GreenFleet 88

COMMERCIAL VEHICLES

FRANKFURT MOTOR SHOW

www.greenfleet.net

ALTERNATIVE FUELS: LNG

ISSUE 88

CHARGING INFRASTRUCTURE

EMISSIONS TESTING

DIESEL’S UNDOING?

How the Volkswagen test-rigging scandal has thrust diesel emissions back into the air quality spotlight

POINTING LONDON IN THE RIGHT DIRECTION

Upgrades to the capital’s Source London EV charge point network EVENT REVIEW

ARRIVE ‘N’ DRIVE

A round-up of the low-emission vehicles and technologies on show at Rockingham

ROAD TEST: FORD FOCUS ECONETIC TDCI

It looks even better on your books.

ALL-NEW FORD MONDEO Ford Dynamic LED Headlights

Sleek curves, bold lines — the All-New Mondeo is quite a head-turner.

But its beauty is more than skin-deep: New rear seatbelts with built-in airbags that give your passengers unprecedented protection.

Dynamic LED headlights that improve all-round visibility.

With the option of a Hybrid Electric delivering over 100mpg on urban cycle.

• • •

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

P11D

BIK

CO 2

MPG

£19,940 - £28,610

14% - 30%

176 - 94g/km

37.2-78.5

COMBINED

Official fuel consumption figures in mpg (l/100km) for the Ford Mondeo range: urban 27.2-100.9 (10.4-2.8), extra urban 47.9-85.6 (5.9 -3.3), combined 37.2-78.5 (7.6-3.6). Official CO2 emissions 176-94g/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.

Vehicle shown is the Ford Mondeo Titanium 2.0 180PS TDCi with optional Ruby Red special metallic paint, 19” alloy wheels, panoramic roof, and LED Adaptive Lighting.

FRANKFURT MOTOR SHOW

www.greenfleet.net

ALTERNATIVE FUELS: LNG

ISSUE 88

CHARGING INFRASTRUCTURE

EMISSIONS TESTING

DIESEL’S UNDOING?

How the Volkswagen test-rigging scandal has thrust diesel emissions back into the air quality spotlight

POINTING LONDON IN THE RIGHT DIRECTION

Upgrades to the capital’s Source London EV charge point network EVENT REVIEW

ARRIVE ‘N’ DRIVE A round-up of the low-emission vehicles and technologies on show at Rockingham

ROAD TEST: FORD FOCUS ECONETIC TDCI

Visit v fleet.t green ative video rm for info tent on t con tal flee nmen enviro agement man

Comment

COMMERCIAL VEHICLES

Diesel on trial As fast-moving as some of the developments in our industry itself, it’s the story which has dominated the headlines over the past five weeks. The Volkswagen ‘dieselgate’ emissions test-rigging scandal (page 26) has blown apart some of the myths surrounding vehicle testing and threatens the sheer existence of diesel fuel itself.

Of course, diesel won’t disappear overnight – it’s too embedded into low-CO2 culture for that – but the VW scandal has caused damage to both the reputation of Europe’s biggest car maker and, perhaps unfairly, to the car industry itself. The increased health dangers of NOx emissions have been highlighted in recent months and the emissions cheat fiasco has opened industry eyes once again to its questionable testing procedures.

It’s been known for quite some time that certain standards date back to the 1970s and in a digital, 21st Century world, that’s just not good enough. With new European Real Driving Emission and World Light Duty Test Procedure evaluation methods mooted for 2017 and 2020 respectively, the industry is attempting to clean up its act. VW meanwhile has reaffirmed its intention to focus efforts on an electric vehicle push. By happy coincidence, latest figures show that EV sales are once again on the rise in the UK. Just some of those EVs were on show at the GreenFleet Arrive ‘n’ Drive event at Rockingham on 24 September. Read the full after-show report on page 45.

Enjoy the issue.

Richard Gooding, acting 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 ACTING EDITOR Richard Gooding EDITOR Angela Pisanu ASSISTANT EDITOR Michael Lyons EDITORIAL ASSISTANTS Tommy Newell, Rachel Brooks PRODUCTION CONTROL Jo Golding PRODUCTION DESIGN Jacqueline Lawford, WEB PRODUCTION Victoria Leftwich PUBLISHER George Petrou ACCOUNT MANAGER Kylie Glover ADMINISTRATION Vickie Hopkins REPRODUCTION & PRINT Argent Media

Printed on recycled paper

© 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 88 | GREENFLEET MAGAZINE

3

THE UK’S #1 SELLING PLUG-IN HYBRID NUMBERS NEVER LOOKED THIS GOOD The intelligent Mitsubishi Outlander PHEV decides when it’s more efficient to use petrol or electricity, giving it the ability to deliver a staggering 156mpg1. With an electric range of up to 32 miles the Outlander PHEV easily tackles the UK’s average daily drive on a single charge – and on longer journeys the petrol engine helps out to achieve a combined range of up to 541 miles2. The battery can be charged in just a few hours via a domestic plug socket3, a low-cost home Charge Point4 or one of over 7,500 Charge Points found across the UK. With ultra-low CO2 emissions the Outlander PHEV is exempt from Road Tax and the London Congestion Charge5 – as well as being eligible for drastically reduced Benefit in Kind taxation6. There’s even £5,000 off the list price through the Government Plug-in Car Grant, which means an Outlander PHEV will cost you from just £29,2497, the same price as the Outlander Diesel – and it comes with a 5 year warranty8.

Numbers never looked this good. We call this Intelligent Motion.

Find out just how good the numbers look.

Visit: mitsubishi-cars.co.uk to find your nearest dealer

THE NEW MITSUBISHI

OUTLANDER PHEV

FROM £29,249 - £35,999 Including £5,000 Government Plug-in Car Grant7

1. Official EU MPG test figure shown as a guide for comparative purposes and may not reflect real driving results. 2. 32 mile EV range achieved with full battery charge. 541 miles achieved with combined full battery and petrol tank. Actual range will vary depending on driving style and road conditions. 3. Domestic plug charge: 5 hours, 16 Amp home charge point: 3.5 hours, 80% rapid charge: 30mins. 4. Government subsidised charge points are available from a number of suppliers for a small fee - ask your dealer for more information. 5. Congestion Charge application required, subject to administrative fee. 6. 5% BIK compared to the average rate of 25%. 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 GX4hs at £36,499 including the Government Plug-in Car Grant and metallic paint. On The Road prices range from £29,304 to £36,054 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. The Government Plug-in Car Grant is subject to change at any time, without prior notice. 8. All new Outlander PHEV variants come with a 5 year/62,500 mile warranty (whichever occurs first) and an 8 year/100,000 mile traction battery warranty. 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: 51.4mpg (5.5), Weighted Average: 156.9mpg (1.8), CO2 emissions: 42 g/km.

CLIMB MOUNTAINS, LOWER COSTS

CO

2 FROM

115g/km

MPG

BIK

UP TO

FROM

64.2

21%

JEEP RENEGADE ®

To book a test drive call our Business Centre on 01753 519442 or email us at fleet@jeep-comms.co.uk

OFFICIAL FUEL CONSUMPTION FIGURES FOR JEEP RENEGADE RANGE MPG (L/100KM): EXTRA URBAN 47.9 (5.9) – 70.6 (4.0), URBAN 32.5 (8.7) – 55.4 (5.1), COMBINED 40.9 (6.9) – 64.2 (4.4), CO 2 EMISSIONS: 160 – 115 G/KM. Fuel consumption and CO2 figures are obtained for comparative purposes in accordance 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. Model shown is a Jeep Renegade Limited. Jeep ® is a registered trademark of FCA US LLC.

Contents

Contents GreenFleet 88 21

09 News

Plug-in cars capture imagination of next generation; new tests for diesel cars; hybrids considered by 53 per cent of new buyers

16 Down the road

GreenFleet analyses the models soon hit the market in the world of environmentally friendly vehicles

21 Commercial vehicles

The FTA’s Rachael Dillon looks at the air quality challenge faced by the logistics industry and the achievements already made in lowering air pollutants

26

26 VW emissions scandal

43 Blue Point roundtable

GreenFleet catches up with Cedric Bollore and Christophe Arnaud of Blue Point London to discuss their network of EV charging points

45 Arrive ’n’ Drive 2015

Arrive ’n’ Drive 2015 took place on 24 September and drivers experienced the latest vehicles and solutions which help to run a more efficient transport operation

48 Road test: Volkswagen Passat SE Business

31 Alternative fuels: CNG

50 Road test: Ford Focus ECOnetic

33 Alternative fuels: LNG

39

Following another electrifying event in Frankfurt, GreenFleet reviews the latest green cars that impressed at one of Europe’s leading motor shows

The Volkswagen emissions testing scandal has once again thrust diesel into the environmental spotlight. GreenFleet investigates the VW fiasco and the impact it may have on the future of industry testing cycles and the fuel itself

GreenFleet analyses the changing European CNG landscape in recent years, and what steps need to be taken to fuel CNG success in the UK

31

39 Frankfurt motor show

With many heavy-duty vehicles moving to LNG as their fuel of choice, GreenFleet examines why fleet should be aware of its operational benefits

37 Recycled vehicle parts

As major car manufacturers Toyota and Vauxhall announce methods for better end of life care for thier vehicles, GreenFleet explores how some fleets are handling vehicle parts recycling

Revamped in 2014, Richard Gooding investigates the Volkswagen Passat’s latest push up the executive ladder

Ford’s ubiquitous Focus was revamped for 2015 with fresher looks and a new range of economically-minded engines. Richard Gooding drives the frugal ECOnetic version

52 Road test: Toyota Aygo A sister car to the Citroën C1 and Peugeot 108, GreenFleet finds out if the Toyota Aygo is daringly different to the French pair

53 Road test: Dacia Sandero In dCi guise, the Dacia Sandero employs the latest Renault engine technology for lower emissions as well as improved fuel economy

50

43

GreenFleet magazine

www.greenfleet.net Volume 88 | GREENFLEET MAGAZINE

7

RE-ENERGISE

YOUR BUSINESS MODEL

CO2

from

79g/km

PEUGEOT i-Cockpit

MPG

up to

94.2 mpg

from

£29 per month

BIK

PureTech Engines

Active City Brake

The New Peugeot 208 with revised front grille and more assertive styling is powered by the next generation of engines that deliver both on efficiency and performance. PureTech is an advanced 3-cylinder petrol engine technology that offers significantly improved fuel consumption and CO2 emissions from 79g/km, without drive and performance compromise. While BlueHDi diesel engines deliver class-leading figures for CO2 and MPG and feature Stop Start functionality for added efficiency. For economy without compromise the New 208 is the business.

Visit business.peugeot.co.uk or call 0800 954 8781 to discover the New Peugeot 208 re-energised.

Official Fuel Consumption in mpg (l/100km) and CO 2 emissions (g/km) for the New 208 Range are: Urban 40.4 (7.0) – 78.5 (3.6), Extra Urban 61.4 (4.6) – 104.6 (2.7), Combined 52.3 (5.4) – 94.2 (3.0) and CO 2 125 – 79g/km.

MPG figures are achieved under official EU test conditions, intended as a guide for comparative purposes only, and may not reflect actual on-the-road driving conditions.

NEW PEUGEOT 208

News

PLUG IN-TECHNOLOGY ELECTRIC VEHICLES

2015 ultra low emission car purchases surge

Plug-in cars capture imagination of 80 per cent of next generation, study shows According to research conducted by Go Ultra Low, over 80 per cent of future drivers say they want a plug-in model as their first car.

The research demonstrates that 81 per cent of 14 year‑olds plan on making their first car an electric one, while a significant number of 17 year‑olds voiced that they would want to drive a pug-in vehicle as soon as they have passed their driving test. Furthermore, 90 per cent said they believed more motorists should be driving a plug-in car in 2015.

Go Ultra Low commissioned research from 800 young people aged 14-17 about their needs for the future. The research involved a questionnaire, which interviewed 200 people in each year from 14-17 and looked at contributing factors to their decision. The most important consideration was the aspect of low cost ownership, while the up-to-date technology and driving experience were also highly regarded.

Go Ultra Low consulted futurologist Dr Ian Pearson for his predictions on the future of the plug-in market.

He claimed that electric vehicles (EVs) will become the ‘new normal’ by 2026.

He said: “Young people are very aware of environmental issues and it is great that they also notice that electric cars will be cheaper to run, so it is a clear win-win.

Battery technology continues to improve, and the amount of resources needed to make an electric car will continue to fall.

“These technology developments will all add up, greatly reducing the environmental impact of cars while making them safer and cheaper. If current trends towards electric cars continue this means that, by 2026, demand for electric cars will almost certainly outweigh demand for ‘traditionally fuelled’ cars.”

Poppy Welch, head of Go Ultra Low, added: “It’s really encouraging to see how popular electric cars have become among British teenagers – as the next generation of first-car buyers. Our research shows that younger consumers are more drawn towards environmentally-friendly purchases, including when planning which car they’ll drive when they get their licence.”

“Plus, their rationale makes sense – electric cars can travel long distances and are consistently cheaper to run, so as a first car they are the logical choice.

“What’s more, there is an electric vehicle to suit every lifestyle – from city run-arounds and family hatchbacks to 4x4s and sports cars.”

READ MORE tinyurl.com/qecou3s

FUEL CELL VEHICLES

TfL takes delivery of four Toyota Mirais Transport for London (TfL) will take delivery of four Toyota Mirai hydrogen fuel cell vehicles to assist with essential engineering and maintenance work carried out between bus stops and Tube stations.

The announcement was made as part of Mayor of London Boris Johnson’s current trade visit to Japan. It is hoped that early

adoption of the fuel cell vehicles will help to expand the capital’s hydrogen refuelling infrastructure, which is set to more than double by the end of 2016.

READ MORE tinyurl.com/nlx74b7

Analysis by Go Ultra Low has shown that over 20,000 motorists changed to plug-in power between January and September this year.

The surge has seen 138.5 per cent growth against 2014, with more than 27 pure electric or plug-in hybrid cars now available in the UK, ranging from high-performance sports cars to capable family run-arounds.

The new data also shows higher demand for plug-in hybrid models with demand accelerating ahead 226.5 per cent against 2014 with 14,041 registrations.

Poppy Welch, head of Go Ultra Low, said: “The growth in plug-in car registrations is excellent news and in line with our expectations. This trend should continue over the course of this year as we know that motorists are keen to achieve maximum miles for the lowest cost, while minimising emissions and environmental impact.”

In line with a trend seen throughout this year, registrations of ultra low emission vehicles continue to grow their share of the new car market, taking more than 1% share for the year so far. Up significantly from the same period in 2014 when just 0.44% of registrations were plug-ins, this move to new technology demonstrates the value motorists place in a variety of options, enabling them to pick the car that best-meets their needs.

The figures suggest that government expectations for five per cent of new car registrations to be ultra low emission by 2020 are achievable.

READ MORE tinyurl.com/on8v26b

ENERGY

Tesla partners with UNLV for battery research Tesla has formed a research partnership with the University of Nevada, Las Vegas (UNLV), to pursue developments in battery manufacturing. Tesla is funding the research, with the initial phase of the five year agreement focusing on two projects to enhance manufacturing processes at Tesla’s Northern Nevada Gigafactory.

A team of researchers will examine water recycling and treatment, and a team of chemists will work to improve the recycling of metals from lithium-ion batteries.

READ MORE tinyurl.com/px5mdkk

Volume 88 | GREENFLEET MAGAZINE

9

News

DIESEL EMISSIONS

Transport Secretary confirms real-world tests for diesel cars Transport Secretary Patrick McLoughlin has confirmed that the UK will start a programme of re-testing diesel cars in real world conditions.

The new plans come in the wake of the Volkswagen emissions scandal, where the company was caught using illegal ‘defeat’ software to cheat emissions tests for their diesel engines. The UK will now administer their own testing programme, with the aim to protect the interests of UK consumers.

Following a meeting of European transport ministers, McLoughlin said: “The needs of consumers must be at the forefront of action to restore public confidence in emissions testing. I have made it clear to Volkswagen that we expect it to support UK owners of vehicles fitted with defeat device software.

The UK government has already announced that owners in Britain will not incur higher vehicle taxes as result of VW’s actions.

“There now needs to be co‑ordinated European work to establish trust in the testing process. As I highlighted to the Transport Council, driving emissions tests that reflect real‑world performance must be

LowCVP’s Andy Eastlake McLoughlin: “The needs of consumers must be at the forefront of action”

introduced as quickly as possible.

“In the meantime, I can confirm that the UK has now started its own testing programme.

This will get to the bottom of what the situation is for VW Group cars in the UK and ensure we understand the wider implications for other car types to give all consumers certainty.”

The UK will initially test Euro 5 category diesel cars that the VW Group has confirmed contain the defeat software, with tests involving both laboratory and real world elements. Find out more about the Volkswagen emissions scandal on page 26.

READ MORE tinyurl.com/nmvuvt3

ULEVs

12 UK cities launch bid for £35m ULEV funding 12 cities across the UK have launched bids for a share of £35 million government funding to increase the uptake of ultra low emission vehicles (ULEVs).

The ‘Go Ultra Low Cities Scheme’ was set up by the Office for Low Emission Vehicles (OLEV) with the aim of positioning the UK among the worLds leading markets for plug in vehicles.

The local authorities that demonstrate the potential to deliver a significant increase in the uptake of ULEVs will be awarded a share of the funding, with the winning cities due to be announced before the end of the year.

The shortlisted cities have put forward a variety of initiatives to boost the uptake of ULEVs in their areas. These include: A car scrappage scheme to replace conventionally-fuelled vehicles with ULEVs; Replacing existing council fleets with pure electric and ultra low emission models; Increasing ULEV salary sacrifice schemes to make ULEVs accessible; Electric vehicle carpools for public and private sector workers; and energy‑efficient LED street lights that double-up as charge points.

READ MORE tinyurl.com/ocvhfgm

Real-word and reliable testing can help air quality Air quality has been rising up the political agenda since the Supreme Court ruling earlier this year and, since VW’s software scandal hit the headlines, it’s rocketed even higher.

While the LowCVP’s primary remit has always been a focus on carbon emissions, we’ve always paid close attention to the impacts of road vehicles in terms of local pollution and often air quality can be a principle driver for a low carbon vehicle. The VW case is primarily concerned with NOx emissions, of course, but it has shone a light on testing processes and the relationships between manufacturers, emissions testing organisations and regulators.

It’s vital that the test processes are representative of the real world, but they must be accurate and reliable in order for us all to make the best choices on policy, technology and vehicle purchase.

That’s why we’ve been working with our members, combining our expertise to make sure that we’re all working from the best data, helping to avoid misconceptions and misrepresentations.

One of the outcomes of the diesel emissions scrutiny is likely to be an intensified focus on the part of car buyers and policy makers on Ultra Low Emission Vehicles (ULEVs) and how we evaluate their credentials. Electric vehicles produce no emissions at the point of use, of course, and their contribution to tackling climate change will rise as we progressively decarbonise the grid.

Local authorities are likely to be given more responsibilities for cutting local pollution, judging by the proposals in Defra’s current consultation on measures to tackle air quality, so we can expect more local measures to encourage the uptake of ULEVs with low or zero emissions. Organisations with car fleets may also consider that the adoption of ULEVs is also likely to future-proof them against possible changes in regulation, as well as the right thing to do in terms of their corporate social responsibility (CSR).

I was particularly encouraged by an Institute of the Motor Industry (IMI) survey that I spotted this week. The professional body for the retail motor sector said its survey of 2,000 car owners study reveals a “dramatic” growth in interest in alternatively-fuelled vehicles and that demand looks set to “race ahead” in the next two years. The IMI’s chief executive described the level of demand shown in the survey as ‘astonishing’.

If you weren’t already convinced, recent events show that now is the time to get serious about bringing more ULEVs into your fleet.

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

Volume 88 | GREENFLEET MAGAZINE

11

OFFSET YOUR FLEET’S CARBON EMISSIONS? MAKE IT PART OF YOUR ONE WORLD.

ONE CUSTOMER. ONE CARD. ONE FLEET SOLUTION. Imagine a fuel card which also allows you to offset your fleet’s carbon emissions.

Introducing Allstar One. A bespoke management solution shaped entirely around your fleet’s needs, no matter how big or small.

As well as the ability to offset your fleet’s carbon emissions through the Allstar Ecopoint scheme, you’ll also have access to the UK’s largest fuel network of 7,600 fuel sites, of which 1,780 are discounted diesel sites. You’ll also benefit from the added security of Chip & PIN technology.

Choose to use your card just for fuel or enhance your card with the ability to pay for glass repair and replacement, M6 Toll, servicing, roadside repair, tyres and much more, whilst enjoying significant savings. What’s more, because all transactions are on one, consolidated, HMRC compliant invoice, you’ll be able to dramatically reduce your administrative burden.

To find out more about how to shape your One world, call us today on 0845 619 6322 or visit www.allstarcard.co.uk

one

News

Freight Transport Association Low Carbon Truck Trial

HYBRID VEHICLES

The Government’s two-year Low Carbon Truck Trial is providing not only interesting but valuable feedback on using alternative fuels in HGVs in order to reduce carbon emissions. Leading operators including John Lewis Partnership, Muller-Wiseman, Tesco and United Biscuits are among those taking part in the project.

Hybrids considered by 53 per cent of new buyers, research suggests 53 per cent of new car buyers in the UK are considering a hybrid or electric car, according to new research from the Institute of the Motor Industry (IMI).

The IMI found that 53 per cent of drivers looking to lease or buy a car in the next two years would consider a hybrid, which suggests a dramatic growth in interest for alternative fuelled vehicles, which made up just two per cent of overall car sales in the UK in 2014.

However, the IMI has also raised concerns that if the interest does continue to increase, there may not be enough skilled technicians to support these cars. Currently there are around 1,000 technicians trained to level three in electric and hybrid car maintenance, with another 1,000 currently registered on the three year course.

The IMI claims that the lack of skilled technicians could lead to difficulties for

owners and businesses, and is calling on the government to address the skills shortage with a proactive apprentice recruitment programme.

IMI CEO Steve Nash said: “We have always expected demand for electric and hybrid vehicles to increase gradually over time as the cars become more sophisticated and the public become aware of their quality, the level of demand shown in this survey is astonishing and requires a response from government.

“We need a license to practice for technicians to reassure the public and to protect the employers who invest in the skills required to take care of the next generation of vehicles and their owners. We will be seeking and urgent meeting with ministers as a matter of urgency.”

READ MORE tinyurl.com/od7c89w

Toyota announces the Toyota Environmental Challenge 2050 In an attempt to challenge key global environmental issues the Toyota Environmental Challenge 2050 aims to reduce the negative impact of manufacturing and driving vehicles as much as possible.

The challenge comprises sixindividual challenges across three main areas to tackle climate change, water shortages, resource depletion, and degradation of biodiversity.

This includes: Ever-better cars, quantified as reducing global average new-vehicle CO2 emissions

by 90 per cent by 2050 compared to Toyota’s 2010 global average; ever‑better manufacturing (zero CO2 emissions at all plants by 2050); and enriching the lives of communities.

As a key step toward achieving these long-term targets, Toyota is announcing its Sixth Toyota Environmental Action Plan, which will be enacted between April 2016 and the end of March 2021.

READ MORE

The Department for Transport Rachael Dillon, (DfT), the Office for Low Emission Vehicles (OLEV) and Innovate UK, are climate change providing £11.3m to pump prime policy manager, procurement of low emission HGV FTA technologies and the supporting infrastructure whilst leveraging over £12m of industry investment to create a £23.4m trial. A second progress report was published recently outlining key results to date.

According to the report, 317 trucks were in operation by the end of 2014. By the end of the trial, 236 vehicles will use liquefied natural gas (LNG), 121 will use compressed natural gas (CNG) and 10 will use used cooking oil. Of these, 64 vehicles are original equipment manufacture (OEM) and 303 are dual-fuel conversion technologies. Five dedicated gas and two dual-fuel Euro VI vehicles have also recently joined the trial. Twenty-five public gas refuelling stations (either new or upgraded) are also being supported.

The trial indicates that fleets are experiencing Tank‑To‑Wheel (TTW) emission savings of up to 12 per cent and Well‑To-Wheel (WTW) savings of up to 8 per cent.

There is interest in moving from natural gas to biomethane to get greater carbon savings. The trial reports on average biomethane blend into natural gas is 7 per cent for LNG and 4 per cent for CNG. However, the highest biomethane blend is 26 per cent in LNG and 40 per cent in CNG. One operator’s use of cooking oil in dual-fuel vehicles has proved very successful. There is a substitution ratio of 86 per cent with no loss in engine efficiency. WTW emissions savings are estimated at 83 per cent.

Average consortium spend is £25,000 on a dual-fuel gas system, showing that industry needs to be able to make a strong business case for utilising alternative fuels.

The average daily distance travelled per truck is 576 km.

Currently, the average substitution ratio is 44 per cent for dual-fuel gas vehicles. The trial has however shown that some fleets are experiencing relatively high efficiency losses at present, while delays in commissioning gas refuelling stations is leaving fleets unable to operate on gas.

Consortia testing of dual-fuel gas vehicles has also revealed that unburnt hydrocarbons (a proxy for methane) increase when operating in dual-fuel mode. This has led to the DfT commissioning a separate study which looks to develop a testing protocol to help quantify the scale of methane slip from gas-fuelled trucks. The issue is likely to be resolved in the long term but needs to be fully investigated.

The trial will wrap up early next year with a final report from Cenex who is analysing operator results for the trial. It is hoped that Government will continue to support industry in trialling low-carbon technologies and alternative fuels to kick-start the market and to help operators contribute to national carbon reduction targets. FTA continues to lobby for a Green Truck Fund to help industry with these ambitions.

Rachael Dillon, FTA climate change policy manager FURTHER INFORMATION www.fta.co.uk

tinyurl.com/ook4w5s Volume 88 | GREENFLEET MAGAZINE

13

Down The Road

Top 10 Best-selling hybrids

In association with

1

* Minimum P11D values shown for model range as of 22/10/2015

TOYOTA PRIUS CO2: 89g/km – P11D: £21,940 – BIK: 13% / 15% / 17% The car that kick-started the genre, unsurprisingly Toyota’s world‑famous Prius is top of the best‑sellers list.

Toyota is getting ready to launch a new model next year.

2

TOYOTA AURIS HYBRID CO2: 84g/km – P11D: £20,540 – BIK: 13% / 15% / 17% Spacious, practical and sensible, the Auris Hybrid has proved popular, racking up more than half the number of Prius sales in just a third of the time-frame.

3

CITROËN DS5 HYBRID4 CO2: 85g/km – P11D: £29,005 – BIK: 13% / 15% / 17% The often under-rated DS5 Hybrid provides owners with effortless style and comfort in the finest French executive car traditions – all with a sophisticated hybrid system wafting them along.

LEXUS RX450H CO2: 145g/km – P11D: £44,305 – BIK: 24% / 26% / 28% The Lexus RX450h was the first SUV to feature a hybrid powertrain and now all of its rivals are planning to do the same. The large SUV is comfortable, refined and well-equipped.

5

4

TOYOTA YARIS HYBRID CO2: 75g/km – P11D: £15,240 – BIK: 9% / 11% / 13% The Toyota hybrid juggernaut keeps rolling on and the compact and frugal Yaris Hybrid is a good example of a hybrid car done well.

6

PEUGEOT 3008 HYBRID4 CO2: 85g/km – P11D: £27,490 – BIK: 13% / 15% / 17% Engaging to drive, practical and comfortable at covering long distances, the 3008 Hybrid4, with its four-wheel drive set-up, is a car for all seasons.

8

MERCEDES-BENZ E300 HYBRID CO2: 107g/km – P11D: £34,815 – BIK: 19% / 18% / 20% To consider that a saloon or cavernous estate the size and weight of the luxurious Mercedes E-Class can be this efficient is impressive.

9

FORD MONDEO HYBRID CO2: 99g/km – P11D: £25,240 – BIK: 14% / 16% / 18% The Mondeo Hybrid is one of the best bets for those racking up motorway miles. The hybrid powertrain helps eke out extra miles from the petrol tank.

PEUGEOT 508 HYBRID4 CO2: 91g/km – P11D: £31,940 – BIK: 13% / 15% / 17% Although on the pricey side, the Peugeot does have four-wheel drive on its side. The large saloon offers an upmarket driving experience with huge space.

10

About Next Green Car Next Green Car provides extensive CO2 and tax information, as well as a life cycle NGC Rating for all new cars available in the UK and over 50,000 UK models since 2001. Visit www.nextgreencar.com/company-car-tax

16

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

As autumn and motor show season ap of the new or revised models due to a

DIESEL

Jaguar XF The new Jaguar XF is priced from £32,300 and claims to be lighter and more efficient than the previous model.

CO2 emissions start at 104g/km, which are delivered from a 161bhp, 280lb ft, 2.0-litre diesel Ingenium engine, which can be combined with an eight-speed automatic gearbox.

Jaguar is also introducing ‘All-Surface Progress Control’, which has been developed for low speed driving in adverse conditions, automatically managing the brakes and throttle to maximise traction.

The car is built around Jaguar’s latest aluminium architecture, which reduces weight by 11 per cent.

On sale: September 2015 CO2: 104g/km Monthly BIK: 18%

LEXUS CT200H CO2: 82g/km – P11D: £21,190 – BIK: 13% / 15% / 17% The premium CT200h hatch uses hybrid technology to offer similar emissions levels as a diesel-powered city car, but with far more comfort.

7

Down th and upco

Toyota Mirai The first Toyota Mirais landed in the UK in early Augus September, with the first few models snapped up prima The Mirai, which means future in Japanese, is Toyota The engine system is reported to achieve 152bhp, with top speed of 111mph. It has been reported to achieve three minutes to refuel, although the UK’s hydrogen re The Mirai costs £66,000, with Toyota also offering a fo including servicing.

On sale: September 2015 CO2: 0g/km BIK: 5%

Down The Road

he road: the latest new oming models

pproaches, GreenFleet looks at some arrive in the next few months PETROL

Mitsubishi Outlander PHEV Mitsubishi is giving its market-leading Outlander PHEV a facelift for 2016, with a number of design and performance tweaks that aim to maintain it’s position as the UK’s best selling plug-in vehicle.

The Outlander will get more modern LED headlights, a 3D grille and new bumpers. To improve performance, the updated PHEV’s step-off from rest has been improved, cutting 0-25mph time by a full two seconds. The top speed remains at 106mph with a fuel economy of 156mpg. Prices start at £40,999.

On sale: Early 2016 CO2: 42g/km BIK: 5%

HYBRID

DIESEL

HYBRID

BMW 7 Series The new 7 series will again be offered in short and long wheelbase versions and, despite its slightly larger size, is up to 130kg lighter than the previous model.

One diesel and one petrol option will see initial release in the UK. The diesel option, the 730d, boasts a 261bhp/457lb ft 3.0-litre six-cylinder engine, with CO2 emissions of just 119g/km and combined economy of 62.8mpg. This represents a CO2 reduction of 29g/km over the current model, as well as a fuel economy improvement of 12.4mpg.

The 740i petrol option is only available in long wheelbase form with rear wheel drive and features a 321bhp 3.0-litre six-cylinder engine, with 154g/km CO2 emissions.

Pricing starts from £64,530 for the 730d, which boasts acceleration of 0-62mph in 5.8 seconds and a top speed of 155mph.

Hybrid and V8 petrol options are also set to be released in the near future.

On sale: October 2015 CO2: 119-154g/km BIK: 21-28%

st 2015 and the car was officially launched in arily by business and corporate customers. a’s first mass-produced hydrogen fuel cell vehicle. acceleration from 0-62mph in 9.6 seconds and a a range of 312 miles on a single tank and takes only efuelling infrastructure is not currently extensive. our-year, 60,000-mile lease deal for £750 a month,

DIESEL

FUEL CELL

PETROL

Infinity Q30 The final production version of the Infiniti Q30 was revealed at the Frankfurt motor show and has stayed remarkable faithful to the concept car design, including the dramatically creased body surfaces and Infiniti’s characteristic ‘crescent-cut’ C-pillar shape The Q3 aims to compete against vehicles such as the Audi A3, Mercedes-Benz A-class and BMW 1-series, and will be built at Nissan’s manufacturing facility near Sunderland.

Several engines will be offered to UK buyers, from a 1.6-litre petrol with either 120bhp or 154bhp, to 1.5 and 2.2-litre diesels. The 1.5 develops 107bhp, while the 2.2 manages 168bhp.

A 208bhp 2.0-litre four-cylinder petrol is also offered, but only on the Sport and Premium versions, with a choice of two gearboxes – a six-speed manual or a seven-speed dual-clutch automatic.

On sale: January 2016 CO2: 103-139g/km BIK: 18-25%

Volume 88 | GREENFLEET MAGAZINE

17

MEET PAULA: FUEL ChAMPion Paula couldn’t believe her eyes when she saw how much this quarter’s fuel spend had dropped.

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“Have you ever tried pushing a shopping trolley when the wheels aren’t straight? It’s just hard work. It’s no different on a truck either...Wonky wheels means wasted fuel!”

Many fleets are still missing this fuel saving opportunity because they still think of wheel alignment as just “Tracking”. Steertrak take a whole vehicle approach assessing all aspects of steering and axles, operational use and maintenance. It’s a case of straight wheels, straight driving and savings straight to the bottom line.

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www.steertrak.co.uk 20/02/2015 08:44

The impact of atmospheric pollution on human health is widely reported – as is the negative contribution to air quality made by cars, vans and lorries. We are increasingly seeing public calls for banning diesel from our city centres, but how feasible is this?

Emissions are continuing to fall, but as our understanding of their impact on human health increases so ever-higher standards are set for industry to achieve.

Acceptable limits Total local air quality emissions have been decreasing for more than 20 years. This is expected to continue for the foreseeable future, especially as the Euro VI standard for commercial vehicles takes hold and Euro 6 for cars and vans in due course.

Euro standards define the acceptable limits for exhaust emissions of new vehicles sold in EU member states. They are defined in a series of European Union directives staging the progressive introduction of increasingly stringent standards.

Compliance is determined by running the engine at a standardised test cycle.

Non‑compliant vehicles cannot be sold in the EU, but new standards being introduced do not apply to vehicles already on the road.

The UK has been seeking to address air quality for many years, but its efforts have not gone far enough under EU law.

In April this year the UK Supreme Court ruled in favour of environmental lawyers’ activist

group Client Earth that the UK Government was in breach of its legal requirements to improve air quality in cities around the country. Consequently the Department of Environment Food and Rural Affairs (Defra) is now charged with coming up with a new plan that will enable the UK to meet its obligations as quickly as possible.

This is a less dramatic development than first thought as Defra had been planning to produce such a plan by the end of the year anyway. However, the verdict adds extra impetus to this process and potentially raises the bar for what would count as an acceptable package of measures – any ‘weak’ plan is liable to another legal challenge.

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

The Freight Transport Association’s climate change policy manager Rachael Dillon looks at the air quality challenge faced by the logistics industry and the achievements already made to meet increasingly lower targets for air pollutants

Commercial Vehicles

The commercial climate challenge

Defra has published a consultation on its plan to reduce nitrogen dioxide (NO2) and cites the failure of Euro standards for cars and vans to adequately reduce emissions in real-world use as a major reason for the UK’s position. Cars and vans are considered to be the biggest source of noxious emissions due to sheer growth in vehicle numbers.

Failing to meet targets

Though the UK is not the Total only Member State to face r problems, it is one of 16 local ai sions countries that is failing s i em to meet targets. quality cted to fall e Early evidence indicates p x are e foreseeable that Euro VI lorries and buses emit significantly for the e with the fewer noxious emissions futur the Euro and Defra will monitor of Euro 6 for cars and advent tandard vans as they come to VI s market. This is especially for CVs

Low Emission Strategy Scotland is also impacted by the Supreme Court verdict as it is the UK as a whole that is in breach of the EU requirements. The Holyrood Government is continuing to develop its Low Emission Strategy which will need to demonstrate how it will address Scotland’s issues in the shortest feasible timeframe. We expect the final version of the Strategy to be published by the end of 2015.

important given the recent emissions scandal. Defra is also developing a framework for Clean Air Zones (CAZs) for local authorities that may need to introduce Low Emission Zones (LEZs) and sets Euro VI and 6 as the objective to meet.

The Freight Transport Association (FTA) believes LEZs are a last resort as there are a host of other measures that can be implemented. History though has shown through the Greater London Low Emission E

Volume 88 | GREENFLEET MAGAZINE

21

Commercial Vehicles

How can freight operators reduce emissions in urban operations?

Upgrading to Euro VI vehicles will have a significant impact on local emissions

Alternative fuels are perhaps a longer term option, but others to consider now are: Utilise Euro VI – the benefits of Euro VI seem to be being realised much more than was the case with IV and V, so upgrading vehicle fleets will have a significant impact on local emissions. Where finances do not allow for upgrading early, try to rotate any Euro VI vehicles you do have on to the busiest urban routes – ie peak time city centre trips.

Utilise the off-peak – aside from cost savings due to reduced journey times, making deliveries off-peak can significantly reduce emissions. Volvo Trucks has advised FTA that in an HGV, if you compare stopping three times every mile verses cruising at 30mph, you are looking at tripling emissions (and fuel use etc).

Consolidate loads – politicians and public officials get very excited by consolidation centres – perhaps more so than they should. But, however it is achieved, moving goods in a smaller number of larger vehicle movements will reduce emissions. What matters is emission per tonne delivered, and these will be far lower in a single large vehicle movement compared to several smaller vehicles.

Driver training – smooth driving and minimised braking can reduce fuel bills over all operations – but in urban areas they have the knock-on advantage of reducing local air quality impacts as well, so training should incorporate urban conditions as well as motorways/trunk roads.

Ancillary equipment – explore options for powering additional equipment by alternative means as whilst engines have improved in leaps and bounds, other equipment such as refrigeration unit power sources have not, and consequently have a greater emissions impact than might be expected.

 Zone that vehicles such as HGVs have been targeted rather than cars (owned by the voting public). FTA believes there should be a consistent national approach rather than localised schemes. It is essential that local authorities target all vehicles and not just single out trucks – which are providing essential goods and services to our towns and cities.

The CAZs proposed by Defra will make it easier for businesses operating fleets across the UK and avoid a patchwork of differing standards. What FTA is also concerned about is timing – if sufficient notice is given of any LEZs that may be introduced, operators can effectively plan and renew their fleet.

Euro VI trucks are being purchased now but it will take time to fully adopt. Looking at LEZ deadlines beyond 2020 will make it more financially viable for businesses to meet tighter regulations. But all modes of transport need to play their part.

Eight areas of the UK covering London, Birmingham, Leeds, Nottingham, Derby and Southampton are predicted to exceed EU NO2 limits in 2020 – these will no doubt consider LEZs. London is already set to introduce an Ultra Low Emission Zone from 2020. Modelling undertaken by Defra indicates that freight could be included in schemes in Birmingham and Leeds but no decision has been taken yet.

Reliance on diesel But what about reducing our reliance on diesel? Defra cites electrification of the vehicle fleet as the most effective action for both air quality and carbon reduction and says such vehicles should have free access to CAZs. For freight it highlights opportunities for alternative fuels and low

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carbon technologies. However the cost and lack of refuelling infrastructure makes it difficult for operators to make the switch.

FTA supports road network improvements that will increase traffic flow and therefore reduce emissions. Improved public transport is also cited by Defra as a method of improving air quality. Defra’s consultation closes on 6 November and its plans will be submitted to the EU Commission by 31 December.

Congestion Charging Zone Industry’s most pressing concern at the moment is getting ready for the ULEZ from 2020 in London which covers the congestion charging zone. There is also likely to be a requirement across Greater London for heavy duty vehicles probably around 2025. A new Mayor in 2016 could of course tip everything on its head, but the expectation is that there will be more action rather than less.

But it will not even necessarily stop there.

Over the summer, Transport for London launched an Ultra Low Emission Delivery Plan aimed at deploying electric and hybrid vehicles in the capital. Within this, TfL has initiated a ‘Low Emission Commercial Vehicle’ project part of which appears to be aimed

at defining what a post-Euro VI standard looks like – ie a requirement going beyond vehicles relying on 100 per cent diesel power.

So to conclude, whilst the immediate target for authorities will be to meet EU requirements and avoid fines, longer term they will be looking to continue to reduce emissions.

For some pollutants such as Particulate Matter there is no ‘safe’ level – the more you reduce them, the more you improve human health. So cities may also look to the EU’s vision of carbon (CO2) free city logistics as an equivalent aspiration for all transport emissions. The environmental impacts of transport must be tackled, but it’s about finding a sensible and cost‑effective approach to doing this which can still keep the goods and services flowing to the UK’s urban areas. L FURTHER INFORMATION Defra air quality 2015 consultation plans: uk-air.defra.gov.uk/library/no2ten/ Freight Transport Association: www.fta.co.uk/policy_and_ compliance/environment/

FTA initiated and manages the Logistics Carbon Reduction Scheme (LCRS) – a free voluntary initiative to record, report and reduce carbon emissions. Its industry partner is Bridgestone.

Without industry taking action, FTA is concerned that government may seek to regulate carbon emissions from freight. The LCRS allows the UK logistics sector to publicly report its contribution to national carbon reductions targets for the first time.

The Department for Transport (DfT) has endorsed the scheme and its evidence has already directly resulted in government continuing to support a voluntary approach to carbon reduction.

The LCRS works by measuring fuel usage – figures are aggregated and totals are reported periodically. It also tracks improvements in carbon emissions and fuel efficiency.

The scheme is free to join, confidential, demonstrates green credentials, provides methodology for recording and reporting carbon emissions and carries weight with government. Already 110 companies with more than 75,000 vehicles are on board.

More details on the Logistics Carbon Reduction Scheme are available at: http://tinyurl.com/ pbps7ub

FROM

CO2 82g/km† COMBINED

UP TO

MPG 91.2mpg† UP TO

POWER 170PS

Discover Whisper Diesel at www.vauxhall.co.uk/whisperdiesel

† = 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. General Motors UK Limited, trading as Vauxhall Motors, does not offer tax advice and recommends that all Company Car Drivers consult their own accountant with regards to their particular tax position. * = Claim is based upon comparison against the best-selling cars from main-stream brands within the true fleet segment for each model (August YTD). Whole Life Cost saving calculated using independently supplied data by CAP over 3 years / 60,000 miles (September 2015). ** = 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 (September 2015). The vehicles illustrated may not necessarily represent the correct final UK specification and not all the features or options described are available on every model.

Commercial Vehicles

The environmental impacts of transport must be tackled, but it’s about finding a sensible and cost‑effective approach to doing this which can still keep the goods and services flowing to the UK’s urban areas

Logistics Carbon Reduction Scheme

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For more information or to arrange a demonstrator*, visit www.bmw.co.uk/i 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 (0.06 l/100km),

BMW i

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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.

Diesel emissions scandal

The Volkswagen emissions scandal: the undoing of diesel?

With its contribution to air quality already being questioned, the Volkswagen emissions testing scandal has once again thrust diesel into the environmental spotlight.

GreenFleet investigates the VW fiasco and the impact it may have on the future of industry testing cycles and the fuel itself

September 18 will be a day that goes down in automobile industry history for signalling what could be diesel’s turning point. Long considered a low-CO2, high fuel economy darling, its reputation suffered a blow when the US Environmental Protection Agency (EPA) announced that Volkswagen’s diesel cars had been ‘cheating’ emissions tests. It sent ripples through both the car and business worlds and damaged the German car maker’s reputation as a manufacturer of ‘environmentally-friendly’ vehicles.

‘Defeat device’ The EPA stated that a so-called ‘defeat device’ – actually a piece of software – enabled the car’s electronic control module to sense when it is being tested on a laboratory rolling road and recalibrate the engine to reduce and minimise the amount of nitrogen oxide (NOx) it put out, and thus pass the test. It did this by monitoring speed and steering changes, which are rare in such tests, and the length of the test drive itself.

26

When the tests were repeated in the real‑word, a ‘road calibration’ setting reduced the emission control system’s effectiveness, and the EPA recorded increased NOx levels, which exceeded US limits by between 10 and 40 times.

The International Council for Clean Transportation (ICCT) and West Virginia University first picked up on a potential issue in early 2014, when it found that a selection of diesel engines emitted substantially higher NOx emissions on regular roads than they did in the lab. The results were further analysed by the California Air Resources Board (CARB) and the EPA and, in December 2014, Volkswagen rolled out a software patch, which fixed the problem but didn’t provide sufficient answers to satisfy the authorities, which looked set

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

to withhold conformity certificates for VW’s 2016 model-year vehicles until the reason for the earlier cars’ emission discrepancies was known. Without the certificates the cars couldn’t be sold, and VW had little choice but to admit that it had been using the ‘defeat device’ to falsify the EPA tests.

2 European models also had the software fitted.

Diesel’s low CO igh n, h emissio onomy fuel ec ion has 11 million cars affected reputat n light of Over 11 million cars i from the Volkswagen sufferedlkswagen Group are said to be the Vo eating affected by the ‘defeat h c t s te device’ issue, all of scandal which feature a Euro 5 (EU5)

compliant diesel-powered engine.

Both 1.6-litre and 2.0-litre units from the ‘EA 189’ engine family, as well as 1.2‑litre ‘EA 111’ TDIs have been blacklisted. All affected vehicles were built between 2009 and 2015,

Diesel emissions scandal

Environmental campaigners have been quick to point out the dangers of increased NOx levels, which are proven to be harmful and cause breathing problems – including airway inflammation, lung capability reduction and asthma‑related issues

Selected Volkswagen ‘EA 189’ 1.6 and 2.0 (above) as well as 1.2-litre ‘EA 111’ TDI engines used ‘defeat device ‘ software algorithms to pass emissions tests

and in the UK, around 1.2 million cars are set to be recalled. Close to 30 individual models have been caught up in the scandal, from VW Polos to Audi A6s – and that’s without taking into account the various individual engine outputs within each model range.

Volkswagen has issued a recall action plan, and hopes to have all remedial work completed by the close of 2016. It has sent letters to affected owners and set up self‑checking websites, which allow drivers to see if their car is afflicted by the issue.

Germany’s Federal Motor Transport Authority (KBA) has issued a mandatory recall; in the UK, the Department of Transport has confirmed a voluntary recall and considers the issue “VW’s problem”. Some cars will only require a software fix, while others (1.6-litre models in particular of which there are 400,000 in the UK) may need more substantial hardware upgrades. Volkswagen has gone to considerable lengths to point out that cars fitted with the ‘EA 288’ family of engines from 2012 are not affected by

the issue, and that all cars fitted with the EA 189 and EA 111 diesel engines are “technically safe and roadworthy”.

Increased NOx levels “Technically safe and roadworthy” they may be, but environmental organisations have been quick to point out the dangers of increased NOx levels, which are proven to be harmful and cause breathing problems – including airway inflammation, lung capability reduction and asthma-related issues. An Environmental Audit Committee report published on 26 November 2014 blamed road traffic for 46 per cent of nitrogen oxides (GreenFleet, issue 81), while a Public Health England report, also published last year, estimated that 29,000 deaths were a result of air pollution, around 25 per cent of which could be attributed to transport emissions alone.

Diesel engines take a lot of the blame.

A vehicle excise duty tax system introduced

by Tony Blair’s Labour administration favoured low CO2-emitting vehicles, which particularly

favoured diesels as they emit less carbon dioxide than their petrol counterparts.

Naturally, we saw an upturn in diesel car sales as retail and fleet customers alike clamoured to reap the benefits of low tax rates and high fuel economy returns. Now widely seen as misinformed and a poor decision on environmental grounds, it means millions of drivers were encouraged to switch to diesel for the sake of the planet without considering the hidden dangers of massively increased NOx levels. According to vehicle emissions data service Emissions Analytics, low average speed stop-start driving (such as the type most frequently seen in cities) has been reported to “dramatically increase” the levels of NOx emissions.

“Serious questions” HMRC figures obtained by Sewells Research and Insight show that 81 per cent of the UK’s fleet of 2.1 million company cars currently run on diesel, with “great importance” having been placed on CO2 emission figures. More E Volume 88 | GREENFLEET MAGAZINE

27

Diesel emissions scandal

Which devices help reduce NOx? Selective Catalytic Reduction Selective Catalytic Reduction (SCR) is an advanced active emissions control technology system used in diesel engines. It uses an additive (such as AdBlue, a trademark owned by the German Association of the Automobile Industry) that is injected into the exhaust gases before they pass through an SCR catalytic converter, in which the oxides of nitrogen are turned into nitrogen gas and water vapour. SCR has been used for many years to reduce stationary source emissions from large utility boilers, industrial boilers, and municipal solid waste boilers, as well as those in marine transport from cargo vessels, ferries and tugboats.

The use of SCR should become commonplace on smaller cars: “The adoption of Selective Catalytic Reduction (SCR) systems should solve the NOx issue for the next generation of diesel engines,” says Nick Molden, CEO of Emissions Analytics.

Peugeot’s BlueHDi engine uses SCR. The manufacturer claims that, combined with a particulate filter, it allows for a NOx reduction of 90 per cent compared with earlier generations of e-HDi diesels.

Mercedes-Benz uses SCR under the BlueTEC label, while Vauxhall uses SCR in its 1.6-litre diesel in the Astra, Meriva and Zafira Tourer.

NOx absorber/lean NOx trap The lean NOx trap is maintenance‑free and doesn’t require additives. In normal running, it traps the NOx pollutant from the engine in its porous core.

When the engine is run in a rich burn mode, with just enough air for complete combustion, NOx is converted to nitrogen. The NOx trap is then regenerated and ready to start the process again.

Ford is one manufacturer which has opted for the lean NOx trap on passenger cars and light commercials up to the Transit Connect, as it believes it offers the best balance of cost, weight and fuel economy. Volvo has also opted for the lean NOx trap on its new Drive-E engines. The manufacturer believes it offers several advantages over an SCR system as it is maintenance-free and no customer actions are needed throughout the vehicle’s lifetime.

However, a lean NOx trap doesn’t work as well at extremely high temperatures, which the commercial duty cycle can require.

28

 pressingly, a total of 64 per cent of buyers were said to consider NOx emissions when adding new cars to fleet choice lists.

Indicating a huge loss of confidence, over half of operators who have Volkswagen Group cars on their fleets claimed they were reviewing that position. In the wider picture, more than half of respondents said that they were less likely to trust claims made by car manufacturers in the future.

Simon Staplehurst, Commercial Research Manager at Sewells, said: “Fleet operators have a right to ask serious questions of manufacturers when news like this emerges.

It’s hard to exaggerate just how important fleets are to manufacturers and how important diesel is to this market. Fleet managers make critical business purchasing decisions on manufacturer claims when it comes to fleets and trust is the bedrock of these relationships and choices.”

Great deal cleaner Since the gradual adoption of current Euro 6 (EU6) emission standards, diesel engines have become a great deal cleaner. New cars sold from 1 September 2015 must comply to the standard, while light commercial vehicles have until 1 September 2016 to get in line.

Volkswagen has withdrawn 4,000 units of affected EU5 stock from sale and most of the cars it and its group companies market in the UK and Europe are now EU6-compatible.

In order to pass the Euro 6 emission standard, a diesel car must not emit less than 80mg/km of NOx – a 55 per cent reduction from Euro 5 standards – and no more than 5mg/km of particulate matter. Since September 2014, petrol engines have had a 60mg/km limit on NOx emissions (GreenFleet issue 86).

At the time of writing, it is still unclear whether other manufacturers besides Volkswagen are using similar tricks to pass ever-stricter emissions tests in the US and Europe but many, such as BMW, Mercedes-Benz and PSA Peugeot Citroën have denied doing so. The EPA widened its testing regime to include other manufacturers four days after Volkswagen’s exposure in an effort to ascertain whether it was an industry-wide issue.

The NEDC European testing system had itself been called into question before the Volkswagen story broke. Long seen as outdated, the 6.8-mile rolling road test was introduced in the 1970s, and manufacturers are permitted to remove exterior protuberances, tape up gaps and use special lubricants used to help pre-production vehicles achieve the necessary standard.

Greg Archer, Clean Vehicles Manager of the Transport & Environment campaign group believes emissions cheating will turn out to be an industry-wide practice: “Volkswagen’s admission of cheating is just the tip of the iceberg and there will

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

be a lot more companies embroiled in this.

Tens of millions of cars have been sold since 2009, and with exactly the same technology being used in Europe as in the US, this will not be an isolated case.

“The current EU test is simply not fit for purpose. In the US authorities undertake conformity checks on 10-15 per cent of models coming off production lines where as in Europe the tests are performed on vehicles specially prepared by the car makers and usually conducted in their own labs.

What’s more, in Europe the testing companies are paid by the car makers and overseen by national type approval authorities whose costs are also met by the car manufacturers. Europe needs to end the system where car makers can effectively ‘shop around’ different countries for approval. We need an independent EU Type Approval Authority, funded by a levy of €20 on every vehicle sold.”

However, the Society of Motor Manufacturers and Traders (SMMT) has also published a report in recent weeks which showed that modern diesels are up to 21 per cent cleaner than those from 2003. In contrast to Archer’s comments, it also issued a statement on the Volkswagen scandal that there was, “no evidence to suggest that any other company is involved, let alone that this is an industry-wide issue. Consumers should be reassured that cars sold in the UK must comply with strict European laws.

All cars must complete a standard emissions test, which, unlike in the US, is … witnessed by a governmentappointed independent agency. On the separate on-going debate about real world testing, industry accepts that the current test method for cars is out of date and is seeking agreement from the European Commission for a new emissions test that embraces new testing technologies and which is more representative of on-road conditions.”

Since l fu the lawn of adoptio ission em Euro 6 introduced ds standar September, on 1 gines have n diesel eme a great beco leaner deal c

New testing regime A new European Real Driving Emissions (RDE) testing regime, which claims to be more representative to real-world conditions, is set to arrive in 2017 – more than 10 years after it was first mooted. Reported delays mean that this stricter test may not actually become law until 2020 and car manufacturers have put forward the case that diesel engines are costing them more to pass the ever‑stricter tests. This may be one reason why Volkswagen used a ‘defeat device’ in its cars: selective catalytic reduction systems which inject solution into the catalyst to convert NOx into nitrogen, water and carbon dioxide are costly when added to every individual car.

The European Automobile Manufacturers’ Association (ACEA) has reported on European Commission proposals for a number essential elements needed for the upcoming RDE legislation. It says that the motor industry agrees with the need for emissions to

Affected cars from the Volkswagen Group are fitted with the EU5 EA 189 and EA 111 series of TDI engines, built from 2009-2014.

Check if your car is affected by inputting the Vehicle Identification Number shown on the UK V5 registration document onto the manufacturers’ websites below.

Diesel emissions scandal

Which VW Group cars are affected?

Audi: tinyurl.com/oh3x2m5 SEAT: tinyurl.com/pxmovle Škoda: tinyurl.com/qfshabu

A new European Real Driving Emissions (RDE) testing regime which claims to be more representative to real‑world conditions is set to arrive in 2017

Volkswagen: tinyurl.com/qy38ej2

UK Transport Secretary Patrick McLoughlin has stated that drivers who bought VW Group cars affected by the emissions issue will not incur higher Vehicle Excise Duty more closely reflect real-world conditions but stresses the need for a timeline and testing conditions that will take into account both the technical and economic realities of the change and allow a reasonable transition time to apply RDE to all new vehicles.

“We are fully aligned with the need to better measure the emissions of nitrogen oxides (NOx) from diesel cars and vans under normal driving conditions,” commented Erik Jonnaert, ACEA Secretary General.

“However, it is important to proceed in a way which allows manufacturers to plan and implement the necessary changes, without jeopardising the role of diesel as one of the key pillars for fulfilling future CO2 targets.”

The ACEA argues that without realistic timeframes and conditions, selected diesel vehicles may become unaffordable, forcing manufacturers to withdraw them from sale.

It says that this could have repercussions upon consumer choice as well as employment in the wider automotive sector and that the knock-on effect will also hit light commercial vehicles, where diesel is the favoured technology for many operators.

Jonnaert continued: “Our industry is committed to contributing constructively to the efforts of the Commission and member states to upgrade emissions testing. Clarity and predictability will enable manufacturers to continue investing in technologies that meet even higher standards and contribute to the fight against climate change.”

No higher VED charges In the UK, Transport Secretary Patrick McLoughlin has stated that drivers who bought Volkswagen Group cars affected by the emissions issue will not incur higher Vehicle Excise Duty if their vehicle is found to be ‘defeat device’-equipped. The government is reported to be investigating the wider issue and the Department for Transport (DfT) has written to manufacturers informing them of

new laboratory and real-world testing by the Vehicle Certification Agency which will ascertain how industry wide the issue may spread.

In McLoughlin’s words, “Our priority is to protect the public and give them full confidence in diesel tests. The government expects VW to support owners of these vehicles already purchased in the UK and we are playing our part by ensuring no one will end up with higher tax costs as a result of this scandal. We are also starting our testing programme to get to the bottom of what the situation is for Volkswagen cars in the UK and I have been pressing for action at an EU-level to improve emissions tests.

“I have also called for a Europe-wide investigation into the use of ‘defeat devices’.

The DfT will work closely with VCA and the Driver and Vehicle Standards Agency (DVSA) to carry out a programme of tests. Neither cars nor the testing facilities will be provided by the vehicle industry themselves. The next phase of the programme will involve initially re-testing diesel cars that the VW Group has confirmed contain ‘defeat device’ software of Euro 5 category, approved by the VCA, in both a laboratory and real-world setting and the government is liaising with other EU countries’ approval authorities who are currently conducting similar investigations.”

Huw Irranca-Davies MP, Chair of the Environmental Audit Committee (EAC) also commented on the issue and called for more UK government support for accurate tests: “I support the government’s call for complete transparency across the EU automotive industry and a thorough investigation into this scandal is needed. In the light of the revelations over VW in the US, customers need urgent reassurance that they have not been deceived by VW or other manufacturers. Air pollution from emissions in diesel vehicles is linked to thousands of deaths in the UK each year. We need to know from our government that the reported vehicle emissions in the UK

are accurate, that no deception has taken place, and that our emissions-testing regime is rigorous. This will also add weight to the calls by the previous EAC committee to clean up the poor air quality in our city centres by introducing a network of low emission zones.”

Demonisation of diesel The demonisation of diesel has gathered pace in recent months and the Volkswagen emissions issue will do nothing to temper the flames of the anti-diesel fire. Many cities have campaigned for urgent action on cutting diesel emissions and France is potentially taking that action one step further by phasing out tax breaks for diesel cars by 2020. Paris is said to have a plan in place to ban diesel engines by the same deadline, thanks to poor air quality concerns. Over 50 per cent of cars sold in Europe have diesel engines, so the seismic shift back to lower NOx petrol equivalents or to low-emission solutions such as hybrid and electric vehicle technology won’t be immediate.

In the immediate aftermath of the VW scandal breaking, diesel sales were still holding up, and even Volkswagen diesel vehicle sales were showing no signs of slowing down. Timing could be an issue here, though, with some sales recorded pre-scandal.

GreenFleet says…

With testing legislation as hazy as some of the smoke being pumped out by older diesel vehicles every day, the new emission evaluation cycles can’t come soon enough. Even though the dust may be settling at the time of going to press, the wider impact of the Volkswagen emissions scandal on diesel cars, the motor industry, and the fuel itself could be felt for many years to come. It may no longer be the fairytale it once was, but the whole diesel story has not quite been told yet. L FURTHER INFORMATION European emissions standards: tinyurl.com/qzkzlxf Environment Committee Air Quality report: tinyurl.com/ohaolnb Keep up-to-date with the latest news on the emissions scandal at greenfleet.net

Volume 88 | GREENFLEET MAGAZINE

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Advertisement Feature

CNG Fuels: Driving the shift to compressed natural gas CNG Fuels is dedicated to rolling out Compressed Natural Gas (CNG) and 100 per cent renewable bio-CNG (biomethane) distribution infrastructure across the UK’s major transport routes. By doing so CNG Fuels will be removing the hurdle to adoption for the lowest cost and lowest emissions alternative to diesel for the commercial transportation industry, and for council fleets to tackle city based pollution, such as for refuse collection and transit buses.

CNG Fuels operates the UK’s largest capacity CNG station, located in Crewe, which provides fleets with access to grid-connected CNG and to 100 per cent renewable bio-CNG via the Green Gas Certification scheme. In late 2015, the company will open the UK’s first CNG station that is connected to the high‑pressure (LTS) natural gas grid.

This station will be located at J28 on the M6 and is the first of many stations to be constructed throughout the UK along some of the most active trucking routes, in close proximity to major depots and industrial estates.

CNG stations that are supplied from the LTS natural gas grid can not only supply a fuel that is considerably greener than diesel, but that is also currently more than 40 per cent lower cost than diesel, even

after the recent drop in diesel prices. A typical CNG LTS station can refuel more than 500 commercial vehicles per day.

A wide range of vehicles that run on natural gas are now available in the UK, and OEMs are expected to introduce additional vehicles over the coming years. Scania recently introduced a 340-hp 4x2 tractor unit which is now available in the UK market. Close to 100 per cent carbon neutrality can be achieved by running such a vehicle on bio-CNG. CNG Fuels are actively working to

Arrange a CNG vehicle trial Would you like to reduce your fuel cost by 30-40%?

CNG Fuels is offering fleet operators the opportunity to trial our dedicated CNG powered 340bhp Scania tractor unit.

To experience the environmental and fuel-cost saving benefits of running your own fleet on CNG, arrange a trial on our website. www.cngfuels.com

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

drive adoption in natural gas transport, through providing convenient, low-cost gas, and have purchased one of the above mentioned CNG Scanias, so that fleet operators can run multi-week trials to see the benefits on their own routes.

FURTHER INFORMATION Trials and other enquires can be can be handled via the company website www.cngfuels.com

It is widely recognised that CNG is a cheaper, cleaner and quieter way to run an HGV fleet than conventional diesel. GreenFleet analyses the CNG trend in Europe in recent years, and what steps need to be taken to fuel its success in the UK Compressed natural gas (CNG) is often confused with liquefied natural gas (LNG).

While both are stored forms of natural gas, the key difference is that CNG is stored as a gas at high pressure, while LNG is stored at very low temperature, becoming liquid in the process. CNG generally has lower production and storage costs compared to LNG as it does not require an expensive cooling process and cryogenic tanks.

However, CNG requires a much larger volume to store the same mass of gasoline or petrol and the use of very high pressures.

Therefore, LNG is often used for transporting natural gas over large distances, in ships, trains or pipelines, and the gas is then converted into CNG before distribution to the end user.

CNG vehicles run on Compressed Natural Gas, the same gas we use to power our central heating boilers and cookers. CNG is stored on the vehicle in pressurised cylinders and used in a spark ignition engine, which is the type of engine used in petrol vehicles. CNG is a fossil fuel; however a renewable and sustainable version of natural gas is also available called biomethane.

Drawbacks CNG vehicles demand a greater amount of space for fuel storage than conventional petrol‑powered vehicles. Since it is a compressed gas, rather than a liquid like petrol, CNG takes up more space for each gasoline gallon equivalent. Consequently,

the tanks used to store the CNG will take up substantial and additional space in the luggage compartment of a CNG car or bed of a CNG pick-up truck.

Having said this, factory-built CNG vehicles are beginning to install the tanks under the body of the vehicle, leaving the luggage compartment free. This is evident in the CNG‑engined Fiat Multipla and Fiat Panda, as well as the Volkswagen Touran Ecofuel and the Volkswagen Caddy Ecofuel. Another option, sometimes visible on CNG run buses, is to install the tanks on the vehicle roof.

European usage Since the rise of petrol prices in 2008 and the need to reduce air pollution emissions, there has been a potentially large, albeit underwhelmed, market expansion for natural gas vehicles. Since 1995, car manufacturers, including Fiat, Volkswagen, Citroën, Renault and Mercedes, have entered bi‑fuel vehicles onto the European stage.

This sparked an opportunity for the usage and development of CNG vehicles to mount a challenge to the car industry, and in some places it certainly threatened to. In Italy, for example, there are more than 1,100 CNG stations. In Belgium, were CNG is relatively new and the CNG stations are far fewer, there has been a noticeable increase in its adoption.

At the beginning of last year, Flanders held all of Belgium’s 17 CNG refuelling stations.

At the start of this year, that number had

Alternative Fuels: CNG

Fuelling the choice on the green vehicle market

risen to 29, and now sits at 38, with new stations in Zellik, Nivelles and Tielt-Winge.

The developments in Belgium are set to progress further. The purchase of CNG cars is not subsidised by the Belgian government, but by the Belgian producers and distributors of natural gas. CNG is not totally exempt from excise duties and CNG vehicles do not pay a prime road tax to partially compensate the State for the loss of revenue. Since CNG is not totally exempted of excise duties, in Belgium it is allowed to connect a car to the home network of natural gas and to refuel the car from home.

Across its border, Germany has 921CNG fuelling stations, with CNG-generated vehicles expected to increase in Germany to two million units of motor-transport by the year 2020. In Hungary there are six public CNG refuelling stations in the cities Budapest, Szeged, Pécs and Gyor, with the newest station opened in Kecskemet.

The Hungarian public transportation company of Szeged runs buses mainly on CNG. France currently has 44 CNG filling stations, and the Czech Republic 72, each set equally around their country.

Elsewhere, Italy has over 1,000 CNG fuelling stations, mainly congregated in the north.

There, natural gas is a popular option due to an industrial capillary distribution network and traditionally high retail petrol costs.

In Bulgaria there are currently 105 CNG filling stations, with new openings in Vratza and Gabrovo. Unlike many major European countries, a filling station can be found in most of Bulgaria’s large towns. In the capital Sofia there are 22 CNG stations, making it the city with the most publicly available CNG stations in Europe. CNG vehicles are becoming highly popular in the country as the fuel price is much lower when compared to petrol. As of July, 2015, Sofia is rapidly renewing its public transport fleet with city buses running on CNG and many companies switching to CNG cargo vans and even heavy trucks for their daily operations within city limits.

Lack of UK expansion In the UK, the situation shows far less promise.

According to CNG Europe, there are only 16 CNG stations in Great Britain, with only the site in Wincanton, Somerset, open for public use. The lack of station friendly infrastructure and reluctance to accommodate third party stations ensures the UK is far behind its European counterparts. Furthermore, there is a concerning catch 22 regarding why the situation hasn’t changed. The filling stations claim that there is not enough demand, while the manufacturers insist model availability is limited in the UK due to the lack of refuelling stations.

It appears that, for the meanwhile at least, smaller home or depot based refuelling units, which can compress natural gas from the gas network directly into a vehicle’s tank, will remain the best possible option. The situation in Italy and Belgium is encouarging, but for now, seems a pipe dream.  FURTHER INFORMATION www.cngeurope.com

Volume 88 | GREENFLEET MAGAZINE

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Alternative Fuels: LNG

Will LNG fulfil its European potential?

Liquefied Natural Gas (LNG) has been used as a clean burning alternative vehicle fuel in thousands of trucks, and other vehicles in the United States for decades. With the long running challenge to diesel and petrol vehicles growing in the UK, is it time for LNG to become a mainstream fuel?

Liquefied Natural Gas (LNG) is natural gas, predominantly methane, that has been cryogenically cooled to its liquid state. It is the same gas that is piped throughout the UK for domestic use but, by cryogenically cooling the gas to -162°C, its volume is reduced making it easier to store. It is odourless, colourless, non-toxic and non-corrosive.

While knowledge of LNG is becoming more widespread, its use in vehicles and transportation is relatively reserved to those in the field – that is to say that it is yet to become a mainstream fuel. However, when we analyse its usage in the transport across the globe, notably China, it becomes necessary to question why this is still the case.

As of September 2014, China, which has the largest and fastest growing natural gas bus fleet in the world, registered 100,000 LNG powered vehicles on its roads, making it a world leading example of how the gas can be explored on a global scale.

In February this year, across the pond, the United States introduced an alternative fuelling centre tracking site showing 69 public truck LNG fuel centres. Additionally, the 2013

National Trucker’s Directory listed roughly 7,000 truck stops, equating one per cent of US truck stops, which have LNG available.

European uncertainty The growth of LNG in Europe is more difficult to trace, as it is very much far away from being the fuel of choice amongst fleet operators.

This year the Netherlands introduced LNG powered trucks into the nation’s transport sector. Building on the Gas Access to Europe (GATE) supply infrastructure in the Port of Rotterdam, oil and gas company Shell, intends to build a supply network for trucks and barges in Northwest Europe.

The first European Shell LNG Station is now open in Rotterdam, Waalhaven, for trucks operating in Europe.

The station is located near the A15, which is a major route for lorries travelling to Belgium, France, and the German Ruhr area.

The new station has a capacity of 70,000 litres of LNG, and can provide 170 trucks with LNG on a daily basis. SUEZ Environnement NL, Vos Logistics and ABS Trucking were among the first customers to use the station. Together

LNG n ca vehicles times 5 store 2. the same l in the fue conventional s space a G systems, s CN ncrease i h c i h w ciency fuel effiange and r

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

with launching partners SUEZ Environnement NL (formerly SITA NL) and Volvo Trucks, Shell plans to put LNG as a truck fuel on the market.

Giorgio Delpiano, General Manager Commercial Fleet, said: “It’s great to see customers now fill their trucks with LNG at the Shell gas station, where customers previously could refuel all Fuel Save Diesel and GTL Fuel. We are proud to take the lead in the development of safe and cost efficient LNG fuel technology.”

Shell intends to open more LNG stations in the Netherlands when demand for the fuel increases.

Lauran Wetemans, General Manager Downstream LNG, Shell, added: “LNG fuel may be an interesting option for transportation. We expect LNG is going to get a larger share in the future fuel mix, and we continue to work with engine manufacturers, customers and policy makers to promote the use of LNG as a transport fuel.”

LNG advantages Natural gas-fuelled engines have high credentials. They are clean, in abundant supply and economical. Compared with petrol or diesel, biogas can reduce the carbon footprint of a vehicle by up to 80 per cent and has the capability to provide a completely carbon-neutral fuel supply. LNG burns almost completely, leaving only a small

gas vehicles are more expensive than diesel alternatives and are not as readily available in the UK compared to say Asia.

In the UK, companies can convert their diesel lorries to run on a dual fuel basis, which would require a much smaller investment than buying new lorries, however the cost remains very unappealing. Conversions can cost anywhere from £19,000 to £26,000 per vehicle. This amounts to a huge cost especially if you have a large fleet. In an industry where prices are fiercely competitive and margins are low the costs are just too high.

On top of those, the high cost of cryogenic storage on vehicles and the major infrastructure requirement of LNG dispensing stations, production plants and transportation facilities also impose disadvantages.

amount of carbon dioxide and water behind.

According to American company REV LNG, the gas produces up to 90 per cent lower emissions than diesel. Due to its weight, in the event of a spill, LNG disperses quickly without pooling on the ground creating a fire hazard like petroleum based fuels. It also has a higher ignition temperature making it less flammable than gasoline or diesel.

Additionally, LNG fuels as fast as diesel at 40 gallons per minute, while CNG ‘Slow Fill’ takes six – eight hours and ‘Fast Fill’ takes 30-45 minutes, but only half the tank can be filled because of heat and pressure builds.

LNG is the only option for a truck that needs to go more than 200 miles. Compressed Natural Gas (CNG) trucks are required to add multiple tanks that add excessive weight and cost to get to the same range as a LNG vehicle. LNG vehicles can store as much as 2.5 times the fuel in the same space as conventional CNG systems, which increases fuel efficiency and range. LNG also offers engines that are above 400 HP, encouraging the belief that heavy loads are better pulled by LNG vehicles and not CNG.

A leap of faith There also remains doubt over the feasibility of LNG, due to the lack of government support. In Belgium, for example, they do not tax LNG when it is used as a fuel for motor vehicles. Key industry representatives across Europe, who met at last years NGV Europe Conference in Amsterdam, remain worried that governments will start to raise the duty before the sector has had a chance to really take off.

At the Conference, Federico Giovanetti, alternative fuels product manager at Iveco, said: “We need policymakers to set medium to long term tax measures.”

It is strongly, albeit quietly, believed that LNG has cheap longevity in the transport industry, but for fleet managers, switching from a tried and tested fuel such as diesel to LNG would require a leap of faith.

Alternative Fuels: LNG

In the UK, companies can convert their diesel lorries to run on a dual fuel basis, which would require a much smaller investment than buying new lorries, however the cost remains very unappealing Not all UK companies are completely against LNG, with supermarket chains Tesco and Sainsbury’s having flirted with the LNG lorry market, although their NGV’s only make up a miniscule proportion of their fleet.

More impressively, Asda Logistics Services’ has opened its LNG refuelling station in Avonmouth, Bristol, to third party use, adding to the UK network of natural gas stations available to heavy truck operators with LNG fleets.

Stuart Milligan for Asda commented: “We have been really fortunate to be in a position where we are working with companies such as BOC and Volvo; using new technology to both reduce costs and our carbon footprint.

“We have a fantastic facility from BOC and it would be great to use it to support a wider LNG network.”

The dedicated dual-fuel LNG refuelling station at Asda Logistics Services was opened last year and incorporates the latest ‘zero loss’ refuelling technology, developed by BOC, which uses cryogenic cooling to ‘temperature‑condition’ the fuel just prior to dispensing.

The refuelling station supports the UK supermarket chain’s fleet of 52 dual-fuel Volvo trucks at the site and is the latest development in Asda’s transport sustainability strategy, which includes a target to reduce emissions from its transport fleet by 60 per cent (between 2005 and 2015). L FURTHER INFORMATION www.revlng.com

Shell has officially opened its first Liquefied Natural Gas (LNG) truck refuelling station at Rotterdam Waalhaven in the Netherlands

LNG vehicles unpopularity?

For all of LNG’s positive credentials, ultimately cost and availability work against it. Despite LNG reportedly costing on average 50 per cent less than diesel fuel, natural

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Liquefied Natural Gas

The cleaner alternative to diesel For more details call:

0800 121 7840 Quote: ChiveLNG

www.chive-ltd.co.uk

Chive Fuels is one of the UK’s leading suppliers of Liquefied Natural Gas (LNG), for the UK’s major road network. Chive Fuels has the largest number of publicly accessible refuelling stations across the industry, with plans to further increase its coverage over the next 12 months.

Chive Fuels, with Calor, is committing to, and is investing in, a sustainable future across our business, promoting a Elland balanced consideration of economic, social and environmental factors in all its activities. Our aim is to manage sustainability across our business by adopting the five impact areas advocated

by Business in the Community (BITC) www.BITC.org.uk Chive Fuels was created in 1997 providing Liquefied Natural Gas (LNG) as a cheaper and cleaner alternative to Diesel for HGV vehicles and as an alternative to oil based products in the industrial sector. In 2014, Calor acquired Chive Fuels introducing LNG to their energy portfolio.

www.calor.co.uk

Lockerbie Services

Chive Fuels Offering the UK’s largest public refuelling network for LNG

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Public accessible LNG refuelling stations

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Advertisement Feature

The future of fleet green parts repairs; the future is now Many fleet managers sit at their desks at the start of their financial year deliberating on how they can reduce their fleet’s costs, this struggle with their budget usually continues throughout the rest of the year.

FAB Recycling has helped 40 UK police forces exceed savings of £2.5 million to date through its vehicle green parts management service; MygreenFleet. Using a closed loop service, the company removes non-safety related parts from damaged and written off police vehicles, which are then sold back to the donor fleets as and when required. So far it’s provided over 8,000 traceable nonsafety related parts to UK forces nationwide.

Mygreenfleet also serves the private and utility fleets sectors, an area that is expanding fast as interest and confidence grows in quality pre owned parts. Fleets quickly identify the benefits that green parts offer; greatly reduced repair costs, paint, bodyshop and livery replacement costs lowered dramatically. Significant reduction in key to key times. Positive improvement in vehicles retained on fleet; far less vehicles are written off when green parts are utilised in the repair process. These benefits would have been lost if these fleets had continued on their traditional disposal route for their written off vehicles, thousands of pounds

worth of perfectly serviceable parts would have disappeared into the auction market.

Mygreenfleet offers a modern, fast and efficient system combined with excellent service levels. All parts requests are processed securely via Mygreenfleet’s unique on-line system, transactions are recorded in detail and are backed up for future reference. The systems MI is extremely detailed and available to fleet managers and their senior team members 24/7.

The bodyshop industry has been crying out for a system that can deliver quality green parts at an affordable price and of a quality that they can rely on, introducing

graded items to them has quickly gained their trust and confidence. Our existing bodyshop customers have without doubt seen what is possible to achieve in the form of increased margins when green parts are introduced into their repairs in the correct way. Customer loyalty and account retention is a major concern for all of us, when a bodyshop works with Mygreenfleet in reducing a fleet’s repair bill it’s a win, win, win situation for all involved.

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FAB Recycling Ltd The Professional’s Choice for Recycled Vehicle Parts The Professional’s Choice Recycled Vehicle Parts Thefor professional’s Choice for Recycled Vehicle Parts

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

Recycled Vehicle Parts

Vauxhall is re-launching its Scrappage Allowance which offers new car buyers a minimum £2,000 trade-in value when part-exchanging their old car

Recycling global scrappage schemes As major car manufacturers Toyota and Vauxhall announce methods for better end of life care for their vehicles, GreenFleet explores how some fleets are handling vehicle parts recycling End‑of‑life vehicles (ELV) have the potential to release dangerous and harmful substances into the environment if they are not stored, treated and disposed of correctly. End‑of‑life vehicles are classed as hazardous waste until they have been fully treated and de-polluted.

According to the European Commission, ELVs generate between seven and eight million tonnes of waste in the European Union every year, which should be managed correctly. Because of this, the European Union implemented the End‑of‑Life Vehicles Directive in October 2000.

The ELV Directive on end-of-life vehicles aims at making dismantling and recycling of ELVs more environmentally friendly. It sets clear quantified targets for reuse, recycling and recovery of the ELVs and their components. It also pushes producers to manufacture new vehicles without hazardous substances (in particular lead, mercury, cadmium and hexavalent chromium), thus promoting the reuse, recyclability and recovery of waste vehicles.

challenges across three main areas to tackle climate change, water shortages, resource depletion, and degradation of biodiversity.

This includes: ever-better cars, quantified as reducing global average new-vehicle CO2 emissions by 90 per cent by 2050 compared to Toyota’s 2010 global average; ever-better manufacturing (zero CO2 emissions at all plants by 2050); and enriching the lives of communities.

As a key step toward achieving these long‑term targets, Toyota is announcing its Sixth Toyota Environmental Action Plan, which will be enacted between April 2016 and the end of March 2021. It also will promote global rollout of end-of-life vehicle treatment and recycling technologies developed in Japan by establishing two projects: Toyota Global 100 Dismantlers Project and Toyota Global Car-to-Car Recycle Project.

Meanwhile, in the UK, scrappage schemes may be back on the agenda as Vauxhall is re-launching its Scrappage Allowance policy. The British manufacturer is offering new car buyers a minimum £2,000 trade in value when part-exchanging their old car against most new models.

While previous scrappage schemes only applied to vehicles of a certain age, Vauxhall’s scheme has no upper age limit and applies to any manufacturer’s vehicles. The only requirement is that

Life End‑of‑les Vehic rate ene (ELVs) gseven and n betwee illion tonnes eight maste in the of w n Union a Europe y year ever

Manufacturer awareness In an attempt to challenge key global environmental issues, the Toyota Environmental Challenge 2050 aims to reduce the negative impact of manufacturing and driving vehicles as much as possible.

The challenge comprises six individual

customers must have owned their trade-in vehicle for at least 90 days. All trade-ins will be scrapped by Vauxhall’s contracted end-of-life vehicle partner Autogreen.

Leon Caruso, Vauxhall’s retail sales director, said: “Even customers who think that their current car is only worth a few pounds can now turn it into a £2,000 contribution towards the cost of a new Vauxhall – and that’s over and above any other deals they negotiate with the retailer, such as free insurance.”

Vehicle parts Other British companies, outside of the manufacturing market, are taking advantage of the recycled vehicle parts programs already on offer. In April this year, British Gas signed a deal for the supply of pre-owned parts with My Green Fleet to reduce its carbon footprint, repair costs and vehicle downtime.

My Green Fleet, a subsidiary of FAB Recycling, removes non-safety parts from damaged British Gas vehicles, recycling them back into the fleet’s supply chain when required.

Colin Marriott, general manager for fleet at British Gas, says: “My Green Fleet is supporting our fleet in a way that is financially sound and environmentally friendly. It has helped to reduce our repair costs and vehicle operational downtime.”

This follows the success of the My Green Fleet programme last year, in which a two‑year extension was agreed with police fleets, after saving £2 million through the scheme in the previous four years. Forty police forces have joined the scheme since its launch. The national police contract for this service was put in place by North Yorkshire Police on behalf of all the UK forces.  FURTHER INFORMATION www.gov.uk/guidance/elv

Volume 88 | GREENFLEET MAGAZINE

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Advertisement Feature

Why ultra low emission vehicles make sense for fleets Ultra low emission vehicles (ULEVs) deliver major fuel savings to fleets and drivers alike and the absence of official tax-free company car Advisory Fuel Rates (AFRs) for 100 per cent electric vehicles should not stop the corporate sector from including them on choice lists, according to experts Ultra low emissions Whole life cost data frequently highlights that a plug-in vehicle is cheaper to operate than a conventionally-powered equivalent, with lower fuel costs the key differentiator. The Energy Saving Trust (EST) says that battery-powered electric cars cost around £2-£3 to fully charge giving a typical range of 100 miles. Driving a similar distance in a petrol or diesel model is calculated to cost £12-£18 – 600 per cent more on a mile-for-mile basis AFRs are used by employers to reimburse employees’ business travel in their company cars or for employees to repay the cost of fuel used privately.

HM Revenue and Customs (HMRC) publishes AFRs quarterly, but does not recognise electricity as a fuel, hence the lack of a figure for 100% electric cars.

The Miles Consultancy (TMC), the UK’s leading fuel card and mileage expense management specialist, believes no official AFR for zero emission cars is restraining fleet demand. That’s because AFRs are frequently used when calculating fuel costs within vehicle whole life cost projections. However, simultaneously, it argues the absence of an AFR for 100% electric cars should not prevent fleets from operating those models.

That’s because TMC says fleets can calculate their own reimbursement mileage rate using manufacturers’ data for miles per kWh and EST electricity cost data.

TMC managing director Paul Jackson said:

“This approach enables the company to agree a pence per mile rate for an electric car based on known parameters: car’s battery capacity, range in real world conditions and the average cost of electricity from typical sources - home, workplace, public charge-point.”

For example, a car with a 25kWh battery and a typical range of 85 miles returns 3.4 miles per kWh (85 divided by 25). Using an average cost of 10p per kWh assuming the vehicle is primarily charged at home overnight, the cost per mile is 2.94p (25x10 divided by 85).

Agreement came from Jon Burdekin, head of consultancy services at business mobility specialist Alphabet, which has more than 1,000 ULEVs on its fleet. He said: “It’s not that HMRC won’t pay for plug-in vehicle recharging.

It’s that it doesn’t have a defined rate.

“Fleets must be proactive and go to HMRC with a realistic suggestion for a pence per mile rate for the cost of electricity. We’ve helped customers calculate the charging cost for their vehicles, which is typically 2.5p-3.5p per mile.

They’ve gone to HMRC with the figures behind the proposal and been given the go-ahead.

“Once a figure has been agreed, a big perceived barrier between drivers and the substantial cost advantages on offer to both sides if they choose electric vehicles is removed.”

If a cash e c allowandriver is car electric ursed 3p reimb le they per mi m 42p i can cla ile tax per m f relie

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Cash allowance Similar calculations can also be reflected in mileage rates paid to employees who receive a cash allowance in lieu of a car and elect to drive a 100 per cent electric

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

vehicle. Employers typically use tax-free Approved Mileage Allowance Payments (AMAPs) of 45p for the first 10,000 miles and 25p thereafter to reimburse business mileage in petrol/diesel vehicles.

Mr Jackson said: “The employer needs only to pay for the fuel element of an employee’s business use of the vehicle, since ownership overheads are ostensibly covered by the allowance.”

Business trips As already highlighted, calculations would suggest a rate of 2.5p-3.5p per mile is applicable for the cost of electricity. Therefore, employers could decide to pay drivers 3p per mile for business trips in their cash allowance electric car, a significant business saving compared to internal combustion engine cars.

Under HMRC rules, employees not paid the full mileage allowance by their employer can claim the full Mileage Allowance Relief on the difference between the rate they receive and the full 45p AMAP rate.

Therefore, if a cash allowance electric car driver is reimbursed 3p per mile they can claim 42p per mile tax relief (45p-3p) whereas a diesel car driver claiming 14 per mile would be able to get relief on 31p per mile (45p-14p).

Assuming both are higher rate taxpayers, the electric car driver will get 4.4p per mile more tax relief than the diesel driver.

AFRs for plug-in hybrid and range‑extended electric vehicles are based on the size of the car’s petrol or diesel‑fuelled engine. AMAP rates apply to all plug-in cars under HMRC rules.  FURTHER INFORMATION www.GoUltraLow.com +44 (0)20 7235 7000

Frankfurt Motor Show

Porsche Mission E concept

Sparks fly in Frankfurt as electric cars take centre stage On 15 September, the latest models and concepts shone their headlights upon Frankfurt for one of the world’s leading motor shows. With electrification being one of the main themes of the show, GreenFleet looks in the rear view mirror and reviews the latest cars that impressed in Germany Organised by the German Association of the Automotive Industry and held every two years on rotation with the Paris motor show, Frankfurt is the home event for the all‑powerful German car manufacturing industry. Held in the halls of the Messe exhibition centre, the show is known for the tightly-fought contest between BMW, Mercedes and Volkswagen, who each showcase their latest product lines in an attempt to gain ground in an ever increasingly tight market.

Headlines were captured by Jaguar, who broke the world record for the largest loop-the-loop with its new and eagerly-awaited F-Pace SUV. Expected to hit UK showrooms in April next year with an entry‑level price of just over £34,000, the F-Pace will be available in both petrol and diesel versions. An aluminium structure and a 2.0-litre ‘Ingenium’ diesel’ promises low NOx and CO2 emissions from 129g/km.

Noticeable European models While the Frankfurt Motor Show is a great opportunity for the German car manufacturers to take centre stage and flex their muscle, there were some other noticeable new models that impressed from elsewhere across the continent.

While the Lamborghini Huracan Spider and Ferrari 488 Spider shone through the camera flashes, Renault and Vauxhall gained admiration with their latest models, the Astra and Mégane respectively. Due to go on sale in November this year, the Astra Hatch possesses new adaptable LED matrix headlamps and a more sporty outlook. Additionally, there will be entry‑level 1.4, three turbocharged petrols; a sub-100g/km three-cylinder 1.0-litre, a E

It was in the icle veh electric where arena mpanies co Germanflexed their really le at the musc t motor r Frankfu ow sh

Pace Jaguar F-

Vauxhal l Astra

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Frankfurt Motor Show

Renault Mégane

Audi e-tron qu attro

Alfa iulia Romeo G

 powerful 1.6, and an all-new 1.4‑litre ECOTEC turbo unit offering up to 250Nm (184lb ft) of torque.

Renault continued its design revolution by unveiling the new family hatch Mégane.

Internally, a variety of set-ups are expected to be offered, with the entry-level car possessing a conventional dot-matrix central display and higher-spec cars offering a choice of seven or nine-inch portrait touchscreens.

Alfa Romeo were an unexpected hit at the show, after unveiling the new Alfa Romeo Giulia Quadrifoglio (QV) ahead of its autumn release next year. The first of its kind since the demise of the 159, Alfa Romeo are using the Giulia to reinstate its place among the major European players. The figures are nearly as exciting as the models look: a 503bhp turbocharged 3.0‑litre V6 means the QV can hit 0-62mph in just 3.9 seconds.

The more mainstream non-QV version of the Giulia will take to the stage at the Geneva motor show in March, but it appears Alfa Romeo has done enough to whet the appetite of many of the company’s previous doubters.

The Crossover trend Offering plenty of practicality with fairly low running costs, crossovers and SUVs dominated the Frankfurt floor. Despite the 4x4 looks, the majority of crossovers remain front-wheel drive only, ensuring that they are much more suited to driving on the road than traditional SUVs. One crossover gaining plenty of admirers was the Audi e-tron quattro, a 4x4 EV which can be charged up in just half an hour. With rumoured production scheduled for 2018, many visitors were left purring over the potential for a forthcoming Audi Q6 e-tron to its SUV range.

Elsewhere, Toyota gave delegates plenty to ponder by unveiling its concept for a hybrid crossover. The C-HR is a near production preview and will be fully unveiled at the 2016 Geneva motor show, before sale later in the year. With a more angular and coupelike design in keeping with the style-led small crossover market, the C-HR represents a shift from the previous three‑door to a five-door format, with a full hybrid petrol-electric powertrain also expected.

Toyota Prius

Toyota cept C-HR Con

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

Series BMW 2 er PHEV ur To e iv Act

Challenging Tesla’s domination Not many manufacturers can match Tesla’s rise to domination. Having firmly established itself as the leader in the premium electric car market, the Frankfurt motor show revealed plenty of rivals to the American car giants.

Most noticeably, the new 600bhp all‑electric Porsche Mission E was widely heralded.

The Stuttgart based company claim that the Mission E will pass 62mph in ‘less than 3.5 seconds’, dashing past 124mph in just over ten seconds, with the top speed expected to exceed 155mph. Former chief Matthias Mueller stated that an 80 per cent charge would take less than a quarter of an hour, making refuelling rather like ‘fast pit stops’. Eager to establish itself at the top of the electric vehicle market, Mueller claimed at Frankfurt that Porsche ‘will build a purely electric sports car’.

It was the electric vehicle arena where the German companies really flexed their muscle.

BMW drove four new Plug-in Hybrid Electric Vehicle (PHEV) models to the Messe Exhibition Centre, the 7 Series, the X5, the 3 Series and

en Volkswag GTE Tiguan

the 20 more electric and PHEV 2 Series models will be launched by 2020.

Active Tourer. BMW believe that the Nissan launched its take on the next 740e, X5 xDrive 40e, 330e and 225xe will generation of compact crossovers at the all be the most-efficient cars in their show, with its Gripz Concept. Equipped with respective classes by spring 2016. an EV series hybrid system known as ‘Pure The main competitor to the Mission E Drive e-Power’, the petrol motor acts as an was the Mercedes Concept IAA. Able to on‑board generator for the electric motor’s extend body panels and vanes to create a batteries but the car is only powered by the sleeker, more slippery car, the Concept IAA motor. This means the car features quick can make the most of its next-generation acceleration, almost silent running and low PHEV powertrain. The IAA’s active emissions without any range anxiety. aerodynamics aim to increase efficiency.

Toyota unveiled the latest version of arguably Either at the touch of a button or once the the first hybrid trailblazer, the Prius. The car reaches 50mph (80km/h), the Concept Japanese company states that innovations IAA extends eight segments at the rear make the new model over 18 per cent more to lengthen the car by up to 390mm and efficient. The 97bhp 1.8-litre VVT-i petrol improve air flow over the bodywork. engine achieves 40 per cent thermal efficiency, Volkswagen’s big news was a PHEV while the latest Toyota New Global Architecture concept Tiguan GTE alongside the standard (TNGA) chassis delivers a low centre of gravity, model, which is likely to make it into ‘distinctive’ design and improved safety. production alongside the current Golf GTE and soon-to-be-released Passat GTE. An automated absence With an aim to lead the electric vehicle Perhaps surprisingly, automated driving was market within the next three years, the absent at the show. There was very little to Proalign Advert Greenfleet 190x135 FINAL_Layout 1 28/08/2015 17:06 Page 1 Volkswagen Group has announced that be seen in the way of driverless cars, with the

Frankfurt Motor Show

Meredes -Benz C oncept IAA

Thunder Power EV s ha concept d a an 430bhp range 373-mile

Nissan Gripz Con cept

only real mentions coming from technology firms such as Bosch rather than the car manufacturers themselves.

For all the recent drum-thumping of driverless cars only being a few years away, there was little on show to suggest it is true. With Frankfurt the ideal stage on which to make a statement, it seems odd that more was not made of automated driving. It may be the calm before the storm, or it could be that the near future is not as close as it has been reported.

The 2015 Frankfurt motor show was surprising: the growing interest in SUVs and larger cars was hard to ignore, but the relationship between what the public desired and what was presented was encouraging. Perhaps the best news was that a number of companies declared their electric intentions, with PHEVs that caught the public’s imagination. Emissions and fuel economy are firmly centred in present headlines, but the good news is that they are heavily on the manufacturers agenda, too. L FURTHER INFORMATION www.iaa.de/en

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Charging Infrastructure

Pointing London in the right direction Blue Point London took over the Source London network of EV charge points back in September 2014. GreenFleet caught up with Cedric Bolloré, director, and Christophe Arnaud, managing director, to discuss what progress has been made thus far When Blue Point London, a subsidiary of the French Bolloré Group, took over the Source London network of electric vehicle charging points back in September 2014, it inherited what it described as a ‘broken’ system.

After launching successful EV charging networks and car sharing schemes in France, expectations were high for the Bolloré group to sort out London’s charging infrastructure, which had become notorious for unreliable, broken and malfunctioning charging points.

However, Blue Point has faced criticism for not providing an immediate ‘quick-fix’ for London’s EV users, with data suggesting two thirds of the EV charging points were going unused in the capital in January 2015 and roughly a third of charge points were still not operational as of February 2015.

Why the hold up?

When it took over the Source London network, Blue Point quickly found out that the network was not managed as one holistic system.

Individual boroughs had individual contracts, which meant that Blue Point did not have the capability to put a comprehensive repair and management system in place.

In light of this, Blue Point began negotiating new contracts with London boroughs, the first in March 2015, when the London Borough of Sutton and the London Borough of Southwark signed contracts to give Blue Point full responsibility to repair and upgrade charging points on the network within their boroughs. This was followed by the Royal Borough of Kensington and Chelsea, the London Borough of Hackney and the Royal Borough of Greenwich, which all signed contracts in May 2015.

Blue Point has informed GreenFleet that the two most recent Boroughs to negotiate contracts are the London Borough of Lewisham and the London Borough of Hammersmith and Fulham. Following this, plans are now in place to expand the charge points in Lewisham to a total of 40, with an expansion of around 20 in Hammersmith and Fulham. Six more boroughs in the south west and the north west of London are now being targeting to sign contracts by the end of the year.

The ultimate aim is to get every borough of London to sign new contracts, giving full control over to Blue Point London, with a focus on ‘key boroughs’ such as Camden. However, it appears that this could be a lengthy process, with contract details needing to be negotiated with each individual borough.

What progress has been made?

As of August 2015, Blue Point had achieved 85 per cent charge point reliability, meaning 85 per cent of charge points are online at any one time, improving on the 60 per cent availability when it took control in 2014. This has been achieved due to a large investment of £10 million over the last year for repairs and upgrades.

The company has also committed to invest a further £100 million to improve the network. In the short term, Blue Point aims to expand the number of charge points to 1,000 by the final quarter of 2015, while also achieving the 95 per cent availability set out by Mayor of London Boris Johnson.

The long‑term aim by 2018 is to expand the network to 6,000 charge points, with 98-99 per cent availability.

Blue Point has said this investment is aimed at supporting greater uptake of EVs, with company profits part of a long term strategy instead of a short term goal. While membership for the Source London network is currently only £5 a year for unlimited use, plans are in place to gradually start increasing charges. However, Blue Point has claimed that charges won’t exceed an average of £2 an hour, although individual charge prices will be dependent on location, with variables such as the cost of land for charing spaces effecting pricing.

As ust of Aug Point lue 2015, Bhieved 85 had ac harge point tc per centy, meaning 85 reliabili nt of charge per ce are online points y time at an

Car Sharing Scheme Blue Point is planning to promote the use of EVs to Londoners by introducing a car sharing scheme, following the model of the Autolib’ scheme that the Bolloré group currently runs in Paris.

The scheme will work in a way similar to the ‘Boris Bikes’ currently in use around the capital, with users able to pick up and drop off electric vehicles at designated charge

points around London. Tests are currently underway in Hackney, with the first set of cars set to hit roads by the end of January 2016.

Blue Point sees this scheme as an important tool in promoting EV use, as it will give Londoners a low cost option to experience driving an EV and create usage where it doesn’t currently exist. The scheme will be rolled out with an initial batch of 100 cars, and then up to, but not exceeding, a ratio of 1:2 cars to charge points, to ensure that there is sufficient charging infrastructure to support the vehicles.

However, Cedric Bolloré acknowledges that such a scheme is reliant on public confidence in charging infrastructure and so continued improvement to the Source London network is essential for the success of the scheme, as well as the wider uptake of EVs in the capital.  FURTHER INFORMATION www.blue-solutions.com/en

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Advertisement Feature

Ask yourself – can your business afford to stay mobile without SmartWitness?

Britain’s most popular vehicle journey recorders, SmartWitness lets your company monitor all around its vehicles with just a single camera. As well as recording high quality images covering the front, rear and interior, the system can record vehicle location, vehicle speed, driving style and impact force, providing vital, court admissible evidence in the event of an accident.

SmartWitness’s range of products provide fleet managers, hire firms, hauliers and private individuals with driving aids to facilitate safer driving and offer complete protection against the ever-increasing threat from fraudulent insurance claims on our roads.

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Dr Hellawell said: “SmartWitness is at the forefront of developing exciting new in-cab cameras. These have been shown to markedly improve driving standards and road safety.”

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Ten-year celebrations at 2015 GreenFleet Arrive ‘n’ Drive

Arrive ‘n’ Drive 2015

Sponsored by

This year’s GreenFleet Arrive ‘n’ Drive had the largest collection of exhibitors and low-emission vehicles in its history, as well as informative workshops on van compliance and fleet procurement On 24 September, Rockingham Motor Speedway played host to the 10th GreenFleet Arrive ’n’ Drive (A’n’D) event. Held in association with RAC Business, the A’n’D event aimed to assist organisations that are constantly battling excessive fuel and running costs, or those struggling to convince drivers and stakeholders, that a switch to a low‑emission alternative is a viable solution.

Demonstrating the very best in environmental fleet management, including fleet solution providers and the most efficient vehicles on the current market, most of which were drivable around the Rockingham circuit, the event was once again a resounding success.

Over 250 visitors descended upon the home of the A’n’D to not only experience the vehicles, but to network with their peers and attend leading workshops. The latest information from some of the key industry players was delivered in workshop and Q&A sessions from the Freight Transport Association (FTA), LowCVP and Crown Commercial Service (CCS).

Beat The Sprig This year’s A’n’D provided the perfect opportunity to put our visitors eco-driving prowess to the test. Twenty six participants took on the challenge of trying to beat our tame eco driver ‘The Sprig’. This year’s winner was Richard Morcom of Capital Approved Inspectors Limited.

All participants were given the choice of either a 208 or a Partner diesel, kindly supplied by Peugeot, the Official Vehicle Partner, with the aim to set the best miles per gallon (mpg), but initially without any guidance. Following the first drive, participants were then given a short tutorial with Pinnacle Driver Training Solutions, the competition’s Official Driver Training Partner for 2015.

During this short time with Pinnacle, the participants mastered various techniques and driving styles, such as how to avoid harsh braking and acceleration, and calmer cornering, in order to increase efficient driving and the overall fuel economy.

All of this was monitored using state-of-the-art telematics technology, which was recorded by the Official Technology Partner, masternaut. Masternaut ‘scored’ both drives and provided comparative reports from which the famous ‘Sprig Leaderboard’ was compiled.

Richard Morcom said: “I thought it was a great opportunity for a challenge so I jumped at the chance to try and beat the Sprig. As I was the last to go, I knew that three others

had managed a clear round without setting off the dreaded warning lights on the rather (too) clever system so I knew I couldn’t even set it off once. However, although driving rather gingerly, I also knew that if I did manage a clear run, it would now come down to time, so I couldn’t be too slow.

“When I got back there was a little wait while the data was retrieved and then it was announced that I’d won. I must say I was more than a little surprised and a bit embarrassed to have beaten Donna, who had been at the top of the leader board all afternoon. There was only six seconds between us – I think I was rather lucky!

My thanks to GreenFleet, Masternaut, Pinnacle, Peugeot and all those involved.”

Those that took the real‑life test at the UK’s original fleet efficiency event have now been shown that you can make these savings a reality.

Multiply them across a fleet of vehicles and the savings become potentially huge.

This year’s Arrive ‘ n provide ’ Drive d the perfect o p p to put o ortunity ur eco-dri visitors’ vi prowes ng to the t s est

Electric Avenue Arrive ’n’ Drive took visitors along ‘Electric Avenue’ in preparation for Euro 6. A’n’D 

Drivers who were challenged to ‘Beat the Sprig’ underwent eco driver training behind the wheel before they took on the eco champ

Volume 88 | GREENFLEET MAGAZINE

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Automotive Leasing Leading the way

Green Economics Finding new ways to reduce costs without putting longer term goals at risk is a real challenge. Many organisations find that whilst there may be a desire to create a sustainable low carbon fleet, delivering savings in the short and medium term becomes a higher priority.

So, do you have to choose between environmental goals and budgetary demands? Not when you talk to the right people. As environmental fleet management award winners, we can help you create and implement a green fleet policy that does far more than care for the environment. It protects your drivers, minimises risk and reduces the overall cost of running your fleet.

To find out more, just call: 0844 493 5840 Email: hello@automotive-leasing.co.uk

automotive-leasing.org

Solutions, completed all licence checks throughout the day, which made the process much smoother for those who wanted to get behind the wheel on the Rockingham track. The leading experts in accident and repair in the UK, National Accident & Repair Group, were present at A’n’D and shared how they can help organisations keep on the move and on the roads. Kumho Tyre once again demonstrated safety techniques, on the Wet Grip facility, showcasing their ground-breaking new tyres.

Main image: Toyota’s new hydrogen-fuelled Mirai showcased fuel cell technology. Inset: BMW’s all-electric i8 supercar took to the Rockingham track for test drives

 once again featured the very latest in Electric Vehicles (EVs), and together with route optimisation specialist, Route Monkey, laid on a designated test circuit to provide a ‘real world’ experience. Organisations that operate recharging technology and infrastructure were also in attendance and their expert knowledge and advice was available throughout the day, courtesy of Rolec, EDF Energy and Siemens.

Electric Avenue played host to some of the most exciting EVs on the road, including: the Nissan Leaf and eNV200; the Audi e-tron; the Volkswagen e-Golf and Golf GTE; the BMW i3; the Tesla Model S; the Peugeot Partner electric and iOn; and the Citroen C-Zero and Berlingo Electric.

Workshops ‘Information Delivery’ is key to assisting fleet and transport professionals in making the ‘right’ choice for their organisation, and the A’n’D workshops were designed for visitors to listen to experts on topics such as ‘The challenge of air quality and carbon reduction’, delivered by the FTA. This session was supported by ‘in-cab technology’ specialist, Smartdrive. The LowCVP, supported by Vic Young, delivered a ‘Clean & Green Van Workshop’, and particularly useful for the public sector was Kim Harrison’s presentation on the Fleet and Fuel Card Frameworks from the Crown Commercial Service. Kim’s workshop was followed by Alphabet, whose offering includes leasing, AlphaCity and AlphaElectric. Those that took a speaker slot at this year’s event then stayed to answer any questions that visitors had about their topic area and enabled our visitors to get a true understanding about subjects they may have been previously unsure on.

Stars of the show A’n’D debutants, Jaguar Land Rover, introduced their incredibly economic and stylish XE to the show, while the ever popular BMW presented their jaw-dropping hybrid i8, which was available for test drive and proved to be in very high demand. This stunning plug-in supercar was constantly seen looping the famous Rockingham circuit.

Ford had their eagerly‑anticipated Mondeo Hybrid available for test drive, which has proven to be a popular option amongst

fleets across the UK and it was no surprise that it was also a popular option at this year’s event. The Tesla Model S is an evolution in automobile engineering, the acceleration is instantaneous, silent and smooth, and visitors had the chance to experience this on the 24 September too.

Other vehicles that stole the show included the Audi e-tron, which takes progressive technology and blends it with everyday usability, and also the GreenFleet award‑winning Mitsubishi Outlander – the world’s first plug-in SUV. Mini, Toyota, Lexus, Volkswagen Commercials, Skoda, Fiat, Alfa Romeo, Jeep, Citroen and Peugeot also brought vehicles which joined the all-star line-up.

Fleet solutions providers Arrive’n’Drive prides itself on being an all‑encompassing show and that wouldn’t be the case if we didn’t have some of the most innovative and pioneering solutions providers who exhibited on the day. Route Monkey were in attendance and were on hand to make visitors aware of how they can help with route optimisation, while Chevin Fleet Solutions and Magenta Technology were able to assist with fleet management technology. Alphabet, Autokontrol and Telogis offered expert advice on business mobility, rev limiters and mobile workforce solutions respectively.

Green Motion car hire – the low cost and low CO2 car and van rental company – were on-hand for visitors to talk to, alongside public sector specialists Automotive Leasing, who have delivered fleet funding and fleet management solutions for over 25 years. Alphabet and Fleetdrive Electric completed the leasing options available on the day. EC Charging were there on the day, too, with its complete range of electric car charging equipment which provides customers with safe, reliable and convenient charging solutions that caters for all of today’s electric car charging requirements.

Driver’s Licence Partner, Admin Business

Arrive ‘n’ Drive 2015

Sponsored by

RAC Business The GreenFleet A’n’D has been another successful event for the RAC Business team, which not only gave visitors the chance to win the ultimate green driving experience, but were on-hand to provide expert advice to fleet managers.

Increasing awareness of RAC Telematics and the green benefits for fleets in terms of reducing fuel consumption and reducing wear and tear, was the key topic of discussion on the stand.

This year, visitors were also drawn by the opportunity to win a weekend with a Tesla, the high performance electric car with zero emissions, by posting the best lap of the day in a Renault Kadjar. The scoring was based on the data from an RAC Telematics unit in the vehicle, which gave points for smooth braking and acceleration, meaning the best score wouldn’t necessarily be the fastest. Drivers could also take the challenge in an RAC patrol van, also fitted with RAC Telematics. The Renault Kadjar leader was Tony Demaine who scored an impressive 4mins 34secs, and a perfect telematics score of 100 and the best lap in the RAC Patrol van was driven by Seb Harber who scored 3mins 55secs, and an equally impressive telematics score of 100.

Simon Peevers, PR manager at RAC, said: “As an event sponsor it was a great opportunity to meet some quality industry contacts, many of whom were at the right point in their purchasing cycles in terms of wanting to hear what RAC Business has to offer and how we can support them and their fleets.”

It is only appropriate for Colin Boyton, GreenFleet events manager, to have the final word. He said: “I was delighted that our 10th anniversary Arrive ’n’ Drive was a resounding success. Once again we have managed to showcase the leading ultra-low carbon offerings from the world’s leading motor manufacturers, in one place, on one day, meaning that there were over 1,000 test drives that took place. This represents a great way to influence change!

“We have come a long, long way since our launch in 2006, with the manufacturers and industry suppliers bringing more innovative vehicles and solutions to a sector that needs to keep evolving. And we’re very excited about what the next decade will bring us, as the event goes from strength to strength.” 

2015’s Arrive ‘ Drive sh n’ a record owcased o f l e a d number low‑car i n g u l t r a b in once on offerings p over 1, lace with 000 drives test

FURTHER INFORMATION events.greenfleet.net/arrivedrive

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Road Test

Business class

Written by Richard Gooding

The Volkswagen Passat has long harboured upmarket aspirations and the latest model states its intent to conquer premium fleet sales with handsome looks and a high-specification.

Richard Gooding investigates the large VW’s latest push up the executive ladder The Passat kick-started Volkswagen’s water‑cooled car revolution in the early 1970s.

Launched in 1973, the Passat was tasked with the idea of getting drivers used to a new shape of VW. Dependence on the Beetle couldn’t last and although it shared parts with the contemporary Audi 80, the Passat showcased Volkswagen’s new front‑wheel drive, water‑cooled technology.

Celebrating its 42nd birthday in 2015, the latest Passat was launched in October 2014 and is the most 2 technologically‑advanced to date.

Based on a stretched version of the Volkswagen Group’s all-conquering MQB platform which underpins the current Golf, the latest Passat uses aluminium and vacuum-formed steel to keep weight down. Selected models tip the scales as much as 85kg lighter than their predecessors, yet the eighth-generation Passat boasts both an extended wheelbase

(up 79mm) and more interior space than its predecessor. A new range of EU6-compliant turbocharged engines which range from 1.4 to 2.0 litres aim to keep fuel consumption as low as possible. Volkswagen claims improved fuel efficiency of up to 14 per cent.

The Passat s is nes SE Busi t fleet aimed aivers: car dr sions is CO emt at star m 103g/k

Upmarket machine The latest Passat is positioned as a more upmarket machine and has, among others, in‑house rival Audi A4 in its cross-hairs.

To that end, the latest model looks more premium than any version before it, with a wide, chrome‑trimmed glossy grille extending into large headlamps, mirrored by a broad similarly‑fashioned lower grille beneath. Liberally sprinkled with chrome brightwork and with subtle body creases, it’s a handsomely elegant car.

This is especially true in estate form as our test car, where the narrow side window line hints at a more sporty profile.

As before, the interior of Volkswagen’s biggest traditional family car aspires to be more premium than a few selected rivals.

The German car marker has carried it off with some style: the new Passat is superbly built, with soft-touch plastics abound and matt chrome and gloss black detailing. The analogue clock in the centre of the dash is maybe an extraneous touch too far, but the air vents which are disguised as part of the upper dashboard, the silver strip insert, and the chiselled lines and surfaces match the car’s upmarket aspirations.

Diesel-only range Despite the recent emissions issues, for the UK, the Passat is diesel-only (Euro 6), with the exception of the forthcoming GTE hybrid model (see panel). Volkswagen UK states that 80 per cent of the ‘B8’ Passat’s sales will be for the fleet market, with over half of buyers opting for the SE Business trim tested here. The best-selling variant is expected to be the 2.0-litre TDI model, while estates are thought to take 51 per cent of sales volume, despite the extra £1,550 cost over the equivalent saloon.

Down load th Green e F app.g leet app at reenfl eet.n for mo et re ima ge conten s and t

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Living the hybrid life: Passat GTE In a move away from diesel, Volkswagen unveiled the petrol‑hybrid Passat GTE at the 2014 Paris motor show.

The less expensive £25,665 1.6-litre estate model tested here is fractionally lower on emissions (103g/km vs 105g/km) when VW’s seven-speed semi-automatic DSG gearbox is selected, meaning it falls one Benefit In Kind tax band. The six-speed manual version records the same higher level of CO2, so drivers will pay a marginally higher BIK rate of 19 per cent. All Passat models feature Volkswagen’s BlueMotion Technology which means a standard stop/start system as well as battery regeneration, which recuperates energy from braking to charge the battery. Combined fuel consumption is a claimed 68.9mpg: we achieved 52.6mpg in real‑world conditions. A £22,575, 76.3mpg BlueMotion model is also available, which drop emissions down to 95g/km.

Punchy performance The 118bhp engine in the Passat SE Business 1.6 TDI offers punchy performance, with 250Nm (184lb ft) of torque available between 1,750 and 3,500rpm with peak power produced between 3,600-4,000rpm. An unladen weight of 1,485kg helps this Passat estate record an 11.0 second 0-62mph time and a 127mph top speed. The car is extremely quiet when on the move, with the engine very well insulated from the interior. An unflappable cruiser, the Passat really excels on the motorway with superb refinement and a devouring appetite for miles. The six speed gearbox is very positive, and the car offers a supremely comfortable driving experience.

A comprehensive DAB/CD/USB/SD/AUX/ Bluetooth infotainment system is standard which also offers satellite navigation and

Volkswagen Passat SE Business 1.6 TDI ENGINE:

1,598cc, four-cylinder diesel

CO2: MPG (combined):

107g/km 68.9

NOx:

0.040g/km

VED:

Band B, £20

BIK: PRICE (OTR):

19% £25,665 (including VAT, £29,170 as tested)

Latest Passat interior is luxurious and superbly built Passat SE Business is also available as a more traditionally-styled saloon

traffic sign display features, along with three years’ online access to mapping updates. Adaptive cruise control with a radar sensor distance monitoring system and speed limiter is also standard fit, as well as auto lights and wipers, keyless start, a multifunction steering wheel, ‘ergoComfort’ electrically-adjustable driver’s seat, rear view camera, front fog lights, integrated roof rails, and 17-inch ‘London’ alloy wheels. A 650-litre boot on estate models will also swallow almost any load.

‘Democratising luxury’ Volkswagen claimed it was ‘democratising luxury’ in the early 2000s, but nowhere is that more evident with the new Passat.

Over 22 million examples of the large Volkswagen have been built to date, with around 500,000 finding homes in the UK. An almost equivalently-specced and 112g/km Ford Mondeo Estate Titanium 2.0 Duratorq TDCi 150 might be more powerful and cheaper at £25,045, but costs more to tax. Audi’s cheapest new A4 Avant SE (estate) 2.0 TDI ultra meanwhile has emissions of 104g/km but is priced from £30,550.

As with the previous model, the Passat still reigns supreme when it comes to large family car quality, and as a company car, there is very little to criticise. Handsome, superbly built, comfortable and very user-friendly, there’s much to recommend the Passat SE Business to fleet managers and family car drivers alike. L

Road Test

New Passat Estate SE Business is aimed at fleet car drivers. Emissions start at 103g/km, with 19 per cent BIK tax. Volkswagen quotes combined cycle fuel economy of 68.9mpg

With first cars due to arrive in the UK in January, the only petrol‑powered Passat in the UK range will be available in both saloon and estate forms. High-specification UK-market cars will be priced at around £35,000 once the government’s PiCG has been deducted.

In a similar way to the Golf GTE (GreenFleet issue 87), the hybrid Passat marries a 1.4-litre, 154bhp TSI petrol engine to a 113bhp electric motor and 9.9kWh/103kW battery pack to give a total system output of 215bhp. The electric motor will provide up to 330Nm (243b ft) of torque from standstill while combined system torque peaks at 400Nm (295lb ft). Electric-only range is said to be 31 miles (50km).

A specially-developed version of VW’s DSG semi-automatic gearbox has six speeds and a third, disengagement clutch.

Whenever possible, this decouples the TSI engine, allowing the Passat GTE to use more kinetic energy to increase its efficiency. Performance is impressive for such a large car weighing around 1,700kg, with 0-62mph reached in around 7.5 seconds. Volkswagen quotes a top speed of 140mph or 81mph in pure electric mode.

UK cars have claimed CO2 emissions of 39g/km with a combined cycle fuel consumption of 166mpg.

Theoretical range from the 50-litre fuel tank is said to be 680 miles. Like the smaller Golf GTE, Passat GTE has four modes of power: pure electric E-Mode, Hybrid mode, Battery Charge (which conserves electric power) and GTE mode which uses full power from both the petrol and electric motors.

Volkswagen quotes a standard UK domestic mains outlet charging time of 4 hours and 15 minutes. If a 3.6kW wallbox is used, this drops to 2 hours 30 minutes. The lithium‑ion battery pack comes with an eight‑year, 99,360-mile warranty. The Passat GTE also comes with a range monitor, power flow indicator, a 360-degree range guide as well as an e-Manager which enables programming of charging times as well as pre‑heating of the car’s interior.

FURTHER INFORMATION www.volkswagen.co.uk

49

Road Test Written by Richard Gooding

Focusing on frugality Ford’s ubiquitous Focus was revamped for 2015 with fresher looks, an improved interior and a new range of economically-minded engines. Richard Gooding drives the frugal ECOnetic

Despite an initial lukewarm reaction to its unveiling in 1998, the Focus has gone on to be a runaway success for Ford. A continued best-seller in the UK, the replacement for the Escort was named European Car of the Year in 1999 and set the motoring press alight with its class-leading handling and ‘New Edge’ styling.

It provided driving enthusiasts with a family car which was genuinely fun to drive, yet aimed a practicality punch straight at the Volkswagen Golf.

With emissions of 132g/km, a 1.8-litre TDCi initially catered for ecoconscious buyers. The third-generation car in 2012 ushered in Ford’s impressive 1.0-litre EcoBoost petrol engine with 114g/km, eventually dropping down to 99g/km. The later 1.6 TDCi Edge ECOnetic lowered that still further with 88g/km, and it’s the successor to that car we have on test here.

enables the Focus ECOnetic to post an 11.9‑second 0-62mph time. The engine itself feels very peppy and makes overtaking very easy. As you’d expect from a car aimed at the eco-conscious motorist, the six-speed manual gearbox is tuned for economy, with top gear not asked for until 62mph.

Ford claims the 88g/km ECOnetic Focus is capable of 83.1mpg on the NEDC testing cycle, but out in the real world, our average over a 330-mile test equated to 64.2. What is impressive, though, is that the car is one of the easiest to coax good fuel economy figures from: on more than one occasion we recorded a high value of 76.4mpg (our absolute highest was 79.4), which equates to around 838 miles on one tank of diesel. That’s impressive.

The Focus is a true multi-skilled car. It might have one eye on economy, but as with those first-generation models, it still handles like a sporting car – it just feels right and well-sorted dynamically.

It’s very easy to place on the road and feels very fluid when the road turns twisty.

The ride on the 16-inch steel wheels with low‑rolling resistance tyres is superb: firm but perfectly damped. It all just feels sorted.

The 88g/kmStyle cus Ford Fo TDCi is a tic ECOne lling answer compe w-emission o to the l pany car com tion ques

Tuned for economy The 2015 Ford Focus ECOnetic is fitted with a 1.5-litre TDCi engine which delivers 103bhp with 270Nm (199b ft) of torque. A ‘torque vectoring control’ unit helps feed the power through the front wheels, which

50

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Superb refinement On the move, the latest Focus offers superb refinement and is as quiet as some electric cars we’ve driven, with no engine noise at all when cruising on the motorway. Ford still gets the basics right: it’s very easy to find the perfect driving position and get comfortable and while the cabin may not be quite in the Volkswagen Golf league for perceived quality, the Focus’ refresh earlier this year brought upgrades in both trim and materials and the new Focus’ interior is a very pleasant place to be.

A 4.2-inch TFT display ahead of the driver is very clear and offers a plethora of information including Ford’s EcoMode driver information system which tells of gear-shifting, anticipation and speed ‘levels’, awarding a greater number of flower ‘petals’ as more economical driving is completed. In the centre console, a new eight-inch colour touchscreen is a much-needed improvement over the previous model and offers Bluetooth/DAB/CD/USB and voice control functionality. The Ford SYNC systems also features emergency assistance, which offers quick contact to local emergency services, too, based on GPS coordinates from the car itself.

Well-equipped Despite being an ‘eco’ model, in Style trim, the Focus ECOnectic is well-equipped. As well as a multifunction steering wheel, there

Down load th Green e F app.g leet app at reenfl eet.n for mo et re ima ge conten s and t

Focus Style ECOnetic has ‘unique’ full-size wheel trims and low rolling resistance tyres on 16-inch steel wheels

ENGINE:

1,498cc, four-cylinder diesel

CO2:

88g/km

MPG (combined):

Road Test

Ford Focus Style ECOnetic

83.1

NOx:

0.066g/km

VED:

Band A, £0

BIK:

16%

PRICE (OTR):

£19,145 (including VAT, £20,530 as tested)

Ford EcoMode driver information system helps perfect economical driving skills

The ultimate eco Focus: the Focus Electric The ECOnetic is impressively economical, but the ultimate ‘clean’ Focus is the Focus Electric, the all-electric version of Ford’s family hatchback.

Priced from £26,145 (including the kit including 17-inch 15-spoke £5,000 government Plug-in Car Grant), alloy wheels, automatic headlights, the Focus Electric marries a 23kWh rain‑sensitive windscreen wipers, lithium-ion battery to a 107kW electric SYNC2 infotainment system with motor to produce a range of around 8-inch touchscreen DAB audio 100 miles. Maximum power is 138bhp, and enhanced voice control with with torque of 250Nm (184lb ft).

Emergency Assistance function, keyless A full charge takes 4 hours on a 32A entry, electrically-folding mirrors, dual charging socket. climate control, auto-dimming rear view Ford equips the Focus Electric mirror, and ambient lighting. For more with a high amount of standard information, visit www.ford.co.uk.

is cruise control with speed limiter, remote central locking, electric front windows, and air conditioning. Out test car also featured A £500 Ford SYNC DAB navigation system which worked very well, adding directions to the 4.2-inch TFT display ahead of the driver.

The optional Rear Park Assist system adds a further £225 to the price, while other safety kit includes front, side, and curtain airbags, Ford Intelligent Protection System, Hill Start Assist and a tyre pressure monitoring system.

The biggest clue to the Focus ECOnetic’s parsimonious nature is its external appearance.

Devoid of alloy wheels and exterior chrome

brightwork, the Style ECOnetic can look plain, but the optional £525 Deep Impact Blue paint finish of our test car made it stand out, helped by the body-coloured door handles and rear spoiler. To keep that paintwork looking new, Ford offers £85 pop-out plastic protectors which extend out when the doors are opened to curl around the door edge.

Lowest-emitting version The Focus Style ECOnetic is the lowest‑emitting version of Ford’s C-segment family car.

Priced at £19,145 with a Benefit in Kind rate of 16 per cent, it offers more power than

New Focus’ interior is much improved with soft-touch plastics and more equipment as standard

Tuned 1.5 TDCi engine makes achieving high fuel economy figures very easy

the equivalent than the Euro 6-standard Volkswagen Golf BlueMotion TDI. Usefully cheaper, too, than the £21,435 VW, the Focus ECOnetic also costs less to tax, with 20 per cent rate payers charged £50.91 per month against the £58.75 of the Golf. All in all then, the monetary and driving sums for the eco Ford adds up. The Focus ECOnetic TDCi offers a very compelling answer to the low-emission, eco-hatchback company car question. L FURTHER INFORMATION www.ford.co.uk

Volume 88 | GREENFLEET MAGAZINE

51

Road Test

x-citingly eco The Toyota Aygo city car is small, bold, and economical. A sister car to the Citroën C1 and Peugeot 108, GreenFleet finds out if it is daringly different to the French pair So-called ‘city’ cars have seen their star rise in recent years thanks to the quest for low emissions and running costs. The Citroën C1, Peugeot 107 and Toyota Aygo were launched in 2005 as part of the ‘B-Zero’ joint-venture project which saw the three cars developed on the same platform with many shared components. The triumvirate was so successful that the project was continued, and the second-generation models were unveiled at the 2014 Geneva motor show. The Citroën C1 was the GreenFleet City Car of the Year in 2014, but how does the baby Toyota differ?

One engine choice The Japanese manufacturer offers just one engine choice in the UK as opposed to two in the Aygo’s French rivals. The petrol-powered 1.0-litre ‘Toyota Optimal Drive’ VVT-i engine develops 69bhp with maximum torque of 95Nm (70lb ft) arriving at 4,300rpm. The three‑cylinder unit is one of the lightest in its class, and runs on two cycles depending on the style of driving detected. Clever stuff.

Unlike its PSA Peugeot Citroën extended family members, though, there is no stop‑start function. Toyota claims that it doesn’t add the cost of such a system unless it changes the tax category. As it is, the 95g/km Aygo is in the current cheapest UK tax band (A), and the C1 with stop-start capability only drops 7g/km. Official fuel economy of

the Aygo is quoted as 68.9: over our varied 360‑mile test distance we achieved 59.4.

To drive, the Aygo is unsurprisingly similar to its French sisters. It feels fun and nimble in the way that small cars do. While noise from the 998cc engine can be raucous under acceleration, it’s never unpleasant and is subdued at cruising speeds.

Performance is surprising: a 0-62mph time of 14.2 seconds might not sound that fast but the Aygo feels acceptably brisk and pulls well.

central locking, and a rear‑view camera.

Toyota’s £395 ‘x-nav’ satellite navigation system is easy to use and the seven-inch ‘x-touch’ touchscreen infotainment system is also simplicity itself, with a smartphone MirrorLink function, DAB radio, as well as USB, AUX and Bluetooth connectivity. Safety is high, too, with front, side and curtain airbags, and a vehicle stability system.

The Toyota te -ci Aygo x ions of iss Good economy has emkm and With a five‑year/ / g 95 100,000‑mile warranty, d claime y of the Aygo beats the C1 and nom 108 on potential running fuel eco9mpg costs, while 10,000‑mile 68. service intervals are shared

Three special editions The Aygo x-cite is one of seven trim levels and one of three special editions with unique features.

Only available with Cyan Splash paintwork and gloss black 15-inch alloy wheels, the Aygo x-cite is a bold looker. Inside, the gloss black dashboard insert and Cyan Splash air vent surrounds lift the cabin and the same digital rev counter ‘strip’ as the French cars makes driving that little bit more fun.

A gearshift indicator notifies the driver of the best time to change for optimum economy, while standard equipment includes air conditioning, electric front windows, remote

between all three. Tax and BIK rates are the same for all of the trio, too, so it really is down to personal choice.

Toyota’s city car star has daring looks and good economy. It’s just as much fun as its French relatives, too, and that’s one sibling characterisitc we’re glad doesn’t differ. L FURTHER INFORMATION www.toyota.co.uk

Toyota Aygo x-cite 1.0 ENGINE:

993cc, three-cylinder petrol

CO2: e load th t Down pa p a t e Fle et Green eet.n reenfl s and e app.g g re ima for mo ntent co

MPG (combined):

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

68.9

NOx:

0.008g/km

VED:

Band A, £0

BIK: PRICE (OTR):

52

95g/km

12% £11,845 (including VAT, £12,240 as tested)

ENGINE:

e load th t Down a et app et le F n e Gre eet.n fl n e e r d app.g ges an re ima for mo ntent co

1,461cc, four-cylinder diesel

CO2:

90g/km

MPG (combined):

80.7

NOx:

0.119g/km

VED:

Band A, £0

BIK: PRICE (OTR):

Road Test

Dacia Sandero Ambiance dCi 90*

16% £8,595 (including VAT, £9,090 as tested)

*Test car: 99g/km 2015 EU5 specification

Sanguine Sandero

The Sandero is one of Dacia’s ‘shockingly affordable’ stars, and in dCi guise employs the latest Renault engine technology for lower emissions and improved fuel economy Over the past two years, Dacia has become a by-word for affordable and value-driven motoring. Taken under the wing of French car maker Renault in 1999, the Logan was launched in 2004 at a knockdown €5,000 and laid the foundations of the brand as it is known today.

more for modern-day motoring. A CD/ USB/Bluetooth radio system is standard, along with remote central locking and electric front windows. That may be too few fripperies for some, but in truth, they are all most people need.

Range mainstay The Sandero arrived in the UK during 2013, costing an unbelievable £5,995 at launch. A mainstay of Dacia’s Eastern European range since 2007, the Sandero is a well-proportioned supermini-sized five-door hatchback, with styling which bears a passing resemblance to Renault’s popular Clio. Our mid-range Ambiance test car featured body-coloured bumpers and full-sized wheel trims: more basic versions do without both. Pleasingly, the only option was the £495 ‘Cinder Red’ paintwork.

In Ambiance trim and fitted with Renault’s proven EU5 89bhp 1.5 dCi four-cylinder diesel engine, our test car was priced at £8,595.

While not as affordable as the entry-level Access model, the trim step-up does offer

Value-for-money With a claimed 74.3mpg, the Sandero dCi aims to take both the value‑for‑money and low fuel return cards and run with them. Over a 336mile test, we managed 61.0mpg. The Renault diesel engine goes well and has punchy performance, particularly in the lower rev ranges.

The mechanical-feeling gear change is long-legged, which aids fuel economy. An ‘Eco’ mode tunes the car to be slightly more parsimonious and even though there was no stop-start system, on our test car emissions

While the Dacia Sandero’s cabin may lack high quality fittings, its Renault influences and high kit count are clear

were still an impressive 99g/km. On a motorway, the low price doesn’t tally with the refinement on offer: for such a value-driven small diesel car, the Sandero is commendably quiet. The Sandero handles better than may be expected given the keen price, and while the power steering is heavier than most drivers may be used to, the very sharp brakes bring the car to a halt quickly.

Since , our testo dCi der the Sann revised: has bee for 2016 Unpretentious figures ar cars are character ye One of the most refreshing model /km and aspects of the Dacia g 90 g Sandero is that it is a very p m 7 .

80 honest car. It endears itself to the driver with an unpretentious character at an impressively low price. Rivals in size such as the Ford Fiesta cost thousands more and are less practical, while more direct rivals on price such as the Skoda Citigo are much smaller.

With a 1-year/12,0000mile service intervals and a three-year/60,000-mile warranty, the Sandero plays the value card with its running costs, too. Since our test, Dacia has revised the dCi engine: 2016 model year cars are now Euro 6-compliant and emissions are only 90g/km, with a claimed combined cycle 80.7mpg. A stop-start system is also now standard fit. Even more so with the added revisions, as a low-cost, good economy, spacious and value-driven diesel car, the Dacia Sandero has very few rivals. L FURTHER INFORMATION www.dacia.co.uk

Volume 88 | GREENFLEET MAGAZINE

53

Product Finder

AXIS200 WHEEL ALIGNERS

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HYDROGEN VEHICLES

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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.

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54

Allstar Fuel Cards 12 BMW 24, 25 Chevin Fleet 20 Chive Fuels 34, 35 Citroën UK 18, 19 CNG Fuels 30 DS 14, 15 Fab Recycling 36 Fiat 10, 11 Ford IFC Jeep 6 LeasePlan UK 46 Lex Autolease IBC Mitsubishi 4, 5 Peugeot 8 Pro-Align 41 SEAT 42 Smart Witness 44 SMMT 38 Steertrak 20 Toyota OBC Vauxhall 22, 23

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SUSTAINABLE GROWTH Has there ever been a better time to switch to electric vehicles?

58%

20%

300% growth in UK plug-in hybrid cars in 2014

growth in alternatively fuelled vehicles in 2014

73%

of fleet managers rate environmental impact as a big issue

fall in CO2 emissions in 4 years on the Lex Autolease fleet

45%

of fleet managers have introduced a more environmentally-focussed fleet policy

0344 824 0115 enquiries@lexautolease.co.uk lexautolease.co.uk

QUITTING LETS NICK BREATHE EASY

Aiming to halve corporate emissions and save £140,000* on contract hire and fuel.

By quitting a conventional fleet for petrol full hybrids, Nick is helping to cut Itec’s CO2, NOx and particulate emissions by 50%. Thanks to lower BIK, drivers will also pocket average tax savings worth £1,200 each over the next three years. And, as contract hire and fuel costs will also fall by £140,000, Nick can breathe easy too.

Read Nick’s story at quitclub.org.uk

Nick Orme, CEO, Itec

brilliant for business

*Saving based on switching original VW diesel fl eet to Toyota and Lexus hybrids.