GreenFleet 83

ROAD TEST FIAT DOBLÒ

TYRE SAFETY

www.greenfleet.net

GREENFLEET SCOTLAND

ISSUE 83

ALTERNATIVE FUELS

THE HYDROGEN AGE As hydrogen approaches full commercialisation, what should fleet managers know about this fuel?

URBAN DELIVERIES

GREENING THE LAST MILE

Saving on fuel and emissions on the last stage of urban goods delivery TRANSPORT POLICY

TOWING THE PARTY LINE

An examination of the main political parties’ transport pledges

ROAD TEST: ŠKODA RAPID GREENLINE TDI

D NLOA DOW NEW THE EET APP NFL E GR E code e QR h t n Sca

TYRE SAFETY

www.greenfleet.net

GREENFLEET SCOTLAND

ISSUE 83

ALTERNATIVE FUELS

THE HYDROGEN AGE

As hydrogen approaches full commercialisation, what should fleet managers know about this fuel?

URBAN DELIVERIES

GREENING THE LAST MILE

Saving on fuel and emissions on the last stage of urban goods delivery TRANSPORT POLICY

TOWING THE PARTY LINE

An examination of the main political parties’ transport pledges

ROAD TEST: ŠKODA RAPID GREENLINE TDI

LOAD DOWNNEW THE ET APP NFLE GREE code the QR Scan

COMMENT

ROAD TEST FIAT DOBLÒ

The looming election As the 7 May general election draws near, GreenFleet has examined the main political parties’ transport pledges. It is disappointing to see that road transport has played a smaller role than usual, and that most of the parties’ plans to reduce vehicle emissions and other pollutants are lacking any clear, specific policy, aside from ‘consultations’.

The Conservative manifesto mentions the Party’s current aim to make almost every car and van a zero‑emission vehicle by 2050, and sets aside £500m over the next five years to do so, (presumably, as detail is lacking) by continuing to incentivise ultra low carbon vehicles and install more public fast chargers.

The Labour manifesto, meanwhile, has no detail on how the Party would tackle congestion or combat air pollution.

The Liberal Democrat’s manifesto mentions a plan to dramatically improve Britain’s air quality by 2020, but, again, it’s lacking in detail. Other key green transport measures include establishing a full network of charging points for electric cars, only allowing low emission vehicles on the roads from 2040 (ten years earlier than the Tory plan) and reforming planning law to encourage developments that promote walking, cycling and public transport.

The Green Party plans to invest in EV charging points for buses and taxis in

particular, and incentivise the consolidation of white van deliveries to enable the ‘last mile’ journeys to be made by cargo bikes and EVs (read our feature on this subject on page 21).

Whilst the Green’s manifesto isn’t short on ideas, there is little evidence on how they will be delivered. See page 14.

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 Michael Lyons 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, Vickie Hopkins REPRODUCTION & PRINT Argent Media

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© 2015 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 83 | GREENFLEET MAGAZINE

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CONTENTS

Contents GreenFleet 83 09

09 News

36 Workplace safety

14 Election special

40 GreenFleet Scotland

17 Alternative fuels: hydrogen

43 GreenFleet Capital

EU agrees to limit land-based biofuels; manufacturers not living in the ‘mpg’ real world; £45 million for taxis to go green

After examining the entrails of each Party manifesto, GreenFleet finds little to get excited about in the upcoming general election regarding transport

Hydrogen is finally being adopted in some UK fleets as vehicle choice and infrastructure improves

21 Urban deliveries 17

With urban transport being responsible for about a quarter of carbon emissions, real world pilots are being conducted to improve the efficiency of the last stage of urban goods delivery

26 Tyre safety

A faulty Tyre Pressure Monitoring System (TPMS) is now an automatic MoT fail.

So how do you know if your car has it and how do you know if it’s working?

28 Finance

Cost is key for fleet decision-makers, so using whole-life costs as the basis to select new vehicles is crucial, alongside assessing whether they are fit-for purpose

21 32

32 Telematics

Is privacy being left in the rear view window of the connected car?

How can employers improve employee safety for those working with moving vehicles?

The seventh GreenFleet Scotland event, allowed fleet managers to test drive over 50 of the latest electric, hybrid, hydrogen and low‑emission vehicles Capital GreenFleet will allow London’s fleet managers to assess whether electric vehicles are right for their organisation

46 New York motor show The Jacob K Javits Convention Center in Manhattan played host to over 60 new car and truck debuts

48 Road test: Fiat Doblò Cargo Maxi SX 1/6 Multijet II

The new Fiat Doblò has not only had its looks refreshed for 2015, but has improved in performance and efficiency

50 Road test: Volkswagen Polo SE 1.4 TDI GreenFleet takes a look at the low-emission and recently refreshed Volkswagen Polo

52 Road test: Škoda Rapid Greenline

The Škoda Rapid offers large space for modest money and the tax‑free GreenLine version appears to offer better value still

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52 GreenFleet magazine

www.greenfleet.net Volume 83 | GREENFLEET MAGAZINE

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BMW i3.

THE ELECTRIC CAR THAT DRIVES LIKE A BMW. What else would you expect from BMW’s first electric city car?

A car so different we had to build a new factory to develop it.

The BMW i3, made with lightweight carbon fibre.

Crafted together with an aluminium chassis and 19" alloy wheels.

A car conceived, designed and engineered to be an electric car from the ground up.

For more information or to arrange a demonstrator*, visit www.bmw.co.uk/bmwicorporate or call 0800 777 113.

Official fuel economy figures for the BMW i3: mpg N/A, CO2 emissions 0g/km, nominal power output (electric motor) 75/102kW/hp at 4,800rpm; peak power output (electric motor) 125/170kW/hp, total average energy consumption per 62 miles/100km (combined cycle) 12.9kWh. Total range: 118 miles (combined cycle). Customer orientated range: up to 100 miles. Official fuel economy figures for the BMW i3 with Range Extender: 470.8mpg

BMW i

The Ultimate Driving Machine

(0.06 l/100km), CO2 emissions 13g/km, total average energy consumption per 62 miles/100km (weighted combined cycle) 11.5kWh. 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. *Test drive subject to applicant status and availability.

BE RENEGADE

THE ALL-NEW JEEP RENEGADE.

The Jeep Renegade with its unmistakable styling and road presence is an SUV unlike any other. With its wide choice of fuel efficient engines, luxurious interiors and legendary off-road ability it’s a Jeep which is ready to redefine fun.

Get ready to Be Renegade.

BUSINESS CONTRACT HIRE EXAMPLE JEEP RENEGADE 1.6 MULTIJET E5+ SPORT Excluding optional Omaha Orange paint at £500 OTR*

Monthly Payment

MPG Combined

CO2 Emissions

£169

Up to 61.4

120g/km

5" Touchscreen DAB Radio Security Alarm Tyre Pressure Monitoring 16" Alloy Wheels

All-New Jeep Renegade from only £169 per month on Business Contract Hire.** To book a test drive visit jeep.co.uk/fleet or contact our Business Centre on 01753 519442 or via email at fleet@jeep-comms.co.uk jeep.co.uk/fleet

MODEL SHOWN JEEP RENEGADE 1.6 MULTIJET E5+ SPORT WITH OPTIONAL SPECIAL PAINT AT £500 OTR. OFFICIAL FUEL CONSUMPTION FIGURES FOR JEEP RENEGADE RANGE MPG (L/100KM): EXTRA URBAN 48.7 (5.8) – 70.6 (4.0), URBAN 32.1 (8.8) – 51.4 (5.5), COMBINED 40.9 (6.9) – 61.4 (4.6), CO2 EMISSIONS: 160 – 120 G/KM. Fuel consumption and CO figures are obtained for comparative purposes in accordance *

Jeep with ®

2

with EC directives/regulations and may not be representative of real-life driving conditions. Factors such as driving style, weather and road conditions may also have a significant effect on fuel consumption. **Business users only.

Rentals based on Renegade 1.6 MultiJet E5+ Sport (excluding optional Omaha Orange paint at £500 OTR) on Contract Hire profile of 6 rentals in advance (equivalent of £1014) followed by 35 rentals of £169, excluding VAT and maintenance.

Based on 10,000 miles p.a, excess mileage charges apply. Vehicles must be registered with Jeep Financial Services before 30th June 2015. Offer subject to status, guarantee and/or indemnity may be required. At participating dealers only. Jeep Financial Services, PO Box 4465, Slough, SL1 0RW. Chrysler and CNH Industrial are Official Global Partners of the Expo Milano 2015. Jeep® is a registered trademark of FCA US LLC.

NEWS

AUTONOMOUS VEHICLES

BIOFUELS

Connected cars provide £51 billion economy boost, study suggests The development of connected and autonomous vehicles could provide a boost for the economy by contributing 320,000 jobs in the UK, a study has found.

The report, commissioned from the Society of Motor Manufacturers and Traders (SMMT) and conducted by KPMG, has shown that the new vehicles will deliver a £51 billion boost to the UK economy, while also ensuring a reduction in serious road traffic accidents by 25,000 a year by 2030.

Mike Hawes, SMMT chief executive, said: “Connected and autonomous cars will transform our roads and the way our society functions for generations to come, dramatically reducing accidents and helping to deliver more than £50 billion to our economy. The KPMG report clearly shows the UK automotive industry is leading the way in developing the cars of the future and that it will act as a catalyst for wider economic benefits that will create more than 300,000 jobs by 2030.”

John Leech, head of automotive at KPMG in the UK, said: “Our study has established that the UK is well-positioned to capitalise on the development and production of connected and autonomous cars. Not only will these developments help vehicle manufacturers and their suppliers, but they will bolster jobs, trade and productivity across the economy. Connected and autonomous vehicles will promote social inclusion, reduce pollution and save lives.”

FURTHER INFORMATION tinyurl.com/l8quebx

EU agrees to limit land‑based biofuels A proposal endorsed by the European Parliament’s environment committee will restrict the use of land-based biofuels as part of the EU’s plans for greener transport. The decision, which is expected to be approved by the full Parliament later this month, will limit at seven per cent the use of first-generation biofuels that can count toward the 10 per cent renewable energy target in transport by 2020.

In a positive step toward increased transparency and correct carbon accounting of biofuels, the new reforms will recognise indirect land-use change emissions in legislation for the first time. The reforms establish a limit on the growing consumption of land-based biofuels, which, because of indirect land-use change emissions, often increase carbon emissions rather than reducing them.

Transport & Environment’s senior policy officer Pietro Caloprisco, said: “This agreement is far weaker than the Commission’s original proposal. Nevertheless, it sends a clear signal that land-based biofuels have no future role to play in Europe. In order to achieve a 60 per cent cut in greenhouse gas emissions by 2050,

the EU will need to promote efficiency and deploy a broader number of low-carbon technologies, such as renewable electricity.”

But the compromise fails to include indirect land-use change emissions in the carbon accounting of biofuels under the Renewable Energy Directive and Fuel Quality Directive. This means harmful biofuels can still be counted toward the EU targets and receive financial support. The final deal also contains weak sustainability criteria for advanced biofuels – mainly made from municipal waste and residues.

Pietro Caloprisco concluded: “If biofuel policies have taught us anything, it is that it’s better to get things right from the beginning. The European Commission has a mandate to define the sustainability criteria of advanced biofuels, and this should be one of their highest priorities.

Clarity of rules is in the interest of industry, society and the environment.”

READ MORE tinyurl.com/kphwwks

FUEL ECONOMY FIGURES

Manufacturers not living in the ‘mpg’ real world The difference between the official fuel economy figures for new cars and their real-world results is continuing to grow, according to evidence from Emission Analytics’ large-scale test programme of passenger cars in Europe.

The latest examination of the data shows that the gap between the combined New European Driving Cycle figures and real‑world results has grown to 24 per cent – a dramatic increase from the 16 per cent average variance first recorded in 2012. This

means that the fuel economy motorists can expect from their new vehicles is hardly growing, just 2mpg over the last three years. While it is true that vehicles went through a phase of significant efficiency improvement in the past, these new results suggest progress in this area has now stalled.

As older cars are replaced by their owners with newer models, fuel consumption and CO2 outputs should fall.

However, the company says that if drivers switch from larger engines to smaller vehicles this improvement

tends to be counteracted as earlier analyses suggests the efficiency gap is greater for smaller-engined vehicles (the very smallest cars are on average 36 per cent below their advertised mpg, the company says).

What’s more, the company says any backlash against dirty diesels may work against greenhouse gas reductions if consumers switch back to higher CO2 petrol vehicles.

Emission Analytics has launched a new service for tracking and benchmarking MPG performance. It provides access to its database from high-level trends to detailed results from individual tests.

READ MORE tinyurl.com/k9z4kep

Volume 83 | GREENFLEET MAGAZINE

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Innovative from every angle.

NEW FORD FOCUS

With New EcoBoost Engine Technology The new Ford Focus reflects well on your business:

• • • •

Improved EcoBoost engine technology delivers increased fuel economy with lower CO2 emissions versus prior model.

Stylish new interiors feature the latest advanced and intuitive technologies.

Reverse Park Assist and Park-Out Assist make tricky spaces easy to conquer.

Cross Traffic Alert warns your drivers of potential hazards when reversing.

On sale now. For more information please contact our Business Centre on 0345 723 2323.

P11D

BIK

CO 2

MPG

£13,810 - £27,340

14% - 24%

146 - 98g/km

44.8 - 74.3

COMBINED

Official fuel consumption figures in mpg (l/100km) for the Ford Focus Titanium 1.0 EcoBoost 100PS (Start-Stop): urban 49.6 (5.7), extra urban 72.4 (3.9), combined 61.4 (4.6). Official C02 emissions 105g/km.

The mpg figures quoted are sourced from official EU-regulated test results (EU Directive and Regulation 692/2008), are provided for comparability purposes and may not reflect your actual driving experience.

NEWS

AWARDS

HYDROGEN

BMW i8 scoops World Green Car Award

£6.6 million hydrogen infrastructure investment The UK’s hydrogen re-fuelling infrastructure will be given a boost following the announcement of a £6.6 million investment by the government.

The funding will see an initial network of 12 hydrogen refuelling stations established, including new stations built in Brentford and Croydon and a new mobile station that will be used across the south of England, as well as upgrades to existing hydrogen demonstrator stations. It is hoped this investment will represent a significant step in enabling the use of hydrogen fuel

cell vehicles in the UK. Tony Whitehorn, president & CEO of Hyundai Motor UK, said: “The announcement from the Department for Business, Innovation & Skills provides a further boost to Britain’s hydrogen refuelling infrastructure. The additional stations and package of upgrades will make Fuel Cell vehicles a viable option for more fleet and private customers.”

READ MORE tinyurl.com/l9qnp5y

ELECTRIC VEHICLES

READ MORE

Siemens unveils new electric vehicle charging solutions Siemens has launched a brand new DC rapid electric vehicle charger after showcasing further product features at both GreenFleet Scotland and Traffex 2015 in April. Designed to conform to all industry standard charging protocols and interfaces, the new single‑outlet, wall-mounted QC24S rapid charger provides a DC output at 24kW and can be supplied with a CCS or CHadeMO connector on a tethered lead, capable of charging all compatible vehicles.

With capabilities allowing charging from zero to 80 per cent in less than an hour, the new lightweight unit can be deployed as part of a charging infrastructure network.

The company also showcased the QC45 charger, which can be supplied with an integrated SLD4 loop detector, meaning that inductive loops can now be used to monitor the occupation status of the charging bay. This data can be combined with the charger status and transmitted back to the back office via the OCPP protocol or be transmitted to other third-party back offices using cloud-based technology.

READ THE REPORT tinyurl.com/k664rvg

ELECTRIC VEHICLES

Chargemaster and Mitsubishi partner up EV charging infrastructure firm Chargemaster and Mitsubishi have announced a new partnership. Customers of Mitsubishi’s plug-in vehicles that have a Chargemaster charge point installed at home, will be have free access to its Polar public charging network.

They will also receive six months free access to Chargemaster’s reporting system which tracks home electricity and Polar network usage.

For the second successive year, BMW’s brand ‘i’ has won the World Green Car Award at the World Car Awards. Following the success of the BMW i3 last year, the i8 won at the New York International Auto Show this year.

The BMW i8 is the first plug-in hybrid vehicle manufactured by the BMW Group, and combines the performance of a sports care with the fuel consumption and emission figures of a sub-compact vehicle. It has a 37 kilometre range under electric power alone and has combined CO2 emissions of 49g/km.

The BMW i8 is the BMW Group’s third model to be honoured with the World Green Car Award at the World Car Awards, following the BMW 118d in 2008, which represented the BMW EfficientDynamics development strategy, and the BMW i3 the previous year.

tinyurl.com/mv42zmb

BATTERY TECHNOLOGY

Prices of EV batteries falling A study into the cost of electric vehicle batteries suggests that prices have been falling fast and is well below the estimates made by many analysts in the past decade.

The study by the Stockholm Environment Institute’s Björn Nykvist and Måns Nilsson reviewed more than 80 different sources and found that in 2007, cost estimates for lithium-ion batteries for EV manufacturers were above US$1000 (£672) per kWh. Seven years later, the battery cost for leading electric car models was around US$300 (£201) per kWh. If prices keep falling at this rate, the report says we could be on course to reach US$150 (£100) per kWh – the price point around which some people believe EVs can become directly competitive with petrol-driven cars – in the next decade.

READ MORE tinyurl.com/posu3gg

Volume 83 | GREENFLEET MAGAZINE

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EV FLEETS

LOW EMISSION TAXIS

Tesla plans for Phoenix Taxis

£45 million for taxis to go green

Alex Hurst: “We loved the Tesla and are definitely looking to expand our fleet with more”

The government has announced £45 million to support the roll-out of ultra-low emission taxis. £20 million will be made available to local authorities to support the roll-out of ultra‑low emission taxis across the UK. The money will be available to reduce the upfront cost of purpose built taxis and to install charging infrastructure for taxi and private hire use.

A further £25 million has been set aside specifically for the Greater London Area to

help taxi drivers cover the cost of upgrading to a greener vehicle. All taxis will also qualify for the government’s plug-in car grant, which currently offers up to £5,000 off the cost of an eligible low emission vehicle.

Local authorities are invited to bid for feasibility studies to prepare for the roll‑out of these vehicles in their fleets.

READ MORE tinyurl.com/pfkxp5s

LOW EMISSION TAXIS

Blyth-based Phoenix Taxis has revealed plans to add up to nine more electric Tesla supercars to its fleet, following the successful introduction of the Tesla Model S in February.

Alex Hurst, Phoenix’s managing director said: “ We loved the car and are definitely looking to expand our fleet with more.

All being well, we are looking to have about ten by this time next year.”

The Tesla, which is valued at £80,000, is capable of 0-60 mph in under four seconds, and also boasts technology including a rear facing HD camera, a 3G internet connection and a touchscreen dashboard.

READ MORE tinyurl.com/nz5zgyt

£250m state-of-the-art facility to develop greener London taxis Geely, who owns the iconic London Taxi Company, will invest £250 million in a new state-of-the-art facility that will build electric and ultra-low emission vehicles.

The construction, set to be near to the existing factory in Coventry, will aim to deliver up to 1,000 new jobs and apprenticeships, with an eventual target capacity of 36,000 vehicles a year. The commitment is being financially supported by the government’s Regional Growth Fund and local government aid.

These new taxis will comply with the new regulations being introduced by the Mayor of London that will require

WATCH THE VIDEO

Glow-in-the-dark Nissan Leaf

tinyurl.com/ox3x298

Nissan has added an innovative, glow-in-the-dark paint to its electric Leaf, which absorbs UV rays during the day and glows for between eight and ten hours when the sun goes down.

The manufacturer has showcased the innovative paint, which hasn’t been confirmed as an official option, on the world’s first glow-in-the-dark motorway in Oss, Netherlands. The 600 metre stretch of the N329 highway in Oss uses the glowing lines instead of street lighting.

12

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

all London taxis to be zero-emission capable from January 2018.

Mayor of London Boris Johnson, said: “The vehicles this facility produces will help transform London’s taxi fleet, boost jobs and growth in London and the West Midlands, and secure the long-term future of the taxi industry, whilst ensuring everyone who lives, work in or visits our city has the cleanest possible air to breathe.”

READ MORE tinyurl.com/oax6lhw

EV FLEETS

Avis adopts Yaris Hybrid fleet for London Car rental business Avis has signed up 100 Toyota Yaris Hybrid models for its London fleet, in an attempt to extend its lower emission vehicle list.

The Toyota Yaris Hybrid is exempt from the capital’s congestion charges due to emissions of just 75g/km.

The small car proposes a popular option for customers as it switches to an all‑electric mode when travelling at low speeds, such as when in stop-start traffic, therefore reducing tailpipe emissions to zero.

READ MORE tinyurl.com/poehvn8

NEWS

CAR SHARING

Enterprise buys City Car Club Enterprise Rent-A-Car, the world’s biggest car hire business, has bought City Car Club, the UK’s biggest independent car sharing company.

City Car Club has over 800 vehicles available for hire in 17 cities around the UK. It has over 30,000 members and lets customers hire cars for a minimum of half an hour for under £2.50.

“This is an exciting time for mobility businesses such as Enterprise”, Brian Swallow, Enterprise’s vice-president said.

“We see the acquisition of City Car Club as a way of extending our service to business and private motorists looking for flexible travel options.”

READ MORE tinyurl.com/nu7du7w

EV FLEETS

Electric taxi fleet for Dundee A fleet of 30 electric Nissan Leafs have entered service in Dundee’s electric taxi fleet, with the intention of improving air quality in the city and enhance the Scottish city as a leader of green transport.

With 30 vehicles entering the fleet at the same time, the deal represents one of the largest electric fleet deals in the UK. The taxis are operated by 203020 Electric – part of the Tele Taxis Group. The firm plans to replace its entire 60 vehicle fleet with Nissan Leafs over the next 12 months, saving the company thousands of pounds in fuel each year.

A bank of five rapid chargers have been installed to ensure the fleet can operate a

complete and constant service, as the models can charge from zero to 80 per cent in half an hour. The chargers, funded by Transport Scotland’s ChargePlace Scotland project are available for public use and are free of charge.

Will Dawson, of the Dundee City Council City Development Committee, said: “This initiative will make a difference to the quality of air for the people of Dundee by reducing the amount of carbon dioxide compared with what would be generated by a taxi powered by a petrol or diesel engine.”

READ MORE tinyurl.com/py5647u

LowCVP’s Andy Eastlake The “green” energy for future transport Much of the focus of low carbon transport policy in recent years has been on improving the efficiency of the vehicles we drive. European regulations, in particular, have driven down CO2 emissions and improved the fuel efficiency of vehicles.

But cutting emissions from the fuels themselves is also a key part of the puzzle for which policies have been less stable.

Over the last few months, in collaboration with the Department for Transport, the LowCVP has been leading a project to map out the long term trajectory. The Transport Energy Task Force recently published its final report (downloadable from the LowCVP website), concluding that transport energy can and should contribute to major reductions in greenhouse gas emissions and that, for the foreseeable future, sustainable biofuels have a critical role to play along with other low carbon options including methane, LPG and electricity.

The Task Force involved stakeholders from the mainstream fuels and automotive industries as well as the new biofuels sector and a range of government departments.

It included representatives of the environmental NGO movement which has been increasingly critical of certain biofuels in recent years. It is particularly significant; I think, that a consensus was reached that all the involved parties could sign up to. Certainly, finding the right form of words gave my colleagues and I some headaches!

We can all see (and support that) electrification of transport is a cornerstone of current policy, but there is also no doubt liquid and gaseous fuels will remain dominant in combustion engines for some time and there is an significant opportunity for sustainable biofuels to play a role in cutting carbon to 2030 and beyond.

Importantly the science and understanding of the impacts of different energy sources has increased over the last few years, but one of the most important aspects is for us to consider all options on a level playing field and with “technology neutral” boundaries, in the same way as we try to approach the vehicles themselves Of course, key to unlocking the potential of low carbon transport energy is the development of fuelling infrastructure for new fuels and energy. The LowCVP has commissioned a report to develop a transport energy infrastructure roadmap, which will be published later this year. This aims to complete the picture of fuels, infrastructure and vehicle roadmaps, needed to define the future of low carbon vehicles.

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

Volume 83 | GREENFLEET MAGAZINE

13

POLITICS

Towing the Party Line After examining the entrails of each Party manifesto, GreenFleet finds little to get excited about in the upcoming general election regarding transport As the 7 May general election draws near, one could perhaps suggest that road transport has played a smaller role than usual in each parties’ election manifesto.

At the time of going to press, the polls suggest that we may well be heading for some sort of coalition (again) meaning no party will gain an outright majority.

Sadly, no party apart from the Greens has any clear, specific policy (aside from ‘consultations’) on further efforts to reduce CO2, and perhaps more importantly, NOx and particulates from diesel engines, which is becoming a real problem as recent estimates suggest that air pollution causes as many as 29,000 deaths each year, putting it on a par with smoking.

In any case, a recent poll conducted amongst the readers of Auto Express revealed that of most relevance to its readership of UK drivers were fuel costs and speed limits, which, according to the poll, drivers want to see lowered and raised respectively.

CONSERVATIVE Road infrastructure announcements tend to be a mainstay of the Conservative Agenda, and the Tory manifesto goes into fairly precise detail about which parts of the road network require attention. They promise to add 1,300 extra lane miles to UK roads, improve over 60 problem junctions and continue to fund the fixing of around 18 million potholes nationwide between 2015 and 2021.

The Conservatives point out that in the coalition, they have resisted the urge to go ahead with planned fuel duty increases, which, according to their figures, has saved as much as £7 for each driver on a tank of fuel.

According to the Tory manifesto, rebalancing the economy involves creating a ‘Northern Powerhouse’, and it plans to invest £13bn in modern transport links such as a ‘Northern Hub’ and upgrades to the A1, M62, M1 and A555 link roads. In the South West, the M5, A358, A30 and A303 are also slated for investment, with the M1 and M6 motorways included in a £5.2bn of planned spending for the Midlands.

The document also mentions the party’s aim to have almost every car and van as a zero-emission vehicle by 2050, and sets aside £500m over the next five years to encourage the shift by (presumably, as detail is lacking) continuing to incentivise ultra low carbon vehicle purchase and install more fast charging infrastructure.

Over the last five years rail fares have climbed the political agenda. Season ticket prices on some lines have increased by more than 20 per cent (for instance, Newcastle to Middlesbrough services have risen from £1,841 a year to £2,324 - a 26 per cent hike).

Should they win, the Conservatives plan to

14

freeze rail fares (in real terms) until 2020, which it claims would save commuters an average of £400. Unsurprisingly, shadow transport secretary Michael Dugher wasn’t impressed: “Labour wants to see big changes on rail - action on fares, but also an end to the failed franchises, a public sector operator and for the first time a passenger voice to stop the rip-off railways that have defined David Cameron’s government.”

its manifesto whether the party will push for this should it gain (or share) power, but plans the introduction of a Green Transport Act, including a National Plan (sadly lacking in detail) to dramatically improve Britain’s air quality by 2020. Other key green transport measures include establishing a full network of charging points for electric cars, only allowing low emission vehicles on the roads from 2040 (ten years earlier than the Tory plan) and reforming planning law to ensure new

Radical n’t y is certainlhat can t a word o describe t be usedf the main any o attention parties’ il in their to deta ifestos man

LABOUR As the main opposition party, Labour pledges to support long‑term investment in strategic roads and address what it sees as the neglect of local infrastructure.

Its manifesto mentions a plan to end the deregulation of local bus services, handing city and county regions London-style powers to regulate their own. This would form part of an English Devolution Act, handing £30bn of resources and powers over skills, transport, economic development to city and county regions. Labour also plans a National Rail Body, and will legislate so that a public sector operator could take on lines and challenge private companies.

Labour’s election manifesto does state: “Motorists have seen the quality of our roads deteriorate with rising congestion and promised road improvements not being delivered.” However, the word ‘road’ is only used twice throughout the document, and there is no detail on how Labour would tackle congestion, combat air pollution from transport or help transport-related businesses.

Labour would support the construction of HS2, but aims to keep costs down. Rail fares would be frozen from next year.

LIB DEMS Despite the Liberal Democrat manifesto being the longest document of the five examined, it is (perhaps with the exception of Labour) the lightest on detail. It’s full steam ahead for HS2 should the Liberal Democrats gain (or, presumably, share) power, and the Lib Dems state their intention to help incentivise sustainable behaviour by increasing the proportion of tax revenue accounted for by green taxes. Research, development and commercialisation will support four key low-carbon technologies: tidal power, carbon capture and storage, energy storage and, lastly, ultra-low emission vehicles.

In September 2014, the Lib Dems proposed the Green Transport Bill, but it is unclear from

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

UKIP UKIP will repeal the Climate Change Act 2008, which, it points out, costs the economy £18bn a year, along with abolishing green taxes and charges in order to reduce fuel bills. The Party sees HS2 as a ‘flawed vanity scheme’ and plans to scrap it.

As the withdrawal from the European Union appears to be the catalyst for many of UKIP’s other ideas, the party originally planned to introduce legislation which would require foreign vehicles to purchase and display a ‘Britdisc’ before entry to the UK, in order to contribute to the upkeep of UK roads and any lost fuel duty. This idea

has been replaced by comment on the HGV Road User Levy, which would no longer apply after leaving the EU. The party would therefore adjust Vehicle Excise Duty by the equivalent amount to make the change ‘revenue neutral’ for UK hauliers. The current levy tariff would then be ‘doubled’ and only apply to foreign registered HGVs. UKIP claims this change will help UK hauliers compete with others in Europe.

UKIP will end HS2. Jill Seymour, UKIP Transport spokesperson, has gone on record saying she opposes road charges, and so the manifesto includes a pledge to remove road tolls where possible.

Interestingly, UKIP is fully opposed to ‘eCall’, the GPS system due to be introduced on all new vehicles from October this year.

UKIP would scrap mandatory installation of eCall, and allow owners who already have it installed to disable it. Should UKIP

win, it also harbours plans to scrap the requirement to complete the Driver Certificate of Professional Competence, which it believes to be responsible for ‘causing job losses’.

UKIP also pledges to abolish car parking charges in hospitals (how exactly this will be done is unclear). Classic car owners will be drawn to a curious transport related footnote to UKIP’s manifesto – it plans to exempt vehicles over 25 years old from Vehicle Excise Duty.

POLITICS

developments are designed around walking, cycling and public transport. The Lib Dems will also encourage local authorities to consider trams, and support light rail and ultra-light rail schemes where appropriate.

THE GREENS Radical certainly isn’t a word that can be used to describe any of the main parties’ attention to transport detail, and the Green Party manifesto certainly isn’t short on ideas. However, with little evidence to suggest how some of its more left wing policies would work in the real world, most are perhaps too much to absorb and would prove to be incredibly difficult to deliver should the green party win any kind of power, which is unlikely.

Heavily weighted in favour of public transport, the Green plan majors on ‘encouraging’ people to use public transport by making it cheaper and more accessible.

The Greens would end the national roads programme, which it claims would save £15bn over the next parliament, and invest this in public transport.

Although sketchy and without budget, the Green plan does include some specifics about Ultra Low Carbon vehicle use, sadly missing for other manifestos. It plans to invest in EV charging points for buses and taxis in particular, and incentivise the consolidation of white van deliveries to enable the ‘last mile’ journeys to be made by cargo bikes and EVs in local areas. Road safety also comes high on the Green Agenda, with speed limit reductions, greater duty of care for drivers and a reduction in the alcohol limit. Newly manufactured lorries would be required to install the latest safety technology, and those without would not be allowed to venture into towns and cities where pedestrians and cyclist numbers are greater.

The Greens plan to begin consultation with a view to develop a framework for the “progressive elimination of diesel exhaust emissions”. More road pricing schemes, such as the London Congestion charge, are also on the Green menu.

Ultra Low Emission Zones would be introduced in order to make sure air pollution reduces in line with EU limits.

SCOTLAND Despite protestations to the contrary, a coalition between Labour and the ‘anti‑austerity’ Scottish National Party is a real possibility. The SNP’s manifesto points at infrastructure investment, with a particular aim to improve transport and communication links across the North of Scotland. The SNP sees connecting Scotland to HS2 as a priority, with construction beginning in Scotland (as well as England) and a high speed connection between Glasgow, Edinburgh and the North of England as part of any high-speed rail network.  Volume 83 | GREENFLEET MAGAZINE

15

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With a persistent image of being a transport fuel that’s years away from commercialisation, hydrogen is finally being adopted in some UK fleets as vehicle choice and infrastructure improves.

Amanda Lyne, Vice Chair of the UK Hydrogen Fuel Cell Association, examines the current situation

Hydrogen for transport, primarily reliant on fuel cell technology, has long been heralded as the ultimate green fuel and low emission vehicle solution for a world without carbon based energy. To date, plagued with the challenge of delivering a fully functional, reliable, cost effective and practical alternative to combustion engines, it has proven to be elusive, always ‘ten years away from commercialisation’ and a bit of a great white hope. However, we now sit on the verge of potential revolution, with major OEMs publicly committing to the launch of vehicles this year and over the next couple of years. What’s more, several regions around the world are deploying extensive networks for refuelling and governments are offering incentives for accelerated deployment.

So what does this mean for UK fleets and how can a manager really get access to this low-carbon option?

How it works Hydrogen (H2) as a transport fuel can be used in fuel cells to power electric motors or burned

When used in fuel cells, hydrogen provides the ultimate solution in energy efficiency, directly converting the hydrogen electrochemically to electricity, heat and water.

As an energy source it is widely and globally available, with millions of tonnes made, captured and used by industry for various applications particularly as a bi-product from hydro-carbon production, chemical production and energy generation technologies.

When produced using renewable energy sources, such as wind, solar or biomass, hydrogen has the potential to be a truly zero-carbon transport fuel. Even when the hydrogen is produced using fossil fuels, it can significantly reduce the overall amount of greenhouse gases and pollutants generated, compared with those emitted

Written by Amanda Lyne, vice chair of the UKHFCA and managing director of UlemCo Ltd

en Hydrog a (H2) as fuel rt in internal combustion transpoused in engines (ICEs). When e b r e can w burned with oxygen, o p ls to s or l e the only bi-product is c l e u f r o t o water.

When burned m c electri in internal with air, the additional bi-product NOx is burned bustion controlled to ensure com a clean reaction, giving an engines otherwise emission free fuel.

Facts about hydrogen

ALTERNATIVE FUELS

Welcoming the hydrogen age

Hydrogen is the lightest of all chemical elements, some 14 times lighter than air. It also has the simplest atomic structure, its nucleus composed of one proton orbited by one electron. Its chemical symbol is H2.

Hydrogen exists in unlimited quantities on our planet and is one of two atoms composing water – and water covers 70 per cent of the world’s surface. Unlike oil, hydrogen will never run out.

Hydrogen is not an energy source, but an energy carrier. When used in a fuel cell, it generates electricity via a chemical reaction with the electricity used to power the motor of an FCEV (fuel cell electric vehicle). by conventionally-powered vehicles.

The hydrogen production mix in the roadmap for 2030 is forecasted to be 51 per cent water electrolysis, 47 per cent steam methane reforming (SMR) and two per cent existing capacities (existing capacities are a mix of SMR and readily available bi-product hydrogen from other processes). E Volume 83 | GREENFLEET MAGAZINE

17

ALTERNATIVE FUELS

 The water electrolysis, using renewable electricity, includes both on-site production at the Hydrogen Refuelling Station (HRS) and centralised production with distribution to the HRS. In the UK whilst overall carbon dioxide (CO2) emissions have been falling steadily since the 1970s, the proportions of emissions from transport has risen from 10 per cent in 1970 to near 23 per cent in 2012, according to the UK Government. Analysis has shown that the UK’s CO2 emissions from diesel passenger vehicles, using fuel cell technology, would reduce by 60 per cent by 2020 and 75 per cent by 2030 if this section of the market alone was converted to hydrogen.

The same driving behaviour For the country as a whole, in the ‘battle’ to move away from fossil fuels to renewable energy, towards the electrification of transport, hydrogen offers a way to mitigate against issues such as intermittency, balancing electricity peak loads, and the need for energy storage. It provides a route to distributed energy that addresses grid capacity challenges, and in the process allows vehicle users to stick to normal behaviour patterns. Unlike plug-in electric vehicles, however, as far as the driver is concerned, hydrogen vehicles are refuelled in much the same way as conventional fuel.

A full tank for a passenger car is filled in less than five minutes, using safely engineered gas fuelling equipment, at a filling station.

The refuelling nozzle locks into place and the rest is taken care of automatically.

For commercial users and fleet managers it enables standard planning and resource

Toyota will launch its fuel cell ‘Sedan’ in 2015. Honda, Daimler and VW have made high‑profile commitments to fuel cell EVs management processes, as the vehicles can be used within usual ranges, over normal duty cycles, filling up in minutes, and with no need to adjust loads. Pure electric vehicles may still have their place, particularly for short, urban routes however their application can be limited. In places where hydrogen vehicles have been launched more widely, the feedback from drivers is almost unanimously positive.

One online blog from the USA, describes the experience of driving the Hyundai fuel cell electric vehicle, as “exceedingly normal.”

Where’s the catch?

So hydrogen provides a zero-emission fuel that by virtue of the fact that it doesn’t need users to change behaviour, will provide a long-term solution to ultra-low mileage, in the widest range of vehicle types necessary to transform the UK’s road based fleet. So where’s the catch? Well lack of infrastructure mainly.

There’s no denying however that today, hydrogen infrastructure in the UK is almost non-existent, although there are in fact around 12 hydrogen refuelling stations around the country, all be it some are located within University facilities, and not all of them provide the full service standards and public accessible that will be needed when hydrogen infrastructure is ubiquitous.

OLEV, The Office for Low Emission vehicles,

recently announced the winners of the first round of grant support for the development of hydrogen infrastructure, as part Ultra Low emission vehicle strategy published by the government, which supports the desires of UKH2Mobility for a national network of 65 filling stations to satisfy the expected UK fleet over the next five years. The recently opened refuelling facility next to the Sainsbury’s forecourt at Hendon, is the UK’s first station with visible public accessibility.

In addition, for back to base fleet owners there remains the option for onsite refuelling; if the hydrogen is generated from renewables such as wind and solar, a viable and practical carbon free fuel could transform the operational cost for commercial fleets, as well as resolving otherwise almost impossible targets for practical, cost effective, carbon reduction.

Vehicle availability After years of research, false promises and millions of pounds of investment in R&D globally, several OEMs have finally announced firm commitments for launch of passenger vehicles. As part of grant supported projects, the UK is developing a significant fleet, with the first of these, Hyundai’s iX35 FCEV, being available for lease now. In June 2014, Toyota confirmed their plans

to launch their fuel cell ‘Sedan’ in Europe this summer (2015), at a price tag of about £40,000. Honda, Daimler, VW and others have made very high profile commitments to fuel cell electric vehicles (FCEV).

ULEMCo’s own approach, launched in 2014, also enables commercial vehicle owners to access the benefits of hydrogen. The company has developed technology to retrofit standard diesel vehicles (Ford Transit etc), to run as combustion hybrids, reducing CO2 emissions to <75kg/km, with no range anxiety, reduction in load space, or need to change driving habits.

Fleets of vehicles include those being run

by Swindon Borough Council, Aberdeen City Council and Commercial Group, performing everyday duties and refuelling daily are currently operating based around the hydrogen refuelling stations in their respective areas (Swindon, Aberdeen and London). Data from these vehicles show diesel use at around 150mpg, using 70 per cent energy from hydrogen and achieving an overall efficiency in use of around 25 per cent less than the conventional vehicles.

The approach can be extended to any diesel engine, although taking account of the cost of conversion, the space on board for hydrogen and the value of the desired carbon reduction, it’s generally best suited for larger and heavier duty cycle vehicles such as Refuse trucks, and Agricultural vehicles.

Other than those listed above a number of niche vehicles or SME supplied options include the Symbio FCell HyKangoo converted Renault Kangoo ZE, and for demonstration projects Microcab, RiverSimple and Intelligent Energy have vehicles that help show that the

technology is available here and now. The immediate choice remains fairly limited for truly commercial application but it’s very close.

The future for fleet vehicles In the transition to low‑carbon vehicles, the adage ‘horses for courses’ will become ever more relevant, with vehicle users having to find solutions that meet their particular duty and operational cost requirements. Hydrogen offers a number of options; in the short term for commercial vehicles (light duty trucks, vans, mini buses and delivery vehicles), in the medium term for passenger cars and even motorbikes. In any event the research into hydrogen use has solved the technical challenges required for modern transport expectations, it’s now about commercial exploitation, which with government backing could be a not too distant reality.

A UK example of integrated supply is about to happen under the Scottish government’s energy challenge fund in Fyfe; passenger vehicles, light commercial vans and refuse trucks will all refuel from hydrogen produced locally, which will be optimised in line with renewable generation requirements.

Exciting times, and a possible coming of age for hydrogen in the UK. The industry longs to be free of the ‘10 years away from commercialisation’ adage and now might very well be the time. L FURTHER INFORMATION www.ukhfca.co.uk www.ulemco.com

In a polymer electrolyte membrane (PEM) fuel cell, hydrogen generates electricity via a chemical reaction.

The basic component of a fuel cell is composed of two electrodes – a negatively‑charged anode and a positively‑charged cathode. The anode is supplied with hydrogen and the cathode with oxygen but although the hydrogen molecules are attracted to the cathode, the membrane is designed to allow only the protons to pass through not the electrons. The H+ ions (the protons minus their electron) pass through the membrane combine with the oxygen to create the only by-product of the process, H2O or water. The electrons, meanwhile, are blocked at the anode level and can only move in an external circuit, thus generating an electric current.

Visit tinyurl.com/pdl5p5g for more information on hydrogen fuel cells.

ALTERNATIVE FUELS

What is a fuel cell?

Donâ&#x20AC;&#x2122;t channel hop.

Channel stop.

Informative video content on environmental fleet management from the UK and around the world.

Visit greenfleet.tv

With urban transport being responsible for about a quarter of carbon emissions, real world pilots are being conducted to improve the efficiency of the last stage of urban goods delivery. Howard Knott, logistics projects director at the Irish Exporters Association, reports on their progress

URBAN DELIVERIES

Greening the last mile

Written by Howard Knott, logistics projects director at the Irish Exporters Association (IEA)

The LaMiLo esses addr project llenge of the chaing urban mobile technology development, manag tribution by become firmly established.

This growth is by no means is goods dering the last confined to mega-retailers, but consid f a supply has also become the route to market for small firms that could mile o ain never otherwise service international ch

In the run up to meet the EU’s 2030 greenhouse gas emissions targets, cities are becoming much more energised in congestion and pollution reduction activities while at the same time, online retailing has, on the back of global broadband and

markets. In these cases, the last mile logistics that enable them to have their products consolidated with others is of vital importance. For manufacturers of consumer products, particularly food and drinks, a low

carbon supply chain is becoming a necessity if they are to secure consumer acceptance.

Also, the technology behind vehicles burning alternatives to fossil fuels has advanced considerably in the last few years. Nissan, in particular, has pushed on with getting viable electric vehicles onto the streets, while methane, compressed natural gas (CNG) and even hydrogen‑powered vehicles designed for operation in urban environments are under active development. E Volume 83 | GREENFLEET MAGAZINE

21

URBAN DELIVERIES

 Distributing urban goods Aiming to make a step-change in freight deliveries, the LaMiLo (Last Mile Logistics) project addresses the ongoing challenge of managing urban goods distribution for an increasingly demanding 24/7 society by fully considering the last mile of a supply chain when planning a freight logistics journey. Led by the Institute for Sustainability, LaMiLo is a European INTERREG NWE IVB project co-funded by the European Regional Development Fund (ERDF) that aims to encourage more efficient and integrated logistics solutions and incentivise behaviour change of private companies, the public sector and consumers to make better use of existing urban transport infrastructure and networks.

Working in partnership across North-West Europe (NWE), logistics industry experts, local authorities, and researchers have been undertaking real world pilots to improve the efficiency of the last stage of goods delivery to businesses and homes. With urban transport being responsible for about a quarter of carbon emissions, LaMiLo has been exploring utilising more environmentally friendly transport methods such as electric and other low emission fuel powered vehicles; as well as consolidated approaches to streamlining deliveries that will help reduce CO2, congestion and pollution levels in city centres and around freight hubs.

Capital deliveries In some European cities such as London, virtually all deliveries of goods into the central area are made using road transport. Working

22

with Enfield, Waltham Forest and Islington councils, the London Borough of Camden is running a pilot delivering goods to a London Boroughs Consolidation Centre (LBCC). Here, the goods are sorted into fewer vehicles for the final ‘leg’ (last mile) of the journey to Council sites, on a ‘just in time’ basis. Based in Edmonton, the facility is currently operated by DHL and serves over 250 council buildings across the four boroughs in Central and North London.

The congestion experienced on Camden’s roads affects the bus transport system, with wasted fuel estimated to cost £426 million per annum. Hold-ups to business and freight due to congestion currently amount to an annual cost in the UK of £1.1bn and contribute indirectly to increases in the costs of goods and services.

The projected growth in demand for freight (seen in van demand increases) of 30 per cent over 2008 and 2031 further shows a future consisting of greatly increased congestion on Camden roads, and a deepening adverse economic impact stemming from congestion.

Greener and more efficient As the first public sector-led initiative of its kind in the UK capital, the success of the pilot has demonstrated that environmental and

operational benefits for residents, businesses and Council staff can be achieved.

The two vehicles that are currently making the final delivery to council buildings are now operating at 80 per cent or higher utilisation.

Within the first 12 months of operation the LBCC consolidated 51,000 deliveries fulfilling 9,700 orders, with only 0.64 per cent of items being returned. This has led to a 46 per cent reduction in the number of vehicle trips and a 45 per cent reduction in kilometres travelled.

Analysing the impact, Camden Council has succeeded in approximately halving the delivery-vehicle traffic going into and around London and halving the associated emissions.

The environmental credentials of the centre will be further enhanced following the introduction of an electric Nissan commercial vehicle. As short delivery distances are travelled, the adoption of electric vehicle technology will lead to substantial environmental benefits.

The LBCC also provides Camden Borough with an innovative and sustainable mode of operating which supports the delivery of the green agenda; these objectives are part of Mayor of London Transport goals for London as a whole, which include aims of reducing

Through sharing the knowledge and promoting best practice, LaMiLo is aiming to influence the future thinking of public planning and transport authorities

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

The story in Holland Meanwhile, Eco2City, a logistics service provider in the Netherlands, has launched similar distribution centre operations in Maastricht and Nijmegen, with goods being delivered to consumers located within the cities.

In this model, customers sign up to the ‘Freight Circle’ scheme, choosing the hubs as their delivery address instead of their home address. Here, goods are consolidated according to area and delivered to the customers (by bike) at a time chosen by them.

By consolidating the deliveries, the Freight Circle scheme contributes towards the reduction of the number of vehicles in the city centre and residential areas, and towards the reduction of failed deliveries. The scheme now also offers an ad hoc reverse logistics service to its customers, collecting valuable waste, and supporting a circular economy.

Greening the french capital In Paris, LaMiLo project partner The Green Link (TGL), a private sector company working on the last mile, has trialled an IT system to map and optimise the delivery of goods using electric bikes and electric vans.

The aim of the system is to optimise the calculation of routes taking into account

specific bike accessibility (such as bike lanes) in Paris. This, in turn, will help to maximise the efficiency of deliveries.

A number of TGL messengers are also undertaking a parallel trial to the ICT software pilot with temperature controlled cargo bikes to deliver food in the city of Paris. The objective of the trial is to test different types of temperature controlled material, analysing the rate of temperature drop. Deliveries using these bikes have the potential to replace standard refrigerated vehicles generally used for delivering temperature-controlled goods.

Over the next two months the results of these pilot activities carried out by the fifteen LaMiLo partners will be measured.

Sharing knowledge The learnings are being captured in a number of case studies and reports which are being published on the LaMiLo project website. Through sharing the knowledge and promoting best practice, LaMiLo is aiming to influence the future thinking of public planning and transport authorities, as well as private sector businesses to encourage innovation and sustainable economic growth. The project results will also be presented at the LaMiLo project final conference which takes place in Brussels on 24 June. L FURTHER INFORMATION Visit tinyurl.com/plu8kpd to watch the LaMiLo video

URBAN DELIVERIES

transport’s contribution to climate change and enhancing the quality of life for all Londoners.

By September 2015, the LBCC plans to achieve a 57 per cent reduction in vehicle trips, 69 per cent fewer kilometres travelled and 70 per cent reductions in NOx and CO2 emissions.

The LaMiLo Project Final Conference

On 24 June 2015, the LaMiLo Project Final Conference will take place in the Thon Hotel in Brussels.

This closing conference will focus on the project’s lessons learned, including how to address the barriers and challenges to achieving efficient last mile logistics, and how to reduce noise, congestion and emissions from local deliveries.

It will also examine how to change the behaviour of private companies, the public sector and consumers, as well as how to improve the environmental, financial and social sustainability of urban logistics.

Leading authorities in the logistics field will also discuss the next steps to achieve more sustainable city logistics in Europe.

View the conference programme at tinyurl.com/kykemej

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Low CO2 emissions: 99g/km

Fuel consumption figures for the Civic Tourer SE Plus 1.6 i-DTEC Manual in mpg (l/100km): Urban 67.3 (4.2), Extra Urban 78.5 (3.6), Combined 74.3 (3.8). CO2 emissions: 99g/km. Fuel consumption figures sourced from official EU-regulated laboratory test results, are provided for comparison purposes and may not reflect real-life driving experience.

Model shown: Civic Tourer SE Plus 1.6 i-DTEC Manual in Crystal Black Pearl at £22,095 On The Road (OTR).

Volume 83 | GREENFLEET MAGAZINE

23

CORPORATION TAX SAVINGS

LOW COMPANY CAR TAX

Compare the tax savings of running a Mitsubishi Outlander PHEV as your company car against these market leaders.

148 MPG

NO ROAD TAX

OUTLANDER PHEV GX4H AUTO

HONDA CR-V EX AUTO

BMW X3 XDRIVE 30D SE AUTO

AUDI Q5 S-LINE PLUS AUTO

MERCEDES E-CLASS E250 CDI AUTO

COST OF THE CAR - P11D VALUE

£37,8997

£33,605

£39,860

£38,235

£36,765

GOVERNMENT GRANT REDUCTION

£5,000

£0

£0

£0

£0

ADJUSTED FINAL PRICE

£32,899

£33,605

£39,860

£38,235

£36,765

CO2 EMISSIONS G/KM

44

180

156

159

129

BENEFIT IN KIND RATE

5%

32%

27%

27%

21%

£758

£4,301

£4,305

£4,129

£3,088

VEHICLE BENEFIT CHARGE WITHOUT FUEL PROVIDED THE EXTRA TAX YOU PAY VS PHEV (40% TAXPAYER) VEHICLE BENEFIT CHARGE WITH FUEL PROVIDED THE EXTRA TAX YOU PAY VS PHEV (40% TAXPAYER)

–

£3,543

£3,547

£3,371

£2,330

£1,192

£7,079

£6,648

£6,473

£4,911

–

£5,887

£5,457

£5,281

£3,719

Discover how. Search PHEV. Visit: mitsubishi-cars.co.uk to find your nearest dealer

PHEV Manufacturer of the Year

WE HAVEN’T JUST MADE HISTORY

WE’RE MAKING RUNNING A FLEET £1,000s CHEAPER The Mitsubishi PHEV is cutting costs across the country - and if you’re managing a company car fleet it could reduce your running costs by £1,000s in one go1.

This intelligent hybrid decides when it’s more efficient to use petrol or electricity, meaning it has the ability to deliver a staggering 148mpg2 – significantly reducing petrol costs and consumption. And with a fraction of the CO2 emissions of small car there are significant tax savings that your business can make. You’ll be able to write down 100% of the cost of an Outlander PHEV in year one3. So even businesses with a small fleet of cars are saving £1,000s in Corporation Tax4, as well as saving money on their associated Class 1a National Insurance contributions5. The Outlander PHEV is exempt from Road Tax and the London Congestion Charge6. There’s £5,000 off the list price through the Government Plug-in Car Grant, which means an Outlander PHEV will cost you from just £28,2497, the same price as the Outlander Diesel – and it comes with a 5 year warranty8. We’ve made history, you just need to make time to find out how we can save you £1,000s on running a fleet. We call this Intelligent Motion.

Compare the corporation tax savings of a Mitsubishi Outlander PHEV against a typical company car.

PROFIT BEFORE TAX (PBT)

TYPICAL VEHICLE

OUTLANDER PHEV

£100,000

£100,000

SMALL BUSINESS TAX

20%

20%

LIST PRICE OF VEHICLE

£33,000

£32,899

8%

100%

CAPITAL ALLOWANCE CAPITAL ALLOWANCE (£)

£2,640

£32,899

TAXABLE PROFIT (ON £100,000 PBT)

£97,360

£67,101

CORPORATION TAX (NO VEHICLE PURCHASE)

£20,000

£20,000

CORPORATION TAX (WITH VEHICLE PURCHASE)

£19,472

£13,420

£528

£6,580

SAVING DUE TO CAPITAL ALLOWANCE

THE UK’s FAVOURITE PLUG-IN HYBRID

BUYING A PHEV WILL SAVE YOU A TOTAL OF £6,052 IN CORPORATION TAX (YEAR 1)

1. Outlander PHEV GX4h compared with Honda CR-V, BMW X3, Audi Q5 and Mercedes E-Class – average saving £5,330pa for a 40% taxpayer. The savings for business drivers with a company fuel card are higher. 2. Official EU MPG test figure shown as a guide for comparative purposes and may not reflect real driving results. 3. Outlander PHEV qualifies as low CO2 emissions vehicle for the purpose of Capital Allowances. 8% write down allowance used for comparison. Vehicles with CO2 emissions less than 130g/km will only qualify for 18% from 1st April 2014. 4. Savings achieved due to lower Profits Chargeable to Corporation Tax (PCTCT). 5. Class 1a NI only payable on 5% of list price compared to 25%+ average. 6. Congestion Charge application required, subject to administrative fee. 7. Prices shown include the Government Plug-in Car Grant and VAT (at 20%), but exclude First Registration Fee. Model shown is an Outlander PHEV GX4h at £33,399 including the Government Plug-in Car Grant and metallic paint. On The Road prices range from £28,304.00 to £40,054.00 and include VED, First Registration Fee and the Government Plug-in Car Grant. Metallic/pearlescent paint extra. 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. 8. All new Outlander PHEV variants come with a 5 year/62,500 mile warranty (whichever occurs first), for more information please visit www.mitsubishi-cars.co.uk/warranty.

Outlander PHEV range fuel consumption in mpg (ltrs/100km): Full Battery Charge: no fuel used, Depleted Battery Charge: 48mpg (5.9), Weighted Average: 148mpg (1.9), CO2 Emissions: 44 g/km.

TYRE SAFETY Written by TyreSafe

The pressure issue A faulty Tyre Pressure Monitoring System (TPMS) is now an automatic MOT fail and is already catching motorists out. So how do you know if your car has it and how do you know if it’s working?

Tyre safety association TyreSafe shares some advice When driving, it is important that your vehicle’s tyres are properly inflated. If not then your braking, cornering, and all round safety could be compromised. What’s more, your car will use more fuel and will emit more CO2. To avoid these problems you should check your tyre pressures at least once a month, or before any long journey.

Most cars in the UK are now fitted with tyre pressure monitoring systems (TPMS).

On most TPMS systems, sensors attached to the wheel monitor the pressures inside your tyres and if the pressures falls below

26

a certain level, then the system will let you know via a warning sign on the dashboard.

If your TPMS light comes on you should manually check your tyre pressure at the first safe opportunity against the manufacturers recommended settings.

If you are unable to do this yourself, either call your roadside assistance provider or call into your nearest tyre fitting centre.

MoT failure As of 1 January 2015, a car displaying a TPMS fault when submitted for its MoT

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will result in a test failure. To avoid this, TyreSafe, the UK’s tyre safety association, have launched a campaign to increase awareness of TPMS, including a simple video to help motorists understand the safety features of this technology.

“Although TPMS technology has been around for decades, its inclusion in new model vehicles has only been mandated in Europe since 2012 and on all new cars since 2014.

This led to a gradual introduction into the market over a period of years and with little or no fanfare to help educate motorists,”

of an MOT failure, it may be necessary to have the system serviced occasionally.

TPMS sensors are designed to last for many years and miles, however, after a certain period, the sensor’s internal battery will run out meaning a replacement is needed.

In addition, sensors can become faulty or fail completely as a result of weather damage, corrosion or accidental damage caused when changing tyres. To ensure the sensor remains in good condition, many manufacturers recommend replacement of the valve cap and core components every time a tyre is changed.

When replacement TPMS sensors are fitted to your vehicle, your tyre fitter may need to programme the new component to the car using specialist diagnostic equipment. If your TPMS sensor does develop a fault, under no circumstances should this be removed and replaced with a ‘standard’ non-TPMS type valve.

Removing the sensor will not only reduce your safety on the road, it will also result in your car failing its MoT.

While ts efi the benMS of TP widely are systems ed, they are is recogn placement for not a re lar manual regu safety tyre checks

Manual checks While the benefits of TPMS are widely recognised, it is important that they are not seen as a replacement for regular manual tyre safety checks. Pressures should be tested at least once a month or before any long journey, when the tyres are cold using an accurate and reliable pressure gauge.

When checking pressures, it is advisable to also give the rest of the tyre a thorough visual inspection as well as ensuring the tread is not excessively or unevenly worn. L FURTHER INFORMATION

TYRE SAFETY

What is a TPMS?

A Tyre Pressure Monitoring System (TPMS) is a system fitted to a vehicle which constantly monitors the pressures or pressure imbalance in the tyres and provides a warning to the driver if these fall below a certain threshold.

Two types of TPMS systems are fitted on cars today. Direct systems use radio sensors mounted inside of each wheel to measure the tyre inflation pressures. Indirect systems utilise the vehicle’s existing ABS sensors to measure and compare the rotational speeds of the tyres, which are affected by their pressures.

Both types work with the vehicle’s main Electronic Control Unit (ECU) to alert the driver via dashboard warning lights to any pressure loss or variance issues.

Since November 2014, all new passenger vehicles sold in the EU must be equipped with TPMS. Furthermore, with effect from 1 January 2015, all vehicles fitted with TPMS will need to have a fully functioning system when undergoing their annual MOT test.

Inoperative or faulty TPMS systems will result in an MOT failure.

For more information on TPMS, visit tinyurl.com/mo9grby

www.tyresafe.org noted Stuart Jackson, chairman of TyreSafe.

“Our members have been telling us that they’re encountering a lot of customers who either aren’t aware of how these systems work (and need to be maintained) or just see them as an expensive luxury rather than the crucial safety feature they are.”

TPMS servicing Two types of TPMS systems are fitted on cars today. Direct systems use radio sensors mounted inside of each wheel to measure the tyre inflation pressures. Indirect systems utilise the vehicle’s existing ABS sensors to measure and compare the rotational speeds of the tyres, which are affected by their pressures.

Both types work with the vehicle’s main Electronic Control Unit (ECU) to alert the driver via dashboard warning lights to any pressure loss or variance issues.

To ensure your TPMS system continues to operate properly and reduce the likelihood

Volume 83 | GREENFLEET MAGAZINE

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FINANCE

Buying a new breed of vehicle

Written by John Pryor, chairman of ACFO

Cost is key for fleet decision-makers, so using whole-life costs as the basis to select new vehicles is crucial, alongside assessing whether they are fit-for purpose. ACFO’s John Pryor examines what to consider when looking at buying low-emission and alternatively-fuelled vehicles Cost reduction remains fleet decision-makers’ agenda-topping issue so using whole life costs as the basis to select new vehicles versus existing models is a key parameter in the detailed analysis that must be undertaken alongside the wider business need.

Finance, especially for the public sector, remains under the microscope so procuring the most cost-effective vehicles is essential whilst also ensuring that they are fit for purpose in meeting the business requirement.

Today’s range of vehicles available from motor manufacturers has never been wider with established internal combustion engine models – petrol and diesel fuelled – available alongside the new breed of hybrid, plug-in‑hybrid and pure electric zero-emission models.

The government has made millions of pounds available – and continues to support – the uptake of plug-in vehicles, but it remains ACFO’s belief that petrol and diesel power will form the bedrock of both public and private sector fleets for the foreseeable

D DAB – never a dull moment

future. Nevertheless, fleet decision-makers across the public sector should assess the business benefits of the new breed of ultra low and zero emission vehicles against both the cost and day-to-day operating criteria of their existing vehicles to see if there is a place for them within their transport operation.

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Plug-in grants The government has announced extensions of the existing plug-in car and vans grants giving up to £5,000 off the price of a car and £8,000 on a van. Additionally, the government is putting millions of pounds aside to fund a national network of recharging points.

The Department for Transport says that demand for such vehicles is “rising sharply” with more than 25,000

F

plug-in car and van grants claimed since the scheme began five years ago.

Although data from the Society of Motor Manufacturers and Traders reveals that 6,697 pure electric cars were registered last year, up from 2,512 in 2013 (+166.6per cent), the figure represents a tiny percentage of the almost 2.5 million new cars registered in 2014. Registrations of electric vans totalled 673 last year (2013: 187) out of 321,686 units registered.

However, many experts believe support for pure electric vehicles and hybrids from global car makers has now reached a crucial tipping point with models from mainstream manufacturers including Audi, BMW, Mitsubishi, Nissan, Renault, Toyota and Volkswagen helping to support

J Just keeps going...

Up to 88.3mpg†

Flaunt it

T Turbocharged engines

Q Quids in for Whole Life Costs

Official Government Test Environmental Data. Fuel consumption figures mpg (litres/100km) and CO2 emissions (g/km). New Corsa range: Urban 36.2 (7.8) – 76.3 (3.7), † = 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. * = 2015-16 tax year. ** = Terms and conditions apply and vehicles are subject to availability. Please call 0870 240 4848 for full details. All figures quoted correct at time of going to press (April 2015). Images shown for illustrative purposes only

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John Pryor was elected chairman of the Association of Car Fleet Managers (ACFO) in June 2014.

credibility and drive interest in the sector.

What’s more, manufacturers are launching an ever expanding range of zero-emission electric and ultra low emission plug-in hybrid models. Department figures show that 25 car models and seven van models are currently eligible for grant aid with a further 40 expected to come to market over the next three years.

Greening public sector fleets The government is also putting its money where its mouth is – and is encouraging public sector fleets to do the same – by ensuring that zero and ultra low emission models feature on their fleets.

Fifteen government departments have launched reviews of their fleets and, as a result, this year around 140 plug-in vehicles, such as the British-built all-electric Nissan Leaf, will enter service with the likes of the Foreign and Commonwealth Office, Ministry of Defence, Home Office and the Government Car Service, which provides cars for ministers.

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Transport Minister Baroness Kramer, who described the move as an important step, said: “These cars will save taxpayers money on running costs and will bring low emissions benefits to our fleet.”

To encourage the wider public sector – including the police, fire service, local authorities and NHS – to follow suit the government has also made £5 million available to enable 35 organisations to add more than 200 plug-in vehicles to their fleets.

The government’s vision is for almost every car, van and bus in the UK to be an ultra low emission vehicle by 2050 and Baroness Kramer said she wanted to see “the public sector lead by example” on the drive to introduce electric vehicles to fleets with running costs from 2p a mile.

The right use Fleet managers are typically risk adverse, but operating plug-in vehicles requires a change of mindset. Finding the right use for the right vehicle is key in all fleet operations and E

FINANCE

About John Pryor and ACFO

He is also fleet and travel manager at Arcadia Group, where he has been for 25 years. When elected the position at ACFO, Pryor said: “I am delighted to become ACFO’s chairman. It is vital for me and other people who have fleet responsibility to be able to discuss key issues with like‑minded colleagues who collectively have a wealth of knowledge and experience.”

ACFO is the largest UK body representing the interests of businesses which operate cars and vans as part of their normal commercial activities.

ACFO provides both a national representation platform, and regional networking opportunities, to support its key objective of improving the discipline and craft of fleet management, and its status.

Visit ACFO’s website at www.acfo.org

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FINANCE

Whole life costs explained Whole life costs represent the most effective way of operating and managing a fleet/allocation policy because it provides the best forward estimate of the real costs to the business, in delivering business mileage, over the period for which the vehicle will be retained.

Whole life costs reflect all the projected, vehicle-specific costs associated with operating a vehicle over its fleet life, including depreciation (the total difference between the original cost and the residual value projected), funding, service, maintenance and repairs, VED, insurance, fuel (at least the fuel for the business mileage) and Class 1A NIC payments. Also VAT on the fuel scale charge for private use if this is provided.

If the vehicle is contract hired, then the rental will normally include the depreciation, funding, service, maintenance and repairs and VED. Costs can be shown as per annum, per month, or per mile.

Visit tinyurl.com/keymvmw for more information on finance and taxation.

 that is no different with electric and plug-in hybrid models. Put to the right use and they can cost no more than a standard diesel vehicle and in some cases less, it is claimed.

However, it is critical to calculate the whole life costs of all vehicles over their fleet lifecycle. The list price of plug-in vehicles, notwithstanding the government subsidy, is significantly higher when compared with petrol and diesel models.

However, supporters of the ultra low and zero emission vehicles point to fuel savings when compared with the price of petrol and diesel as critical in the lifetime cost savings.

While government subsidies are available to help offset the upfront cost of zero‑emission cars and other fiscal incentives include zero road tax, exemption from the London Congestion Charge and 100 per cent first year capital allowances, scheduled increases in company car benefit-in-kind tax could hit demand.

A question of tax Zero and other low emission vehicles (50g/km and below) have been 0 per cent rated for benefit-in-kind tax, but in 2015-16 they move into the five per cent bracket, rising to seven per cent in 2016‑17, nine per cent in 2017-18, 13 per cent in 2018-19 and 16 per cent in 2019-20.

Meanwhile, company cars with CO2 emissions of 51-75 g/km will gradually rise from nine per cent of their P11D value in 2015-16 to 19 per cent in 2019-20; those with emissions of 76-94 g/km will increase from 13 per cent to 22 per cent

Q

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Polo 1.4 TDI 75PS SE 5dr

£20,227

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Fiesta 1.6 TDCi 95PS Style ECOnetic 5dr

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Quids in for Whole Life Costs

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over the same period to a maximum of 37 per cent at 165 g/km and above.

Therefore, the most significant increases in company car benefit-in-kind tax are in the very sector of the market that the government is trying to encourage.

However, it could have been worse.

In the recent March Budget Chancellor of the Exchequer George Osborne said: “To encourage a new generation of low emission vehicles we will increase their company car tax more slowly than previously planned, while increasing other rates by three per cent in 2019-20.”

That comment was, initially, perplexing.

However, a look back to Budget 2014 and the Chancellor announced that it was his intention that in 2019-20 there would be a two percentage point differential between the 0-50g/km and 51-75g/km and the 51-75g/km and 76-94g/km bands.

That would have resulted in the 0-50g/km band increasing by five percentage points in 2019-20 to 18 per cent and the 51-75g/km band increasing by four percentage points to 20 per cent. The impact of the increasing the two band rates more slowly – by three percentage points – means the 2019-20 rates for 0-50g/km cars is 16 per cent and for 51-75g/km is 19 per cent Therefore, the Chancellor can claim that through the company car benefit‑in-kind tax system he is encouraging demand for ultra low emission vehicles.

Nevertheless, tax rates for company cars with emissions of 50g/km or less will still increase by 1,600 per cent (0-16 per cent

Official Government Test Environmental Data. Fuel consumption figures mpg (litres/100km) and CO2 emissions (g/km). New Corsa range: Urban 36.2 (7.8) – 76.3 (3.7), 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. 1 = Whole Life Costs All figures quoted correct at time of going to press (April 2015). Images shown for illustrative purposes only and may feature options at extra cost.

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over the five years to 2019-20 compared with a rise of nine percentage points for cars with emissions of 76 g/km or more.

Other implications Such rises will clearly increase costs for businesses – Class 1A National Insurance at 13.8 per cent must be paid on all benefit-in-kind – and their employees.

ACFO is therefore disappointed that benefit‑in-kind tax rates on ultra low emission vehicles are increasing. Given the government’s focus on encouraging demand for electric and plug-in cars through a range of incentives, notably grants but also capital allowances, ACFO would have expected the Chancellor to reduce company car benefit-in-kind tax rates, not increase them, on these vehicles.

Additionally, ACFO believes it would potentially encourage company car drivers to increasingly turn to ultra low emission vehicles if they paid benefit-in-kind tax on the P11D value of the vehicle after taking into account the plug-in-grant.

M

Under present rules company car drivers receive no benefit from choosing a car that is subject to a plug-in-grant, which only benefits the vehicle owner. It is something that ACFO continues to raise in its discussions with HM Treasury and HM Revenue and Customs.

However, the marketplace is changing so electric vehicles have to be a factor on fleet managers’ radar. ACFO believes electric vehicles will always be a niche within fleet operations, although they will be a large niche rather than a small niche.

Is petrol back in favour?

With the average price of petrol currently around 6p per litre lower than the average price of diesel, the time has perhaps come for more fleets to consider petrol models if they fit into their whole life cost profile.

The fuel efficiency of petrol engine models has increased significantly in recent years compared with only ‘moderate’ improvements on diesel models, which typically carry a price premium.

Therefore, for public sector fleet with the ‘right’ mileage profile now could be the time when diesel power’s dominance of the fleet sector starts to be reined in. For a particular group of drivers, petrol power may deliver much sought after cash savings in fuel and this year benefit-in-kind tax – all-be-in that in 2016-17 the existing three per cent tax surcharge on diesel models is dropped.

Meanwhile, confirmation from Transport for London (TfL) and Boris Johnson that the world’s first ultra low emission zone will be introduced in the centre of London on 7th September 2020 requires fleet manager working in the capital to focus as they make their vehicle choices.

TfL and Boris Johnson have given fleets a five-year warning to prepare for the introduction of the zone, which will cover the same central area of the capital as the existing congestion charge, or pay a daily charge.

Designed to improve air quality in the capital with a specific focus on cutting nitrogen oxide (NOx) and particulate matter (PM10) from vehicle exhausts, fleets must operate Euro 6 emission diesel cars and vans or Euro4 petrol equivalents to escape the £12.50 daily charge.

Whatever an organisation’s fleet procurement strategy is currently, the future is clearly signposted. Fleet orperators must drive down the green road or else they will find their under the spotlight budgets accelerating out of control. L

FINANCE

With the average price of petrol currently around 6p per litre lower than the average price of diesel, the time has perhaps come for more fleets to consider petrol models if they fit into their whole life cost profile. The fuel efficiency of petrol engine models has increased significantly in recent years

FURTHER INFORMATION www.acfo.org

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(3 years/60,000 miles) based on independently supplied data by CAP (March 2015). * = Terms and conditions apply and vehicles are subject to availability. Please call 0870 240 4848 for full details.

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TELEMATICS

Whither privacy?

Written by Brendan McNally

Is privacy being left in the rear view window of the connected car?

Brendan McNally finds that this issue may be still be larger than it appears

32

There was a barely-measurable kerfuffle a couple years back when it was revealed that the OnStar in-vehicle communications system had been collecting information from its systems on its users. Ostensibly the reason it was taking the information was to improve service, but it turned out, OnStar was providing it to third-party suppliers.

It also turned out they were recording information on the owners who’d stopped using them and even on cars that had been sold and the systems still not engaged. OnStar claimed it was easier to keep the systems going should a customer want to restart the service.

The information the company was taking was not actually OnStar’s. Since then, the company has issued a privacy statement clarifying how it will use data henceforth.

But that’s not how the story ends.

Another event occurred in Germany recently, when ADAC announced it had successfully hacked into a BMW’s Connected Drive system, burrowing into the place where data gets transmitted to the manufacturer about unscheduled repair and maintenance availabilities. The flawed security affects companies within BMW’s network of approved repair providers.

they have a right to, which of course, It was an interesting little stunt, but it in most democracies anyway, they do. was one that quite a few independent And that’s where privacy get’s funny. repair places would love to be able to It goes without saying that nothing quite duplicate. It did show what people have epitomises the whole spirit of freedom quite been suspecting for a long time; that like a nice car with a full tank of fuel and connected cars are easier to hack into an open stretch of road. Nothing sours the than the OEMs have been letting on. glory of this ideal like the idea of having As this article was being written, US your movements monitored and tracked, and Senator Ed Markey warned loudly that the then tabulated, correlated, and quantified increasing technical complexity of connected without you necessarily even knowing it. cars is putting drivers’ security and privacy But if the car you’re driving happens to be at risk and that OEMs aren’t doing nearly a connected one, that is exactly what is enough to protect the privacy of their happening and it is also where the matter customers. “The automakers haven’t done of privacy starts getting complicated. If their part to protect us from cyber attacks you have a navigation system, so you can or privacy invasions,” Markey said in a know where you are and which way statement. “Even as we are more you’re going, that system is also connected than ever in our cars inadvertently tracking you, and and trucks, our technology s a h

one way or another it’s also systems and data security C A AD d probably transmitting that remain unprotected.” e c n information out. Nothing annou sfully s e particularly diabolical.

The right c c u ’s s W it M B That’s just how to privacy a o nt the technology works.

Privacy, particularly acked i cted Drive h e in the connected e n c n la Co Big brother car space, is a funny to the pts in , m e t e Nobody wants to have subject. It’s something g sys a dat their driving monitored everyone assumes where d

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

itte

transm

certain extent, he considers the issue of privacy somewhat overblown, though he doesn’t dismiss it by a longshot. “I think we all realise we have traded privacy for access to powerful services,” says Lanctot.

“People are willing to exchange privacy for greater safety in relation to their car.”

Dave Miller, Chief Security Officer for Covisint, advocates what he calls a “customer‑centric” approach to privacy.

“My car knows things about me,” says Miller. “It knows when I drive, where I drive and what music I listen to. It knows whether I touched the brake before I hit the car coming at me. Maybe I don’t want my car tracked when I’m driving, because it’s my car, but I do want it tracked when my son is driving it. Having the ability to secure that information so that it is in a place where you can have control over it, as opposed to your car manufacturer having control over it, is very important.”

Using the cloud The best way to do this, Miller says, is using a Cloud-based system that allows people to connect using a centralised hub. “This way, you get to set up the rules beforehand about who gets to talk to who. By having a hub, you also have an audit point. This gives you control over your own information and keeping that information from being in the hands of all kinds of third parties,” says Miller.

But the issue goes much deeper than mere privacy. The bigger issue, in a sense, is if the data being generated from a connected car belongs to the car’s owner, how can the owner then establish ownership and control over that data? It may be valuable to the OEM and different service providers, but that doesn’t mean they have an inalienable right to it. They should be required to obtain the owner’s affirmative consent.

In late November, two industry groups, the Association of Global Automakers, and Alliance of Automobile Manufacturers, jointly announced a set of voluntary consumer protection principles in which they pledged a number of things, including a promise to inform consumers about how the data they collect will be used; to obtain affirmative consent for certain ways it might be used; and to anonymise aspects of the data.

Almost immediately, VDC Research, an industry consulting firm, fired back that, though well-meaning, the declaration didn’t go far enough. For instance, while the document instructs members to “implement reasonable measures to protect covered information against loss and unauthorised access,” ‘reasonable measures’, being standard industry practices were “too wishy-washy,” and not instilling any confidence or suggesting any willingness “to go the extra mile” for data security, says VDC. The firm says the document needs to specify minimum requirements for security data at the various levels.

On the matters of consent and data access, VDC’s criticism was even stronger.

They mention that while the document acknowledged the need to obtain consent “in a clear meaningful and prominent notice

11-12 May, Kempinski Hotel Bristol Berlin, DE

TELEMATICS

and tracked; certainly not without their knowledge or permission and the OEMs don’t have any great interest in playing Big Brother, either. OEMs are made up of engineers and bean counters, people whose passion is developing solutions, not peering through keyholes. But, of course, finding solutions these days requires data, lots of it, which, not coincidentally, connected cars generate almost from the moment they first connect.

Depending on what vehicle you’re driving, your on-board systems could be monitoring everything from your brake pads and oil pressure, the amount of lane changing you’re doing, your braking, acceleration, the music you’re listening to and which burger or taco joint you’ve pulled into for lunch.

Some of that information the OEM needs in order to know how well their cars are working and how they can be improved. Some is safety-related or of interest to your insurer or to the government agencies that maintain our roads and transportation infrastructure.

But a whole lot is being sucked up by Apple or Google, or Yelp or someone else in the marketing space. They’ll all tell you the information they’re gathering is not really about you as an individual person, but as one tiny speck in a massive aggregate. In the process, your data gets scrubbed of anything that has anything much to do with you.

“Carriers and service providers may claim to ‘anonymise’ our information, but then you start noticing all contextually-aware advertising pitches coming your way, and you know they’re not exactly telling you the truth,” says Roger Lanctot, an industry consultant with Strategy Analytics. To a

Telematics Berlin 2015

Telematics Berlin takes place on 11th-12th May at Kempinski Hotel Bristol Berlin in Germany. It brings together key industry innovators, leading OEMs and other important players to discuss the current and future effects of data to the car.

Seminar content includes a discussion on the Apple Car and the potential competitive threats it may pose to the automotive industry.

The event will also discuss securing the connected car, tackling the three security pillars of who, how and why to eliminate the serious threat that hackers pose to a network of connected vehicles.

For more information on the event, visit www.tu-auto.com/berlin/ disclosing the collection, use and sharing of covered information, it left out any provision for a vehicle owner to deny such consent or revoke it afterwards.” VDC went on to suggest that what would likely happen was the consent form would be presented to the consumers in a stack of papers to be signed.

Data rights issue In the document, the two groups promise that consumers will have reasonable means to review and correct personal subscriber information. But VDC argues that they seem to forget that the drivers provided this information in the first place. “This isn’t a privacy issue,” VDC argues, ”it’s a data rights issue.”

The firm argues that vehicle owners should be able to take diagnostic data to an independent mechanic rather than to the dealers or authorised third parties the OEM deigns competent. VDC also says unless a legitimate safety reason exists not to make data available, the default should be to provide consumers access to data from their own vehicles.

At the same time, people wanting in on the connected car experience need to accept data sharing as part of the deal. Tesla makes data sharing a condition of ownership, as does anyone wanting to buy a Chevy Volt.

This insistence will likely spread to the non-electric cars as well. “I have news for everyone,” says Roger Lanctot. “The age of protected privacy in a car is over. We’ll always be exposed. The challenge for car makers is to deliver a value proposition that will allay customer concerns about data-sharing and privacy and to provide some transparency and control.” L

This article was used with kind permission from TU Automotive (analysis.tu-auto.com) FURTHER INFORMATION analysis.tu-auto.com

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Telematics: Business and sustainability hand-in-hand Giles Margerison, TomTom Telematics’ director for the UK & Ireland, considers the role that the latest technologies play in running a green fleet and how businesses are benefitting from their introduction Ethical considerations may not offer the primary motivation for running a green fleet – but the business case is nevertheless clear – adopting a green fleet policy means lower fuel consumption, reducing costs and green house gas emissions for superior corporate reputation.

Automotive manufacturers are taking considerable strides by producing cleaner and greener vehicles, but slashing CO2 emissions need not be dependent upon upgrading to fleet vehicles with better mpg efficiency. By focusing on how vehicles are used, immediate green results can be delivered no matter the size, nature and make-up of a fleet.

The green technology solution Advanced telematics systems offer the actionable data insights to achieve this, helping managers make key decisions by monitoring vehicle locations, movements and driver performance.

The driver remains the biggest factor in fuel savings, accounting for around 30 per cent of the total cost of ownership (TCO) of a vehicle, and measurement of mpg underpins the potential savings in this area. Other crucial areas for measurement include vehicle idling, speeding and incidences of poor driving style, such as harsh steering or braking.

Telematics technology will draw upon all of this information, profiling individual drivers or entire fleets while empowering drivers to improve by feeding performance data to them in real time, via in-vehicle terminals. With TomTom Telematic’s recent launch of OptiDrive 360, predictive driving advice is now also available, using vehicle and map data to advise drivers when to take their foot off the accelerator pedal as they approach junctions and roundabouts, when to shift gear and what their optimum speed should be.

Such innovations provide professional drivers and business management with the information they need to create a full improvement programme for learning, coaching while driving, posttrip evaluation along with fleet driver comparisons and benchmarking.

Telematics in action For London-based Blu-3 a commitment to greener, safer and more efficient performance has the company achieve silver status under the Freight Operator Recognition Scheme (FORS).

FORS silver status is awarded by Transport for London to operators that have systems in place to improve a range of safety and

environmental criteria. To help meet these standards the civil engineering and utilities specialist set out to cut fuel costs and carbon emissions using TomTom Telematic’s WEBFLEET fleet management platform across its 125-strong vehicle fleet – a fleet which ranges from cars to 32 tonne rigid trucks.

“The monitoring of key performance indicators holds the key to reducing our carbon footprint,” Blu-3 (UK) Ltd’s Transport Manager Matthew Bennett told us.

“The TomTom Telematics’ system has offered the tools to achieve this and make smarter business decisions, while delivering a wealth of additional benefits to cut costs and improve operations.”

Fuel diagnostic device TomTom’s fuel diagnostic device reads fuel consumption data directly from the Blu-3 vehicles to provide data on CO2 emissions and insights into individual and fleet mpg.

This information, along with speeding, harsh braking and steering data, is fed back to Blu-3 managers in WEBFLEET who can coach drivers to improve fleet performance. Engine trouble code alerts, meanwhile, notify Blu-3’s fleet department in real time of vehicle problems that may arise – helping, at the same time, to reduce maintenance costs and improve driver safety.

Such examples demonstrate how telematics performance data enables companies to be fully accountable for their green policies, providing proof that sustainability targets are being met to

boost their environmental credentials.

For Zenith Hygiene Group, an incentivised scheme for the improvement of driver behaviour using TomTom Telematics’ technology saw its average vehicle mpg over the course of a year soar from 26 to 43. A study undertaken by global sustainability consultancy Environmental Resources Management (ERM), and commissioned

by Vodafone, found that across its fleet this equated to almost 600 tonnes of CO2 – the equivalent of one thousand London to Manchester return lorry journeys.

All the while, marked emissions reductions can also be achieved using other core telematics functionality. Effective job despatch means jobs can be allocated to the most appropriate field operative. Telematics systems will determine optimal routes, which may not necessarily be the shortest but the ones that minimise fuel usage, idling and time spent on the road. Drivers can avoid congestion using live traffic information provided by integrated navigation terminals.

Coupled with smart routing, journey time savings of up to 15 per cent can be realised.

Ultimately, by taking such steps to manage mileage and driving behaviour companies will not only being doing their bit to help protect the environment, they will also be protecting their drivers while boosting their reputation and the all-important bottom line.  FURTHER INFORMATION www.tomtom.com/telematics

Volume 83 | GREENFLEET MAGAZINE

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WORKPLACE SAFETY

The hazards of moving vehicles in the workplace

Written by Chris Hanson-Abbott

Hazards posed by a slow moving commercial vehicle is a major cause of failing to manage workplace transport safety correctly. Dedicated road safety campaigner Chris Hanson-Abbott OBE explains how employers can improve employee safety for those working with moving vehicles

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Forty years after I first started campaigning for better safety features on vehicles I am still shocked by the reluctance of certain employers to fit essential and readily available safety equipment to their fleets.

Accidents – avoidable accidents – are still happening. People still die or are horribly injured for want of driver-aids to visibility and pedestrian alerts. Sadly, many of the victims have been exposed to an accident simply by virtue of being at work – having relied on their employers for their safety while going about their duties.

Hazards The first of the top three hazards facing workers is the failure to manage workplace transport safety, followed by falls from heights and dangerous equipment.

There are numerous hazards posed by a commercial vehicle – especially when moving at slow speed, turning left or reversing, for example. The catalogue of inexperienced young cyclists wiped out by long vehicles turning left and hapless pedestrians reversed over blindly, absent even any audible warning, is an indictment of how shameless some operators are.

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

In my view it is criminally negligent to order a driver to operate a vehicle knowing that he or she will be obliged to perform certain manoeuvres unsafely.

Inevitably, the driver is the first to face the blame and the personal consequences of an accident. How many operators are the first to put up their hand and admit their failure to foresee the hazards of the job which they ordered their driver to do? Very few I fear.

This is unjust and unacceptable in today’s safety culture. I shall give my wholehearted backing to any driver whose employer moves to blame him/her for the consequences of

Safety aid Technology has moved on a lot from the days when I heard the world’s first reversing alarm in Tokyo nearly 40 years ago. Since then a host of vehicle movement safety systems have become available to prevent collisions all round a vehicle. The latest of these innovations is a 360-degree multi-camera system which gives the driver a bird’s eye view of a three metre footprint surrounding the perimeter of the vehicle – all visible on one screen in the blink of an eyelid.

This astonishing safety aid is not cheap, but it has trumped everything that has gone before it, including ultrasonic detectors that warn a VRU who is straying into a blind spot.

These audibly alert both the driver and

the VRU. Reversing alarms have become ultra- sophisticated. They have become environmentally acceptable with the sound of falling water – this is directional so the listener always knows where the vehicle is.

All of this makes it even more frightening that some operators still refuse to pay for safety until a system is required specifically by law.

Fully equipping vehicles A comprehensive range of safety systems is available off the shelf yet only a rear‑view mirror is required by law. Have you tried seeing the blind area behind a truck with one of those? And what about all the other blind spots?

The law is decades out of date while government fails to regulate where low-speed manoeuvring is concerned.

It is absurd to assume, for example, that a trained banksman will always be available when a reversing manoeuvre is necessary.

All vehicles should be fully equipped for a lone driver to perform any manoeuvre safely – that is why the road safety campaign SteerSafe is calling for all commercial vehicles to be equipped with safety equipment appropriate to their use.

As the Health & Safety at Work Act stands, operators are in trouble should a deficiency of safety equipment lead to a personal injury. Surely, prevention before the event must be better than retribution after it?

That’s why SteerSafe wants to see the Health and Safety Executive empowered with the responsibility to define hazard areas and demand that operators make safety interventions as specified by the HSE inspector, as a condition of their operating licence. L

A h w ole hicle f ve range oent safety movem ave become h systemsble in the last availa s to prevent 40 year ns around collisio ehicle av

FURTHER INFORMATION brigade-electronics.com Systems such as reversing cameras are much more commonplace than they were 40 years ago

Chris Hanson-Abbott was in Tokyo on business when he first heard a reversing bleeper on a vehicle nearly 40 years ago – and it changed his life.

Realising the huge potential of the alarm for saving lives, he immediately gave up his career as a City shipbroker and sought out the inventor of the alarm and asked if he could import them into Europe.

He emerged with the blessing of inventor Matsusaburo Yamaguchi, head of Yamaguchi Electric Industry, and an investment of £10,000 to promote the alarms in Europe. It was 1976.

In the same year he set up Brigade Electronics near Sevenoaks, Kent, to import reversing bleepers for commercial vehicles and specialise in the development of reversing safety equipment for them.

And so began his long career in road safety which led to Her Majesty the Queen last year awarding him an OBE for services to road safety. It is a career that today, at the age of 81, he is still vigorously pursuing.

Brigade now employs 120 staff in Europe, Australia and the United States and has developed a range of safety systems including the Backeye 360 camera which gives a driver a bird’s-eye view of what is going on around a vehicle, all on one screen.

He is passionate about the ability of technology to save the lives of vulnerable road users and to prevent horrific and life-changing injuries – and has spent decades fighting for improved road safety legislation.

At first there was huge resistance to the idea of reversing alarms, mainly because of fears of noise pollution, and the Department of Transport initially deemed them illegal because of the noise.

Undeterred, he pioneered a one‑man crusade to get the reversing alarm to market, arguing that the ruling was incompatible with the 1974 Health and Safety at Work Act. The law was changed in 1985, conceding that alarms could be fitted on vehicles of two tonnes or more.

Shocking statistics from the Health & Safety Executive revealed that before the introduction of reversing bleepers 25 per cent of deaths involving vehicles resulted from reversing and that over 40 per cent of those fatalities could have been prevented if reversing beepers had been used.

Volume 83 | GREENFLEET MAGAZINE

WORKPLACE SAFETY

being ordered to drive an unsafe vehicle.

Further to that I will support equally any driver who refuses to drive such an unsafe vehicle and suffers employer discrimination as a result.

About Chris Hanson‑Abbott

37

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ROAD SAFETY

Brake Fleet Safety Conference 2015 Road safety charity Brake’s annual Fleet Safety Conference will take place in Solihull, Birmingham on Tuesday 19 May 2015. As part of Brake’s 20th anniversary celebrations, this year’s conference will be the biggest and best The one day conference will focus on three key themes: saving money through fleet risk management, protecting vulnerable road users, and effective policies and procedures for managing high-risk drivers. The conference will feature a mixture of speaker presentations and expert-led workshops and discussion sessions.

Conference speakers are all previous winners of Brake’s highly acclaimed Fleet Safety Awards; their presentations will give an insight into the pioneering road safety measures they implemented, and the improvements they’ve seen as a result. The Brake Fleet Safety Awards 2015 is currently open for entries.

Saving money through fleet risk management Conference sponsor Aviva will begin proceedings with a presentation about how companies can simultaneously improve fleet safety and reduce costs, by working closely with their insurer. Alongside Aviva’s advice, delegates will hear directly from an Aviva client about how they have managed to save money and improve their safety record by working with Aviva.

After this, delegates will have the opportunity to hear two further case studies.

The first case study will demonstrate how companies can successfully use their telematics data to inform their fleet safety practices, looking at how to make the most of telematics and successfully target interventions based on the data received. The second case study will focus on how companies can reduce their costs and improve safety through eco-driving, focussing in particular on fuel efficiency and journey planning.

Protecting vulnerable road users Delegates will hear three best practice case studies from fleets that have excelled in the area of protecting vulnerable road users from Neil Shaw of Ocado, Stephen Martin of SIG Trading and Rory Morgan of Iron Mountain. Neil Shaw will give an insight into Ocado’s driver education programme on protecting vulnerable road users, Stephen Martin will discuss SIG’s work with drivers around safe manoeuvring, and finally Rory Morgan will present on the role telematics have played in Iron Mountain’s work to manage driver speed to protect people on foot and bike.

The final session of the conference; Effective policies and procedures for managing high-risk drivers will be an interactive

workshop session, facilitated by Brake, with input from all of the day’s speakers.

Exhibition and networking The conference will also feature an exhibition and networking session in which delegates will have the chance to visit the exhibition stands of a range of different fleet suppliers, offering services including licence checking, drink and drug testing and telematics.

Brake’s Fleet Safety Conference is delivered

by Brake Professional, a not-for-profit global membership service for professionals working in the field of fleet and road safety. Founded in 1996 Brake Professional provides online access to practical road safety management tools and free or significantly discounted access to Brake events. Membership of Brake Professional costs from £50 + VAT per year.

Brake Professional Brake Professional is open to those working in the field of fleet and road safety, with members including health and safety officers, fleet managers, risk managers, driver trainers, human resource professionals, vehicle managers, road safety officers. Many

organisations who supply road safety services are also members of Brake Professional.

The Brake Professional team says: “This is a well-established, prestigious event and provides an excellent opportunity for networking and sharing best practice among fleet and road safety professionals.

I’d urge anyone with a responsibility for managing at-work drivers to attend, and hear first-hand from organisations at the forefront of managing road risk.”  FURTHER INFORMATION You can book your place at the conference for just £120 + VAT (£90 + VAT for Brake Professional members). Email professional@brake. org.uk or call 01484 559909 to book your place at the conference. To find out more, visit brakepro.org.

The Brake Fleet Safety Awards 2015 is currently open for entries; visit www.fleetsafetyawards.com or e-mail: professional@brake.org. uk to find out more and enter.

Volume 83 | GREENFLEET MAGAZINE

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GREENFLEET SCOTLAND

Efficient fleets for Scotland

The seventh GreenFleet Scotland event, which took place on 10 April at the Royal Highland Centre, allowed fleet managers to test drive over 50 of the latest electric, hybrid, hydrogen and low‑emission vehicles, and learn how to make their fleet operations more efficient The Scottish government has an ambitious vision for its towns and cities to be free of emissions from petrol and diesel vehicles by 2050. Detailed in its roadmap to plug-in vehicles, Switched On Scotland, it says that electric and plug-in hybrid electric vehicles will make a substantial contribution to this vision.

Helping to spread the word about electric mobility, the seventh GreenFleet Scotland event took place at the Royal Highland Centre in Edinburgh on 10 April and allowed fleet and transport managers to test drive over 50 of the latest electric and low-emission vehicles.

The eagerly-anticipated Kia Soul EV, the South Korean manufacturer’s first electric vehicle, and Fiat’s 500X – a compact four‑door SUV version of the iconic Fiat 500 – were among the stars of the day.

Delegates were also able to learn about the latest legislation, grants and alternative fuels throughout the day in the seminar sessions taken by key industry figures, such as Anna West from the government’s office for low emission vehicles (OLEV).

What’s more, for the first time, GreenFleet Scotland hosted a Hydrogen Zone, where delegates could get to grips with this alternative fuel that is gaining momentum in the green transport industry, due to improved vehicle choice and re-fuelling infrastructure.

A Car Club Zone was also introduced this year, with experts on hand to give advice on this growing trend for business mobility.

40

Seminars Nigel Holmes from the Scottish Hydrogen & Fuel Cell Association enhanced this year’s hydrogen focus by giving an overview of hydrogen technology and its future in green transport. Amanda Lyne from ULEMCo and Joanna Brahova of Intelligent Energy supported Nigel’s presentation, giving separate sessions on cost effective hydrogen transport, emission reduction, and industry trends.

Zak Tuck from Transport Scotland shared Scotland’s ambitious vision for electric mobility by discussing the aims of Switched On Scotland, Scotland’s roadmap to plug-in vehicles.

OLEV’S £20 million Taxi Scheme was addressed by OLEV’s head of consumer incentives, Anna West and Route Monkey’s projects & strategy director Kate Armitage. The fund will be available to reduce the upfront cost of purpose built taxis and to install charging infrastructure for taxi and private hire use.

David Beeton from Urban Foresight led a seminar on the company’s report on electric innovation around the world.

From electric-vehicle vending machines,

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

to battery-swopping taxis and electric HGVs, the report gives details of fifty of the most groundbreaking examples.

Paul Shelley and Jon Jacks from BMW spoke on the future of electric mobility, explaining the thinking behind the BMW i3.

Test drives Delegates were given the opportunity to test drive vehicles from and array of manufacturers, from BMW, Nissan, Peugeot, Toyota, Mercedes, Kia, Vauxhall, Fiat and Mitsubishi.

The funky-looking Kia Soul EV attracted a flurry of crowds on its static display, while proving to be popular out on the track too. The Soul EV has a range of up to 132 miles (212 kilometres) on a single charge. A heating and cooling system keeps the batteries at an optimum operating temperature, which helps to extend the Soul EV’s range.

GreenFleet Scotland was the first time the UK public got to see and drive the new Fiat 500X, a five-door compact crossover based on the iconic city car. It comes in two or four-wheel drive configurations and has emissions as low as 109g/km.

The seventhet le GreenF event d Scotlan fleet and allowedt managers r transpot drive over to tes -emission 50 low icles veh

GREENFLEET SCOTLAND

Manufacturer test drives were a key feature of GreenFleet Scotland 2015

The Mitsubishi Outlander, Britain’s best selling plug-in hybrid vehicle was a test track sell out. Combining electric and petrol power, it can travel 32 and a half miles in electric mode alone, and has four-wheel drive capacity.

As well as its official fuel consumption figure of 148 miles per gallon, the Outlander PHEV’s low emissions of just 44g of CO2 per kilometre mean there’s no vehicle tax to pay plus it’s exempt from the London congestion charge – and it qualifies for the government’s £5,000 Plug-in Car Grant too.

Lexus showcased its technology-packed Lexus NX300h, a petrol-hybrid compact SUV with bold looks and low-emissions, and Vauxhall exhibited its new Corsa which has been revitalised with new technology, smart looks and emissions as low as 87g/km.

BMW brought its electric i3 as well as its new 1 Series with CO2 emissions as low as 89g/km in the new 116d EfficientDynamics Plus model.

Nissan showcased its electric Leaf, which remains the Europe’s best selling electric vehicle, and the eNV-200, the all electric van which was launched last year.

EV Challenge After six years running the Fuel Efficient Driving Experience (FEDEx), a competition to establish Scotland’s most frugal drivers of a combustion engine vehicle, this year GreenFleet Scotland hosted an EV Challenge to decide the most frugal electric

vehicle driver. The EV Challenge used identical electric cars and vans in three categories.

Teams were entered from Fife Council, Daily Record, Edinburgh Council, Edinburgh College, East Lothian Council, and the Electric Vehicle Association Scotland (EVAS).

On each team’s return, an EV technician measured the real-time energy used over the 49 mile trial. Daily Record were victorious in their Nissan Leaf category with a score of 5.1m/kWh which took drivers Maggie Barry and Bruce Booth an impressive two hours and 22 minutes to complete. Allan Kelly and Tracey Smith from East Lothian Council won in the Peugeot Partner electric category, finishing with 4.2m/kWh real-time energy.

Edinburgh Council came out on top in the Nissan e-NV200 van category with drivers Craig Wilson and Andrew Campbell managing 5.6m/kWh, leaving a remarkable 50 per cent charge left on the commercial van.

Driver of the day Twenty visitors were also able to put their eco driving skills to the test by entering into GreenFleet’s ‘driver of the day’ experience.

Five groups each had an opportunity to enjoy pre-booked test driving slots with five different manufacturers – Vauxhall, Peugeot, Fiat, Toyota and Kia. Each driver had a total of three vehicles to test drive with each manufacturer, and the highest overall mpg was calculated to determine the overall ‘driver of the day’. This year’s driver of the day was awarded to Kevin Breen with an impressive overall mpg of 62.3.

Welcoming the public In addition to GreenFleet Scotland on the Friday, which is targeted towards a corporate audience, Saturday 11 April hosted a consumer event, called the Evolution Motor Show.

Launched in 2014, thanks to the support of

Scottish Enterprise, the Evolution Motor Show attracted 920 visitors through the door to get behind the wheels of the very latest zero and low emission vehicles on the market. L FURTHER INFORMATION www.events.greenfleet.net

Exhibitor list ABB AF Noble (Nissan Dealer) APT Controls LTD AutoKontrol Automotive Leasing Autoecosse Mitsubishi BMW CarPlus Co-Wheels City Car Club E-Car Club East Coast Renewables Elektromotive Enterprise-Rent-a-Car EST Scotland Everwarm Fiat GTG Training & Conference Centres Intelligent Energy KIA LEX Autolease Peugeot Rolec Business Services Route Monkey Siemans Sibbald Ltd Stratstone Mercedes-Benz Telogis Toyota ULEMCo Vauxhall Vtech Solutions (Tom Tom)

Volume 83 | GREENFLEET MAGAZINE

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Business Mobility is Going Electric.

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

But are they right for you?

With AlphaElectric, weâ&#x20AC;&#x2122;ve applied some very clever thinking to help you answer that very question to incorporate EVs seamlessly into your fleet.

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

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Taking the form of a seminar, closed-room sessions and test drives, Capital GreenFleet will allow London’s fleet managers to assess whether electric vehicles are right for their organisation Following the success of the inaugural event last year at London’s Emirates Stadium, White Hart Lane will now play host to Capital GreenFleet 2015 on 6 May. It will allow fleet managers to hear the latest updates in the electric vehicle infrastructure market in London, from key industry bodies including the Office for Low Emission Vehicles (OLEV) and Transport for London (TfL) After the seminar session, which will be chaired by motoring journalist and TV presenter Quentin Wilson, delegates will break out for closed group sessions with the major electric/hybrid motor manufacturers and related companies, to discuss any electric vehicle concerns and share experiences.

Following the closed‑room sessions, there is the opportunity to test drive a selection of available electric vehicles, such as the BMW i3 and Peugeot iOn, so delegates can experience for themselves how zero-emission vehicles perform. The breakout sessions will be hosted

by BMW, Peugeot, Toyota, Alphabet, Fleetdrive and RouteMonkey, and additional expertise will be on hand from charging expert Rolec.

of a wide range of factors on EV

range capability. These include Capital et payload, average speed, le F n e ambient temperature, e r G eet fl route topography and w o l l will a s to hear driver style. Optimising r e the use of EVs in this g a n n a i s m e t a way helps fleets to d p latest ufrastructure accomplish the most in electric miles possible. the EV et in London Leasing company k y r t s mar u Alphabet, through its d n yi consultancy service Alpha from ke dies Electric, will address the bo

Group seminars Route Monkey will be taking one of the closed-group sessions and will highlight how scheduling and optimisation software, specifically designed for EVs can help you get the most out of electric vehicles.

The company’s optimisation software uses complex algorithms to calculate the impact

main concerns around electric mobility, mainly the availability of charge points, range anxiety, cost, and safety. The company has also created an E-Valuation tool, which analyses an organisation’s fleet and highlights where EVs could replace existing vehicles.

Test drives The eye-catching i3 – BMW’s first electric car – will be available for test drive. The vehicle was designed from the ground up as a battery electric vehicle and is the result of years of real world trials of the MINI E and the BMW ActiveE. With a range of up to 100 miles in the standard Comfort driving mode, the

BMW i3 more than covers the typical driving demands for commuting. If you need the reassurance of being able to drive further, a BMW i3 with a range Extender increases the range to up to 186 miles and this will also be available to test drive at Capital GreenFleet.

Toyota will be showcasing the ever popular Prius plug-in hybrid synergy drive. With air quality a major issue for UK cities, and diesel vehicles being identified as a major contributed to air pollution, petrol powered hybrids such as those from Toyota are an environmentally-friendly choice as they produce almost no NOx and particulate matter.

Since the original Prius model arrived in the UK in 2000 it has been steadily improved so that today’s third generation model is more efficient than ever.

More than that, Prius has grown from a single hatchback option to a family of three models. Toyota has used light and compact lithium-ion battery technology to develop Prius into the Prius+ compact MPV. With the smaller battery pack slotted neatly between the front seats, it is the first full hybrid on the market to offer seven seats on board. Again, emissions start below the 100g/km road tax benchmark, with average fuel consumption from 68.8mpg (official combined cycle).

Peugeot will have the iOn on offer on the day for delegates to test drive. It can accelerate from 18-35mph in just 3.5 seconds and with a range for 93 miles, it’s perfect for urban life. Peugeot will also have its electric Partner van available to test drive.

It combines all the features which have already made the Partner a great commercial success (presently the UK’s best-selling small van) with modern and attractive styling, great practicality, and now with the driving experience of an electric drivetrain. L

CAPITAL GREENFLEET

The EV forum for the Capital

FURTHER INFORMATION For more information on how you can attend, please email daniel.lee@psigroupltd.co.uk or visit www.events.greenfleet.net/ capital

Latest Peugeot Partner Electric will be one of many EVs available to test drive

Volume 83 | GREENFLEET MAGAZINE

43

Now available on your tablet device......

GreenFleet magazine is now available on iOS and Android platforms, offering an interactive experience for fleet managers and those responsible for keeping transport emissions to a minimum.

Download your free copy from

app.greenfleet.net

ADVERTORIAL

Evolving the classic The all-new Fiat 500X – a five-door compact crossover based on the classic and iconic Fiat 500 – is set to broaden the brand’s appeal to the fleet market

The Fiat 500 remains one of the UK’s best‑selling city cars. It’s share of the fleet market has been a similar success, despite its size and two-door configuration.

This year however, Fiat has entered the fastest growing car segment by launching the Fiat 500X – a compact four-door SUV. But whilst it’s grown in size, it retains its quirky 500 looks, character and heritage, and adds more space and practicality.

The 500X shares the same distinctive appearance as 1957’s Fiat 500, with its rounded lights and classic logo sat in the middle of its chrome‑plated ‘moustache’.

From the side it is nicely rounded and similar to the classic Fiat 500 shape, albeit longer to accommodate the extra doors.

The 500X comes in two or four-wheel drive configurations and has two distinct styles: the first version, available in Pop, Pop Star and Lounge trim levels, has smoother front and rear bumpers for a more stylish urban look, while the fourwheel drive versions come in Cross or Cross Plus, which are more rugged-looking. The Cross/Cross Plus model also sits higher off the ground (697mm), to accommodate the revised suspension settings and tyres.

There is a range of diesel and petrol engines available in the UK. The 1.6 MultiJet II has emissions of 109g/km and consumes 68.9mpg (combined). It fits within VED tax band B and attracts a 19 per cent BIK rating.

The all‑wheel drive model has a 2.0 MultiJet II engine, achieves 51.4mpg (combined) and has emissions of 144g/km CO2.

Driving styles The 500X has a Mode Selector with three different modes to choose from – Auto, Sport, and All weather – depending on driving style required or road conditions. Business users spending a long time on the road will welcome the addition of option of the nine‑speed automatic gearbox, the first for Fiat, which allows for faster acceleration and more fluid gear-shifting.

The gearbox’s wide opening, in terms of ratios, ensures that the engine is always working within the optimum speed range, maximising driving pleasure and efficiency.

Warning and Lane Change Assistance systems to get around blind spots. It can also be fitted with the new ParkView rear reversing camera and an assisted braking system. What’s more, it has six airbags, front headlights with the daytime running lights function and cornering fog lights, as well as electronic stability control.

The Fiat 500X has a touchscreen infotainment system which can be integrated with your smartphone so you can use your usual apps. You can also get real-time news updates from Reuters and the latest traffic, safety camera and weather information from the TomTom Live service. The Uconnect Radio Nav 5” device offers TomTom 2.5D navigation, while the 6.5” Uconnect Radio Nav features satellite navigation with 3D maps, progressive route guidance and voice command for entering addresses.

The price list starts at £14,595 and ends at £25,845 for a top of the range 2.0 MultiJet II 140bhp 4x4 Auto Cross Plus. 

The 500X o in tw comes eel drive wh or four- rations and configutrol or diesel with pes – emissions engine as low as are m 109g/k

Cabin and boot space The interior of the 500X is decked out in high-quality materials and is comfortable and spacious. The boot has a 350-litre luggage compartment which can be extended to accommodate different loads using the Fold&Tumble rear seats and the fold‑flat front passenger seat. A removable load platform which is reversible and height adjustable is also available.

Keeping safe Great care has been taken to make the new Fiat 500X safe. It has a Lane Assist Departure

FURTHER INFORMATION To discover how the new Fiat 500X fits your business requirements, email Fiat’s Business Centre at fiat.fleet@fiat.com or call 01753 519442.

Volume 83 | GREENFLEET MAGAZINE

45

NEW YORK AUTO SHOW

Bites from the Big Apple The 115th New York International Automobile Show (NYIAS) opened its doors from 3-12 April.

The Jacob K Javits Convention Center in Manhattan played host to over 60 new car and truck debuts – GreenFleet reports on the most siginificant new environmentally-friendly vehicles that were displayed in the New York halls ELECTRIC VEHICLES Chevrolet Bolt EV Concept Chevrolet once again displayed the striking Bolt EV concept in New York. A five-door hatchback similar in size to the BMW i3, it promises a 200-mile range and looks set to cost $30,000 (£20,000).

Constructed from lightweight materials including aluminium, carbonfibre, magnesium and woven mesh, front and rear overhangs are small, while the interior focuses on space efficiency.

Driving styles are catered for by various driving modes, while DC fast‑charging features, too. The Bolt EV Connect app can be used on smartphones and allows ride‑sharing and autonomous parking.

HYBRID VEHICLES Chevrolet Volt Chevrolet also showcased its new Volt at the Jacob K Javits

Chevro let Volt

Center. In the UK, the previous version was sold as the Vauxhall Ampera. For now at least it would appear that the latest version will only be available in the US. An improved range-extender powertrain consists of a 192-cell/18.4kWh lithium-ion battery pack, a new 111kW two-motor drive unit and a 1.5-litre petrol engine developing just under 100bhp. Official range is said to be more than 400 miles between fill‑ups – pure electric range is said to be 50 miles.

Performance is improved: the 0-60mph dash takes 8.4 seconds, while top speed is 98mph.

The engine can power the front wheels only, too, which allows for more power and range. Four different driving modes will be available: Normal, Sport (providing more acceleration), Mountain (for steep gradients) and Hold, which stores battery power.

Lexus RX New York was the first appearance of the all-new RX, the

fourth-generation of Lexus’ luxury SUV. The best-selling model in the Japanese company’s history, the latest RX has a longer wheelbase, improved cabin space and ‘higher levels of comfort and luxury’. Initial engines will include a 3.5-litre V6 petrol, but a V6 petrol-powered full hybrid powertrain will be available after the model’s introduction.

New sharper styling features Lexus’ new chrome ‘spindle’ front grille, while darkened rear pillars create a ‘floating’ roof effect.

Laser-cut wood ornamentation features in the cabin along with a head-up display and a 12.3-inch ‘information zone’ monitor.

The full hybrid powertrain will feature an improved, Atkinson-cycle 3.5-litre V6 petrol engine. As with the non-hybrid V6, system output will also be around 300bhp.

Lexus states that both engines have been tuned to achieve high fuel economy and low carbon emissions. E

irai Toyota M

Lexus RX

Mitsub is Outlan hi der

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Famous name SUVs get green makeover The Jacob Javits Center saw two well-known Sport Utility Vehicles (SUVs) turn a more extreme shade of green...

Kia Optima

 Mitsubishi Outlander The Mitsubishi Outlander PHEV is the UK’s best-selling PHEV, with 10,000 sold by the Japanese company in the past year. In New York, a face-lifted and refreshed Outlander made its worldwide debut on Booth 260 in the North Hall.

The 2016 Outlander features the new Mitsubishi design language – including the company’s ‘Dynamic Shield’ front end – as well as over 100 engineering and design improvements. Noise levels, ride, handling and throttle response have all been tweaked, while there are also detail improvements to the interior. No dates on availability or information on pricing was given at the show.

ALTERNATIVELY-FUELLED VEHICLES Toyota Mirai Toyota’s new hydrogen fuel-cell saloon, the Mirai, was shown in New York, following a display at the Geneva motor show in March.

It will enjoy a staged introduction in the UK and other selected European markets from autumn 2015.

In its first month on sale, Toyota amassed over 1500 orders, dividing roughly 60:40 between government/fleet customers and private individuals. The Mirai’s motor is powered by electricity generated through a chemical reaction between air-borne oxygen and hydrogen in the car’s on-board fuel cell. The only tailpipe emission is water, and Toyota hopes to further accelerate energy diversification and help build a future society in which hydrogen is a core energy source.

To help achieve this aim, it recently made available thousands of its global hydrogen fuel cell patents, free of any royalties.

Jaguar XF

CONVENTIONALLY-FUELLED VEHICLES Kia Optima The all-new 2016 Kia Optima hopes to continue the model’s success. Kia Motors America’s best-selling car for the past three years, the new Optima has a longer, wider and stiffer chassis which makes for both improved ride and handling as well as a more spacious and comfortable interior.

The US market has a choice of three engines, including a new 1.6-litre turbocharged four‑cylinder coupled to a seven-speed Dual Clutch Transmission (DCT). Five US trim levels – LX, LX Turbo, EX, SX Turbo and SXL – will be offered when sales begin in the fourth quarter of 2015.

Jaguar XF The second-generation Jaguar XF enjoyed its worldwide debut at the Jacob K Javits Center. Jaguar states it will be the lightest, most fuel‑efficient car in the premium D-segment and will offer the class-lowest CO2 output (104g/km), helped by its high-tech aluminium‑intensive architecture.

Buyers will be able to choose 160bhp, 177bhp and 297bhp diesel engines as well as a 377bhp petrol unit. The XF’s construction helps keep weight down – the 160bhp diesel model is 80kg lighter than its nearest rival according to the British firm.

Inside, an all-new 10.2-inch touchscreen infotainment system – InControl Touch Pro in Jaguar-speak – offers door-to-door navigation, seamless iOS and Android connectivity, and a 17-speaker, 825W Meridian digital surround sound system. A reconfigurable 12.3-inch TFT instrument cluster features four visual themes and full-screen navigation. UK prices start at £32,300 for the 160bhp Prestige diesel model. L

Toyota RAV4 Hybrid The Toyota RAV4 was first introduced in 1994, and 21 years later a hybrid version finally joins the line-up. The RAV4 Hybrid is the latest green model to join Toyota’s hybrid range, and arrives in conjunction with a revised version of the popular SUV with styling tweaks, an improved interior and more on‑board technology.

A full hybrid system features a 2.5‑litre petrol engine, coupled with electronic all-wheel drive provided by an additional electric motor which powers the rear axle.

New LED headlights are fitted at the front of the car, while inside, Toyota states that cabin quality has been improved, while the new RAV4 sees a ‘significant safety upgrade’ with the addition of the Toyota Safety Sense package.

The new RAV4 will be launched in December 2015. The hybrid model will join UK and European line-ups from early 2016. Pricing will be announced nearer the on-sale date.

NEW YORK AUTO SHOW

Toyota RAV4 Hybrid

BMW X5 xDrive40e The BMW X5 xDrive40e is the first plug-in hybrid production car from the German firm. The PHEV has an officially-quoted combined fuel consumption of 85.6mpg, while CO2 emissions are said to be 77g/km.

System output is 313bhp from the 245bhp 2.0-litre petrol engine and the 113bhp electric motor. System torque is 331lb ft (450Nm), while 62mph comes up in just 6.8 seconds from rest. The X5 xDrive40e can run on electric power alone for 15 miles.

An 8-speed Steptronic transmission and the BMW xDrive permanent all‑wheel-drive system keeps the car on the road, while a three-stage ‘eDrive’ button lets drivers tailor the powertrain. Three stages of ‘Driving Experience’ set-up can also be selected. Specific read-outs in the cabin monitor powertrain activty.

The BMW X5 xDrive 40e goes on sale in autumn 2015.

BMW X5 xDrive40e

Volume 83 | GREENFLEET MAGAZINE

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ROAD TEST

The Italian light van

Written by Angela Pisanu

The new Fiat Doblò has not only had its looks refreshed for 2015, but has received technical enhancements to improve performance and efficiency

48

Since it was first launched in 2000, the Fiat Doblò has had 1.4 million sales and scooped numerous awards – the most recent being VansA2Z’s Light Van of the Year and overall Van of the Year. For 2015, the vehicle has had an exterior re-design, technical tweaks for improved performance and efficiency, and retains its popular, easy-to-use load space.

Fiat says its key models, the 1.3-litre and 1.6-litre turbo-diesel engines, have had their efficiency improved by up to 12 per cent. And in the case of the 1.3-litre MultiJet

II engine, responsiveness has increased by approximately 40 per cent compared to the previous model.

New ‘EcoJet’ versions are also available this year, in the 90bhp 1.3 MultiJet II and 105bhp 1.6 MultiJet II engines. These models are packed full of eco-extras to reduce fuel consumption and emissions levels further, such as Start&Stop, low rolling-resistance tyres, low-viscosity oil, an ‘intelligent’ alternator, a variable-displacement oil pump, and a new aerodynamic pack. This brings the fuel economy figure

The 15 new 20blò Fiat Do packed are models eco‑extras full of uce fuel to red tion and p consumissions em levels

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of the 1.3 MultiJet II up to 64mpg and CO2 emissions down to 115 g/km.

Car-like refinement Certain design tweaks to the front have given the new Doblò more car-like refinement. These include a sculpted bonnet, new headlamps, new grille, a sleek new front bumper, lower air intakes and fog light shrouds.

The rear also has sleeker light clusters.

The load compartment has a payload of up to one tonne. It’s ease-of-use lies in its flat floor with minimal interruptions from the wheel arch and practical squared-off shape.

The load area, which can be specified up to 5m3, is accessed via rear doors which open to 180-degrees or the offside sliding side door.

In the case of the Doblò Maxi SX 1.6 MultiJet II that I test drove, its performance was agile,

punchy and smooth, with a light and fluid clutch action and short solid gear changes – not too disimilar to driving a passenger car. Even when loaded – albeit not with a very heavy cargo – the ride was refined and responsive, and the cargo felt stable over bumps and when cornering. The cabin also did a good job at keeping out road noise, which is down to additional sound proofing in the new Doblò. The CO2 emissions of the 1.6 Multijet II are 144g/km and the combined fuel consumption is quoted as 51.4mpg.

The Doblò has a full list of standard safety features including Electronic Stability Control, ABS brakes with Electronic Brake force Distribution, Anti Slip Regulation, Hydraulic Brake Assist, and Hill-Holder systems. A passenger airbag and lateral airbags, as well as TPMS (Tyre Pressure Monitoring System) are part of the Doblò’s optional safety equipment.

New options New options for the 2015 Doblò include a new Gateway module for vehicle telematics, a folding door mirror function, DAB preparation for aftermarket audio systems and, available shortly after launch, the Traction+ system which is already available in the Fiorino

and Ducato. Traction+ enables a confident drive even on low-grip surfaces, such as snow or mud, without increasing the weight of the vehicle, thereby avoiding the increased running costs associated with full 4x4 systems.

The new Fiat Doblò Cargo range comprises four body-styles; two roof height options and two wheelbase lengths, with five engines, ranging from 90 to 135bhp, and four trim levels available: Standard, EcoJet, SX and Tecnico.

Standard features on all Fiat Doblò models include adjustable-level headlamps, a full-size spare wheel, full bulkhead, overhead storage, electric windows, central locking, full wheel trims, side rubbing strips, full-height twin panelled rear doors, offside sliding side door, (plus a nearside sliding side door on Maxi and XL models) and a speed limiter (upon request).

The EcoJet version adds smart alternator management, variable displacement oil pump, Start & Stop, low-friction oil, and low-rolling resistance tyres and a new aerodynamic pack.

The SX model adds bulkhead soundproofing and load area PVC lining, as well as front fog lamps, electrically adjustable and heated door mirrors, remote control central locking, height adjustable drivers’ seat with lumbar support, in-cushion storage in the passenger

GROSS PAYLOAD:

1,005kg

LOAD VOLUME: ENGINE:

4.2m3

ROAD TEST

Fiat Doblò Cargo Maxi SX 1/6 Multijet II

1,598cc, four-cylinder diesel

CO2:

144g/km

MPG (combined):

51.4

VED:

£225

PRICE (ex-VAT):

£20,668 (£22,293 as tested)

seat and an upgraded stereo with MP3 compatibility. The range-topping Tecnico model includes air conditioning, rear parking sensors, Bluetooth connectivity, Start & Stop, remote steering wheel controls and a dealer-fitted satellite navigation system.

The new Doblò is the first vehicle to wear the full ‘Fiat Professional’ logo on its tailgate, a signature which will appear on all new Fiat commercial vehicles from now on. L FURTHER INFORMATION www.fiatprofessional.co.uk

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ROAD TEST

Volkswagen Polo SE 1.4 TDI BMT ENGINE: 1,422cc, three-cylinder diesel CO2: MPG (combined):

88g/km 83.1

NOx:

0.043g/km

PM10:

0.000g/km

VED:

Band A, £0

BIK: PRICE (ex-VAT):

16% £14,795 (£15,055 as tested)

Polished performer

The small car sector is one of the most competitive on the market. With every major manufacturer fielding ever more technological models, GreenFleet takes a closer look at one of the longest-standing. The recently refreshed Volkswagen Polo is 40 in 2015, but do the latest refinements continue the four decade success story?

The Volkswagen Polo is as conventional as it is sensible. Now in its fourth decade, the evergreen small VW has always sat at the upper end of the supermini market, enjoying a premium image. Regular appearances in the UK’s top 10 best-selling cars chart ensures it remains a constant sight on the roads. A recent refresh has kept it among the UK’s most popular cars. Petrol used to be the small car fuel of choice, but as emphasis in recent years has been placed on lower fuel consumption figures, diesel has become more commonplace.

And although it hasn’t wholly penetrated the small car market yet, there appears to be enough demand for manufacturers to offer it.

With CO2 emissions of 88g/km, the Polo TDI is one of the cleanest small cars available, but do the recent revisions make it more of a complete package?

Sense of class Volkswagen has a reputation for erring on the side of caution when it comes to model refreshes, and the face-lifted Polo is no exception. At first glance it appears the same as the previous version of the fifth-generation model, but subtle changes to the front and rear bumpers as well as the lights make it look a little more up-to-date. There are new wheel designs, too (15-inch ‘Lyon’ alloy rims are fitted to SE models), as well as a fresh range

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The 2015 Volkswagen Polo range offers 40 versions priced from £11,250 to £20,725

of colours. Although the exterior tweaks are very subtle, they do imbue a heightened sense of class than before, which is most probably Volkswagen’s aim.

It all adds up to a no-changes-for-changes sake mantra, and it’s a similar story on the inside. However, one welcome addition is a colour touchscreen for the infotainment system, which is standard on all Polos. While entry-level cars get a 5.0-inch system, other models, such as the SE tested here, get 6.5-inch screens. The Composition Media system is comprehensive and also features a glovebox-mounted CD player, MDI (Multi Device Interface) with USB connection, SMS functionality, and Bluetooth connectivity. As before, the interior is a very

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comfortable and very well-built place to be.

Ergonomically‑perfect switches and controls means everything falls to hand, is where you expect to find it and is nicely weighted.

However, if its styling flourishes you’re after, you’d be better off looking elsewhere.

Cleaner engine technology Along with the exterior and interior amendments, a big reason for the Polo’s mid‑life revamp was the availability of cleaner engine and safety technology. All versions now have engines which meet Euro 6 regulations and Volkswagen claims that most are 26 per cent more efficient than before. Five petrol engines and two diesels power the Polo, and the

three-cylinder TDI tested here is one of two newly-developed units. Its output of 74bhp is developed from 3,000 to 3,750rpm, while torque of 154b ft (210Nm) is available from as low down as 1,500rpm. It may be new, but the engine is noisy at low revs, although quietens down very admirably at speed making the Polo unbelievable refined. It needs to be worked fairly hard to pick up speed quickly, though, which accentuates its uncharacteristic gruffness.

Volkswagen claims a 12.9 seconds from 0 to 62mph time and top speed of 107mph.

One thing the engine is, is clean. Emitting just 88g/km, the Polo SE TDI is now actually

cleaner than the Polo BlueMotion. The latest version of the super-parsimonious Polo is now a 94g/km petrol model. Equipped with a five‑speed manual gearbox, the Polo TDI has an official claimed fuel consumption of 83.1mpg on the combined cycle – VW states that the BlueMotion’s combined cycle figure is 68.9mpg.

During our 420 miles of testing, we averaged 61.9mpg, which is comparable to the official mpg values of other non-eco petrol-powered Polos elsewhere in the range. To help achieve more mpg, the Polo SE’s infotainment system has a ‘Think Blue. Trainer’ function which imparts economical driving tips. It also analyses the journeys that have been undertaken so driving style adjustments can be made.

Driver assistance systems To drive, the Polo is polished, quiet when cruising and is possessed of a comfortable ride. The steering is lacking in feel, but the new electro-mechanical steering system does improve things and make the car more fun to drive than Polos of old. Another benefit of the 2014 refresh was the adoption of a raft of new safety technologies, which Volkswagen claims makes the Polo the safest and most advanced car in its class. The range of driver assistance systems on offer includes Hill Hold, an Automatic Post-Collision Braking System (which reduces kinetic energy, minimising the chance of a second impact), a Driver Alert system, Adaptive Cruise Control with Front Assist and City Emergency Braking.

Volkswagen UK sold 48,004 Polos last year, making it the company’s second best‑selling car after the Golf. The best-seller is expected to be the 59bhp 1.0-litre SE petrol model.

Around 70 per cent of Polos are sold to private buyers with the remaining 30 per cent to fleet customers where the TDI version may be better suited. Lower emissions means that the diesel‑engined car sits one VED band lower, although both share the same BIK rate of 16 per cent. The BlueMotion meanwhile is £65 cheaper, shares the same VED band A positioning but loses out on refinements such as electric windows on five-door versions. It’s a case of paying your money and taking your choice. But whichever choice you make, you’ll be rewarded with one of the most refined and grown-up small cars around today. L FURTHER INFORMATION www.volkswagen.co.uk

BlueMotion Technology

ROAD TEST

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All Polos regardless of trim are now fitted with BlueMotion Technology (BMT). Volkswagen claims that BMT models ‘strike a balance between the highly focussed BlueMotion vehicles and the conventional products on which they are based’.

The aim is the same – to produce lower emissions and greater economy, but not go quite the whole distance in the way that fully‑fledged BlueMotion models do. BMT modifications vary from range to range.

Every version of the Polo is fitted with a Stop/Start and battery regeneration system, as well as an additional battery data module to aid with charge status, a heavy‑duty starter, a DC/DC converter (to guarantee the voltage stability of the on-board electrical system) and a battery with improved deep cycle performance. The battery regeneration system puts to use the energy that would be lost during braking phrases – during deceleration and braking phases, the alternator’s voltage is boosted then used for bulk recharging the battery.

Alternator control also lowers the voltage flowing to it, when the car is driven at a constant speed or when slowing down, for example.

The alternator can even be turned off completely to reduce the load on the engine and to improve fuel consumption. Volkswagen’s Stop/Start system works the same as most others. When coming to a stop, the driver depresses the clutch and selects neutral. When the clutch is released, the engine shuts down and a ‘Start/Stop’ symbol illuminates in the multifunction display. To get on the move again, the driver depresses the clutch again to select first gear and the engine restarts automatically.

Volume 83 | GREENFLEET MAGAZINE

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ROAD TEST Written by Richard Gooding

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Fleet and frugal The Škoda Rapid offers large space for modest money and the tax‑free GreenLine version appears to offer better value still.

But, it pays to do the sums first as Richard Gooding finds out The first Škoda to bear the Rapid name was launched in 1935. A mid-range car between the Popular and Superb, the four-door saloon, two-door coupé and cabriolet models helped Škoda achieve its aim of becoming the biggest car maker in the then Czechoslovakia. A motorsport career soon beckoned and further development of the car followed during the 1930s before the start of the Second World War put an end to the Rapid’s short but successful life. The early 1980s saw the Rapid name dusted off again, this time on a rear‑engined, rear-wheel drive coupé version of the 130 model. The latest car to wear Škoda’s famous name arrived in 2012.

Liftback styling A sister car to the SEAT Toledo (GreenFleet issue 66), the five-door only Škoda Rapid slots in between the B-segment Fabia supermini and the C-segment Octavia mid-size hatchback.

52

Adopting the latter car’s ‘liftback’ styling on the most basic model in the range, the (saloon car-like appearance which conceals a Rapid GreenLine is as eco-optimised as it hatchback), its lines are the work of can be. But, there are some strange Škoda chief designer Josef Kaba, omissions. While the GreenLine g and were first previewed shares the ‘Swing’ radio with n i Be on the ‘MissionL’ design the entry‑level S, it loses t s o study of 2011. Since its that car’s rear wash-wipe the m tallyen introduction, a more system. An multifunction m n o r i e h t env conventionally-styled device interface is n i r ca hatchback version, the also absent from both riendly nge, the f a Spaceback, has also the standard spec r d Rapi s only and option lists, even it been available. The m e e in Rapid liftback shares it is an option GreenL of CO2 and onthough styling, interior and the S. However, as m k / s g e v 99 engine technology with befits its more upmarket y achie its Spanish sister, but the status, it gains front fog officiall .mpg 74 SEAT is more keenly priced. At lights, darkened glass from £17,975, the Rapid GreenLine sits the B-pillars back, 15-inch on the second rung of the Rapid ladder, ‘Carme’ alloy wheels with low rolling based on the entry-level S. resistance tyres, a trip computer and manual Like the Golf BlueMotion, being based air‑conditioniong, all of which the S model

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ROAD TEST

Škoda’s GreenTech technology

Rapid shares common parts and styling with SEAT Toldeo

Škoda fits all its GreenLine and GreenTech models with a range of equipment aimed at minimising their impact on the environment.

Cabin is well-built if a little short on style

2015 Škoda Rapid is the fourth car to wear the badge

A start-stop system turns the engine off automatically when the car is at a stop and starts it again when the clutch is released. A reinforced starter copes with the higher demands and increased frequency of stop-start situations. Battery condition, coolant and outside temperatures as well as air-conditioning settings help sophisticated electronics decide when to switch off the engine.

A brake energy recuperation stores kinetic energy during deceleration and then uses it to lower the engine load used by the alternator, reducing fuel consumption. The ‘gear recommendation’ function displays which gear ratio is optimal to obtain the lowest fuel consumption and CO2 emissions by showing a warning graphic in the multifunction instrument panel. Improved aerodynamics help make GreenLine and GreenTech models slip through the air more easily thanks to faired-in grilles and underside spoilers and other modifications. Škoda reports that up to the 15 per cent of engine power – and therefore consumed fuel – is used to overcome the tyres’ rolling resistance. All GreenLine and GreenTech models are fitted with low rolling resistance tyres, which aim to reduce fuel consumption, as well as proving successful when placing high demands on traction, handling and braking.

Škoda Rapid Greenline 1.6 TDI ENGINE:

1,598cc, four-cylinder diesel

CO2: MPG (combined):

0.115g/km

PM10:

0.000g/km

VED:

Band A, £0

PRICE (ex-VAT):

Common-rail technology Being the most environmentally-friendly car in the Rapid range, the GreenLine emits only 99g/km of CO2. Powered by the same

74.3

NOx:

BIK:

lacks. The interior, as with the Toledo and other Škodas, is sensibly-styled. Build is good, and Škoda has been particularly skillful in choosing the materials – they look as plush as a Volkswagen’s but are harder to the touch.

It’s not a big issue, though, as the cabin is a comfortable and pleasant place to spend time in. A gloss white plastic strip dissects the dashboard and adds a welcome dash of colour to brighten up proceedings. Like the Toledo, room is plentiful and rear legroom shames some cars from the class above. Open the boot and there is 550 litres of space, while Škoda states that the seat-folded down capacity of 1,490 litres beats that of some C-segment estate cars.

99g/km

17% £17,975 (£18,130 as tested)

1,598cc four‑cylinder diesel engine as the Toledo Ecomotive, the unit uses common‑rail technology to give an official combined cycle fuel return of 74.3mpg. We ran the car for 530 miles and found our ‘real-world’ average of 65.5mpg to be 88 per cent of its claimed value. Low rolling resistance tyres, stop-start and brake energy recuperation systems, and aerodynamic tweaks all play their parsimonious part.

Noisy and gruff when idling, the engine quietens when on the move. At 1,188kg, the GreenLine is the lightest of all the Rapid diesel models, the 89bhp power output making for a 0-62mph time of 12 seconds.

Torque of 169b ft (230Nm) is available between 1,500-2,500rpm. The Rapid GreenLine errs on the mostly comfortable side of things when it comes to the driving experience. Handling is solid and surefooted, while the relatively soft suspension absorbs

almost all road imperfections well. The steering is well-weighted though, and gives enough accuracy to enable the car to be placed accurately.

Tax-free variant The Škoda Rapid GreenLine, like the Nissan Pulsar, certainly takes the fleet market into account with its on-paper figures. In terms of size, it appears to offer a lot of car for a modest asking price. A no-nonsense, likeable car, and more handsome than its Toledo cousin, the Rapid GreenLine should appeal to those drivers who can’t quite stretch to the larger Octavia but find the smaller Fabia just that little bit lacking in room. It’s a more appealing, tax‑free variant for fleet buyers, but it may pay to compare costs before signing on the dotted line.

A comparable-specification Rapid SE fitted with a slightly less-clean 104g/km version of the same 1.6 TDI engine costs £17,215 (a non-GreenTech version is £16,965), which offers more equipment than the GreenLine.

The GreenLine still edges it on tax costs and mpg (74.3 against the GreenTech’s 74.2), but it’s a close-run thing. It’s a similar story when comparisons are made with the SEAT Toledo Ecomotive. Not as green as the eco-Škoda, the Toledo S Ecomotive is cheaper, but doesn’t offer the same kit as the Rapid, while the Toledo SE Ecomotive is £395 more expensive, will cost more to tax, but is better-equipped.

If you are asking the environmentally-friendly compact hatchback question, only the minutiae of the specification and price lists may provide the true answer. L FURTHER INFORMATION www.skoda.co.uk

Volume 83 | GREENFLEET MAGAZINE

53

PRODUCT FINDER

AXIS200 WHEEL ALIGNERS

CLAIMS MANAGEMENT

Haweka

RecoAuto

Unit No 5 Beta, Orchard Trading Estate, Toddington, Gloucestershire GL54 5EB Tel: 01242 621001 www.haweka.co.uk

Tel: 0844 561 0576 hello@recoauto.com www.recoauto.com

As a specialist in fuel and tyre savings, Haweka provide workshops with wheel alignment equipment to help commercial operators reduce their fuel and tyre costs.

The Haweka Axis systems are user friendly, quick to use and very accurate.

Contact us today to find out how Haweka can reduce your carbon footprint.

FLEET MANAGEMENT REPORTING

Alphabet Form One, Bartley Wood Business Park Hook, Hampshire RG27 9XA Tel: 0870 50 50 100 alphabet@alphabet.co.uk www.alphabet.co.uk GreenCARE is Alphabet’s comprehensive online reporting, analysis and modelling tool designed to help customers reduce their CO2 emissions, fuel and fleet costs, while benchmarking performance against ‘average’ and ‘best in class’ fleet performers. Speak to us today to find out more about how GreenCARE can help to reshape your fleet.

DRIVER LICENCE CHECKING

RecoAuto delivers a unique claims management solution that reduces fleets vehicle repair costs whilst also reducing their Carbon Footprint.

RecoAuto manage all aspects of vehicle repairs and also specialise in reducing vehicle parts spend via our innovative software RecoParts.

FLEET SOFTWARE

Jaama 15 Amber Business Village, Amber Close Amington, Tamworth B77 4RP Tel: 0844 8484 333 enquiries@jaama.co.uk www.jaama.com Jaama’s multi award-winning Key2 Vehicle Management system is a totally integrated vehicle, asset and driver management solution visibly years ahead. Designed for all fleet sizes and budgets, Key2 is web based, with usability and intelligent ‘active’ data management; linking users live to data providers, customers, suppliers, vehicle telematics and the DVLA.

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.

HYDROGEN VEHICLES

ULEMCo Ulemco Ltd The Quay, 12 Princes Pararde, Liverpool, Merseyside, L3 1BG Tel: 1928 787179 info@ulemco.com / www.ulemco.com ULEMCo Ltd offer services to convert light commercial vehicles to run on hydrogen.

Services include the supply & installation of a safely engineered retrofit, warranty and VSO certificate. H2ICED™ vans, have verified emissions at 59g/km CO2. Advice, consultancy and the supply of hydrogen refuelling capability can also be provided.

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

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Alphabet 42 BMW 6, 7 Brake Road Safety 39 Citroen UK IFC Fiat 45 Ford 10 Honda 23 Jeep 8 Lex Autolease IBC Mitsubishi 24, 25 Peugeot 18, 19 Steertrak 16 TomTom Telematics Sales 34, 35 Toyota OBC Vauxhall 28, 29, 30, 31 Volkswagen Financial Services 4

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MY NAME IS PAUL AND I’M A

QUITTER Set to save over £500,000* and improve UK air quality by quitting diesels.

By choosing petrol full hybrids over equivalent diesel models, Paul will save his company over half a million pounds in three years. Reduced BIK tax bills mean company car drivers will be on average £5,000 better off. Paul’s also said goodbye to diesel particulates, improving the air we all breathe.

Read Paul’s story at quitclub.org.uk

Paul James, Facilities Manager, Slimming World.

brilliant for business

*Saving based on switching existing Honda fl eet to Lexus hybrids.