GreenFleet 70

EV TESTING

ROAD TEST FORD MONDEO

www.greenfleet.net

ZERO-EMISSION TAXIS

ISSUE 70

COMMERCIAL VEHICLES

IS YOUR VAN ROAD-WORTHY? Road-side spot checks on the rise

INTERVIEW

A GREENER COURIER SERVICE FedEx shares its strategy for a low-carbon fleet FLEET MANAGEMENT

BUSINESS TRAVEL OPTIONS Staff-owned cars, pool cars, rentals, or company cars – how do you know what’s best?

ROAD TESTS: HONDA CIVIC 1.6 i-DTEC • NEW PEUGEOT 308

GREENFLEET® MAGAZINE EV TESTING

ROAD TEST FORD MONDEO

www.greenfleet.net

ZERO-EMISSION TAXIS

ISSUE 70

COMMERCIAL VEHICLES

IS YOUR VAN ROAD-WORTHY? Road-side spot checks on the rise

INTERVIEW

A GREENER COURIER SERVICE FedEx shares its strategy for a low-carbon fleet FLEET MANAGEMENT

BUSINESS TRAVEL OPTIONS Staff-owned cars, pool cars, rentals, or company cars – how do you know what’s best?

Comment

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

BUSINESS IS BOOMING IN THE UK NEW CAR MARKET Last year ended well for the green motoring industry. Sales of new electric and hybrid vehicles were up 17.5 per cent on 2012, according to data from the Society of Motor Manufacturers and Traders (SMMT), which also revealed that it was the best year for the UK new car market since a pre‑recession 2007. What’s more, the UK secured the second spot as Europe’s largest market (after Germany), and was the only one to grow consistently throughout 2013.

ROAD TESTS: HONDA CIVIC 1.6 i-DTEC • NEW PEUGEOT 308

With more green models coming onto the market this year, 2014 could also be significant. Volkswagen’s first electric offerings – the e-Golf and e-Up – will be on the roads shortly, as will the Audi A3 E-tron, the company’s first plug-in hybrid production car.

Turning our attention towards the capital, the Major of London Boris Johnson has made an ambitious pledge to make the London taxis capable of zero emissions by 2018 – only four years away. The vehicles would operate in zero-emission mode in areas with the worst air quality.

But Jenny Jones, from the London Assembly Green Party, has criticised the pledge, saying: “London also has no rapid charging network which will mean that cabbies will have to slowly recharge their

taxis when they run out of juice, which will potentially cost them trade and money.”

Will the mayor be able to pull this off, or is it a vision that will never become reality? Email your thoughts to editorial@psigroupltd.co.uk.

Angela Pisanu, editor

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

PUBLISHED BY PUBLIC SECTOR INFORMATION LIMITED

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

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Volume 70 | GREENFLEET® MAGAZINE

3

Business Mobility is Going Electric.

Electric vehicles are set to play an important role in the future of business mobility.

But are they right for you?

With AlphaElectric, and our 4 part plan, we’ve applied some very clever thinking to help electric vehicles fit seamlessly into your fleet operation.

Concerned about vehicle range and charging points? We’ve got them covered.

With Alphabet, you’ll always get from A to B – no matter how far the journey.

Talk to us today, plug into our expertise, and take your electric fleet a great deal further.

AlphaElectric. It’s all part of our vision for the future of mobility.

Find out more:

Tel: 0870 50 50 100 Email: alphabet@alphabet.co.uk www.alphabet.co.uk

Contents

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

CONTENTS GREENFLEET 70 07 GREENFLEET NEWS

New London taxis to be zero-emission by 2018; Government seeks views on advanced low-carbon fuels; Electric and hybrid sales up 17.5 per cent in 2013

14 FLEET MANAGEMENT

With so many choices for business travel, how can an organisation know what is best for them? The ICFM’s James Langley goes through the options

07

28 ROAD TEST: PEUGEOT 308 ACTIVE HDi 92 The new 308 has been totally revised to make it a strong C-segment contender

30 ROAD TEST: HONDA CIVIC 1.6 i-DTEC SE

The Honda Civic’s new 1.6 i-DTEC diesel engine promises low emissions with a dynamic drive

31 ROAD TEST: 18 COMMERCIAL VEHICLES VOLKSWAGEN POLO Road-side spot checks are on the rise, and so van fleet operators need to get serious BLUEGT about running a compliant van fleet, writes the DVSA’s Gordon MacDonald

21 INTERVIEW

GreenFleet speaks to William Martin of FedEx Europe to find out how the corporation is working on reducing its fleet’s carbon footprint

14

26 ELECTRIC VEHICLES

Millbrook engineer Alastair Wynn talks about the specific requirements of durability testing electric and hybrid vehicles

18

Can cylinder deactivation technology make a petrol engine as clean and as economical as a diesel?

32 ROAD TEST: FORD MONDEO ZETEC BUSINESS EDITION 1.6 TDCi ECO Ford has released a Mondeo tailor‑made to green-minded fleet drivers

45 PRODUCT FINDER A round-up of products and services for the fleet market

32

21 31

GreenFleet magazine

www.greenfleet.net Volume 70 | GREENFLEET® MAGAZINE

5

The E-Class.

CO2 from 109g /km.*

A Daimler Brand

The numbers work.

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), comparison purposes and actual performance will depend on driving style, road conditions and other non-technical factors. *Model featured is a new E 300 BlueTec Hybrid SE Saloon at £40,525.00 on-the-road including be available. Price correct at time of going to print 01/14.

extra urban 36.2 (7.8) –70.6 (4.0), combined 28.3 (10.0) –68.9 (4.1). CO2 emissions: 234 –109 g/km. Official EU-regulated test data are provided for 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

News

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

ALTERNATIVE FUELS

URBAN TAXIS

Air Products gets Hyundai ix35 for London hydrogen project Industrial energy company Air Products has signed a leasing contract for a new Hyundai ix35 Fuel Cell vehicle which will be used as part of the London Hydrogen Network Expansion (LHNE) project. The car will be one of five vehicles leased from Hyundai by the remaining LHNE partners which will be announced in due course.

The consortium responsible for the LHNE project will deliver a publicly accessible, state-of-the-art J2601 compliant 700-bar renewable hydrogen fuelling station network, which the Hyundai cars will use to re-fuel.

Diana Raine, European Business Manager Hydrogen Energy at Air Products says: “This is an important step for the LHNE project which is bringing together all the components necessary to make hydrogen transport possible across London and the South East. We hope that this model will be replicated across the UK and Europe in years to come.”

This is the first commercial lease granted

by Hyundai Motor UK Ltd in the UK. READ MORE:

airproducts.co.uk

CONGESTION CHARGE

Capita to take over as London Congestion Charge service provider Capita Plc will take over as the service provider for congestion charging and the Low Emission Zone, Transport for London has announced.

They will begin operations in October 2015.

Capita has also successfully bid for a traffic enforcement notice processing contract, which includes processing Penalty Charge Notices for bus lane and yellow box junction contraventions. The contracts are worth a total of £145m over five years.

The proposed changes include enabling CC Auto Pay customers to pay via Direct Debit; the introduction of a simple online registration process for discounts; and introducing reimbursements for charges paid via CC Auto Pay by NHS READ MORE: patients tinyurl.com/pl3o7k8 and staff.

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GREENFLEET® MAGAZINE | Volume 70

New London taxis to be zero‑emission by 2018

READ MORE:

tinyurl.com/pd6dmbz

All new taxis in London should be capable of emitting zero emissions from 2018, the Mayor of London Boris Johnson has said, as part of a pledge made last year to introduce an Ultra Low Emission Zone in central London by 2020.

The vehicles will operate in zero-emission mode in areas of the capital suffering from the worst air quality, such as central London.

Johnson said: “The London taxi is iconic in so many ways – not least in terms of its eye‑catching looks and the way it is piloted by wily experts who know the capital like the back of their hand.”

“To date its one Achilles’ heel, particularly of older models, has been the pollution generated by chugging diesel engines.

“As part of my mission to improve our air quality and drive innovation, I’m making a firm pledge to Londoners that from 2018 all taxis presented for licensing should be zero‑emission capable.”

The major and the Office of Low Emission Vehicles are in discussion with the Green Investment Bank regarding how the scheme can be financed.

At a taxi event at City Hall held by the major, five manufacturer’s showcased their cars, including UK firms Frazer-Nash Research and Ecotive, who have developed the range‑extended Metrocab (pictured above).

The Metrocab will be about three times as efficient as traditional London cabs, achieving over 75mpg and emitting less than 50g CO2 per kilometre travelled.

Powered by a one-litre petrol engine and 12.2kWh lithium polymer battery pack, the cab will have a combined range of about 347 miles and will be able to run 40 to 50 miles on battery power alone.

Cabbies are invited to register for real‑world trials in the Metrocab here: www.newmetrocab.com/trial

ALTERNATIVE FUELS

Government seeks views on advanced low-carbon fuels The government is seeking views on new ways to create advanced fuels that are low-carbon, using new technologies that can replace conventional fossil fuels.

Turning yoghurt pots into diesel and making jet fuel out of household waste are just two of the ideas in the spotlight as part of the ‘call for evidence.’

Baroness Kramer said: “Britain has a wealth of expertise in this field and is home to many innovative companies.

We are asking for evidence on what this high-tech sector can do to decarbonise transport and create new, green jobs.”

The government is looking to hear the views of industry experts, environmental

groups and other interested parties on the future of advanced fuels.

Earlier this year the government announced a £25 million competition to develop a demonstration plant to produce advanced transport fuels. This document is looking for evidence on how to build on this competition and develop the sector further. It will seek views on what technologies are out there, what benefits they could bring and what role the government should have in their development. The document is a first-stage consultation that will help shape future READ MORE: government tinyurl.com/l4tjfq2 policies.

FREIGHT & LOGISTICS

LCRS awards acknowledge efficient fleets The Freight Transport Association (FTA) is to hold its annual Cutting Carbon, Cutting Costs Conference in May. The conference will see the LCRS awards presented to companies that have made significant efforts to reduce their fleets’ carbon emissions. The conference been running since 2009, and provides an opportunity for the FTA to give freight operators advice on how to improve efficiency, reduce carbon emissions and reduce fuel expenses.

Rachael Dillon, Climate Change Policy Manager said: “FTA is delighted to be holding its sixth Carbon Conference.

The 2014 conference programme will provide delegates with the opportunity to discover the latest carbon reduction practices, and learn of the innovative ways to improve their operational efficiency.”

The LCRS award categories are: Best fuel efficient operation; Best use of alternative low carbon fuels and technologies; Most innovative fleet management; Breakthrough in modal shift; and Leadership in logistics READ MORE: carbon tinyurl.com/omtcabx reduction.

News

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

ALTERNATIVE FUELS

Hydrogen-powered Toyota could beat blackouts A new hydrogen-fuelled Toyota has been developed which could generate enough energy to power a regular home for a week, should a power cut strike.

The FCV, due to make its world sales debut next year, demonstrated its potential as a back-up domestic energy supplier at the Consumer Electronics Show in Las Vegas this month.

NEW CAR SALES

Electric and hybrid sales up 17.5 per cent in 2013 2013 saw a significant increase in sales of electric and hybrid vehicles, according to the Society of Motor Manufacturers and Traders (SMMT).

The society recently published new registration data showing that 32,727 hybrid and plug-in vehicles were registered last year, an increase of 17.5 per cent

on the previous year. Also, plug-in vehicles almost tripled their share of the alternative fuel car market, rising to 12.3 per cent.

3,584 of these newly-registered vehicles qualified for the government plug-in grant of £5,000, making a total of 6,942 recipients since the grant was set up in 2011.

The four-door saloon’s electric motor can produce more than 100kW and, with a full tank of hydrogen fuel, could generate enough energy to power a regular home for a week. Engineers are now researching an external power supply device that could be used with the car to provide a safe and simple domestic connection.

POLLUTION

60mph speed limit on the M1 to cut air pollution

Nissan sells 100,000th Leaf A British dentist has become the 100,000th customer of the Nissan Leaf. Dr Brett Garner, the owner of a dental practice in Fareham said: “I have chosen my Nissan Leaf because I am very interested in its running costs. The cost of ownership such as maintenance, insurance and charging also convinced my wife. She had the experience of driving 500 miles in a borrowed Leaf and the low cost was remarkable. So she was converted and insisted that we had a Leaf.” To mark the event, Nissan affixed 50,000 2p coins and 50,000 two cent Euro coins to reflect “how cost efficient it is to run‚ just £0.02 per mile.”

The speed limit on one of Britain’s busiest motorways is to be cut from 70mph to 60mph to meet European Union pollution targets.

The first ‘environmental’ speed limit is set to be imposed within months on a 32-mile stretch of the M1 for seven days a week, from 7am to 7pm.

Any driver caught breaking it faces a hefty fine and penalty points on their licence.

The Highways Agency said last night that the scheme was likely to spread to other stretches of motorway, and is not ruled out on up to a dozen major routes.

Although the Highways Agency said the lower speed limit will be in place until pollution dropped to acceptable levels, it admitted the 60mph restriction was likely to remain for several years. It said a lower speed limit was needed to ensure new EU guidelines on air quality, which come into force READ MORE: this year, will tinyurl.com/q4u25tc be met.

Volume 70 | GREENFLEET® MAGAZINE

9

Scotland’s Premier Low Emission Vehicle Event Thursday 24 April 2014 Royal Highland Centre, Edinburgh

Register for FREE at www.greenfleetscotland.co.uk

News

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

PUBLIC TRANSPORT

Wirelessly-charged electric buses commence trial in Milton Keynes An all-electric bus route has commenced in Milton Keynes that will test whether electric buses can perform on a par with their diesel counterparts in a real-world operational environment. Eight buses will run for five years in a carefully monitored demonstration programme, which will objectively assess their technical and commercial viability.

The electric buses will take over a route that even diesel buses find demanding: running 17 hours a day, seven days a week, with each bus covering over 56,000 miles per year. But instead of plugging into the mains, the new buses will be able to recharge their batteries wirelessly during their working day. This means they can run a continuous service for a whole 17 hours, just like a diesel bus.

The concept is simple: wireless charging plates set into the road transfer power directly to receiving plates underneath the bus, using a technique based on the principles of electrical induction. In just 10 minutes, a bus parked over a charging point will replenish two‑thirds of the energy consumed on its 15-mile route. Only two wireless charging points are needed to service all eight buses, which will charge in the time scheduled for driver breaks.

The eight electric buses are predicted to remove approximately five tonnes of particulates and noxious tailpipe emissions from the city’s streets each year and approximately 270 tonnes of CO2 per year from the atmosphere. As the UK electricity supply becomes greener, the CO2 savings could increase to more than 680 tonnes per year.

READ MORE:

tinyurl.com/q37cs2u

ELECTRIC VEHICLES

EV car club launched at Hertfordshire university A new, entirely electric, pay‑per‑use car club has launched at the University of Hertfordshire, providing staff, students and the local community with a convenient and environmentally friendly travel alternative that removes the costs of owning and running a car.

The University’s Environment and Sustainability team has partnered with Source East (the region’s electric vehicle recharging network) and E-Car Club (the UK’s first entirely electric pay-per‑use car club) to run the scheme, which offers three electric cars

READ MORE:

tinyurl.com/puroxyy

to hire by the hour from either the University’s College Lane or de Havilland campus via a membership programme.

LowCVP’s Andy Eastlake Take it with a pinch of salt Measuring and comparing emissions from different vehicle types running on different fuels is a complicated matter. With emissions arising at different stages of the ‘life cycle’ and in many different forms, the difficulties in getting clear answers have increased. That’s why the LowCVP has been leading calls to develop a pathway to a more holistic approach for measuring the total impacts of vehicle use.

Some recent media reports have suggested that EVs can produce more emissions over the life-cycle than the conventional vehicles they replace. But the search for a newsworthy angle can sometimes lead the media to report the exceptional as though it’s the norm.

Some electric vehicles in certain circumstances may, indeed, have a significant carbon footprint but for the vast bulk of studies, electric car use leads, overall, to significantly less CO2 than is emitted from cars with a conventional internal combustion engine. Where low carbon energy sources are used, the emissions are significantly lower. And that’s today.

As more coal plants are retired, life‑cycle emissions drop even further and night-time charging provides an opportunity to take advantage of wind power and grid capacity to further cut the CO2 impact.

There’s another story doing the rounds that new direct‑injection gasoline engines, engineered to emit less CO2, are producing more health-damaging fine particulates.

The latest legislation includes measurement on particle number in order to control these emissions and it’s safe to say that the particulate traps now standard on diesels are extremely effective, so may be applied to gasoline cars as limits tighten. But the fact that burning fossil fuels gives rise to fine particles is not really news as I remember testing this nearly 20 years ago!

Last month even the LowCVP had cause to rebut a headline after coverage about a LowCVP study stated that some of the 1,300 or so buses funded under the Government’s Green Bus Funds are emitting more local pollutants than the buses they replaced.

The overwhelming conclusion of the study, in fact, was that these low carbon buses are doing better in terms of both CO2 (by a large margin) and local pollutants, but that with changes to the regulations even more could be done to improve air quality.

So the moral of the story is if you see a surprising headline about low carbon vehicles, take it with a large pinch of salt… and try to take a look at the original source or report before jumping to conclusions!

FURTHER INFORMATION: www.lowcvp.org.uk

Volume 70 | GREENFLEET® MAGAZINE

11

Fleet Management Written by James Langley, deputy chairman and director, Institute of Car Fleet Management

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

BUSINESS TRAVEL

GETTING A GRIP ON GETTING ABOUT With the choice of using staff-owned cars, pool cars, short-term rentals, and company cars, it is not always clear what business travel method is best for an organisation. James Langley, deputy chairman and director of the Institute of Car Fleet Management, examines the different options These days, most businesses need to move people or product around and require a vehicle and driver to do so. The ramifications in terms of performance and cost, coupled with the potential risks which could be encountered mean that decision making about how business travel requirements are fulfilled is a critical function of management. Even in quite significant organisations, decisions have been based on bad data; solutions initially deemed so appropriate, later transpire to present far greater costs than had ever been anticipated and, moreover, diverting away from the plan consumes a massive amount of resource.

KNOW YOUR BUSINESS It’s vital to have a thorough understanding of the business, the operations and the current transport needs as well as a sound appreciation of what is likely to happen over the next two or three years and the corporate social responsibility perspective of the organisation. Clarity around these aspects will support the process of establishing the objectives for any provision of business transport.

However the car is provided, as soon as the

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GREENFLEET® MAGAZINE | Volume 70

organisation has any employee driving on business, there are legal obligations which have to be addressed. Contrary to some belief, they are no less significant when an employee uses their own car for business purposes; in fact, they are likely to be more difficult to manage than if the organisation provides the vehicle. There is an element of ‘lightning strike’ about this; the chance of it all going badly wrong is statistically low but the impact if it does will be massive. The organisation must take reasonable steps to ensure that risks associated with the driver, vehicle and journey are identified and suitably managed through policies, procedures and processes.

simple is, of course, nothing of the sort.

The organisation will need to ensure that the driver is competent to drive for business. Holding a valid driving licence may well indicate some capability but a poor accident history, habitual poor driving practices, a willingness to bend the rules and perhaps even personal health issues indicate potential issues. The organisation needs to put in place procedures to control this exposure and the controls need to be in place for everyone driving on business.

The next area of concern is the vehicle itself; it needs to be suitable for the business purpose and must be on the road legally by having an MOT certificate as required and with business use insurance which covers that employee driving in connection with the organisation’s business.

It must be in good condition in all respects; properly maintained and with routine safety checks carried out by the driver.

r Howeve is le a vehic as soon ed, proivid rganisation as an o employee has anyon business, driving are legal there ions to obligat ress add

GREY FLEET The most obvious first port of call for a vehicle for business use is getting employees to use their own cars. What sounds so gloriously

OTHER CONCERNS Using employees own vehicles is an onerous business; the younger driver with a hot-hatch, which he perhaps can’t afford to maintain fully, is a fairly obvious problem area but there are many more potential

business use and the car shouldn’t be normally parked at or in the vicinity of the home of any particular employee. The common query is that of the early start and a wish to take the car home the night before. If this is occasional and infrequent, it’s unlikely to be a problem but, should a pattern of this sort of use become established, it will doubtless present an issue.

One concern is maintaining the ‘quality of use’. Providing a pool car for a 100-mile trip to visit a customer is fair enough and releasing a car that is otherwise doing nothing to drive to the local bank or Post Office is probably quite reasonable. The difficulty arises when cars are being pre-booked to undertake those petty local jobs and preventing the cars from being used for higher quality purposes. I came across a business where several pool cars were taken, every day, to drive to the local city, where they would be parked for six or seven hours, despite the fact that there was a chauffeur car on a city shuttle throughout business hours.

However, there are benefits – you can be

The other application of short-term rental is to provide more permanent cars to accommodate longer assignments, the engineer who needs to be away for several months on an installation or the new starter who is eligible for a company car but where the employer would like to ensure he’s settled in before making the commitment to a new car. Where the car is allocated to an employee in this fashion there will be a BIK liability for the driver and a NI liability for the employer.

These will be based on a scale which reflects the list price and CO2 emissions of the car.

Fleet Management

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

FULL COMPANY CAR Company cars are usually provided to employees who need them for their role or who are entitled to them by virtue of their status. The specific objectives of the organisation will influence the general level of car and the extent of choice offered to the driver; where the car is provided purely for business travel needs, there might be little

Common fleet issues include establishing and maintaining eligibility criteria, and managing vehicle choice over the longer term. Prices, costs, and CO2-based BIK tax band levels move, influencing driver behaviour and managing risk issues which are far more subtle. Even if the employer can put in place adequate controls to manage the driver and vehicle risk and apply some control to authorise each use, there remains the issue of how employees are to be reimbursed for the business use.

Very popular is the AMAP rate (Approved Mileage Allowance Payment), currently 45 pence per mile for the first 10,000 miles and 25 pence per mile thereafter. The great attraction of this rate is that there are no taxation or national insurance liabilities so it’s nice and straightforward. However, it’s a compromise, for some situations it might be too little and for others, too much. Expect to spend a great deal of time defending the rates used and, when this is considered alongside all the issues around the driver and the vehicle, it’s little wonder that many employers have put this solution into the ‘too difficult box’ and shifted to pool cars.

POOL CARS Plenty of organisations use pool cars effectively. They are not assigned to an employee and not available for private use and therefore there is no benefit in kind taxation (BIK) or national insurance (NI) liability.

However, they must truly be pool cars and that means that they have to be made available to, and used by more than one employee in the tax year, they shouldn’t be used by one employee to the exclusion of others, any private mileage should be incidental to the

assured that the vehicles are suitable for business use, are being maintained properly and that they are taxed and insured.

Abuse however is a common problem.

A robust process for both the issue and return of the vehicle to ensure that vehicle condition is maintained is vital; this is very time consuming and arduous and there are often issues in getting it done consistently, particularly when other business pressures come into play. The amount of resource necessary to maintain adequate levels of control is almost always underestimated.

SHORT-TERM RENTAL Some organisations use short-term rental as a method of delivering pool cars and if the vehicle is a true pool car as outlined above, then again there is no BIK taxation or NI liability. Where rental is used to provide pool cars, the user outsources the condition management and the handover process. However, the costs of the additional administration will have to be recovered. Consequently, if the organisation requires lots of vehicle handovers, then there will be a higher level of administration from the rental provider, for which they must apply charges.

However, the organisation will be able to access robust information to identify those drivers who perhaps need to be the focus of management attention to correct performance deficiencies.

driver choice. However, where the scheme is about attraction and retention of staff, choice might be much wider. Choice does however bring its own issues, a common one being the re-allocation of released vehicles, particularly in an era where drivers will be paying BIK tax (and the organisation NI) and often have clear ideas about the car they’d prefer.

Most organisations acquire their cars either by ownership or contract hire. Any new car has to be seen as a three or four-year commitment; this means that great care should be taken in getting structure and control into the scheme. This will ensure that appropriate cars are brought into the fleet, adequate levels of control are applied, costs can be forecast and performance maintained.

Common issues include establishing and maintaining eligibility criteria, managing vehicle choice over the longer time as prices, costs and CO2 emission-based BIK tax band levels move, influencing driver behaviour and managing risk.

Above all, the business, the fleet, the industry will evolve and it’s vital that, irrespective of how cars for business are provided, information is gathered and reviewed on a regular basis to refine the policy and to perhaps identify changes in how transport ought best to be provided for the different usage profile groups. L FURTHER INFORMATION www.icfm.com

Volume 70 | GREENFLEET® MAGAZINE

15

MPW it’s A LITTLE BIT flexi

fiat.co.uk

Commercial Vehicles Written by Gordon MacDonald, head of enforcement policy, Driver and Vehicle Standards Agency (DVSA)

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

VAN COMPLIANCE

ROAD-WORTHY VAN FLEETS

Uncertainty about the legal requirements involved in operating van and LGV fleets has led to a rise in non-compliance, and with road-side spot checks on the rise, van fleet operators need to get serious about running a road-worthy van fleet, writes Gordon MacDonald There are over three million light goods vehicles (LGVs) registered in the UK with thousands being used everyday for either business or private use. With such high volumes of this type of vehicle on UK roads, it is essential that they are properly maintained to ensure they are fit for purpose along with drivers taking care when carrying out their daily work.

The belief that vans are poorly maintained appears to be borne out by both their MoT failure rates and prohibition rates at DVSA roadside spot checks. More than 50 per cent of class 7 vehicles fail their MoT test first time, and 63 per cent of vehicles checked at the roadside attract prohibitions relating to a full range of mechanical defects, giving further evidence of this type of vehicle being less safe. There is a significantly higher

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rate of overloading found in checks of LGVs compared to heavy goods vehicles (HGVs). Together, these issues represent overwhelming evidence that changes need to be made.

The top five issues are: tyres; suspension; brakes; lights and indicators; and steering.

image, with the stereotype ‘white van man’ as a prime example. However, this year, DVSA have conducted a targeted programme to address the situation and attempt to raise van industry standards. The first step in this initiative was a programme of checks in twenty cities across the country throughout the year. The cities involved in this initiative were: Inverness, Glasgow, Aberdeen, Edinburgh, Newcastle, Leeds, Manchester, Nottingham, Liverpool, Wrexham, Birmingham, Norwich, Cardiff, Bristol, Plymouth Southampton, London, Brighton,

The at belief thoorly p vans ared appears ne maintai orne out by to be b failure rates oT both M ohibition rates and pr SA road-side at DV checks spot

RAISING STANDARDS It is clear that the standard of vehicle maintenance needs to be raised, along with perceived driver behaviour. It is no secret that the parts of the LGV sector have a less than desirable

Dover and Milton Keynes. This was designed to target vehicles harbouring mechanical defects and find examples of overloading, as well as raising DVSA’s profile with specific van sectors.

The results from the first series of checks show a 69.7 per cent prohibition rate, confirming that our attention on the van fleet is justified.

The objectives that were set out for the campaign were to raise awareness about the economic and road safety importance of van driver behaviour and to encourage HGV

A CLOSER LOOK The guide consists of useful information, such as what the cost could be to you and your company if your van is not compliant and in a bad state of repair. It has a VAN checklist – this is what you should check before you drive your van. It examines the issue of licences, explaining the fines and sentences you could face by not ensuring you have the correct category of licence for the vehicle that you are driving.

DVSA (incorporating VOSA and DSA) has produced the Van Best Practice Guide, which explains how keeping your van legal can save thousands in lost income, fines, and fixed penalties. It also helps the environment by having a more efficient vehicle operators to adopt the same level of rigorous road-worthiness and driver compliance regimes to any van fleet they operate. It aims to raise awareness about the enforcement activity taking place by DVSA in 2013/14 and to work with trusted intermediaries and trade associations to highlight best practice within their membership. Finally, the campaign aims to gain greater behavioural insight into how to optimise the compliance ‘message’ and delivery mechanisms to enact change.

The guide also goes into load security, which explains the fines you could face if you overload your vehicle and the fact that your vehicle may become unsafe if its not carrying to correct maximum weights for the axles you have. Laws and regulations are covered and explain again the fines and sentences you

could face if you are not complaint.

The guide helps you to familiarise yourself with your van and its features so it can be properly maintained.

Roadside checks is also covered, so fleets are aware that the DVSA are stopping more and more vans and the prohibition rate is high compared to HGV industry.

Finally the guide has a walkaround check, which is a detailed diagram of what you need to be checking before you use your vehicle each day.

The guide offers general help and isn’t a legal document. If people are not sure about any of the advice it contains then they should consider seeking independent legal advice.

Included with the Van Best Practice Guide, is a pocket diagram. This pocket guide contains the basic information from the best practice guide but is designed to be folded up and carried around in the cab of a van for quick reference. L

Commercial Vehicles

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

FURTHER INFORMATION To download the guide, visit tinyurl.com/nxzgv6qL

WORKING TOGETHER DVSA (incorporating VOSA and DSA) are determined to raise the standards of the van fleets that operate on the UK roads through joint working, education, assistance, and if required, enforcement action. It wants to work with the LGV sector to increase their awareness that a regularly serviced and well maintained vehicle will mean that their business is more efficient, which reduces the risk of unsatisfied customers because they can’t do the job.

To assist DVSA in this high profile initiative, it has produced a guide detailing best practice, including an operator and driver checklist; along with a diagram of a van walkaround check. The Van Best Practice Guide explains how keeping your van legal can save thousands in lost income, fines and fixed penalties; not to mention that it also helps the environment at the same time by having a more efficient vehicle.

The poor condition of some vans cost businesses up to £4,000 per day, through on-the-spot penalties and lost revenue.

This publication is the result of collaboration with trade representatives involved in the van sector and DVSA working with them to develop a workable solution. It is hoped that this guide will prove to be a valuable tool to help improve standards, making the UK road network a safer environment for all users.

Volume 70 | GREENFLEET® MAGAZINE

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COURIER

DELIVERIES

STRATEGIES FOR A GREENER COURIER DELIVERY SERVICE

GreenFleet speaks to William Martin of FedEx Europe to find out how the corporation is working on solutions for improved fuel efficiency and a reduced carbon footprint DESCRIBE THE COMPANY’S FLEET. Across the UK and Ireland, FedEx offers a range of domestic and international transportation services, operating 75 stations and depots, including the International Gateway at Stansted Airport and the Newcastle-Under-Lyme domestic hub. FedEx has a total of 2,754 vehicles operating across the UK and Ireland. Striving to be the environmental leader in the transportation industry, the organisation has developed strong environmental policies whilst promoting effective environmental management to suppliers and contractors. It has

already put in place a number of initiatives and set ambitious targets which are evolving.

HOW DOES FEDEX REDUCE THE CO2 EMISSIONS OF ITS GROUND VEHICLES? In 2012, the organisation launched an Eco‑Drive programme to improve fuel efficiency by changing the daily driving habits of thousands of its couriers. The campaign provides couriers with practical information and driving tips to operate their vehicles in a more environmentally friendly way. Among the benefits

FedEx recentlyces or joined f san to s with Ni te a joint tra demons itment to comm ronment, i the env all-electric testing V200s e-N

Interview

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

of the Eco-Drive programme are fuel efficiencies, lower emissions leading to a cleaner environment and vehicle accident prevention, thus promoting safer roads.

The Eco-Drive programme promotes a vibrant green workplace culture. FedEx team members are proud to have the knowledge needed to drive in a more sustainable way and understand the importance of reducing their carbon emissions for the business and its customers.

HAS THE COMPANY SET ITSELF ANY CARBON REDUCTION TARGETS? Carbon reduction targets are set out each year in the annual FedEx Global Citizenship Report (GCR).

In 2008, the report announced that we would seek to reduce emission intensity from our aircraft (measured as CO2 emissions per available ton mile) and to improve the efficiency of its vehicle fleet by 20 per cent by 2020, as compared with the 2005 performance.

That being said, by March 2013, FedEx had already surpassed this goal with a more than 22 per cent cumulative improvement in fuel economy for its vehicles.

In March 2013, the organisation announced a higher fuel efficiency target of 30 per cent by 2020 – a 50 per cent increase over the original goal. E

Volume 70 | GREENFLEET® MAGAZINE

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Navigate your way to a greener fleet.

The route to a greener fleet begins with Lex Autolease.

Establishing a green fleet is simple and cost effective. We help organisations of all sizes implement solutions that will deliver a range of financial and environmental benefits, including reduced fuel costs, lower CO2 emissions and other Whole Life Cost savings.

To find out more about why green fleets don’t cost the earth visit www.lexautolease.co.uk/thegreen, call 0800 389 3690, or follow us on /lexautolease

/lexautolease

Interview

COURIER DELIVERIES

 DO YOU USE ANY ALTERNATIVELY‑FUELLED VEHICLES? As a global logistics organisation, it’s no secret that the primary carbon expenditure is the ground and air fleet of vehicles. Over the last few years, the cost of fuel has risen astronomically, making the efficient running of such a fleet a necessity.

By pursuing promising avenues of advanced technologies, enlisting a variety of experienced manufacturers and optimising vehicle operations, the organisation has been able to improve the fuel efficiency of its vehicle fleet at a faster rate than expected – seeing the biggest impact on overall fuel efficiency from the strategy of matching the right vehicle to each route.

These initiatives have yielded substantial economic and environmental returns, saving approximately 76 million litres of fuel in 2013.

The organisation has also increased the overall size of its alternative-energy vehicle global fleet by 18 per cent in its fiscal year 2012 alone, with a total of 364 hybrid-electric vehicles and 118 all-electric vehicles. To date, these have saved 1.89 million litres of fuel and travelled more than 24 million kilometres.

FedEx currently has 96 Boeing 757 freighters in operation worldwide, three of which operate throughout Europe. The introduction of these planes continues the organisations commitment to environmentally-friendly growth, as they are known for improved fuel efficiency and reduced noise levels.

In line with its fuel efficiency targets, FedEx is also continuing to introduce Boeing 777F aircraft, which use 18 per cent less fuel than the MD-11 aircraft they replace.

Overall, the sustainability fleet, including vehicles and aeroplanes, has prevented 472,000 metric tonnes of carbon emissions

Through pursuing a number of measures, FedEx has been able to improve the fuel efficiency of its vehicle fleet at a faster rate than expected, seeing the biggest impact from the strategy of matching the right vehicle to the right route and saved 53 million gallons of fuel to date.

Remaining committed to our goal of sourcing 30 per cent of its jet fuel from alternative sources by 2030, we are working with The Nature Conservancy to develop a roadmap to guide the adoption of biofuels for long‑haul segments. This roadmap can also act as a guide for the transportation sector as a whole – helping FedEx and others use more sustainably sourced fuels.

Furthermore, the Fuel Sense program, an EarthSmart initiative focused on efficient aircraft operations, has identified a number of ways to reduce fuel usage and carbon emissions while continuing to ensure safe operations. Fuel Sense saves 185 million litres of jet fuel and avoids more than 466,000 tonnes of CO2 emissions each year.

WHAT OTHER MEASURES HAS FEDEX TAKEN TO REDUCE THE ENVIRONMENTAL IMPACT OF ITS GROUND VEHICLES? The company recently joined forces with Nissan to demonstrate a joint commitment to the environment. For example, we test drove the Nissan all‑electric e-NV200 prototype van in the London area to assess its durability for the rigours of urban deliveries.

FedEx operated 43 all-electric vehicles

over a two month period in London, Paris, New York, Los Angeles, Chicago and Memphis – all dense urban centres.

With zero emissions and energy-recycling regenerative braking, the Nissan NV200 EV prototype is particularly well-suited for congested city streets where poor air quality is causing concern and the start and stop of city traffic reduces energy wastage, and thus increases the efficiency of the vehicle’s driveline. Battery charging options include a complete recharge overnight or up to 80 percent capacity in just 30 minutes using a Rapid Charger.

Our cross-sector approach to reduce dependence on petroleum, reduce carbon impact and eliminate tailpipe emissions remains unwavering.

FedEx will continue to work closely with Nissan to conduct similar tests in Japan and Singapore and additional trials are anticipated.

By working on and investing in commercially viable sustainable initiatives, the company is seeking to ensure a bright future both environmentally and in terms of the bottom line. L

FURTHER INFORMATION tinyurl.com/q5f62mw tinyurl.com/7m6tcxq

Volume 70 | GREENFLEET® MAGAZINE

23

WANT TO IMPROVE YOUR GOLF? NEW PEUGEOT 308

New Peugeot 308 1.6 BlueHDi Active

Volkswagen Golf MK 7 BlueMotion 1.6 TDi

82g/km

85g/km

BIK at 40%

£83

£92

P11D Value

£19,040

£21,215

(combined drive cycle)

MPG

91.1

88.3

BHP

120

110

CO2

Data provided by KWIKcarcost

One look at its impressive numbers tells you exactly how the New 308 stacks up against the Volkswagen Golf. But what you don’t get from the figures is just how dynamic the driving experience feels. Or how sleek the new interior looks, with its unique Peugeot i-Cockpit featuring a 9.7” touchscreen with satellite navigation+ and smaller steering wheel – for more intuitive handling. If you want to see how the New 308 compares to the competition, with independent data provided by KWIKcarcost, visit peugeotcompare.co.uk Official Fuel Consumption in mpg (l/100km) and CO2 emissions (g/km) for the 308 Range are: Urban 35.8 (7.9) – 80.7 (3.5), Extra Urban 61.4 (4.6) – 97.4 (2.9), Combined 48.7 (5.8) - 91.1 (3.1) and CO 2 134-82 (g/km). MPG figures are achieved under official EU test conditions, intended as a guide for comparative purposes only, and may not reflect actual on-the-road driving conditions. Model shown is a 308 Feline with 18” Saphir alloy wheels. +9.7” touchscreen and satellite navigation available on Active level and above. Data shown in the table is independently provided by KWIKcarcost.

NEW PEUGEOT 308

business.peugeot.co.uk /New308

You can also find out more by visiting business.peugeot.co.uk/New308 or calling 02476 884 644 for more information.

Electric Vehicles Written by Alastair Wynn, senior engineer (durability), Millbrook

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

DURABILITY TESTING

PUTTING NEW GREEN TECHNOLOGY TO THE TEST

Alastair Wynn, senior engineer (durability) at Millbrook, talks about the specific requirements of durability testing electric and hybrid vehicles and the challenges they pose to manufacturers Accelerating real world usage can be challenging. If there are a number of events, these need to be sequenced without compromising test integrity. For example, it may be necessary to conduct a number of pothole impacts and complete a given distance of Pavé. Conducting the pothole manoeuvre after the shock absorbers have risen in temperature on a Pavé surface could give unrealistic loads, due to a reduced shock absorber performance.

With an increasing public perception of the benefits of driving more economically and efficiently, the demands for electric and hybrid vehicles continues to grow. However, despite the obvious advantages, there remain some challenges with these new technologies, such as the driving range, weight and size of battery packs and performance on inclines. In order to address these challenges manufacturers are working closely with Millbrook to comprehensively test and develop their vehicles to ensure reliability, safety and that customer expectations are met.

TEST REQUIREMENTS Test requirements for EVs and HEVs are very different, but the way the test is designed is the same. The common goal of durability testing is to simulate the real‑world usage of a vehicle in an accelerated manner and to identify interface issues so that they can be addressed. It is imperative that all eventualities are covered whilst not conducting unnecessary tests that are of

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GREENFLEET® MAGAZINE | Volume 70

‘REAL WORLD USAGE’ CONSIDERATIONS Regardless of propulsion design, durability testing must always be aligned with the intended ‘in-service’ use of the vehicle. This alignment covers areas such as the intended market for the vehicle, what type of vehicle it is, the style of the vehicle and the intended use. Other uses must be considered too, for example a delivery vehicle may see a lot of kerb impacts during its life, have a lot of ignition cycles and spend time in urban areas, as well as cover a lot of ground on motorways, highways and autobahns. All of these factors will determine the regime required and bespoke durability testing programmes will subsequently be developed.

Areas for consideration when testing hybrid electric and electric vehicles that could be different to ICE vehicles include driving style, average trip distance, speed profile, standard and additional features of the vehicle, the target customer and risk assessment. Whilst many of these appear to be the same as ICE vehicles on first reading there are differences which need to be accommodated. Two of the most common are the average trip distance which, with the current limited range of EVs, means they are primarily urban vehicles and used for short, stop/start motoring and risk assessment where special attention has to be paid to the risk of fire and potential danger to rescue services with EV batteries.

ating Acceler orld real-w n be a usage c g. Events gin challen d to be nee ithout w d e c n seque mising test comprotegrity in

no use to the client.

It is not necessary to cater for every customer as not all are going to see the most severe inputs, but it is important to know the target customer and test according to their usage. For example, out of 100 customers of a C segment vehicle (equivalent to a small family car) only two may see vertical loads that are considered excessive. As those loads may only be seen twice during three years of data, is it necessary to test to the needs of those 2 customers? If so, the vehicle could be at risk of being ‘over engineered’ for the 98 people who will never see that event.

Safety systems, including ABS, TCS and stability control should be exercised periodically during the test to ensure functionality. Some subsystems are more critical than others, for example brakes and steering, but specific testing should be conducted independently of the whole vehicle test.

PERFORMANCE IMPLICATIONS Due to the nature of EVs and HEVs the most significant differences are in the usage

of electrical system performance, battery performance and engine performance.

Notably the battery performance and engine performance are going to change depending on the usage. Battery state of charge (SOC) and the systems utilised in an HEV have a direct impact. Battery performance can also be affected by temperature changes and different charging strategies.

With an HEV, any use of ancillary systems, such as the air conditioning, lighting, will

check the connections and interfaces cope with the anticipated wear and tear.

The inspection process should include critical inspection of the batteries, battery carrier and wiring, in addition to the normal inspection criteria. There is less need to test for fatigue as a result of more frequent lower loads as this can have a low impact on the vehicle and be very time consuming to replicate, the same can be said for wear out items, to accelerate a

Areas for consideration when testing hybrid electric and electric vehicles that could be different to ICE vehicles include driving style, average trip distance, speed profile, standard and additional features of the vehicle, the target customer and risk assessment affect how long the engine runs for. Also, driving style can have a thermal impact on the motors or power systems. Constant high load running, long ascents with wide open throttle applications can put both systems under maximum loading, as can descents on regeneration systems.

Pure EVs will see similar issues to that of an HEV, except the usage of ancillaries will have a dramatic effect on the SOC and ultimately the performance and range of the vehicle.

High torque demand can put the batteries and motors under a lot of load, generally lower speed high load driving. This can impact on the operating temperatures and overall range. Stop, start driving will have an impact on SOC and range especially if ancillary equipment is being used at the same time.

Issues that can occur with the engine in a hybrid vehicle can be different to those of a normal ICE vehicle. In particular, a lot of time can be spent stationary or at low speeds and if there is high demand on the power system, the engine could be required. Also, the lack of air flow when stationary can result in cooling issues.

Considerable damage can occur during non‑run time and this needs to be considered – with the engine not running there is no pressure in the lubrication system, which can lead to premature wear of some components. The engine is not the only system normally pressurised on an ICE vehicle which may not be on a HEV and these other systems should be taken into account.

STRUCTURAL INTERFACE As previously mentioned durability testing is to ensure the sub assemblies all function together as a single unit. Prior to this, sign-off will have been achieved for the components and individual sub-assemblies. Therefore, the vehicle should be subjected to moderate to high level loading of different types to

test for these loads is difficult due to the frequency of them in the real world.

The obvious difference between EV and Hybrid is the range. To a large extent this will dictate the in-service use and the test will need to reflect this. With regard to Parallel versus Series, in a parallel system the test will need to include the parameters that dictate that the less dominant drive is in demand on occasions.

CORROSION Corrosion inspections need to include the extra electrical systems that are necessary.

Common concerns with electrical systems as a result of corrosion include; connector blocks and terminals corroding, resulting in a breakage of the connection or an increase in heat or a drop in the voltage; and capillary action, which can lead to a short circuiting of a system, a breakage in the wire, or a loss of communication.

Generally corrosion issues with electrical systems become evident during a loss of function or communication failure between control modules. However, when dealing with potentially high voltage systems it is important to identify any concerns as soon as possible.

The actual specification of the vehicle/ propulsion system must be reviewed and the test must include situations which exercise any additional systems, for example regenerative braking, torque vectoring and torque on demand.All of these systems have an impact on how the vehicle feels to the driver.

DURABILITY TESTING AT WORK Sometimes it may be necessary to engineer the feedback to the driver – durability testing is a good opportunity to get lots of drivers in the vehicle during its test and their subjective comments can be invaluable. Some of the test procedures that Millbrook has run are: commercial vehicle with ‘In Wheel’ motors; commercial delivery van; motor assist drive

Electric Vehicles

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

About Millbrook Millbrook Proving Ground is an independent technology centre for the design, engineering, test and development of automotive and propulsion systems, and a pioneer of low carbon technologies.

Its custom-built facility provides virtually every test, validation and Homologation service necessary for today’s demanding programmes, complemented by a worldwide reputation for confidentiality, service and competitiveness.

Milbrook also engineers, develops and builds low-volume service vehicles, trial and evaluate vehicle capability, investigate in-service failures and provide specialist driver training. An on-going investment programme continues to enhance our ability to deliver test procedures significantly in advance of planned legislation, to reduce programme costs and timescales (particularly for world‑car programmes) and to provide test and development solutions for new technologies such as roll-over protection, hybrid powertrains and fuel cell systems.

The same highly-skilled teams that support engineering programmes with many of the world’s most prestigious vehicle manufacturers, are available to fleets and end users in specialist areas such as LPG Vehicle Conversions and Individual Vehicle Approval (IVA).

systems for 4WD vehicle; and small passenger car ‘cradle to grave’. Wheelchairs designed for ‘off road’ use have also been tested, as have hand carts and bicycles. Finally, Millbrook carried out a test in conjunction with Cranfield University on battery performance optimisation and refinement.

Millbrook’s engineers have tested a wide variety of vehicle types, but the testing all has one thing in common: the methodology. L FURTHER INFORMATION www.millbrook.co.uk

Volume 70 | GREENFLEET® MAGAZINE

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Road Test

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

PEUGEOT 308 ACTIVE HDi 92

Written by Angela Pisanu

NEW 308 REDEFINES ITSELF

28

Peugeot has laboured over the new 308 to create a significantly different offering from its former model. It is lighter and more fuel efficient, with emissions low enough to make it a serious contender in the fleet sector Competing against some major competition in the C segment, such as the VW Golf and Ford Focus, Peugeot has put considerable effort into its new 308 hatch, released this January. It is lower, wider, and 140kg lighter compared to the predecessor model, thanks to the manufacturer’s Efficient Modular Platform 2. This new architecture makes use of innovative steels, composites and aluminium, as well as optimised design, making the car more agile and helping to keep emissions and fuel consumption down.

Of most interest to the fleet market will be the 1.6 HDi and e-HDi diesels, with 92bhp or 115bhp. The 92bhp car achieves 78.5mpg (combined) and emits 93g/km of carbon

Peugeot 308 is up against fierce competition in the C-segment, including the Ford Focus and Volkswagen Golf

dioxide, when fitted with ultra low-rolling resistance tyres. This puts the car in the 13 per cent benefit-in-kind tax bracket and VED band A. The 115bhp version achieves 76.3mpg (combined) and 95g/km of CO2 (again with low rolling resistance tyres), putting it in the 14 per cent BIK band and also VED band A. Of further financial interest, the new 308 has a strong predicted resale value, up nine per cent compared to the outgoing model, putting it ahead of

several key rivals and the segment average.

From spring 2014, Euro 6-compliant BlueHDi versions will come out, which will bring the CO2 emissions down drastically to 82g/km and an impressive fuel economy of 91.1mpg.

With the efforts of the Selective Catalytic Reduction (SCR) function and the Diesel Particulate Filter System with additive (DPF), the BlueHDi technology is said to reduce NOx by 90 per cent, and almost totally eliminates diesel particulates (99.9 per cent reduction).

SOLID PERFORMER I test drove the Active 1.6 HDi 92. So how did the official mpg value of 74 translate in the real world? For the week that I had the car I averaged 59.3mpg, which involved a variety of fast and town roads. Far from the manufacturer’s figure, but good all the same. Performance wise, the new 308 is solid. It pulls off sharp and fast, it’s smooth as you move up the gears, it grips the road and handles well, even in vastly wet conditions. The cabin is nice and quiet, blocking out road and wind noise, and it is very comfortable.

Of most eets to fl intereset the 308 will b and e-HDi 1.6 HDi. The HDi 92 diesels es 78.5mpg achiev d emits an of CO2 93g/km

Road Test

A NEAT INTERIOR Peugeot have tidied up the cockpit, eliminating the bulk of the dials by putting controls like the heating and stereo buttons within the 9.7-inch touch screen. Whilst this has the desired affect of making the cockpit look uncluttered and up-market, simple actions like adjusting the heating are more long-winded; you have to select the climate control screen first, bringing you away from the sat nav screen, or whichever screen you have up, and then adjust the temperature.

Other features of what Peugeot calls the ‘i-Cockpit’ is a compact steering wheel and a raised instrument panel to read the information, such as speed, without taking the eyes from the road ahead, which is handy.

The interior at the front is spacious, but a little less for rear passengers. This, however, is compensated for by the 420-litre boot space, which is the largest in the segment.

The 308 has the option of coming with a Driver Assistance Pack. This includes cruise control which also has a speed limiter function. It has an Emergency Collision Alert System, which is a visual and audible warning alerting the driver to brake to prevent the collision. In the event of an imminent collision, automatic braking is triggered to prevent the impact or reduce its consequences.

Peugeot have put considerable effort in to the new 308. Its new platform architecture makes it 140kg lighter than its predecessor as well as keeping emissions and fuel consumption down Another interesting safety feature is the blind spot monitoring, which works through an LED integrated in the exterior mirrors which warns the driver of the presence of a vehicle in the blind spot.

The full LED headlamps provide excellent visibility at night, and are said to reduce eye fatigue as the lighting is perceived as being close to daylight. What’s more, they consume 50 per cent less energy than the halogen headlamps and contribute to reducing the CO2 emissions.

Overall, Peugeot has done an excellent job with the new 308. It looks good, performs well, is competitively priced and has low running costs, which will get even lower once the next generation engines come in. It is an excellent example of how a radical platform redesign and a refined engine can create lower emissions, without the use of additional green technology.

For fleets, this could make it a serious contender amongst an incredibly strong C-segment offering. L

Peugeot 308 Active HDi 92 ENGINE:

1560cc, four-cylinder diesel

CO2: MPG (combined): VED: BIK: PRICE (OTR):

95g/km 74.3 Band A, £0 14% £17,895

New 308 is based on Peugeot’s recently-introduced Efficient Modular Platform 2

Photography: Rosario Surace

A 9.7-inch touchscreen contains most of the interior controls, creating a modern, less cluttered look

29

Road Test

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

HONDA CIVIC 1.6 i-DTEC SE

Written by Angela Pisanu

STRIKING A GOOD BALANCE

The Honda Civic, with its new 1.6-litre i-DTEC diesel engine, promises an outstanding balance of high fuel economy, low emissions and dynamic performance. So has it achieved this?

The Honda Civic is the marque’s first car to house its much-anticipated 1.6-litre i-DTEC diesel engine. It boasts strong power (118bhp) and torque (258lb ft/300Nm @ 2000rpm), but with CO2 emissions of just 94g/km.

The 1.6-litre i-DTEC diesel is the first engine from Honda’s Earth Dreams Technology programme, which is the manufacturer’s term for its new series of clean, low emitting models, that are still enjoyable to drive.

As Suehiro Hasshi, the Project Leader for Civic 1.6-litre i-DTEC, said: “The key focus of our Earth Dreams Technology philosophy is to balance environmental efficiency with the dynamic performance expected of a Honda,” adding that it remains important that Honda’s are “fun to drive.”

ENERGETIC And the Honda Civic i-DTEC is fun to drive.

You can feel the engine refinement in its performance. Energetic from the word go, it is smooth changing up the gears, grips the road well, is very responsive, blocks out road noise, and is all-together very comfortable. My only grumble is the position of the large spoiler, which covers some of the rear window, and restricts visibility.

The quoted combined mpg figure is 78.5. I was able to achieve an average of 63mpg during my week with the car, which involved a variety of roads and driving styles, which was very

good. So with an CO2 value of just 94g/km, for me, the Civic has indeed done an excellent job of balancing a strong performance, good fuel economy, and low emissions.

LIGHTEST DIESEL ENGINE The 1.6-litre i-DTEC diesel engine is special for a whole manner of reasons. Firstly it is said to be the lightest diesel engine in its class, weighing 47kg less than Honda’s 2.2‑litre i-DTEC engine. Other developments and refinements include reduced mechanical friction, to a level similar to that of a petrol engine; a clever turbocharger; an efficient fuel injection system and engine air flow; and a newly designed lightweight and compact transmission system.

Externally the car has been designed in an aerodynamic manner which helps it achieve

ECO Assist function uses illumination on the speedometer advising drivers on how their driving style impacts fuel use

high-speed stability and further fuel efficiency.

To help drivers get the best fuel economy out of the Honda, the ECO Assist function uses illumination on the car’s speedometer to advise drivers on how their driving style is impacting fuel-use. It lights up blue when the car is idle and stays blue during sudden acceleration and deceleration. It turns to green if the car is driven in an economical fashion. During gentle acceleration and deceleration when the driver is slightly exceeding the best level of throttle the speedometer illumination shows blue-green.

What’s more, drivers can press the green ECON button on the dashboard for even further fuel efficiency. It ensures a very smooth increase in torque when the throttle is pressed for greater fuel efficiency and also improves the efficiency of the air conditioning system, reducing the load on the engine. The Honda also has an Idle Stop system to cut out the engine when at a standstill.

Thanks to its low CO2 and excellent fuel economy, the Civic enjoys low running costs; it’s in the 13 per cent BIK rate, has no road tax, and is congestion charge exempt. What’s more, it is claimed to do up to 863 miles on a tank of fuel, which is the equivalent to two return trips to Paris from London.

In summary, the 1.6 Civic is more refined, more efficient and more dynamic than previous models, and looks sharper than ever. Good whole-life costs and reasonable purchase price, plus a dynamic drive, means this should catch the eye of business users. L

Good ife whole‑l looks harp costs, s namic drive y plus a d the Honda means should Civic e eye catch thiness of bus users

The 1.6-litre i-DTEC diesel engine is claimed to be the lightest in its class

Honda Civic 1.6 i-DTEC SE Manual ENGINE:

1597cc, 4-cyl turbodiesel

CO2: MPG (combined):

The latest Honda Civic is the most refined, most efficient and most dynamic version yet

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GREENFLEET® MAGAZINE | Volume 70

94g/km 78.5

VED:

Band A, £0

BIK:

13%

PRICE (OTR):

£19,400 (incl VAT)

Road Test

High-quality interior features a high-specification

VW POLO BLUEGT

With diesel more expensive than petrol, can clever technology prove that high fuel returns needn’t mean filling up from the black pump? Richard Gooding tests the Volkswagen Polo BlueGT with cylinder deactivation Volkswagen has a long history of economical technological development. It introduced the first Golf diesel as long ago as 1976 and launched a range of economy-minded Formel E petrol models in the early 1980s.

The Formel E cars featured aerodynamic modifications, high-compression engines and switchable stop-start systems. Sound familiar?

The company’s BlueMotion technology was first seen on a Polo in 2008, and has since expanded to also become BlueMotion Technologies, covering a raft of economical developments. And now, once again, a Polo debuts the latest concept in the BlueMotion family. The Polo BlueGT is hatchback that is fun to drive, yet capable of providing high fuel returns. With low emissions of 107g/km and a quoted combined cycle mpg figure of 61.4, can economy also mean fun?

PERFORMANCE AND ECONOMY The Volkswagen Group has pioneered cylinder deactivation technology. First introduced on high-performance Audis, this clever tech has found its way into more affordable and more ‘Warning’ display informs the driver of cylinder deactivation

mainstream cars. Cars like the Volkswagen Polo BlueGT. This whole car’s raison-d’être is its engine. Armed with a 138bhp 1.4‑litre turbocharged unit with Active Cylinder Technology (ACT in Volkswagen-speak), it straddles the line between the high-performance Polo GTI and the highly economical Polo BlueMotion. It’s not just in terms of performance and economythat the BlueGT sits between its two sisters; its starting price of £17,695 is also between the pair.

The latest Golf range also features cylinder deactivation and the premise of the technology is simple. The second and third cylinders of the four-cylinder unit are shut down and not fed fuel during low engine speeds (1,250-4,000rpm) and torque outputs of 25 to 100Nm (18 to 74lb ft). This temporary disengagement reduces fuel consumption.

Similar to most stop/start systems, as soon as the driver presses the accelerator pedal once more, the two cylinders are reactivated. If that’s not impressive enough, the switchover between two- and four-cylinder modes takes between 13 to 36 milliseconds depending on engine speed. During certain instances – such as driving through heavy traffic or bursts of overtaking – the cylinder deactivation technology is deactivated for safety reasons.

Due to the very little change in engine noise, the driver is notified when ACT is active by a ‘warning’ in the car’s multifunction display.

The system switchover is imperceptible. With 184lb ft (250Nm) of torque between 1,500‑3,500rpm to pull

Written by Richard Gooding

BOLT FROM THE BLUE

the BlueGT along, performance is brisk. Official figures quote 61.4mpg on the combined cycle, a value which is usually seen on the spec sheet of a diesel-powered car. My ‘real‑world’ average was a more realistic 42.9mpg, though I did see a high a 61.4mpg, which matches Volkswagen’s official claim.

During my 1,000‑mile test, figures of mid-50s mpg were easily achievable when driving with an economical mindset. And the car is capable of more. The trouble is, the cylinder shut-off doesn’t happen often enough when driving around town. However, it’s a different story when on a motorway or undertaking a relaxed long journey when the car is cruising in its mid-rev range. The ACT system cuts in and out helpfully and unnoticed.

ECO LEANINGS As it has ‘blue’ in its name, the Polo BlueGT also has further Volkswagen BlueMotion Technology concessions to economy. A stop/ start system, battery regeneration, gear change indicator, cruise control and lowered suspension are all part of the Polo BlueGT’s make-up. The BlueGT’s eco leanings are also helped by a marrying of styling touches from both Polo GTI and BlueMotion models. The GTI donates its and aerodynamic rear spoiler, while the side skirts, windscreen rain channels and lowered suspension are cribbed from the BlueMotion. A tyre pressure indicator for the 17-inch alloy wheels and multifunction fuel consumption display further aid economic driving. On the road the ride is firmer than lesser agile Polos but is still comfortably compliant.

With economy only 10 to 20 per cent down on a diesel-powered supermini, the BlueGT sums may just add up. Petrol is currently cheaper than diesel, while its BIK is the same as the lower‑emission Polo BlueMotion (though that car has a higher 80.7mpg combined cycle value), yet there’s more performance on offer.

A high specification is also standard.

With green priorities shifting, petrol engines which return high mpg figures are on the rise.

VW states that ‘BlueMotion’ badging denotes the cleanest, most energy-efficient cars in its range. With the Polo BlueGT, it shows that the pursuit of economy and low emissions needn’t be the preserve of a diesel engine or a dull experience. It also ably demonstrates that you may just be able to have your green, fun‑flavoured cake and eat it. L

VW Polo BlueGT ENGINE:

1395cc, 4-cyl petrol

CO2:

107g/km

MPG (combined):

61.4

VED:

Band B, £0 first year, £20 thereafter

BIK:

13%

PRICE (OTR):

£18,315 (including VAT, £18,925 as tested)

Active Cylinder Management cuts fuel to cylinders 2 and 3 under light engine loads

Volume 70 | GREENFLEET® MAGAZINE

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Road Test

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

FORD MONDEO ZETEC BUSINESS EDITION 1.6 TDCi

Written by Richard Gooding

BUSINESS AS USUAL A firm fleet favourite, the Ford Mondeo has received a raft of revisions, including the introduction of an environmental model aimed at the business market. Richard Gooding drives the 112g/km Ford Mondeo Zetec Business Edition 1.6 TDCi ‘Mondeo Man.’ A description coined by Tony Blair who identified Ford Mondeo owners as the home-owning, aspirational Middle Britain voters which Labour needed to win over during the 1997 General Election campaign.

Applied to male family or fleet drivers of Ford’s hugely popular C/D‑class challenger, the Mondeo became so ubiquitous it dominated the mid‑sized saloon segment. It became a fleet favourite, too. Comfortable, refined

Effective ‘EcoMode’ display helps achieve more miles per gallon

and roomy, it became the beloved transport of motorway-trawling salesmen both in this country and overseas. Coincidentally, with a name derived from ‘mundus’, the Latin word for ‘world’, it has proved to be a global hit. Over 4.2 million have been sold since its introduction in 1993.

ECOLOGICALLY-THEMED The current, fourth-generation Mondeo has been in service since 2007, but a facelift in 2011 saw the range refreshed.

Further enhancements in summer last year brought about environmentally‑themed modifications. It’s these new levels of ecologically‑appealing changes which are of most interest to GreenFleet readers.

Indeed, the subject of this test, the Zetec Business Edition 1.6 TDCi ECO Start/Stop seems tailor-made to green-minded fleet drivers. There’s lots of kit (and a cavernous boot) to entice fleet managers of course, but also low emissions of 112g/km, dealing the killer punch in a fleet-aimed double whammy.

Given the size of the Mondeo, that last figure is impressive. Even more so is the official miles per gallon figure of 65.7 on

With f a raft oy‑led l l ca ecologires, the the combined cycle. featu eo Zetec The engine may sound nd small at 1.6 litres, but Ford Moess Edition the eco-tuned unit n i Bus Ci D T develops a more than 6 .

1 ECO adequate 114bhp. Yes, de for a m ‑ r o l i that means it’s no road s is ta r rive burner, but that’s not this green d car’s intended forté. No, the

Ford Mondeo Zetec Business Edition 1.6 TDCi ECO Start/Stop ENGINE:

1560cc, four-cylinder diesel

CO2:

112g/km

MPG (combined): VED: BIK: PRICE (OTR):

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GREENFLEET® MAGAZINE | Volume 70

65.7

Band C, £0 first year, £30 thereafter 17% £21,195 (including VAT, £23,290 as tested)

Mondeo Zetec Business Edition 1.6 TDCI is designed to be a comfortable and refined motorway companion, and at this it excels. It’s also a happy coincidence that it’s in this environment that the large Ford delivers its high mpg values.

WELCOME BENEFIT With a fuel tank capacity of 70 litres, Ford quotes a theoretical range of 1,012 miles.

EJ13 LKX arrived with 652 miles of range left showing, and 326 miles later, 381 miles’ worth of fuel was calculated to be still be left in the tank. That equates to over 700 miles of driving.

I averaged 50.4mpg over my week with the car, a figure which a similarly‑specified petrol‑powered car would have real trouble getting anywhere near. Another surprising but welcome benefit is that the emissions of the eco‑Mondeo mean it costs £0 in VED in the first year of its life, and only £30 thereafter.

Other Ford ECOnetic technologies contributing to the Mondeo’s parsimonious appetite are lowered suspension, smart regenerative charging, and an active grille shutter. EcoMode driver feedback, meanwhile,

Road Test

displays gear shifting, anticipation, and speed ‘ratings’. Green ‘flowers’ appear in the information screen, and depending on how ecologically you drive, a higher number of ‘petals’ are illuminated. It’s a simple, yet highly effective system which does make you monitor your driving habits.

Auto‑Start‑Stop cuts out the engine when the car is knocked out of gear when stationery and also helps this Mondeo be the most frugal car to wear the illustrious name.

Why else should this version of the Mondeo Zetec Business Edition make more fleet friends?

One reason is that it is well‑equipped. Parking sensors, 17” alloy wheels, seven airbags, a touchscreen navigation system with Bluetooth/

USB/radio/CD and voice controls, cruise control, heated windscreen, rear privacy glass, front fog lights, LED running lights and rear lamps, air conditioning, heated windscreen, and electric windows all round should give reps plenty to play with. My test car came with £2,095 of optional equipment, which included a lane departure system (vibrating the steering wheel when the car strays over a lane marker and illuminating a yellow lamp in the wing mirrors) and Ford’s Convers+ 256-colour display screen ahead of the driver.

FAVOUR-WINNING FACTORS Other favour-winning factors include its refinement and handling. At legal speeds,

in the top of the Mondeo’s six gear ratios, the engine is only spinning at 1,900rpm.

Road noise is virtually non-existent, while only slight wind noise is present.

Add in an improved and well‑designed interior, nicely-weighted and accurate steering, a composed ride and sharp dynamics – an appealing Ford trait of recent years.

In 1.6 TDCi ECO Start/Stop guise especially, the Mondeo Zetec Business Edition makes a lot of sense. It’s already a leading player, and there’s no reason why the big Ford shouldn’t swallow up even more of the business market than it already does. L ‘ECOnetic’ technology includes Stop/Start system, smart regenerative battery charging, and an active front grille shutter

Highly-specified interior includes a heated windscreen, rear privacy glass, and a touchscreen navigation system

Volume 70 | GREENFLEET® MAGAZINE

33

Product Finder

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

BUSINESS FLEET SALES

CAR AND VAN RENTAL

COMPLETE VEHICLE RECHARGING SOLUTIONS

Green Motion Perrys Amersham Perrys Amersham Chesham Road, Amersham Buckinghamshire HP6 5EX www.perrys.co.uk/amersham-alfa-romeo Tel: 01494 958813

2 Redman Court, Bell Street, Princes Risborough, Bucks, HP27 0AA Tel: 01844 222333 reservations@greenmotion.co.uk www.greenmotion.co.uk

Perrys Alfa Romeo Amersham boast a wealth of experience within both our sales and service departments. Our aim is to create a hassle free car buying experience. Our dedicated business to business team have the commitment and knowledge to cater for all of your business fleet needs.

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. Providing reporting and advice to management and staff, Green Motion can highlight savings in cost and impact on the environment.

COMPLETE VEHICLE RECHARGING SOLUTIONS

FLEET MANAGEMENT: FLEET COST REDUCTION

EDF Energy Tel: 01273 428 281 electricvehicles@edfenergy.com www.edfenergy.com/electricvehicles 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 FLEET MANAGEMENT

Schneider Electric

sgfleet

Run Your Fleet

Tel: 0870 608 8608 www.schneider-electric.com/uk

SG Fleet UK Ltd Tel: 01228 564 455 pcrabtree@sgfleet.com

Forward House, High Street, Henley In Arden, Warwickshire. B95 5AA Tel: 08445 733111 sales@runyourfleet.com www.runyourfleet.com

As a global specialist in energy management, Schneider Electric has contributed to the electric vehicle (EV) market for more than a decade.

We have partnered with leading professionals and research organisations to deliver efficient and safe residential, parking and fast charging solutions for EVs.

sgfleet is a professional fleet management company with a strong pedigreee. Our focus is to work in partnership with our clients to help them operate their vehicle fleets as efficiently as possible and drive down costs. Robust systems and state of the art on line reporting functionality and capability help us to deliver an exceptional customer experience.

Run Your Fleet delivers innovative on-line fleet management solutions for fleets of all sizes. Services include: Maintenance control, managed breakdown cover, risk management, daily rental, contract hire and flexible leasing. Our industry leading telematics service – www.runyourtracking.com delivers full driver behaviour and unrivalled fuel and CO2 reporting.

FLEET MAMAGEMENT REPORTING

ADVERTISERS INDEX

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

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.

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GREENFLEET® MAGAZINE | Volume 70

Alphabet 4 Citroën UK 12, 13 Fiat 16, 17 Ford IFC Lex Autolease 22 Mercedes-Benz 6, 7 Peugeot 24, 25 Toyota IBC Vauxhall OBC Volvo 20

Your 2014 resolution: quit for good

Quit smoking and save thousands with petrol full hybrid

Desirability Reliability

Poor air quality kills*. Reduce CO 2 and NOx emissions and eliminate particulates whilst saving thousands of pounds by switching from diesel to petrol hybrid. Arrange a free personalised fleet financial health check and extended hybrid test drive.

Rangeability

Sustainability Serviceability Affordability

To clean up and save visit brilliantforbusiness.co.uk or call our ‘quitline’ today 0844 701 6186

brilliant for business *5000 premature UK deaths a year due to combustion exhaust. Environmental Science Technology – Public Health Impacts of Combustion Emissions in the United Kingdom 21/03/12 (COMEAP – Committee on the Medical Effects of Air Pollution) Hybrid range fuel economy (mpg) Comb. 134 - 32.8; Urban 91.1 - 26.9; Extra Urban 80.7 - 37.9; CO 2 49 - 199g/km.

The mpg fi gures quoted are sourced from offi cial EU-regulated test results. These are provided for comparability purposes and may not refl ect your actual driving experience.

NEW INSIGNIA

BEAUTIFUL TECHNOLOGY

Inspired design, ingenious engineering – from just 98g/km emissions.

Transformed by technology, New Insignia features sophisticated new engines, sportier exterior and all-new infotainment system. Championing the range ecologically are the 120PS and 140PS 2.0CDTi ecoFLEX models, with 98g/km CO2, 76.3mpg* (combined) and a range up to 1,175 miles; aided by class-leading aerodynamics. New Insignia showcases ingenious high-end technology, with incredibly low emissions. The future is beautiful.

Transform your business with beautiful technology: www.vauxhallfleet.co.uk/beautifultechnology Book your FREE** 3 Day Test Drive at www.vauxhallfleet.co.uk/beautifultestdrive or call 0870 240 4848

VAUXHALL FLEET Visit www.vauxhall.co.uk/fleet

Official Government Test Environmental Data. Fuel consumption figures mpg (litres/100km) and CO2 emissions (g/km). New Insignia range: Urban 24.8 (11.4)-62.8 (4.5), Extra-urban 46.3 (6.1)-88.3 (3.2), Combined 34.9 (8.1)-76.3 (3.7). CO2 emissions 189-98g/km. *

Official EU-regulated test data are provided for comparison purposes and actual performance will depend on driving style, road conditions and other non-technical factors. All figures quoted correct at time of publication (January 2014). ** = Excludes fuel and lubricants; congestion charges; parking and speeding fines and the ÂŁ250 insurance excess (if applicable). 3 Day Test Drive vehicles are subject to availability and terms and conditions apply.

Please refer to www.3daytestdrive.co.uk for full terms and conditions. Drivers must be 25 years or older and is available for Mainland UK only.