes, and so on.

The challenger with the winning mpg – a whopping 99.9mpg – was Colin Gibson from Television Installation Services, who went home with a prize from Tom Tom Business Solutions.

GOING ELECTRIC The EDF Energy EV Power Park allowed visitors to get up close and personal with the latest electric vehicles on the market, together with a variety of recharging solutions, including innovative ‘wireless recharging’ from Qualcomm.

Showcased on an electric Delta E-4 Coupé, the Qualcomm Halo Wireless EV Charging (WEVC) technology charges EV batteries using resonant magnetic induction technology, meaning you don’t have to lug cables around and find a socket.

The latest incarnation of the Nissan Leaf was available to test drive at the event, and visitors could also get a glimpse into the car’s innovative construction as there was a static display of a LEAF ‘cut-in-half’.

The new LEAF for 2013 has more than 100 updates, including an increased driving range of 124 miles and the ability to recharge in half the time of the first-generation LEAF. The eNV200, Nissan’s first 100% electric van was a sell-out on the track, winning praise with fleet operators for zero CO2, driving comfort and generous carrying capacity and payload.

BMW’s ActiveE got lots of action on the

leet GreenF ‘N’ Arrive uzzing as b Drive w ctivity as with a agers lined an fleet m est drive the up to t t low and lates ission zero‑emcles vehi

Peugeot 5008 MPV for GreenFleet day. Although not available to buy, the ActiveE is BMW’s trial electric vehicle and test bed for the soon-to-be-launched i3.

Available for the first time to test drive at a fleet event, the new Peugeot 208 and 2008 attracted a lot of attention. The 2008 is Peugeot’s compact crossover which has low-emission engines as standard; petrol from 99g/km, diesel at 98g/km, and fuel economy as high as 61.8mpg.

The 208 range has fuel economy as high as 83.1mpg and CO2 emissions between 87g/km and 99g/km for the diesel engines, and from 99g/km for the petrol versions. The improvements to the 208 range lead Peugeot to win GreenFleet’s City Car Manufacturer of the Year at last year’s awards.

OUT ON THE TRACK I test drove the Volvo V60, which is said to be the world’s first diesel plug-in hybrid, with a fuel economy of up to 155mpg, emissions of 48g/km, and a range of 560 miles. The beauty of the V60 plug-in hybrid is the three different driving modes: Pure, Hybrid and Power. In Pure mode the car is powered solely by its electric motor and can do up to 31 miles – which will be adequate for many motorists’ daily commute. But if you want to go further you can, as in Hybrid mode the vehicle has a total range of up to 560 miles. What’s more, in Power mode, the diesel engine and electric motor have an immense total power output of 215+70 horsepower and maximum torque of 440+200Nm, with 0 to 60mph acceleration in 5.8 seconds. This makes for a exhilirating ride.

Arrive ‘N’ Drive was also the first time I got to

The ACFO annual conference and AGM was co-located at Arrive ‘N’ Drive for the first time

test drive the quirky Renault Twizy. It takes a while to get used to the set up – having no doors or windows and only two seats in tandem. It also takes time to get accustomed to the noise, firstly from the electric motor that hums away, and secondly from the wind that constantly whips in. But once you do, it is great fun (although I’m not sure my passenger in the back would think so who was smacked and deafened by the wind coming in). The Twizy can get up to 50mph easily and you feel secure even at this speed.

I went out onto the track with just a couple of bars of battery left – and low and behold – I ran out of battery. I’ve always wanted to know what happens when you run out of battery in an electric vehicle, never having had the guts to run the battery flat before. But I was pleased and reassured when the Twizy still got me back to base without conking out. Verdict? If you put conventional cars to the back of your mind and just enjoy it, the Twizy is great fun. L FURTHER INFORMATION www.arrivendrive.greenfleet.net

Volvo V60 Plug-in Hybrid was popular; a claimed diesel hybrid first

Colin Gibson (centre) ‘Beat The Sprig’ acheiving 99.9mpg driving a set road route

Arrive ‘N’ Drive

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

Arrive ‘N’ Drive marked the official handing over of GreenFleet’s new company vehicle, a Peugeot 5008 MPV, from official vehicle supply partner, Green Motion.

To be used principally for the brand’s event management, including the Rockingham Arrive ‘N’ Drive, GreenFleet Scotland and the GreenFleet Awards, the vehicle is helping GreenFleet live up to its name by taking two company vehicles off the road and into a MPV with class leading C02 emissions of 132g/km.

Colin Boyton (above left), marketing manager for GreenFleet events said: “With a name like GreenFleet, we need to practice what we preach, so we need a practical solution that allows us to transport both the event team, and also kit. This 7-seat estate does exactly that, and we would like to thank Green Motion for sourcing and supplying it to us.”

Sian Marston (above centre), the UK operations director for Green Motion said: “We are delighted to be GreenFleet’s official vehicle supply partner and support their activities in the ongoing promotion of green motoring, for both corporate and leisure customers.”

Masternaut – Europe’s largest telematic solutions provider Our solutions offer advanced and dynamic data reporting tools to assist businesses in analysing their day-to-day operational efficiencies, monitor CO2 emissions, benchmarking driver behaviour and achieving enhanced return on investment.

OUR GREEN SOLUTIONS Sustainability+ is our driver behaviour management system that reduces fuel costs by 20%. Our GreenerFleet is an easy to implement solution that enables businesses to reduce their carbon footprint and monitors driver behaviour.

OUR O2 PARTNERSHIP We have worked with O2 to develop a

fuel costs, is easy to install and improves carbon emissions and productivity.

modular solution – Drive. This enables O2 customers to take full control of their business vehicles and while reducing costs and increasing productivity. From GPS tracking to tax and expense management and driver behaviour monitoring, the combined M2M driver style solution saves

TAKE PART AND WIN At the GreenFleet Arrive ‘N’ Drive event, drivers test drove a Ford Galaxy fitted with the latest Fleet Management Technology, showing how sustainable drivers can be. A league table monitored each participant’s driver behaviour and a ranking system selected the best driver to win an iPad mini.

FURTHER INFORMATION For more information, please contact drive@o2.com

Volume 65 | GREENFLEET® MAGAZINE

33

Road Test Written by Richard Gooding

TOYOTA AURIS HYBRID EXCEL 1.8 CVT

FUSS-FREE THRIFTINESS

Toyota has recently lowered the emissions to an ultra-low 84g/km on certain Auris Hybrid models, so we thought it was time for one to be put through its GreenFleet paces. Richard Gooding reports on how thanks to sharing hybrid technology with the Prius, it brings hatchback-shaped super‑environmental credentials to the fleet market The words ‘hybrid’ and ‘Toyota’ go together as well as ‘eggs’ and ‘bacon’, and although the technologically-green cars aren’t as common as the basic food snack, they’re becoming a recognisable sight on the world’s roads.

And it’s an area in which Toyota has much experience. It launched the first-generation

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GREENFLEET® MAGAZINE | Volume 65

Prius back in 1997, and the nameplate has become synonymous with hybrid technology.

It’s now just one of 20 different Hybrid Synergy Drive (HSD) models sold in 80 countries

by Toyota and its sister brand Lexus. The Japanese giant has sold 5 million hybrid vehicles over the past 16 years, and UK sales

of Toyota and Lexus cars with the technology are now nearing the 100,000 mark.

The Auris is a relatively new model in the UK. Replacing the similarly-sized Corolla in 2007, and counting the Ford Focus, Vauxhall Astra and Volkswagen Golf as its market bedfellows, the Auris remains the only car to feature full

hybrid technology. First previewed on a concept in 2009, followed by a full market launch in 2010, the latest model was introduced at the 2012 Paris motor show, and included a Hybrid Synergy Drive version right from the off. Distinguished by new, bold styling and built at Toyota’s Burnaston factory in Derbyshire, the cheapest Auris with HSD is a useful £1850 less than the least expensive Prius with the same drivetrain.

With its pointy front end and pinched rear styling, Toyota has been unashamedly bold with the look of the new car. It bears more than a passing resemblance to other similarly-sized cars such as the Mazda 3 or Hyundai i30. Moving inside, the cabin is less ‘space-age’ than the Prius, with a logically laid out dashboard (covered in a leather facing on this ‘Excel’ model), and it’s a comfortable and well-built place to be.

Like its more commonly-seen Prius stablemate, this car is all about the drivetrain. Toyota engineers first looked into hybrid systems as long ago as 1969, and the current version of the company’s HSD is made up of a 1798cc four‑cylinder petrol engine at the front of the car and a 650V electric motor, mounted in the middle, just ahead of the lithium battery underneath the rear seats. With a total power output of 134bhp, the Auris picks up speed well, seamlessly shifting its 1370kg between petrol and electric modes.

The trick with a hybrid is to plan ahead and anticipate traffic conditions. Coasting downhill to switch the car into electric mode therefore saves fuel and cuts emissions.

Once you get accustomed to a new way of driving, it becomes second nature.

Replacing the traditional rev counter is a dial marked with ‘CHG’, ‘ECO’ and ‘POWER’ segments. The aim is to keep the needle in the ‘ECO’ section for most types of driving. Lifting off the throttle sees the needle swing into the ‘CHG’ band, which switches the car into pure EV mode, also charging the battery. The needle only shoots into the ‘POWER’ segment when the car is struggling up an incline, or when a high speed is reached. Glowing red, the needle warns that more power is being used, increasing emissions and fuel consumption. The telltale works surprisingly well, helping to curb any over exuberance.

Over my 537 miles with the car, I achieved an average of 60.0mpg from the car’s computer, and a real-world average figure of 55.7mpg. Short of Toyota’s 72.4mpg combined statistic, it’s still comparable with the Prius+ hybrid, which we drove late last year (GreenFleet issue 60) and the Auris’ diesel‑powered competitors.

Toyota goes one further and states that this particular model is more cost-effective for business operators and drivers than competitor mid-range diesel models.

The Auris’ electronic continuously variable transmission also has an engine braking function, which applies the brakes moderately when driving down hills. Added to the regenerative braking, it’s clever touches like these which boost the Toyota’s green credentials. Energy usage and regenerative statistics are shown on the car’s 6.1-inch colour display, which also controls music, social media, reversing camera, and (optional) satellite navigation functions.

With emissions of 91g/km, a 10 per cent BIK rate, and a generous equipment count including 17” alloy wheels, Smart Start keyless entry system, Intelligent Park Assist (including front and rear parking sensors), rain-sensing wipers, dusk-sensing headlights, retractable wing mirrors, rear privacy glass, dual-zone air conditioning, heated front seats, and electrochromatic rear-view mirror, the Auris Hybrid in range‑topping Excel guise makes as much sense for fleets as it does for families.

If fuss-free fuel economy is a high priority, the Auris Hybrid should make your shortlist. L

With f ns o emissio 10 per ,a 91g/km rate, and a K cent BI us equipment genero t, the Auris coun akes much m Hybrid nse for se fleets

Road Test

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

Energy monitor shows how the car is powered – by petrol and electric motor or electric only

Keeping the needle in the ‘ECO’ segment shows the most economical driving

‘EV’ mode uses pure electricity only; ‘ECO’ mode mixes petrol and electricity in full hybrid mode; ‘PWR’ mode is for when high levels of reponsiveness are required

She’s electric: Auris Hybrid can run on electric motor alone for 1.25 miles at speeds of up to 31mph

Toyota Auris Hybrid Excel 1.8 CVT ENGINE:

1798cc, 4-cyl petrol with 650V electric motor (Toyota Hybrid Synergy Drive)

CO2:

91g/km

MPG (combined):

72.4

VED:

Band A

BIK:

10%

PRICE (OTR):

£21,745 (including VAT. £22,890 as tested)

Volume 65 | GREENFLEET® MAGAZINE

35

Road Test

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

FIAT DUCATO 35 2.3 MULTIJET II 16V

Written by Roland Rendell

COINING IT IN Roland Rendell has it large with Fiat’s Ducato 35 MultiJet II 16v LWB HR Remember the Fiorino? I reviewed the frugal little Italian in the middle of last year, which is named after a coin laced with gold. This time I move up to the Ducato, and it’s an impressive bit of kit.

Fiat seems to like gold coins. Ducato means Duchy, and comes from the word Ducat, a gold trade coin used throughout Europe pre‑WWI. Since its launch in 1981, Fiat has sold over 2.4 million Ducato’s. Also marketed as the Citroen Relay and Peugeot Boxer, it is the most commonly used motorhome base across Europe.

At the recent CV Show in Birmingham, GreenFleet’s current LCV Manufacturer of the Year was ‘Making the others Green with Envy’ with its branding and messaging, and, it hopes, the vehicles themselves.

The week of the annual GreenFleet Arrive ‘n’ Drive event at Rockingham, I took delivery of the Ducato 35 Van 2.3 MultiJet II 16v 130 LWB HR. It seemed a good way of putting the van through its paces – with a full load and taking in A-roads, dual carriageways and motorways. Would it stack up?

CREATING CAR COMFORT Fiat have tried to recreate the comfort of their cars in to the cab of the Ducato. I heaved myself up and parked my bulk on the stylish red and black seats. A good start with the armrest and lumber support. A quick scan of the outside world revealed great external vision and plenty of headroom. The two seats beside me looked comfortable enough, with the centre one folding down to form a table. There’s plenty of under‑dash storage for Van Man’s paperwork, packed lunch and other bits and pieces.

The steering wheel has the usual buttons, to adjust volume, etc.

On the end of the indicator stalks is the cruise control, and behind all this is the display. Usual stuff – speedo, rev counter, fuel gauge and temperature. To the left is the dash‑mounted Car-like gearstick, with the comforts in 6-speed manual in a Ducato cabin comfortable position.

The centre consul, from top to bottom, reads stereo, climate control and switches for hazards, door locks and also where the Start&Stop button should be. Unfortunately, my van did not have this feature.

This Ducato measures 5998mm long, 2050mm wide and is 3500kg in weight. I now had to manoeuvre it in to place for loading, and with a turning circle of 14.28m, it easily swung round and into position

outside our loading bay. The door measures 1250mm wide by 175mm high, so plenty of room. Inside there is 13m³ of loads space, and although we crammed it with branding, banners, flag poles, boxes of magazines, bags, and all sorts of event paraphernalia, we still only used about 25 per cent of the capacity.

So how does it drive? Well, I can sum this up pretty simply here – like a dream. The gear change is smooth and seamless. It’s only a 2.3 diesel, Euro 5 engine, with 130bhp. But with 320Nm of torque, this van does not struggle, no matter what terrain I encounter.

The twists and turns of urban driving were OK, despite it’s bulk, but I had selected the Instant MPG configuration on the display to see what return I was getting. The Urban figure is 32.1mpg, and I seemed to be getting between 15 and 30, depending on hills, etc. However, once on the motorway and cruise control was selected at 70mph, this is where you will get the best return. It will quite happily sit at that speed and churn out just under 40mpg (I managed 41.2 on the return, with a lighter payload).

The CO2 is an impressive 195g/km (189 if you have Start&Stop, with the MPG improving to just under 43). It has a top speed of 93mph and the 90 litre tank should give you around 500 miles from full. I tried this van around town, on the country roads and on dual carriageways and the motorway, and each time it performed handsomely. It handles well, manoeuvres great and when you do get it up to 55mph plus, it sits there and will chug along all day.

TRUE WORKHORSE A true workhorse – it drives well, is comfortable and at just under £25k, I would recommend this to any commercial fleet manager. Under the different guises, I’m sure that Fiat will be coining it in over the coming years. L

Fiat Ducati 35 2.3 MultiJet II 16v 130 LWB GROSS VEHICLE WEIGHT: LOAD VOLUME: POWER: TORQUE: CO2:

3,500kg 13.0m3

130bhp @ 3,600rpm 236lb ft @ 500-2,500rpm 195g/km (189g/km with Start&Stop)

MPG (combined): 38.2 (39.9 with Start&Stop) PRICE (ex-VAT):

Ducato 35 boasts 13m3 of load room

36

£24,845

Road Test

A LIVELY DISPOSITION

With its 875cc twin-cylinder turbo engine, the Alfa Romeo MiTo TwinAir is loud, lively and welcoming – a true Italian personality Driving the Alfa MiTo TwinAir takes me back to childhood holidays in Italy, my father’s homeland, where rattly cars coupled with temperamental drivers made for a very chaotic, yet fun and memorable ride. I say this because the sub 1-litre, twin-cylinder turbo engine is a noisy little thing. It hums away loudly when you turn the engine on, and until you get to speed, at which point it quietens down somewhat. But reassuringly, Fiat Group says the Alfa MiTo TwinAir is the 2 cleanest and most economical model in its class (3‑door, B-segment, petrol), thanks to its 98g/ km and combined fuel economy of 67.3mpg.

So it may be noisy, but it’s just the sound of a small, yet refined engine, doing a big job.

a more sporty performance, N is for ‘natural’ and is more economical, and A (All Weather) is a low grip setting for extreme weather.

When D is selected, the difference is instantly felt; the steering is sharper, the car responds much quicker and it gets a burst of energy. When in D mode you get the engine’s full 85bhp and 107lb ft of torque, but when in N, power and torque reduces to 77bhp and 81lb ft.

Changing through the gears is fluid, especially when in dynamic mode and once cruising the car is quite smooth, although bumps are felt quite a bit. After a few drives, you get used to the engine noise and it becomes part of the car’s character – and appeal; today’s cars can sometimes feel so eerily smooth and quiet.

Whilst on paper, the MiTo TwinAir is said to achieve 67.3mpg on a combined cycle, I fear that this would be a challenge in the real world. The best I managed was 44mpg on a 110-mile trip.

The car’s Start&Stop technology is good but more noticeable than other versions I’ve come across,due to the aforementioned

With ero a sub-z re, CO figuwinAir oT the MiT from zero s benefit x and 10% a road t – the BIK ossible p t s e w lo banding

ITALIAN DNA Winning titles such as Engine of the Year, Best New Engine, Green Engine of the Year and Best Sub 1-litre Engine in 2011, the TwinAir engine is no stranger to the industry. In the MiTo, performance greatly differs depending on which mode you have selected on the DNA switch; D is for ‘dynamic’ and triggers

Written by Angela Pisanu

Photography: Francesco Surace

ALFA ROMEO MITO

Alfa Romeo MiTo TwinAir Sprint ENGINE: CO2:

875cc, 2-cyl petrol 98g/km

MPG (combined):

67.3

VED:

Band A

BIK:

10%

PRICE (OTR):

£14,150

engine noise, rather than the speed at which it works – which I can’t complain about, as the moment you depress the clutch, the car buzzes back to life.

BUSINESS SENSE With its sub-zero CO2 figure, the MiTo TwinAir benefits from zero road tax and 10% BIK – the lowest possible banding meaning company car drivers can pay as little as £23.49 a month and save the 3% premium they would pay for an equivalent sub 100g/km diesel.

Thanks to the 100% capital allowance on cars with CO2 emissions lower than 110g/km, companies are able to write off the whole cost in the first year, as opposed to 20% per year, bringing down the amount subject to corporation tax and significantly reducing a company’s liability. The low CO2 emissions also mean London drivers benefit from congestion charge exemption, potentially saving around £2,500 a year.

The new Alfa MiTo TwinAir is available in two trim levels – Sprint and Distinctive – priced at £14,150 and £15,350 respectively.

A generous standard specification on the Sprint trim level includes 16‑inch sports alloy wheels, cruise control, front fog lights, manual climate control, Alfa DNA and Alfa’s Blue&Me™ system with Bluetooth®-hands‑free connectivity and USB media system. L

Volume 65 | GREENFLEET® MAGAZINE

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Product Finder

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

CAR AND VAN RENTAL

CONTRACT HIRE

CONTRACT HIRE

Green Motion 2 Redman Court, Bell Street, Princes Risborough, Bucks, HP27 0AA Tel: 01844 222333 reservations@greenmotion.co.uk www.greenmotion.co.uk Green Motion is the UK’s leading provider of low CO2 vehicle hire. Through our national network, we offer both leisure and business customers the opportunity to enjoy great value vehicle rental, while helping to reduce the impact of global CO2 emissions associated with road travel. There is no need to pay more for the green option. Apply now for Corporate Accounts.

COMPLETE VEHICLE RECHARGING SOLUTIONS

Days Contract Hire

Fleetdrive

Swansea Road Garngoch Swansea SA4 4LL Tel: 0845 815 0019 contracthire@days.co.uk www.dayscontracthire.co.uk

Harleyford Marina, Henley Road Marlow, Buckinghamshire SL7 2DX Tel: 0800 1971297 sales@fleetdrive.co.uk www.fleetdrive.co.uk Fleetdrive specialise in helping businesses with 5 – 80 cars or light commercials get best value and great service. Our services include contract hire, finance lease, maintenance, accident management, risk management and rental tied together with our online management system.

Days Contract Hire is a unique independent contract hire company servicing private and public sector clients across the UK. Specialists in providing bespoke fleet funding and management solutions for clients of all shapes and sizes.

FLEET MANAGEMENT AND FUNDING

Lex Autolease EDF Energy Tel: 01273 428 281 electricvehicles@edfenergy.com www.edfenergy.com

EDF Energy provide an end-to-end recharging service covering the technical assessment of your site(s), impartial advice on hardware requirements and best price design solutions.

To find out more or to discuss a consultation, call the Electric Vehicle Team on 01273 428 281 or email us at electricvehicles@edfenergy.com SAFETY MANAGEMENT

Blake House, Hatchford Way, Birmingham B26 3RZ Tel: 0800 389 3690 marketing@lexautolease.co.uk www.lexautolease.co.uk Lex Autolease is the UK’s leading vehicle management and funding specialist. We have in excess of 300,000 vehicles currently under management, making us the UK's largest leasing company. But it’s through delivering world class customer service and developing a true partnership with businesses and public sector organisations, to help them face the challenges of running a fleet, which gives us our competitive edge.

FLEET MAMAGEMENT REPORTING

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

ADVERTISERS INDEX

The publishers accept no responsibility for errors or omissions in this free service

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.

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GREENFLEET® MAGAZINE | Volume 65

Citroën UK 28 ,29 Fiat 14 ,15 Ford 4 Lex Autolease 16 Mazda UK OBC Mercedes-Benz 9,11 Peugeot FC, 20 ,21 The AA 18 Toyota IBC Volvo IFC

All the abilities that drive success

Desirability Reliability

What won’t our sub-100g/km CO2 range reduce?

Sustainability Affordability Rangeability Serviceability iQ (99g/km)

Aygo (99g/km)

New Auris Hybrid (84g/km)* New Auris Diesel (99g/km)

New Yaris Hybrid (79g/km)

Prius (89g/km)

New Prius Plug-In (49g/km)

New Prius+ (96g/km)

CT 200h (87g/km)

New Auris Touring Sports (85g/km)

New IS 300h (99g/km)

Your options

delivering

*June Production

Sustainability

The choice drivers want. The numbers you need. Low emissions, low tax, high levels of equipment.

From a city car to a 7-seat MPV, our sub-100g/km range has all the fleet options covered.

Find out more about our brilliant for business abilities. Call 0844 701 6186 or visit us online.

brilliant for business

toyotalexusfleet.co.uk

Official fuel consumption for our sub 100g/km CO2 range in mpg and (ltrs/100km): Combined 134.5 (2.1) - 65.7 (4.3); Urban 91.1(3.1) - 55.4 (5.1); Extra-Urban 80.7 (3.5) - 74.3 (3.8); CO2 emissions 49g/km - 99g/km.

The mpg figures quoted are sourced from official EU-regulated test results. These are provided for comparability purposes and may not reflect your actual driving experience.