GreenFleet 75

FIAT INTERVIEW

ECO-DRIVING

www.greenfleet.net

ROAD TEST HYUNDAI i30

ISSUE 75

FLEET MANAGEMENT

CHAMPIONING FLEET NEEDS

New ACFO Chairman John Pryor on how he intends to support the industry TRAINING

DRIVER CPC TRAINING The deadline draws closer for LGV drivers to complete the qualification

TECHNOLOGY

APPETITE FOR APPS Mobile technology brings in a new age of fleet efficiency

ROAD TESTS: TOYOTA YARIS HYBRID • NISSAN e-NV200 VAN

renault.co.uk

100% electric reNAUlt zoe

100% electric renault zoe Dynamique intens No fuel bills. No road tax. No congestion charges. No brainer.

• Best in class range* • Less than 2p per mile fuel cost** • Zero CO2 emissions whilst driving

• Rapid charge in just 30 minutes • R-Link controlled 7" touchscreen navigation • Z.E. interactive: remote battery charging and remote climate control from your smartphone

Renault Business Quality Commitments • Like for like vehicle replacement • Pro+ specialist fleet network • Free collection and delivery T&Cs apply. For full list of commitments visit renault.co.uk/business for details

Visit renault.co.uk/business or call the renault Business team on 0800 040 7344

Model shown is ZOE Dynamique Intens with optional metallic i.d. paint. CO2 while driving: 0. MPG: N/A

*Actual consumption and range may vary: Renault ZOE can travel up to 130 miles on a single charge, based on the new European Driving Cycle (NEDC). Renault also publish real life ranges of 63 miles (winter) to 94 miles (temperate conditions), reflecting range variations from driving style, road conditions, heating and other external factors. **Equivalent to 2p per mile based on (i) overnight electricity costs (British Gas Clear & Simple Economy 7 unit rates for a customer paying by direct debit as at 1 April 2014, assuming 7 hours of charging at the night rate and 1 hour on the day rate), and (ii) a range of up to 126 miles per full charge (based on 95% efficiency and 17˝ wheels). 26p per day standing charge applies.

ECO-DRIVING

www.greenfleet.net

ROAD TEST HYUNDAI i30

ISSUE 75

FLEET MANAGEMENT

CHAMPIONING FLEET NEEDS

New ACFO Chairman John Pryor on how he intends to support the industry TRAINING

DRIVER CPC TRAINING

The deadline draws closer for LGV drivers to complete the qualification

TECHNOLOGY

APPETITE FOR APPS Mobile technology brings in a new age of fleet efficiency

ROAD TESTS: TOYOTA YARIS HYBRID • NISSAN e-NV200 VAN

COMMENT

FIAT INTERVIEW

Smart technology for fleets of the future When it comes to the factors influencing driver vehicle choice, connectivity and smartphone integration are set to rise in importance over the next five years, according to respondents of the BVRLA’s Fleet Technology survey.

While just 20 per cent of fleets believe connectivity and smartphone integration is very important at the moment, 61 per cent say it will be very important in five years’ time.

Looking at the current situation, on page 15, Steve Reynolds from the Mobile Data Association examines the ways in which mobile technology and smartphone apps are making a significant impact on the way fleets are managed, and are an effective resource until we see a new generation of truly connected cars.

For all LGV Drivers out there, the 10 September deadline to complete the Driver Certificate of Professional Competence (DCPC) training is looming.

Without this you will not be able to drive a LGV legally. On page 20, Dr Ross Moloney of Skills for Logistics examines the situation and looks beyond the deadline at initiatives to sharpen up this qualification.

Last month, I had the pleasure of attending the launch of Nissan’s e-NV200, an electric panel van, in Barcelona, where

the van will be made for the international market. This is Nissan’s second electric vehicle after the Leaf, and much is expected of it. Read the full review on page 34.

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 ACCOUNT MANAGER Kylie Glover ADMINISTRATION Victoria Leftwich REPRODUCTION & PRINT Argent Media

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© 2014 Public Sector Information Limited. No part of this publication can be reproduced, stored in a retrieval system or transmitted in any form or by any other means (electronic, mechanical, photocopying, recording or otherwise) without the prior written permission of the publisher. Whilst every care has been taken to ensure the accuracy of the editorial content the publisher cannot be held responsible for errors or omissions. The views expressed are not necessarily those of the publisher. ISSN 1471-3713

Volume 75 | GREENFLEET MAGAZINE

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CONTENTS

Contents GreenFleet 75 09 News

OLEV extends home-charging grant; EVDA critical of rapid charge costs; public ‘anxious’ about EVs, government report finds; connected cars and fleet apps ‘key’

15 Mobile technology 15

Mobile technology has now become the catalyst for change in the fleet and automotive sector, argues the Mobile Data Association’s (MDA) Steve Reynolds

20 Driver training

As the deadline draws closer for LGV drivers to complete their Driver CPC training, Dr Ross Moloney of Skills for Logistics assesses the situation and looks beyond the 10 September deadline at initiatives to sharpen up this qualification

20

24 Fleet management

New ACFO chairman John Pryor shares his thoughts on how the role of fleet manager is evolving and how he and ACFO intend to support those in the industry going forwards

28 Eco driving

The answer to rising fuel prices is not just in fuel-efficient cars – it’s in the person behind the wheel

35 Interview

Sebastiano Fedrigo, Fiat Professional’s director (UK and Ireland) tells GreenFleet about the firm’s growth in the fleet market

36 First drive: Nissan e-NV200

Angela Pisanu takes the new electric Nissan e-NV200 van for a drive on the streets of Barcelona

38 Road test: Hyundai i30 Active 1.6 CRDi Blue Drive The Hyundai i30 Blue Drive has European looks, a well-appointed cabin and a fuel‑sipping appetite

39 Road test:Toyota Yaris Hybrid Icon Plus

Richard Gooding finds out if the Toyota Yaris Hybrid offers much benefit over conventional petrol superminis

24

28

36

34

GreenFleet magazine

www.greenfleet.net Volume 75 | GREENFLEET MAGAZINE

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Mark’s raring to go in his new Electronica Blue Fiat 500S. The integrated sports styling kit totally appeals to his inner petrol-head – that’s body-coloured side skirts, rear spoiler, and chrome exhaust, not to mention optional 16” alloys. Inside, sports seats with accent-blue stitching and dark tinted rear windows drive the point home. And the all-new 7” TFT crystal digital display gives him his tech-fix. TwinAir engine means low CO2 emissions and no road tax*.

Hat from HeadStrong, Hatton Garden, London.

For the latest contRact hire offers visit fiat.co.uk/fleet For more information email fiat.fleet@fiat.co.uk or call us on 01753 519 442

fiat.co.uk

Fuel consumption figures for Fiat 500 range in mpg (l/100km): Urban 49.6 (5.7) – 64.2 (4.4); Extra Urban 65.7 (4.3) – 91.1 (3.1); Combined 58.9 (4.8) – 76.3 (3.7). CO2 emissions 113 – 90 g/km. Fuel consumption and CO figures based on standard EU tests for comparative purposes and may not reflect real driving results.

2

NEWS

News in brief ELECTRIC VEHICLES

OLEV extends home-charging grant; EVDA critical of rapid charge costs The Office for Low Emission Vehicles (OLEV) will continue to support the installation of domestic charge points with a new £9 million plug-in car grant scheme to run from September 1st until the 31st March 2015, or until the £9 million budget has been exhausted.

This replaces the current scheme, which expired on June 30. The revised scheme will provide a maximum of £900, as opposed to £1000 offered previously.

Baroness Kramer said: “Our scheme has been tremendously popular and we are keen to continue the roll out of chargepoints to driveways and garages across the country. That is why we are launching a successor scheme to help make this important technology as commonplace in your home as a plug for your kettle.”

However, one of the biggest network operators,

Chargemaster, confirmed changes to it’s tariff in April that include prices of up to £7.50 for a 30 minute rapid charge. Potentially, this means that EV drivers that need a top-up could end up paying more to make a journey than it would cost to make the same journey in a combustion car.

Speaking to the BBC, Andrew Fenwick-Green of the Electric Vehicle Drivers Association said: “A gallon of diesel for most eco-diesels will cost you £6.30 and get you around 60 miles. A 30-minute rapid charge in my Nissan Leaf would give you a range of 64 miles. So we’re paying an extra £1.20 more to get the same mileage. It’s madness... if the rapid chargers go up to £7.50 we’re going to kill the market at a stroke”.

READ MORE tinyurl.com/pw9lomd

LowCVP Conference 2014 This year the LowCVP Conference looks at The low carbon contribution: Driving growth; delivering jobs. A main focus will be how driving the delivery of low carbon road transport has coincided with growth in the UK automotive sector. It takes place on Tuesday 15 July 2014 at BIS Conference Centre in Westminster.

The LowCVP Conference attracts a range of high-profile and influential speakers. Baroness Kramer, Minister of State for Transport will give the keynote address. New speakers include Henry Foy, Automotive Correspondent at the Financial Times and Dave Roberts, Director of My Electric Avenue who will be discussing innovative approaches to the adoption of electric vehicles.

There will be sessions on how the national low carbon policy agenda can be delivered at local level and on the politics and prospects for lower carbon fuels. To register, visit www.lowcvp.org.uk.

READ MORE

ELECTRIC VEHICLES

tinyurl.com/kc2sy3w

Public ‘anxious’ about EVs, government report finds

London not meeting fuel targets

The Department for Transport’s Public Attitudes to Electric Vehicles survey has revealed that UK consumers still have reservations about purchasing electric cars and vans.

Only six per cent of respondents said that they were thinking about buying an electric car or van, with one per cent of that group saying they would do so quite soon. 56 per cent said that they had not thought about buying one, and 14 per cent said that they had thought about buying one and decided not to.

The main barriers to buying EVs highlighted in the survey were recharging (40 per cent),

the distance cars are able to travel on a single charge (39 per cent), expense (33 per cent) and a lack of knowledge (16 per cent).

Others were put off by the limited range of EVs on the market (11 per cent) and the size, practicality and look of EV models.

Factors that might encourage people to buy EVs include lower costs, improved battery and convenience of recharging, as well as the fact they are better for the environment.

READ MORE tinyurl.com/qd679d8

ELECTRIC VEHICLES

South Yorkshire starts EV project South Yorkshire local authority bodies are to help 80 local businesses switch from petrol and diesel powered cars to electric vehicles.

The scheme aims to reduce emissions in the South Yorkshire area, as well as reducing costs for businesses. The councils taking part in the project are Barnsley, Doncaster, Rotherham and Sheffield. Businesses that are eligible can apply for grants of as much as £10,500 for plug-in vans and £7.500 for plug-in cars for a period of up to 48 months, as well as £500 towards the installation costs of workplace chargepoints.

Sheffield Cllr Jack Scott said: “South Yorkshire’s Electric Vehicle scheme is

a fantastic way for local businesses to consider and change their employee’s travel behaviour through the option of leasing an electric vehicle for shorter work journeys.

“Companies making the switch to Plug-in vehicles will see benefits from lower running costs such as no road tax, and a reduction in maintenance costs, as well doing their bit to reduce exhaust emissions and helping to create healthier and cleaner roads in our region.”

READ MORE

It has been revealed that London mayor Boris Johnson’s 2009 pledge to have 100,000 electric vehicles on the city’s roads “as soon as possible” has had disappointing results, with only around 3,000 EVs currently operating in the UK capital. Another pledge to have 25,000 charging points also looks to be underachieved, as only 1,408 are in place today. The mayor’s office responded to the findings by renewing the pledge for 100,000 EVs in London, this time with a deadline of 2020.

Sunday Politics London reporter Andrew Cryan said: “London should be an ideal place for electric vehicles to pick up as they don’t have to pay the congestion charge and the journeys tend to be quite short so you don’t have to worry about running out of battery. But so far the pick-up hasn’t been great.”

READ MORE tinyurl.com/le55z8b

tinyurl.com/lodghk3

Volume 75 | GREENFLEET MAGAZINE

9

Jeep with ®

It’s not busIness as usual.

So you think you know Jeep? Think again. The all-new Cherokee doesn’t just offer outstanding performance off-road, it’s also guaranteed to stand out in the office car park. Its efficiency figures catch the eye too, returning 53.3mpg on the combined cycle with CO2 from only 139g/km.* New Cherokee models are also available with a range of fantastic features such as our award-winning 8.4” touch screen entertainment system, unique in-car wireless charging pad for mobile devices and adaptive cruise control. Hardly your average nine-to-five runaround, wouldn’t you say?

To book a test drive call our Business Centre on 01753 519442 or email us at fleet@jeep-comms.co.uk The all-new Jeep® Cherokee. Built Free.

jeep.co.uk/fleet FUEL CONSUMPTION FIGURES FOR THE NEW JEEP® CHEROKEE DIESEL RANGE IN MPG (L/100KM): EXTRA URBAN 55.4 (5.1) – 61.4 (4.6), URBAN 39.8 (7.1) – 44.1 (6.4), COMBINED 48.7 (5.8) – 53.3 (5.3), CO2 EMISSIONS: 154 –139 G/KM. Fuel consumption and CO figures based on standard EU tests for comparative purposes and may not reflect real driving results. Model shown is Cherokee Limited. *Figures based on 2.0 140 4x2 versions.

2

Chrysler and CNH Industrial are Official Global Partners of the Expo Milano 2015. Jeep® is a registered trademark of Chrysler Group LLC.

NEWS

MOBILE TECHNOLOGY

Connected cars and fleet apps ‘key’, report finds Connected vehicles and more integrated smartphone systems will have a huge impact on the way fleets choose, operate and manage their vehicles, according to the BVRLA’s Fleet Technology White Paper.

The report looks at the developments which are most important to the rental and leasing sector, including autonomous driving, safety and big data. The report coincides with the publication of the BVRLA’s Fleet Technology survey, which found that 45 per cent of fleets consider themselves to be early adopters of new automotive technology. A further 47 per cent described themselves as taking a cautious approach, while just eight per cent felt they were stragglers in their uptake.

When it comes to the factors influencing driver vehicle choice, connectivity and smartphone integration are set to soar in importance over the next five years, according to the survey respondents. Just 20 per cent

of fleets believe connectivity and smartphone integration is very important at the moment, but three times as many (61 per cent) say it will be very important in five years’ time.

Fleets highlighted that driverless cars and alternatively‑powered vehicles are the technologies that have the potential to have the greatest positive impact on the industry. Fatigue warning devices were cited as the most important safety technologies for fleets, while futuristic features such as night-vision cameras were among the least important for fleets.

E Apps feature, page 15 READ MORE tinyurl.com/q3nq4bl

ALTERNATIVE FUELS

UK scientists make hydrogen breakthrough The UK’s Science and Technology Facilities Council (STFC) has announced a discovery that could help make hydrogen fuel easier to roll out to the public.

STFC scientists claim they have successfully used ammonia as a hydrogen-containing energy source to meet the challenge of storing hydrogen safely and efficiently in a cost effective way.

When ammonia is ‘cracked’, or separated into its components, it comprises one part nitrogen to three parts hydrogen. In the past it has taken expensive precious metals to get the best results when cracking ammonia to get hydrogen, but the STFC scientists were able to achieve it by using two simultaneous chemical processes instead of a metal catalyst, so making the process much cheaper.

STFC scientist professor Bill David said: “Our approach is as effective as the best current catalysts but the active material, sodium amide, costs pennies to produce. We can produce

hydrogen from ammonia ‘on demand’ effectively and affordably.

Few people think of ammonia as a fuel but we believe that it is the natural alternative to fossil fuels. For cars, we don’t even need to go to the complications of a fuel‑cell vehicle.”

“A small amount of hydrogen mixed with ammonia is sufficient to provide combustion in a conventional car engine. While our process is not yet optimised, we estimate that an ammonia decomposition reactor no bigger than a 2-litre bottle will provide enough hydrogen to run a mid‑range family car.”

David Willetts, the UK Minister for Universities and Science, said: “This is exactly the sort of innovation we need for UK researchers and engineers. This breakthrough could hugely contribute to our efforts to reduce our greenhouse gases by 80 per cent by 2050.”

READ MORE tinyurl.com/k4uhvsg

LowCVP’s Andy Eastlake Greener fuels to power the green fleet of the future Whilst much of the recent focus has been on the support for vehicle technology, I was pleased to see the recent decision by EU Energy Ministers to re-structure and hopefully reinvigorate, the nature of the targets in the EU Renewable Energy Directive for 2020 following the European Commission’s proposals on indirect land use change. This decision should help to bring to an end the years of debilitating uncertainty that have dogged the UK biofuels industry and, I hope, will enable the fuels sector to re‑engage in the vital effort to decarbonise road transport.

Here at the LowCVP we have been at the forefront of policy formation for fuels for some years and have just released details which set out how the UK can meet the targets for 2020 and proceed on the pathway to decarbonise road transport fuel in the period to 2030 and beyond. The LowCVP commissioned Element Energy to produce two reports earlier this year, which have now been published after extensive stakeholder review. To meet the long term targets we need to virtually decarbonise transport by 2050 and cutting emissions through the full life cycle of fuels and energy supplied for transport is a crucial part of that challenge.

The Renewable Energy Directive’s 2020 transport target states that at least 10 per cent of the final energy consumption in transport must come from renewable sources. Our research looked at four of the most promising scenarios to assess the best way for the UK to comply with that target and found that adopting a majority combination of 10 per cent ethanol in petrol (E10) and seven per cent biodiesel in diesel (B7) was the most pragmatic way of achieving the target with the vehicles and infrastructure available now and likely to dominate over the next five years. I like to call this “appropriate ambition”. We all must play our part in the low carbon transition, vehicle manufacturers, fuel and energy suppliers and of course all of us as vehicle operators, whilst we also keep the country moving. So in our view increasingly sophisticated combustion engines will continue to be a mainstay of transport for many years and providing those engines with the lowest carbon fuel to burn requires long term planning and policy certainty.

Our Fuels Roadmap work also highlights that whilst in the short term the current petrol and diesel fleet dominate transport, it is paramount that we encourage and maximise the development and use of Electricity, biomethane and other advanced renewable options to build the solid foundations for our low carbon future. We will work with all stakeholders now to make this vision of future fuels a reality for everyone.

There’s more on the LowCVP Fuels Roadmap and RED Scenarios reports on our website: www.lowcvp.org.uk and this will be one of the issues under discussion at the LowCVP Conference on July 15th.

FURTHER INFORMATION www.lowcvp.org.uk and follow LowCVP on Twitter: @theLowCVP and @aeastlake

Volume 75 | GREENFLEET MAGAZINE

11

ASTRA 1.6CDTi

WELCOME TO THE QUIET REVOLUTION Whispering diesels are now powering Vauxhall’s quiet revolution. Refined, smooth and quiet, they’re a new generation of lightweight and compact aluminium 1.6 litre turbo diesels that are worth shouting about.

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CO2 97g/km† FROM

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Book your FREE** 3 Day Test Drive at www.vauxhall3dtd.co.uk or call 0870 240 4848

VAUXHALL FLEET Call 0870 010 0651 | visit www.vauxhall.co.uk/fleet

Official Government Test Environmental Data. Fuel consumption figures mpg (litres/100km) and CO 2 emissions (g/km). Astra 1.6CDTi: Urban – 58.9 (4.8)-72.4 (3.9). Extra-urban – 74.3 (3.8)-80.7 (3.5).

Combined – 67.3 (4.2)-76.3 (3.7). CO 2 emissions 110-97g/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. * = 2014-15 tax year. General Motors UK Limited, trading as Vauxhall Motors, does not offer tax advice and recommends that all Company Car Drivers consult their own accountant with regards to their particular tax position. ** = Excludes fuel and lubricants; congestion charges; parking and speeding fines and the £250 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. All figures quoted correct at time of publication (July 2014).

NEWS

EVENT REVIEW

GreenFleet North West arrives in Manchester Fleet managers from the Greater Manchester area were able assess the viability of electric vehicles for their business at the first ever GreenFleet North West event, which was staged at the Etihad Stadium in Manchester on 19 June.

The event took the form of a seminar, closed-room sessions and test drives.

The seminar had sessions led by many key industry players, including Richard Bruce, head of the Department for Transport’s Office for Low Emission Vehicles (OLEV) and Peter Molyneux, head of highways for Transport for Great Manchester (TfGM).

OLEV’s Richard Bruce opened the group seminar session with an explanation of the Department for Transport’s low-emission strategy, including how it is spending the £500m to support the ultra-low emission market from 2015-2020, which includes extending the plug-in vehicle grant.

Peter Molyneux from TfGM explained its Greater Manchester Electric Vehicle (GMEV) Infrastructure Scheme, which is a simple-to-use Electric Vehicle charge point network that operates more than 300 fast charging points.

Alphabet’s Oliver Stevenson discussed the company’s consultancy service, called AlphaElectric, which addresses the main barriers that have so far hampered the

adoption of electric vehicles in the UK. And Colin Ferguson from Route Monkey took a closed-group session and explained how scheduling and optimisation software specifically designed for EVs can help you get the most out of electric vehicles.

After the seminar session Q&A, which was chaired by motoring journalist and presenter Quentin Willson, delegates broke out for closed group sessions hosted by BMW, Toyota, Renault, Nissan, Vauxhall, Peugeot, Alphabet, and Route Monkey.

Here, they were able discuss any electric

vehicle concerns and share experiences in a more intimate setting. There was then the opportunity to test drive a selection of electric vehicles, such as the BMW i3 and Nissan e-NV200 van.

This is the second ‘meet the buyer’ type event from GreenFleet, with the first – Capital GreenFleet – hosted at Arsenal’s Emirates Stadium on 27 February this year.

FURTHER INFORMATION www.events.greenfleet.net/north-west

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Volume 75 | GREENFLEET MAGAZINE

13

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It all adds up to lower emissions and costs. Which can’t be bad for the environment or your business.

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The mobile technology that has transformed the way in which we live and work has now become the catalyst for change in the fleet and automotive sector, argues the Mobile Data Association’s (MDA) Steve Reynolds

MOBILE TECHNOLOGY

Fleets in the smartphone era

Written by Steve Reynolds, president, Mobile Data Association

In of the era cars, ted connec moving we are eing able sb toward harness the to fully formation that our love affair with the rich in vehicle smartphone represents. Mobile e of th uter apps provide a direct channel for p com businesses to harness this round the

We’re a nation of smartphone users. By the end of this year, the number of adults in the UK who have a smartphone is set to rise from 61 to 80 per cent. Along with our wallet and keys, we rarely leave home without our smartphones – they have become an essential part of our personal and professional lives.

With 82.7 million mobile connections in the UK, it’s no surprise that businesses are increasingly recognising the opportunity

clock connectivity in a unique way.

The fleet sector in particular has good reason to be looking more closely at what mobile technology offers. In the era of connected cars, we are moving towards being able to fully harness the rich information of the vehicle computer, and integrate driving experience with our smartphones and devices.

The mobile technology that has

transformed the way in which we live and work, has now become the catalyst for change in the fleet and automotive sector.

Getting up to speed Vehicle technology lags behind mobile technology. But this is inevitable, as typically vehicles take several years to come from concept to the showroom, whilst innovations in mobile technology are much, much faster. This means that in-vehicle technology such as infotainment systems can potentially be outdated by the time that new model rolls off the production line. E Volume 75 | GREENFLEET MAGAZINE

15

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 Although in-vehicle technology has failed to keep up to speed with smartphones and tablets, our purchasing decisions are increasingly influenced by what cars have to offer in terms of technology. It’s a sign of the times that the sophisticated smartphones in our pockets are raising our expectations of the technology in the cars we drive.

Consumer demand for better in-vehicle tech has driven competition between automotive manufacturers to get to grips with their offering. Whilst internet‑connected cars have been on the roads for some years, there is a vast difference between this and the millions of apps for smartphones and tablets in addition to the innovative features of today’s devices.

Some industry commentators have suggested that the car app market is reaching a tipping point, and the green shoots of a viable ecosystem have begun to emerge.

However, many of the challenges that have prevented such an ecosystem from becoming established until now remain: a highly fragmented market, uncertainty surrounding commercial models, and importantly, a common industry standard which ensures the safety of car apps. But with consumer demand building up, the automotive manufacturers are scrambling to find solutions.

Gaining traction Despite those challenges, there is already a number of apps dedicated to enriching our time spent on the road. They range from straight forward sat navs, traffic monitors to those that locate the lowest priced petrol station, to name but a few. Insurance providers have begun to utilise apps that monitor driver behaviour and reward their customers with lower premiums for good driving.

Drivers are using these apps to help them cut fuel costs, drive more safely and reduce journey times. With these benefits on offer, should fleet managers be considering apps as an essential part of their tool kit in tackling the prevailing challenge of doing more with less?

Of course, rolling out an app to a fleet of drivers to monitor their driving is more complex. The vast majority of these apps run on the mobile device, using sensors and a GPS chip to detect driving habits in real time before providing an analysis. Because of this, the mobile device must be in a secure holder or the results will not be accurate.

Many drivers will confess to bunging their smartphone in the cup holder, only for it to lurch about during the journey, which would lead to app results which often reflect unfairly on whoever’s behind the wheel.

There are a handful of apps which use a Bluetooth dongle (OBD link) to connect directly to the vehicle’s on-board diagnostics port, mitigating the issues of data inaccuracy faced by the apps described above. Costing from around £30 to £60, the app tracks the way in which you drive, and generates a score based on fuel efficiency specific to the vehicle model. Accelerating too quickly and frequently braking hard will result in a lower score, as well as trigger immediate audio queues from the app. Sustaining a high score over the course of a year can result in a significant reduction in fuel consumption.

In addition, these apps can help to monitor the condition of the vehicle by providing details on any detected faults as they occur. It can also alert the emergency services and your family members if you are involved in a road incident.

What both types of app have in common is that they require end user engagement to be effective. These slick looking apps with easy‑to-understand scoring systems are certainly enjoyable to use. From a personal perspective, cutting back on the fuel bill, wear and tear, and competing against friends and family to be the best driver, is good enough motivation. But what about the fleet driver? There is a significant risk that such apps will be used inconsistently and thus only provide half a picture of what’s going on across a fleet.

Smartphone on wheels Smartphones are increasingly being used to bridge the divide between our digital lifestyles and driving experience. Recently Apple launched CarPlay, which will allow drivers to use all of their iPhone functionality on the in‑car infotainment system, by simply connecting their device to the vehicle using a USB cable. Users will be able to access contacts, music and navigation using the touch screen, as well as use voice commands and the vehicle controls whilst driving. Microsoft and Google also plan to bring similar offerings to market.

Apps like CarPlay will enable us to personalise our experience behind the wheel, making our vehicles an extension of our mobile devices. Taking this a step further, apps can be developed which sit directly in the vehicle head unit, enabling them to harness the accurate in-vehicle data. Smartphones can be used as a portal to this information, via a low power Bluetooth connection.

This would offer a much more reliable and intelligent means of managing the key issues facing fleets. Undesirable driving

habits can be pinpointed and advisory information can be delivered on the driver’s mobile device. The health of the vehicle can be kept in check, picking up real-time diagnostics straight from the vehicle and instructing the driver on what action to take.

It’s not all about apps though – there are some simple mobile technology tools at a fleet manager’s disposal too. Many smartphones easily synchronise with vehicles, recognising pre-programmed preferences when the driver gets in. Automated responses to text messages can be pre-set, stopping the driver from getting distracted. The device can also talk to the sat nav, automatically entering the address for the next appointment listed in the calendar – a small detail that can save time, prevent errors and improve safer.

Less visibility of grey fleet drivers can make it difficult to manage costs and safety. Here apps can play a vital role, by imposing process adherence on mobile workers. Vehicle risk assessments, thorough damage checks and expenses forms filled in via the smartphone or tablet, then integrated with back office systems, have a significant impact on reducing fixed costs.

MOBILE TECHNOLOGY

Vehicles typically take several years to come from concept to the showroom, whilst innovations in mobile technology are much faster... Apps can help manage costs and safety in grey fleets by imposing process adherence on mobile drivers

Reality check Before an ecosystem of head-unit apps can come to fruition, a number of challenges must be overcome. Driver distraction is of paramount concern – done badly apps could spell a sensory overload at the wheel.

While most efforts to make the driving experience out of the analogue age aim to prevent us fumbling around with our mobile devices in the car, there are an array of important safety measures which need to be in place – just as there are those which automotive manufacturers face when designing the vehicle itself.

The automotive industry must set out a common standard to ensure safety is at the forefront of app developers’ minds, so that no distracting content, such as video and gaming, is used. A vigorous app approval and certification process will also need to be implemented.

To overcome market fragmentation, a universal head unit with a standard open developer language would create the ideal environment for a vibrant car app ecosystem to flourish, and allow for viable commercial models to be defined. This would mean that in the future, businesses would be able to create car apps to meet their requirements.

It may be several years before fleets can fully benefit from the new generation of connected cars. In the meantime, apps still provide a cost effective means of driving efficiencies and reducing costs of the mobile workforce – even without connecting to the vehicle.

Embracing mobile technology within business now will make the transition all the more seamless when our cars catch-up with smartphones and tablets in the not too distant future. L FURTHER INFORMATION www.themda.org

Volume 75 | GREENFLEET MAGAZINE

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LEAD THE CHARGE. INTRODUCING THE NEW ELECTRIC BMW i3.

BMW i

The Ultimate Driving Machine

Some people follow. Others like to lead. If that’s you, you might be interested in the electric BMW i3, seamlessly designed to combine the benefits of an electric car with ultimate driving pleasure. Your BMW Account Manager will be able to discuss the advantages of introducing electric vehicles into your fleet, along with the benefits of BMW i.

To find out more or to arrange a demonstrator*, contact your BMW Account Manager on 0800 777 113, or visit www.bmw-i.co.uk

REQUEST A DEMONSTRATOR 0800 777 113

*Demonstrator subject to applicant status and availability. Official fuel economy figures for the BMW i3: mpg N/A, CO2 emissions 0 g/km, nominal power output (electric motor) 75/102 kW/hp at 4,800 rpm; peak power output (electric motor) 125/170 kW/hp, total average energy consumption per 62 miles/100 km (combined cycle) 12.9 kWh. Total range: 118 miles (combined cycle). Customer orientated range: up to 100 miles. Official fuel economy figures for the BMW i3 with Range Extender: 470.8 mpg, CO2 emissions 13 g/km, total average energy consumption per 62 miles/100 km (weighted combined cycle) 11.5 kWh. Range without use of range extender: 106 miles (weighted combined cycle). Customer orientated total range: up to 186 miles. Customer orientated range without use of Range Extender: up to 93 miles. Figures may vary depending on different factors, including but not limited to individual driving style, climatic conditions, route characteristics and preconditioning.

DRIVER TRAINING Feature Heading Written by Dr Ross Moloney, ceo, Skills for Logistics

Driver CPC: looking beyond the deadline

As the deadline draws closer for LGV drivers to complete their Driver CPC training, Dr Ross Moloney of Skills for Logistics assesses the situation and looks beyond the 10 September deadline at initiatives to sharpen up this qualification By 10 September, if you have not completed your Driver Certificate of Professional Competence (DCPC) training, you will not be able to drive an LGV legally. Up to the end of April, 749,491 active drivers were undertaking Driver CPC. This has increased by nearly 125,000 in the last 12 months, 76,772 of which have completed their initial training and have their DQC. This indicates that new individuals are entering the PTV (Public Transport Vehicle) and LGV (Large Goods Vehicle) sectors. Also, when added to the 437,504 who have already completed their 35 hours of periodic training and have a DQC, it means that 514,276 (69 per cent) of active drivers are qualified to drive come September 2014. It also means that 235,000 individuals (31 per cent) still need to complete their training.

A late flurry of drivers seeking courses may make it difficult to find the right course, while fees are likely to increase so operators would be well advised to take action at the earliest opportunity.

It remains to be seen how many LGV drivers will decide not to complete their CPC and, therefore leave their commercial vehicle role.

It is interesting to compare the situation to what happened in the PTV industry, which

20

faced its deadline last year. Whilst the DCPC legislation and the associated extra costs were not welcomed by the bus and coach sector, a five year lead in period and ‘light touch’ approval process, meant that the majority of operators and drivers were aware of the requirements and could plan accordingly.

The majority of companies have used the training opportunity positively to improve customer service, safety and genuinely embraced ‘professionalising’ the driver workforce. Similarly, drivers who had held

Getting the word out There is still a need to keep clear information flowing about the continuous nature of CPC and the need for a DQC for newly qualified PTV drivers or those returning to the profession after a break. Recent years have seen increased diversification in the PTV driver population, with female driver numbers doubling each year for the past three years, with clear benefits to the industry.

Returning to the logistics sector, the Looming Driver Shortage Report published

A late flurry of drivers seeking courses may make it difficult to find the right course, while fees are likely to increase so operators would be well advised to take early action licences for a long time welcomed the recognition of their profession. In the months leading up to implementation, there were a few commentators predicting a shortage of drivers on ‘school services’ and a mass exodus of drivers who were not prepared to obtain a DQC, this has proved to be largely unfounded.

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

by Skills for Logistics (SfL) in 2012 found that 16 per cent of LGV drivers – that’s over 48,000 drivers – were 60 or above.

Worryingly for the future, only one per cent of employed drivers were under 25. These figures are vastly different to the economy wide demographics. Moreover, they imply

Skills for Logistics is the Sector Skills Council for the freight logistics industry.

The UK Logistics sector employs 2.2 million people, representing eight per cent per cent of the work force.

In conjunction with employers, Skills for Logistics is developing and delivering programmes and products to attract people into the sector, get them work ready and develop them in their careers. This work is underpinned by its research and intelligence, which helps SfL, employers and partners understand the logistics sector.

DRIVER TRAINING

about those trainers who wish to raise the bar – what does excellent training actually look like? It is unlikely to be a lecturer simply churning through 200 slides. I would rather that our drivers gain a good quality DCPC. We should be looking at maximum flexibility and at formats that ensure quality. Can this be better achieved by a genuine learning experience rather than enduring a marathon seven hour session?

SfL in its role of supporting the Logistics Sector to become better and more productive is seeking ways by which it can more actively provide employers and individuals with clearer visibility of excellent DCPC training.

Bringing experience to the table There is a gap to fill to give visibility to the market that a trainer with 15 years’ experience in their trade and competence in technical skills is not simply meeting a nominal standard of good training practice but is excellent in the teaching of those skills.

Skills for Logistics is stepping into the quality custodian role to develop an endorsement for Driver CPC training providers to be operational this summer. It is calling on training providers and employers to get in touch to help develop the system, which will ‘sharpen-up’ Driver CPC and make it more relevant to employers.

SfL’s expectations of a positive reaction from those striving to clearly demonstrate the excellence of their training to those who are seeking it has been fulfilled, judging by the response from the sector already.

Excellent training providers can expect to come through the standard showing their quality. The set of criteria for the assessment, which is currently being planned, will be based on high quality training and business benefit.

Skills for Logistics will maintain a live database of all endorsed training providers and of those who have had their endorsement removed by falling below the standard. A crucial part of the process will be a programme of unannounced audits and ‘secret trainees’ to ensure the standard is maintained during the 3-5 year period between assessments.

Training providers can use the endorsement ‘kite mark’ in their marketing. It will be a market sign informing employers where to find good Driver CPC and will give the opportunity to benchmark training providers.

Looking ahead, the scheme could be deployed on an EU-wide basis enhanced, for example, with language skills to make it relevant for UK drivers. This will further increase the pool of drivers with excellent quality CPC for employers.

This will not be a mandatory scheme but we know there are many training providers who would like to compete on quality, and that there are employers and individuals who want visibility of the standard of DCPC they are receiving or employing.

About Skills for Logistics (SfL)

We expect a significant number of the 1,400 approved DCPC training centres to engage with the process, to see how they measure up against others, and to gain the opportunity to examine how to improve their service, in addition to marketing their quality. While JAUPT recognises you as being legal, Skills for Logistics will endorse you as being excellent.

It is a similar situation to a restaurant that may wish to go beyond gaining their essential Food Standards Agency compliance to voluntarily strive for a Michelin star as a measure of just how good their food is.

There is clearly a demand for similar visibility for DCPC training quality in our sector.

If e you havleted p not comC training P your DCSeptember by 10 ou will not y 2014, able to be LGV drive anlly lega

that in the period up to 2017 we can reasonably expect 16 per cent of professional LGV drivers over 60 years to retire.

It has been further estimated that our sector will need 149,000 new drivers over a 10-year period leading up to 2020. So the need to attract new and young recruits to the sector is becoming more acute. If instead of further professionalising the industry, DCPC is in any way acting as disincentive to attracting new drivers – that is the last thing our sector needs.

Thinking long-term We should now look beyond the September deadline at how we can improve the quality and learner journey of CPC. We should examine how we have done it in the UK and compare it with best practice in other countries. This is a European initiative so why not look at what other EU members are doing. For example, are online tools and in-cab learning good options? One good example of adding value is Driver First Assist – a first aid course accredited by JAUPT as part of the Driver CPC, which would certainly be a useful thing for drivers to have.

We must also look at the quality of Driver CPC training. JAUPT (Joint Approvals Unit for Periodic Training) has a significant part to play in ensuring compliance – looking after the regulation side of DCPC and legislative compliance, so that the content of the course meets requirements. But what

An informed decision I believe in skills as an investment and that Driver CPC, if delivered well, can be a significant benefit to businesses. This endorsement scheme fits right in with Skills for Logistics’ ‘Attract, Develop, Support’ role and will benefit the Logistics Sector by addressing its concerns about how we raise the quality of Driver CPC. We will be engaging with other sectors that have similar quality systems and we have already started working with training providers and employers to establish the metric that will help training providers offer training that is good in terms of business benefit. Ultimately, the scheme will help excellent training providers show off their wares and help others to improve the service that they offer. Employers, meanwhile, will be able to make an informed decision about the DCPC solutions on offer.

Skills for Logistics would like to hear from Driver CPC training providers who wish to be in first tranche to go through the assessment and would also like to hear from employers who want to help develop the standard.

You can get in touch via our website. L FURTHER INFORMATION www.skillsforlogistics.org

Volume 75 | GREENFLEET MAGAZINE

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STEAM ENGINE

THE WHEEL 3500 BC

1712 NAVIGATIONAL CLOCK

ELECTRICITY 1752

1740

ALUMINIUM 1825

ENVIRONMENTALISM JET ENGINE 1930

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1960’s

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1. Official EU MPG test figure shown as a guide for comparative purposes and may not reflect real driving results. 2. 5% BIK compared to average rate of 25%+. 3. 32 mile EV range achieved with full battery charge. 510 miles achieved with combined full battery and petrol tank. Actual range may vary depending on driving style and road conditions. 4. Domestic plug charge: 5 hours, 16 Amp home charge point: 3.5 hours, 80% rapid charge: 30mins. 5. Free British Gas plug-in vehicle charging package available – ask your dealer for more information. Offer ends 31st March 2015. 6. Prices shown include VAT (at 20%), exclude VED and First Registration Fee. Metallic paint extra. Model shown is an Outlander PHEV GX4h at £33,399 including metallic paint. Prices correct at time of going to print. For more information about the Government Plug-in Car Grant please visit www.gov.uk/plug-in-car-van-grants.

Outlander PHEV range fuel consumption in mpg (ltrs/100km): Full Battery Charge: infinite, Depleted Battery Charge: 48mpg (5.9), Weighted Average: 148mpg (1.9), CO2 Emissions: 44 g/km.

FLEET MANAGEMENT Feature Heading Written by John Pryor, chairman, ACFO

Championing fleet needs Arcadia Group’s fleet and travel manager John Pryor has been appointed as ACFO’s new chairman.

He shares his thoughts on how the role of fleet manager is evolving and how he and ACFO intend to support those in the industry going forwards The role of the fleet manager, alongside ACFO, the UK’s representative body for fleet decision-makers, are both long‑established and mature, but that is not to say that the status quo should remain.

The organisation is more than 40 years old and throughout its history has continued to evolve. It is my intention that it will do so further as it continues to function to serve the ever-changing requirements of fleet decision-makers and the role they perform.

It has become clear to me and ACFO’s board over the last two years that day-long seminars that examine key fleet manager issues in great detail via presentations from subject-matter experts are hugely popular with members.

ACFO briefings Seminars examining transport issues in the run-up to the highly successful 2012 London Olympic Games and more recently that have explored the pros and cons around electric vehicles and got to grips with the nightmare issue of parking and traffic

24

offence fines have attracted significant audiences. The board will be announcing further seminars in the coming months and the programme will complement existing ACFO regional meetings.

But it is my intention to try and bring more structure to those meetings so they better reflect what is happening across the fleet industry and, consequently, increase member attendance.

One idea, for example, is that each region’s spring and autumn meetings will become “fleet briefings” with members given a comprehensive overview on key issues including: legislating and regulatory news, motor manufacturer and supplier issues, updates on fleet events and information on what ACFO is doing.

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

I hope that such an approach will encourage more employees with fleet responsibility across public, private and voluntary sector fleets to join ACFO, which will continue to promote best practice in an ever‑changing fleet world.

ACFO ue tin will con ion the p to chamof fleet views akers to -m decisionernment Gov ents departms HM Supporting fleet such a ury s a operators e r T Critically, ACFO will also

continue to champion the views of fleet decision‑makers to external agencies – notably Government departments, such as HM Treasury, HM Revenue and Customs (HMRC), the Department for Transport and the Driver and Vehicle Licensing Agency.

It is critical that those organisations, as well as motor manufacturers and suppliers, understand how fleets work and the requirements of fleet managers

and company car and vans drivers.

During 25 years working with a leading fashion retailer, I have seen numerous developments across the fleet industry and, as a result my role within the organisation has continued to evolve.

Today my job title is fleet and travel manager, giving me responsibility for not only 600 user-chooser company cars, but 800 employees who drive their own cars on business trips and travel across the business.

Guidance Three years ago ACFO published From A to B: The ACFO Guide to Journey Planning, which was designed to provide a thought-provoking basis from which all organisations could look at just how effective – and sustainable – their existing mobility options were.

The guidance and case studies remain as relevant today as they were then. Cost management, carbon footprint reduction, risk management, business efficiency and effectiveness and time management are all issues that impact on business travel.

Historically, the car has always been the preferred form of travel for the vast majority of business meetings and appointments.

But this is not always the optimum option in terms of cost, time, reducing risk exposure or carbon-cutting, for example.

My role is to analyse the ‘total journey’ and enable staff to make the required trip, once it is determined necessary, by the optimum means. That

could mean by company car, hire car, taxi, car‑sharing, public transport or air.

An evolving role Importantly, one of the jobs of the fleet decision-maker is to educate staff as to their employer’s policy and the reason behind its adoption.

For example, some companies encourage the sharing of cars if more than one employee is travelling to the same location at the same time with the payment of HMRC’s tax free 5p per mile passenger rate. Not all organisations do this but most should.

Overseeing the company’s entire travel and related expenses budget provides me with a complete picture of the journeys made and related expenditure. It is, I believe, critical that fleet decision-makers have that view and can provide boards of directors with ‘total journey cost’ data – not simply information relating to cars and vans.

The evolving role of the fleet manager is to manage total mobility for their employer. There is a logic to that because organisations then have all travel managed from one location instead of via disparate departments.

As a result, the role of the fleet decision‑maker, far from being endangered, should be viewed as an evolving, vibrant and critical job function within all organisations. L FURTHER INFORMATION

At ACFO’s AGM this June, some changes were made to the Board.

John Pryor, fleet and travel manager at Arcadia Group, the leading fashion retailer, was unanimously elected by the ACFO board to serve as chairman for the next 12 months.

Additionally, Caroline Sandall, who has 19 years fleet decision-maker experience and has been fleet manager at Barclays Bank for more than nine years, was unanimously elected to continue as deputy chairman for a further 12 months.

Members also elected to the board Debbie Floyde, group fleet and risk manager at Bauer Media, which owns leading industry publication Fleet News. Ms Floyde has been in charge of the company’s fleet for the past 16 years, has been an ACFO member for 12 years, has served as an official in the East Anglia region and is currently ACFO’s finance manager.

Members also re‑elected to the board Phil Redman, fleet manager, IBM UK and an ACFO director for the past nine years. Completing the six‑strong ACFO board are Julie Jenner, key solutions manager, UK, GE Capital Fleet Services, and Richard Baird, head of new business development at Marshall Leasing.

FLEET MANAGEMENT

The ACFO board

www.acfo.org

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Volume 75 | GREENFLEET MAGAZINE

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ECO DRIVING

Making the case for efficient motoring skills The answer to rising fuel prices is not just in fuel-efficient cars – it’s in the person behind the wheel. Ebba Nyberg of the Institute of Advanced Motorists explains how to drive greener and safer

The answeruel f to risingt just in no costs is ient cars; it’s c fuel‑effiso in the al behind n o s r e p losses due to poorly trained eel drivers. Yet sending out safer, the wh

Things change.

The pace of change on our roads is continuous.

As a professional driver it is important to know and understand these changes. We all need refreshing on the knowledge and skills we already have.

Businesses consider value for money and miles per gallon when they buy new company vehicles, but the answer to rising fuel costs is not just in fuel-efficient cars; it’s in the person behind the wheel. It’s time to make sure that fleets are being driven correctly.

Drivers who spend long hours driving to meetings with clients and colleagues get fined and crash more often than other drivers due to a riskier driving style.

Too often, large fleets suffer significant

28

more confident and fuel-efficient drivers, is well worth the investment.

Some firms still believe they are covered for accidents as long as their drivers hold a current driving licence and their vehicles have insurance and MOT – a blinkered way of looking at road safety that doesn’t comply with the law. The risks must be managed.

Risk management One solution to this is Driver Risk Management (DRM). DRM saves money because the costs of road accidents are nearly always higher than the costs of repairs and insurance claims. These costs are higher for smaller businesses and the self-employed, so whatever the size of the business, it makes

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

financial sense to invest in a DRM strategy.

Simon Elstow, Training Manager at the IAM said: “Fortunately, many businesses now see the link between improving the driving skills of their employees and squeezing every drop of fuel and safety from their fleet.

“Skilled and trained drivers have a better attitude and look after their vehicles more carefully. With less wear and tear to the engine, tyres and brakes, the vehicles are worth more when they are sold on.”

An online driver risk assessment is the first step in assessing driving skills. It helps profile individual risks and proposes ways to tackle them. Each driver gets a personal skills programme that gives an audit trail and meets health and safety legislation.

Continued on page 33 E

Eco driving benefits  Some drivers may not need coaching while they drive and may be more suited to online e-learning courses.

These are tailored to individuals and are a refresher for understanding good road craft and driving regulations.

For drivers who are judged as high-risk, hands-on training in real-life situations – with a qualified trainer – is best.

Make sure your trainers are approved by the Driving Standards Authority and listed on their fleet trainer register.

Elstow said: “The economic case and safety needs for driver training are proven but there are other less measurable benefits like having a workforce of happier, more alert and confident drivers who feel the company is investing in them.”

Green driving: the method Hurtling down the M1 and stopping and starting abruptly puts a lot of stress on the engine and tyres, and it also burns a lot of fuel. Going easy on the accelerator to maintain a constant speed – with gentler starting and stopping – is one way to save money. You’ll use the brakes less often, making for a safer drive. It’s a tip that works for any driver in any vehicle.

Choosing the right speed – of course within the limits – improves fuel efficiency and road safety. For example, on a straight road where the national speed limit is in force, 50mph is the optimum speed for fuel efficiency.

Improving driver observation, anticipation and awareness increases safety and again reduces the cost for fuel and maintenance.

It helps keep the car on the move – more fuel is used starting off and braking.

Aim to get your staff into the habit of accelerating gradually to the most fuel‑efficient speed while looking ahead.

There’s no point accelerating into a red light or traffic queue. Anticipating junctions and lights will also reduce the amount of time

is designed to record such as harsh braking, steering, accelerating, idling and, most importantly, inappropriate speed which can normally be mapped to show where it’s unnecessary or excessive.

In general, efficient driving means knowledge of all the vehicles systems e.g. retarders on trucks/busses to make best use of the vehicle.

On all vehicles, the drivers should aim to keep moving; change gear early; choose best cruising gear; lift off accelerator early; switch off when safe; and avoid any unnecessary acceleration.

The mapping device measuring driver inputs is called telematics, and the device is set to ‘normalised’ in order to look for ‘spikes’. Eco driving is all about ironing out spikes in the driving performance. The Cambus (part of the electronic brain of the engine) already records a great deal of input information. The telematics system adds mapping, speed and body roll (activation of ROP and ESP systems etcetera).

Generally when talking about telematics driving efficiently with fleet drivers, there are a few questions you might use to explore this. Do you know what your telematics system is measuring (and how accurately), and do you know how to use all the systems on your new vehicle to their optimum?

Find out how your vehicle lets you know when you are driving efficiently, and what feedback your organisation gives. Ask yourself: what is your organisation’s policy regarding idling, and do you know how much idling costs your organisation per year? Do you know what the added effect to the environment idling makes (tonnes of CO2 per annum?

Finally, do you know what your telematics system is measuring (and how accurately)?

If an organisation fits telematics it needs to match the general culture, for instance if it normally tells drivers about new initiatives it’s best to do the same in this situation. Generally telematics are very good at comparing one driver to another to encourage “best

Improving driver observation, anticipation and awareness increases safety and reduces the cost for fuel and maintenance...

Generally, it’s recommended to switch off the engine if you don’t need to drive off within the next one minute given that it is safe to do so they stopping with the engine still running.

Most courses will get drivers into the habit of checking their vehicles frequently. They’ll learn the fuel-efficient importance of keeping oil levels and tyre pressure right – properly inflated tyres alone improve fuel efficiency by between five and ten per cent. Drivers will also learn to check brakes, lights and safety equipment and they’ll spot damage early.

Driving efficiently To drive efficiently means to avoid the spikes in performance that telematics

practice” modelling but often only where the organisation compares like routes/rosters and provides on road training where appropriate.

The drawback about telematics is that they are obviously not recording the context of the spike (which is why in cab cameras are increasingly combined). Therefore, it’s important to take the time to ask some questions to understand why a particular driver appears to be driving inefficiently/unsafely.

Some reason for spikes might be outside of the driver’s control. If a driver takes a new route, the trailer or rig is configured wrongly,

Reduces greenhouse gas emissions CO2) Reduces local air pollutants (asthma/ allergies & damage to buildings) Reduces noise Creates less waste/recycle issues (rubber is a major problem to recycle) Requires fewer natural resources: oils, metals, gases (air con) etc.

Benefits the logistics chain (less need to ship/import resources, oil etc.)

Releases resources for other projects Allows for smoother traffic flow, resulting in less incidents Reduces incidents (less crashes and other types of incident) Saves fuel (capital available for other projects) Results in fewer insurance claims Reduces insurance premiums Reduces of corporate liability Lowers repair & maintenance costs Enhances company image (CSR: Corporate Social Responsibility)

or he or she has a new vehicle, this can all contribute to telematics showing spikes.

Therefore, most often there is a need to look closer to what is causing the spikes.

Elstow said: “Occasionally, we have worked with organisations who had installed telematics and found that their staff were inadequately informed about the scope and accuracy of the system (sometimes deliberately). This results in confusion.”

Idling The policy on vehicle idling is different for different organisations. Idling happens when the vehicle is stopped and the engine is still running. Generally, it’s recommended to switch off the engine if you don’t need to drive off within the next one minute given that it is safe to do so. That’s usually the case in queues in heavy traffic, when waiting to tip, when stopping to ask directions, when stopping in heavily pedestrianised areas to show intent to give up priority and in housing areas (especially at night or early morning).

However, there are situations when it’s actually better to avoid switching off. For instance, in queues of light traffic where you need to take advantage of gaps or where on board ancillary equipment is vulnerable to prolonged switch off. For the latter, you should avoid housing estates to park up near. L FURTHER INFORMATION www.iam.org.uk www.iamdriveandsurvive.co.uk

Volume 75 | GREENFLEET MAGAZINE

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GreenFleet talks to Sebastiano Fedrigo, Fiat Professional’s director (UK and Ireland) about the company’s growth in the fleet market and its long history of pioneering low-emission vehicles In 2013, FIAT Professional’s UK sales rose 70 per cent and achieved its highest ever overall UK LCV market share. The company also scooped a handful of fleet awards this year, including Best Trade Van Range in the 2014 Trade Van Driver Awards, and Best Light Van for the FIAT Fiorino at 2014 Van Fleet World Honours. What’s more, Fiat Professional are still reigning title holders of GreenFleet’s very own LCV Manufacturer of the Year Award. So what makes Fiat Professional so successful?

Sebastiano Fedrigo, Fiat Professional’s director, responsible for the UK & Ireland market, explains: “What’s interesting is that this increase in sales has taken place in an ever-more competitive market, during a period when we have actually introduced no all-new models. We’ve achieved this success by listening to customer feedback and responding with more derivatives, more technologies, improved efficiency and lower running costs. What’s more, we have improved our customer service offer, with a dedicated FIAT Professional support team, improved breakdown and recovery and three years roadside assistance.”

Sebastiano also cites the improved availability of niche products on its demonstration fleets as a reason for this success, such as the Tipper/Adventure (Traction +) and Crew Van, alongside high-spec Tecnico and Sportivo models.

“And with helpful, dedicated dealers, as well as attractive pricing and finance packages, choosing a FIAT Professional vehicle is simply making good sense,” Sebastiano adds.

Sebastiano Fedrigo, director, FIAT Professional UK and Ireland and the 2014 FIAT Ducato

Jones Sustainability Indices World and Europe.”

FIAT The diesel engine al’s n io transformed s s e f Pro y b FIAT has a long history e s s ro environmental UK sale t in 2013, ofinnovation.

In n e c 1997 FIAT Group 70 per ing a record revolutionised achiev are, as well the diesel h s t engines with the marke inning a invention of the now as w fleet universally‑employed f o l u f hand rds Common Rail ultra-high awa pressure fuel injection

Eco achievements FIAT has been named as Europe’s Greenest Brand for six years running by independent organisation JATO. What makes FIAT such an environmentally-friendly brand? Sebastiano explains: “We have reduced CO2 emissions per vehicle produced by more than 15 per cent over the past four years and in FIAT and Chrysler plants worldwide, we have also achieved 99 per cent water recycling in the manufacturing process, representing savings of more than 2.1 billion m3 of water in 2013.

“What’s more, for the fifth consecutive year, FIAT was included in the prestigious Dow

system. In 2003 FIAT Group created the MultiJet, the new common rail generation with multiple injection capability – up to five injections during the same combustion phase. In 2009 it introduced MultiJet II with even better control of the diesel combustion resulting in further improvements consumption, emissions, noise levels and driveability. The new common rail injectors control the amount of diesel injected into the combustion chamber, making the injection sequence faster and more flexible than previously (up to eight injections in the same cycle). The reduction of emission against previous technology is -2 per cent in CO2 emissions and -30 per cent in NOx. In more recent times, FIAT continues to innovate; FIAT has pioneered MultiAir and TwinAir engines, winning numerous International Engine of the Year awards including the Best New Engine award in 2010 with 1.4 MultiAir Turbo and the overall International Engine of the Year prize in 2011, as well as the Best New Engine and Best

INTERVIEW

Long-standing environmental pioneers Green Engine award, with the 0.9 TwinAir. With regards to FIAT’s commercial vehicles, how do they contribute to the brand’s overall green success? Sebastiano explains: “Every commercial vehicle is designed to be a eco‑friendly as possible, evolving new engine and transmission technologies, while also remaining focused on peripheral technologies such as low‑friction tyres and gear shift indicators.

“We also consider the recyclability of the vehicles, even going as far as designing four‑part bumpers which require only the damaged portions to be replaced and recycled.

We minimise the amount of oils and fluid the vehicle uses and focus on the longevity of the components and robustness of the vehicle – the durability of the new Ducato’s body, for example, has been improved by more than 50 per cent for 2014. And we do all this without placing a financial burden on the operators; indeed, quite the opposite – we’re significantly reducing the vehicles’ running costs to make each generation better value than the last.”

Alternative fuels There have been a handful of electric vans come onto the market, so does FIAT Professional have any plans to develop an electric or hybrid LCV? “We have both electric and hybrid vehicle in our global product portfolio,” says Sebastiano, “however there isn’t enough demand for electric or electric hybrid LCVs in the UK at this point for it to make commercial sense.”

But when it comes to alternative fuels, FIAT Professional has a long history, with CNG and LPG in particular. Sebastiano says: “FIAT has been a pioneer of natural gas technology since the turn of the century and has sold more than 400,000 vehicles equipped with factory‑fitted systems in Europe to date, making it the market leader by some margin. FIAT’s Natural Power range now comprises 10 models, both passenger and commercial vehicles, however the limited availability of CNG in the UK has restricted the viability of engineering these vehicles for right-hand drive. If CNG becomes more widely available, then there would be a case to revisit the matter,” he explains.

Going forwards So what new vehicles can we expect to see this year? “The new FIAT Ducato is currently being launched in the UK,” says Sebastiano. “It has improved performance, economy and emissions; more safety features; more standard equipment and more technology than ever before. With regards to other future vehicles, we’re not in a position to discuss future product, but we will reveal details as soon as we can.” L FURTHER INFORMATION www.fiatprofessional.co.uk

Volume 75 | GREENFLEET MAGAZINE

35

FIRST DRIVE

Nissan’s zero-emission van

Following on from the success of the Leaf, Nissan has released an electric version of its NV200 small van, and has already seen some significant business orders. Angela Pisanu takes it for a drive on the streets of Barcelona – the city where it is being made

Gross payload of the e-NV200 is 703kg

36

The Nissan e-NV200 shares several key components with the Leaf including its electric motor, front suspension and parts of its interior. But some 30 per cent of its components are completely new, such as a re-engineered chassis, interior revision, a new battery pack and a higher capacity regenerative braking system. The vehicle is available as a small panel van or a Combi version with a back row of seats, which works well as a taxi.

The Nissan e-NV200 could work well for businesses and taxi firms operating in cities and towns. It has a claimed

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

range of 106 miles, which should be adequate for city based firms, and the battery can be recharged in 8 hours using a domestic 16-amp single-phase 3.3kW charger. If the optional 6.6kW/32-amp charger is fitted, it takes four hours.

Alternatively, a dedicated CHAdeMO DC 50kW quick charger can recharge the battery to 80 per cent capacity in 30 minutes. This would be a good option for certain businesses to install as they could charge the van while it is being loaded or unloaded.

The panel van version offers the same load practicality as a conventional small van.

The Nissan 0 e-NV20 al key ever shares s ents with compon, but 30 per f the Lea its parts are f cent o pletely com new

FIRST DRIVE

Recharging can take as little as four hours using an optional 32-amp charger

Prices for the e-NV200 start at £13,393 plus £61 per month battery leasing costs

slip. As it’s electric, the vehicle is exempt from BIK tax until the end of the 2014/15 financial year and are also VED and London Congestion Charge exempt.

Smooth operator The e-NV200 is a pleasure to drive. It’s silent and vibration free, with instant torque from the moment you pull off. It’s incredibly simple to drive as well, with no gears to change – just ‘D’ for drive and ‘R’ for reverse. The reverse camera is a particularly helpful tool as visibility in vans can sometimes be a problem.

Fleet trials and orders Before the launch of the e-NV200, Nissan gave pre‑production models to a handful of customers to trial, including British Gas. This has resulted in the firm ordering 100 vehicles.

What’s more, the city of Barcelona – where the e-NV200s will be made for the global market – will be the first in the world to use the e-NV200 as part of its taxi fleet.

An e-NV200 ‘Combi’ passenger version is also available

Price With the government incentive, the e-NV200 van costs £16,562.20. Take the battery lease option and you’ll pay £13,393 plus £61 per month instead. For the Combi five-seater you’ll pay £22,859 after the grant or with the battery lease option, £17,855 plus £61 per month. L

Nissan e-NV200 GROSS PAYLOAD:

703kg

LOAD VOLUME:

4.2m3

ENGINE:

80kW AC electric motor

ELECTRICITY CONSUMPTION: CO2:

165 Wh/km 0g/km

RANGE:

106 miles

PRICE (ex-VAT): £16,562.20 (inc VAT, after government grant)

It has a cargo area which is identical to NV200 at 4.2 cubic metres. It has sliding side doors on both sides and wide opening rear doors, with a top hinged single rear door also an option.

What’s more, the silent motor and lack of tailpipe fumes means deliveries can be made in the dead of night and even inside shopping or business centres without being a disturbance.

Low running costs Running costs stack up well for the e-NV200.

Without engine oil, belts, gearbox or clutch there are fewer parts to be checked or replaced, which makes planned maintenance costs 40 per cent lower. Fuel costs are also significantly lower, with the vehicle costing 2 pence per mile, Nissan claims.

The e-NV200 also reduces some unplanned elements of running a fleet as it has no engine oil to warm up, gears to crunch or clutch to

e-NV200 has bespoke electric powertrain displays

Volume 75 | GREENFLEET MAGAZINE

37

ROAD TEST Feature Heading

Blue Drive thinking With European looks, a well-appointed cabin and a fuel-sipping appetite, the Hyundai i30 no longer plays catch-up with the competition The Hyundai Pony, South Korea’s first mass-produced car was a small, rear-wheel drive model. Ex-Austin Morris MD George Turnbull hired a team of British engineers to design a car which would use Mitsubishi engines and transmissions, selected Ford Cortina parts and a Giugiaro‑designed body. Introduced in 1982, it established Hyundai in the UK, and paved the way for the larger Stellar, beloved of fleet managers and taxi drivers in the mid-1980s. While the large i40 may have taken the place of the Stellar in Hyundai’s modern range, the i30 follows in the tyre tracks of the trailblazing Pony.

A five-door hatchback and estate, the i30 1.6 CRDi Blue Drive offers advantages for fleet drivers. The small family car was first introduced in 2007, with the first eco‑minded model, the i30 Blue, introduced in 2009. Powered by a 1.6‑litre diesel engine, the i30 Blue Drive has CO2 emissions of 97g/km with a combined cycle fuel consumption of 76.3mpg.

cut fuel consumption. With a 53-litre fuel tank, Hyundai claims that i30 drivers could ‘comfortably’ achieve a range of up to 890 miles between fill-ups.

While we didn’t achieve the official fuel return figures, a real‑world average of 55.2mpg is on a par with competitors in the class. A six-speed manual gearbox drives the front wheels, while narrower 15-inch wheels and tyres help the i30 Active Blue Drive achieve its sub-100g/km emissions.

The neat styling of the i30 echoes that of Hyundai’s ‘New Generation’ range of cars.

Bolder looks replace the somewhat generic styling of the i30’s predecessor, with curved and pronounced wheel arches as well as a more assertive front-end featuring LED daytime running lights.

The interior shows more of Hyundai’s more new-found styling flourishes. The be-winged centre console houses the infotainment system with Bluetooth/USB/CD connections, and clear instruments with blue lighting display all the information a driver needs. Materials give an impression of quality, and alloy effect fascia trim lifts the cabin ambience. Standard equipment is high, with air-conditioning, leather-wrapped steering wheel and gear knob, follow-me-home headlights, six airbags and rear parking sensors.

The i i30 Hyunda CRDi .6 Active 1e offers a iv Blue Dr of talents in ix wide m od-looking a go ell-built and w age pack

890 miles between fill-ups The latest i30 uses a Stop & Start system called ISG (‘Intelligent Stop & Go’), stop-start technology it shares with its partner brand, Kia. An alternator management system also helps

Highly competent A particularly useful feature of Blue Drive models is a cruise control system with speed limiter. Hyundai’s ‘Flex Steer’ system is also fitted and is a controllable electric power steering system giving three modes of operation – Comfort, Normal and Sport. The 109bhp 1,582cc common rail diesel engine pulls well, and is particularly refined when cruising, spinning at just under 2000rpm when at 70mph. Fully independent suspension gives a good ride and capable handling. The interior is impressively quiet when on the move, refinement approaching that of the VW Golf.

The i30 is a highly competent family hatchback, which is borne out by Hyundai’s sales figures. Global sales of both generations have exceeded 1 million, with 59,000 cars finding homes in the UK. It’s the company’s best-selling model in Europe.

Just like the more expensive Golf BlueMotion, there are no excess fripperies and drivers don’t need to seek out any hidden modes to get the most economy out of the i30 Blue Drive. No extra kit is fitted to make it economical, because it is optimised for economy straight out of the box. A five-year warranty trumps that of the Golf, while a BIK rate of 15 per cent is competitive.

In summary then, the Hyundai i30 Active 1.6 CRDi Blue Drive offers a wide mix of talents in an affordable, good-looking, and well‑made package. Just like the Stellar in its day, contemporary drivers may have found a contender for their new fleet hero. L

Hyundai i30’s ‘Flex Steer’ steering system features three switchable modes

Hyundai i30 Active 1.6 CRDi Blue Drive ENGINE:

1,582cc, four-cylinder diesel

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

Hyundai i30 Active 1.6 CRDi Blue Drive has CO2 emissions of 97g/km and an official combined cycle fuel consumption figure of 76.3mpg

38

97g/km 76.3 Band A, £0 15% £18,295 (including VAT)

ENGINE:

Imminent refreshed model features styling tweaks

1,497cc, four-cylinder petrol

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

ROAD TEST

Toyota Yaris Hybrid Icon Plus 1.5 CVT Dr T+G 79g/km 81.0 Band A, £0 11% £16,595 (including VAT)

Written by Richard Gooding

Yaris Hybrid interior is simply styled but highly-specified

A capable combination Toyota’s Yaris was the first small car range in Europe to feature full hybrid technology. Richard Gooding finds out if it offers much benefit over conventional petrol superminis Think Toyota and Hybrid and thoughts invariably turn to the Prius. But, the Japanese company actually makes a range of hybrid‑powered cars. The Yaris supermini and its C-segment brother, the Auris, are also offered with Toyota’s Hybrid Synergy Drive (HSD). The Yaris is Toyota’s best‑selling model in Europe and the hybrid version arrived in 2012. Just after our test period with GY63 KLZ, Toyota unexpectedly announced a refreshed model, but the hybrid powertrain is largely the same for both.

Hybrid Synergy Drive The Yaris Hybrid uses a downsized version of Toyota’s Hybrid Synergy Drive powertrain from the Auris and can run on just its 1.5-litre petrol engine, its batteries, or a combination of both. Total power output is 98bhp, while CO2 emissions are from 75g/km depending on specification. VED is £0 and combined cycle fuel consumption is a claimed 81mpg (the new-for-2014 model is officially rated at 85.6). A week of real-world driving conditions yielded 61mpg, which is still a considerable improvement on the Yaris’ non-hybrid rivals.

The Honda Jazz Hybrid is the small Toyota’s only real comparable rival, but that costs more and is dirtier (104g/km). It’s also less economical.

The Yaris Hybrid will occasionally run on electric‑only power when driving around town. The infotainment system displays fuel consumption graphs and regeneration/electric running operation information. Like the Auris, an ‘Energy Monitor’ shows in real-time what’s happening with the various drive options.

Driving modes can be chosen too, depending on conditions; an ‘EV’ button puts the car into electric-only mode for short bursts of 1.2 miles or less, while an ‘ECO’ switch uses even less fuel when less power is needed. A rev counter‑like hybrid system display shows real‑time performance of the HSD, with ‘CHG’, ‘ECO’ and ‘PWR’ markings. Keep the needle in the ‘CHG’ zone while in electric mode, in the ‘ECO’ segment most of the time when driving with a combination of both powertrains, while ‘PWR’ will be most occupied when harsh acceleration is detected.

The brid Yaris Hy nsized ow uses a dof Toyota’s version ynergy Drive Hybrid Srun on just its and canre engine, its 1.5-lit eries or batt both

test car’s ‘Icon Plus’ specification offered dual-zone climate control and cruise control among its trim level highlights. Externally, Yaris Hybrid models are distinguished from their lesser brethren by blue‑tinged Toyota badges, ‘Hybrid’ badges, LED rear lamps and daytime running lights.

Due to the relative low centre of gravity afforded by the HSD’s components, the Yaris Hybrid has little body roll and drives in a safe and predictable manner. Yes, it’s not exciting, but this car isn’t meant to be.

A likeable choice Almost a third of Yaris models sold in the UK are hybrids, so the eco technology has certainly struck a cord with drivers. An 11 per cent BIK company car tax rating could be just one reason why the Yaris Hybrid is a popular choice. In conclusion, the Yaris Hybrid is a likeable car, packed with technology.

With potentially low running costs and a fair asking price, it offers something genuinely different in the crowded small car market. L

Regenerative braking The Yaris Hybrid uses an e-CVT automatic gearbox with a mode-selective regenerative braking function. It’s so effective that it easily becomes second nature and going back to a car without it takes some getting used to.

The cabin is simply styled, nicely finished and comfortable. The

GREENFLEET MAGAZINE

39

IF YOU WANT YOUR BUSINESS TO BE MORE EFFICIENT, PUT US TO THE TEST

A PASSION FOR MAKING IT HAPPEN Dyson Energy Services needed fleet vehicles that reflected the company’s drive to reduce fuel consumption and CO2. They chose Peugeot. From vans to the New 308 our great range of vehicles are not only environmentally responsible and excellent value for money, they’re extremely reliable and popular with Dyson’s drivers, from surveyors and electricians to management. So why not put Peugeot to the test. Visit business.peugeot.co.uk/passion or call 02476 884 644 for more information.

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

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

ROAD TEST

New 308 redefines itself

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.

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

VISIT BUSINESS.PEUGEOT.CO.UK/PASSION TO FIND OUT WHAT WE’RE DOING FOR DYSON ENERGY SERVICES – AND WHAT WE CAN DO FOR YOU.

(combined) and emits 93g/km of carbon 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

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.

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

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 Volume 75 | GREENFLEET MAGAZINE

41

THE NEW MINI. THE NEW ORIGINAL.

The all new MINI Hatch builds upon the success of its heritage, with the MINI Cooper D providing class-leading performance and efficiency, as well as the lowest CO2 emissions of any equivalent model above 100hp at 92g/km.

All-new three and four-cylinder engines and automatic gearboxes with Auto Start-Stop also mean that two models within the range exceed 80mpg on the combined cycle, while still delivering MINI’s hallmark go-kart handling.

Standard specification includes Bluetooth and DAB digital radio, heated mirrors and washer jets, USB audio interface and keyless go.

To find out how to give your business an advantage, visit www.minicorporate.co.uk or call 0800 777 113.

Official Fuel Economy Figures for the MINI Hatch Range: Urban 36.7-72.4 mpg (7.7-3.9 l/100km).

Extra Urban 58.9-91.1 mpg (4.8-3.1 l/100km). Combined 48.7-83.1 mpg (5.8-3.4 l/100km). CO2 Emissions 136-89 g/km.

Figures may vary depending on driving style and conditions.

MINI Corporate Sales

PRODUCT FINDER

BUSINESS FLEET SALES

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

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kdh Insurance Brokers Ltd Tel: 01746 760440 www.kdhinsurance.co.uk KDH Insurance Brokers provide competitive quotations for both business and personal insurance.

Our experienced staff can find the best policy to suit your needs. Whether it is premises, liability, fleet or private car you can be confident it is the right policy for you.

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FLEET MANAGEMENT: FLEET COST REDUCTION

CAR AND VAN RENTAL

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

FLEET MANAGEMENT

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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.

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FLEET MANAGEMENT REPORTING

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44

BMW 18, 19 Citroën UK 29, 30 Fiat Professional 32 Fiat 8, 10 Lex Autolease 14 Mercedes 6, 7 Mini 40, 41 Mitsubishi 22, 23 Nissan 26, 27 Peugeot 38, 39 Reco Auto 25 Renault IFC Route Monkey 13 Seat 16 The AA OBC Toyota IBC Vauxhall 12 Volvo 4

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