GreenFleet 66 by PSI Media

GREENFLEET SCOTLAND

TYRE DISPOSAL

FIRST DRIVE RENAULT ZOE

www.greenfleet.net

ISSUE 66

IN THE N EWS M

EP Merce des’ ‘ill blasts egal’ c GM a onditioning use of air nd Ho gas on fue n l cell t da partne Victoria echnolo r get ch and Euston gy arge p oints

ELECTRIC VANS

INTERVIEW

HEATHROW’S GREEN PLEDGE Lowering carbon emissions from its ground vehicles

COMMERCIAL VEHICLES

GREEN VAN MAN What do van operators think about going electric?

ROAD TEST ŠKODA OCTAVIA TDI n SEAT LEON TDI

GREENFLEET® MAGAZINE GREENFLEET SCOTLAND

TYRE DISPOSAL

FIRST DRIVE RENAULT ZOE

www.greenfleet.net

ISSUE 66

IN THE NE

Merced MEP blasts es’ ‘ille gal’ con GM and ditioning use of air gas on fue Honda par l cel tner Victoria l technolog get cha and Euston y rge poi nts

ELECTRIC VANS

INTERVIEW

HEATHROW’S GREEN PLEDGE Lowering carbon emissions from its ground vehicles

COMMERCIAL VEHICLES

GREEN VAN MAN What do van operators think about going electric?

ROAD TEST ŠKODA OCTAVIA TDI ■ SEAT LEON TDI

Comment

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

SUPPORT FROM THE GROUND Whilst aircraft emissions often make the headlines, the carbon output of an airport’s ground support fleet are not given as much exposure. But given the operational requirements of running an airport – around the clock, seven days a week – an airport’s support fleet can exceed several thousand vehicles – with emissions stacking up. This is something that Heathrow Airport has decided to tackle. With 7,500 airside vehicles accounting for approximately 10 per cent of NOx emissions from the airport, it is trailing electric cars and vans to transport staff around the airport on a daily basis. As the vehicles do low mileage and stay onsite, electric vehicles are proving successful. We interviewed Heathrow Airport’s David Vowles to find out how the trial is going and what else the airport is doing to reduce its ground fleet emissions. Read the interview on page 16. It’s that time of year again when our attention turns to the GreenFleet Awards. If you’re successfully tackling the emissions of your company fleet, then let us know. The Awards take place on 17 October at Arsenal Emirates Stadium, London. Entries are free, just submit a 500 word entry statement to www.greenfleetawards.co.uk.

Plus, there’s not long to go until GreenFleet Scotland, on 5 September, where you’ll be able to test drive the latest green vehicles. Register for free at www.scotland. greenfleet.net. I hope to see you there. Angela Pisanu, Editor

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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:

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

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Volume 66 | GREENFLEET® MAGAZINE

Contents

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

CONTENTS GREENFLEET 66 06 GREENFLEET NEWS

GM and Honda partner on fuel cell technology; MEP blasts Mercedes ‘illegal’ use of air conditioning gas; Victoria and Euston get charge points

16 INTERVIEW: HEATHROW AIRPORT

We talk to Heathrow’s David Vowles about the airport’s mission to decarbonise its airside support fleet

16 25

21 COMMERCIAL VEHICLES

What do van operators think about going electric? The Freight Transport Association’s Mark Cartwright investigates

25 TYRES

Since 2006, it has been illegal to send waste tyres to landfill. So what’s the tyre disposal process? Peter Taylor from the Tyre Recovery Association explains

28 DRIVER SAFETY

Can looking at the culture of an organisation and the personality of a driver improve driver safety? RoSPA’s Keith Bell finds out

30 EVENT PREVIEW: GREENFLEET SCOTLAND

What’s in store for fleet managers at this year’s GreenFleet Scotland event on 5 September at the Royal Highlands Centre, Edinburgh?

32 FIRST DRIVE: RENAULT ZOE

The fully-electric Renault ZOE has finally hit UK roads. So what’s it like?

34 ROAD TEST: ŠKODA OCTAVIA ELEGANCE 1.6 TDI

The third-generation Škoda Octavia is comfortable, spacious, and a real fleet car box-ticker

36 ROAD TEST: SEAT TOLEDO SE 1.6 TDI ECOMOTIVE

Richard Gooding enjoys the space and pace of the SEAT Toledo SE 1.6 TDI Ecomotive

38 PRODUCT FINDER Directory of fleet products and services

30 32

GreenFleet magazine

www.greenfleet.net Volume 66 | GREENFLEET® MAGAZINE

business.peugeot.co.uk /2008

NEW peugeot 2008

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

SEE THE CITY IN A DIFFERENT LIGHT If your drivers need something bigger and tougher than a hatchback that still delivers great performance in the city, the New Peugeot 2008 compact Crossover is a perfect solution. It features a higher driving position, Grip Control* for more challenging conditions, plus roof bars and a generous boot that adds to its practicality. Fuel economy is as high as 74.3 MPG while CO2 emissions start at 98g/km†. From £12, 995 OTR** and with BIK from £61 per monthat 40%, this is a new take on city driving: perfect for urban explorers who need more from their vehicles. If you’d like to know more, call us on 02476 884 644. The official fuel consumption in mpg (l/100km) and CO2 emissions (g/km) for the 2008 range are: Urban 68.9 (4.1) to 36.7 (7.7), Extra Urban 78.5 (3.6) to 58.9 (4.8), Combined 74.3 (3.8) to 47.9 (5.9) and CO2 emissions 98–135. Achieved under official EU test conditions. Intended as a guide for comparative purposes only. Figure may not be reflected in actual on-the-road driving conditions. *Model shown is 2008 Feline 1.6 VTi. ** Price quoted is for 2008 Access+ 1.2 VTi 82 bhp. †Figures quoted for 1.6 e-HDi 92 EGC engine.

ENVIRONMENT

British MEP asks for recall of ‘illegal’ Mercedes-Benz models British MEP Chris Davies has suggested a recall of all Mercedes-Benz vehicles fitted with the outdated air conditioning gas, R134a. Models of the Mercedes A-class, B-class and SLK are believed to be in violation of the new 2006/40/EC Directive, which came into force back in January, and requires manufacturers to use a new, more environmentally friendly gas – HFO1234yf. However, Mercedes is concerned that the new coolant can cause cars to catch fire in the event of a crash. When it does, the company said, it releases dangerous hydrofluoride gas which can disable and kill even in very small quantities. As a result, Mercedes-Benz, backed by the German authorities, has decided not to use the new coolant in its current models. Unconcerned by this, Liberal Democrat MEP Davies has asked the Commission to confirm whether Germany would be allowed to protect Mercedes-Benz. The Euro MP said: “EU environment laws only work if they are fair to everyone and by letting Daimler off, Germany is being

News

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

NEWS IN BRIEF 2013 GreenFleet Awards open for entries Entries are now open for the 2013 GreenFleet Awards, which continues to recognise companies and manufacturers for their commitment to fleet cabin reduction. Last year, Darren O’Donnell from Coca-Cola Enterprises scooped the title of Private Sector Fleet Manager of the year for managing the introduction of a fleet of 14 biomethane gas-powered HGVs. If you’ve successfully greened your fleet, then send your 500‑word entry statement in for free at www.greenfleetawards.co.uk

unfair to manufacturers from France to Spain to the Czech Republic,” said Davies. “A fine for Daimler won’t be enough – there needs to be a recall of all the illegal cars.” Mercedes expects sales of about 25,000 A-Class cars this year in the UK, of which around half READ MORE: will be to tinyurl.com/pfpofjl fleets.

Chinese EV maker hits UK shores

EVs

London’s Euston and Victoria stations get EV charge points Two of London’s busiest train stations, Euston and Victoria, are to get eight charging points between them. Euston station will gain five dual socket GE DuraStation pedestal AC while Victoria will gain three, each providing 32amp Type 2, mode 3 fast charging for electric cars. Installed by ChargePoint Services Ltd, all the charging stations are GPRS networked and RFID compliant with the Source London and Plugged in Places (PiP) schemes, and are monitored and managed via ChargePoint’s back office system, CPMS. Network Rail says the installation of the points at its stations are part of its on-going sustainability strategy, which aims to make commuting via the rail network the greenest way to travel. Liz Ratcliffe, Account Manager for car

parking at Network Rail, said: “Rail is already one of the greenest forms of travel and our strategy aims to make it greener still. Providing charge points for electric vehicles at our car parks will be a boost for rail users who have already chosen to use environmentally cleaner vehicles for their journey to and from the station. “Enabling our users to recharge their electric vehicles at the station car park facilitates their choice to use environmentally cleaner vehicles throughout their commute, not just for the train part of the READ MORE: journey, but tinyurl.com/pcajsjv door-to-door.”

ALTERNATIVE FUELS

GM and Honda to collaborate on fuel cells General Motors and Honda have announced a long-term agreement to co-develop next-generation fuel cell system and hydrogen storage technologies by 2020. The collaboration will see both manufacturers share expertise, economies of scale and common sourcing strategies. GM and Honda plan to work together with stakeholders to further advance refuelling

infrastructure, which is critical for the long‑term viability and consumer acceptance of fuel cell vehicles. GM and Honda are acknowledged leaders in fuel cell technology. According to the Clean Energy Patent Growth Index, GM and Honda rank No. 1 and No. 2, respectively, in total fuel cell patents filed between 2002 and 2012, with more than 1,200 between them.

Chinese car manufacturer BYD has delivered over 50 of its e6 pure electric cars to the UK for fleet operators to trial. BYD’s e6 pure electric car is claimed to have the longest range of any new electric car in the UK at 186 miles. In the UK, they will be going into service with a number of fleets, including private hire operations that will allow passengers to experience them. The cars have been fully homologated for use on European roads.

Alphabet launches EV support service Leasing giant Alphabet has unveiled plans to launch AlphaElectric, a new service designed to help businesses assess the suitability of electric vehicles. The initiative will also support the introduction of EVs into a fleet, as well as provide a full in-life support service. The three key elements include personalised EV consultancy, the provision of charging solutions, and flexible mobility packages to ensure alternative transport is available where EVs are not appropriate. It will be launched this year.

Volume 66 | GREENFLEET® MAGAZINE

Welcome to The Green. Helping you put sustainability at the heart of your fleet. Looking for ways to run a greener fleet? Why not visit The Green, the acclaimed sustainability website from Lex Autolease, the UK’s leading fleet management and fleet funding specialist. Listen to our latest podcast about low carbon vehicles at The Green www.lexautolease.co.uk/theGreen Find free help and advice on sustainable issues, including: • choosing the right vehicles • tax and budget • fuel strategy and how to cut your fuel bill. Visit The Green at www.lexautolease.co.uk/theGreen today, and see how we can help you run a greener fleet. Or you can call us for more information on 0800 389 3690.

TELEMATICS

Road safety charity publishes guidance on greener travel Road safety charity Brake has published guidance on sustainable travel plans for employers. The guidance, sponsored by MiX Telematics, explains how encouraging sustainable travel can benefit the environment, save the organisation money, and improve employee health and wellbeing. MiX Telematics’ Steve Coffin said: “Optimising fleet utilisation and reducing vehicle mileage can help fleet

operators to overcome the main challenges facing their businesses: increasing fuel costs, environmental regulation and the need to improve safety.” The report is available for free to Fleet Safety Forum subscribers, or can be purchased for £5 by non-subscribers. The first 25 non-subscribers to request the report will get a copy for free. Email admin@brake. org.uk or call 01484 559909 to order.

EVs

Ford starts Focus Electric production Ford has began production of the all‑new Focus Electric in Saarlouis, Germany, making it the first all-electric vehicle Ford has put into mass production in Europe. The Focus Electric is the start of Ford’s line-up of electrified vehicles, and will be joined in Europe by the C MAX Energi plug-in hybrid next year, followed by the all-new Mondeo Hybrid soon after. The Focus Electric features an advanced electric motor and lithium-ion battery powertrain that produces 141bhp and achieves a top speed of 84mph. Focus Electric has been manufactured in North America since December 2011 and the Saarlouis-built Focus Electric will reach

European customers from August this year.Features include SmartGauge which calculates and displays range based on remaining energy, and regenerative braking to capture up to 95 per cent of kinetic energy lost during braking.

News

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

NEWS IN BRIEF ACFO appoints new chairman The Association of Car Fleet Operators (ACFO) has appointed Damian James, head of operations at Bracknell Forest Council, as chairman having held the post of deputy chairman for the past 12 months. Caroline Sandall, fleet manager at Barclays Bank, takes over as deputy chairman. Julie Jenner, who was re-elected to the board by ACFO members, steps down from the chairmanship having been first elected in 2006. Damien James said: “Over the years I have found the knowledge and experience of fellow ACFO members tremendously helpful in assisting me in managing a fleet, and through my work as chairman I hope I am able to return that assistance and help other fleet decision-makers.”

Mia electric car finds first UK buyer James Quirke, 50, from Essex took delivery of his new Mia three‑seat electric car on May 16th. The three-seat pure electric vehicle features a single, centrally positioned driving seat at the front, with two seats behind, double sliding doors, a rear-mounted electric motor and a steel spaceframe body with plastic body panels. With solar panels fitted to the roof of his garage, James can effectively refuel the car for free, using clean, green energy. READ MORE:

tinyurl.com/qgzzbup

Cargo-carrying Renault Twizy set for business users Renault has announced the Twizy Cargo – a single-seat version of its all-electric car, aimed at business users. The Twizy Cargo swaps the single rear seat of the standard car for a 180-litre, 75kg ‘boot’ with a 90-degree opening and lockable door. The door can also be accessed directly from the cabin. Renault UK says the Twizy Cargo has a range of 50 miles, and that full charge takes three-and-a-half hours using the car’s in-built charging cable and a three-pin plug. As with standard Twizys, the VAT can also be reclaimed on the Twizy Cargo’s battery hire, from £36 per month (excluding VAT).

Volume 66 | GREENFLEET® MAGAZINE

News

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

NEWS IN BRIEF Annual LowCVP conference The 10th annual LowCVP conference will be held in Westminster on 11 July, and will focus on how the changes to how vehicles are powered will impact on policy makers, manufacturers and energy suppliers. Dr Ben Lane of Next Green Car will be speaking on issues relating to consumer demand for more thorough lifecycle emission information. Other speakers at the conference will include representatives of the UK Government,

EVs

BMW ActiveE to inspire future engineers A new technology college has been gifted an electric BMW ActiveE from Arval to promote its educational facilities to budding engineers. UTC Swindon, the University Technical College, due to open its doors in September 2014, will be displaying the BMW ActiveE at various events over the coming months in the hope of attracting 14 to 19 year olds interested in pursuing a career in engineering. The limited production run BMW ActiveE was used as a trial electric vehicle, to inform the development of the firm’s ‘i’ sub-brand electric cars. The car became well known across the UK last year when

BMW provided thousands of vehicles, including many of its cleanest models, to the London 2012 Olympic Games.

EVs the European Commission, Department for Transport, RAC Foundation and the Committee on Climate Change. Supported by the Institution of Mechanical Engineers (IMechE), the conference will explore the policy landscape and set out some stepping stones on the road to achieving the goal of moving ‘beyond the tailpipe’. Book a place at the Conference. READ MORE:

tinyurl.com/oufs672

Ampera for Liverpool’s Johnson READ MORE:

tinyurl.com/qxum8py

Liverpool defender Glen Johnson has taken delivery of the Vauxhall Ampera Electron. “I am very pleased to be driving a Vauxhall Ampera,” said Johnson, who has been capped 49 times for England, and joins footballing Ampera advocates Phil Jagielka and former Manchester United stalwart Gary Neville. “The concept of the car really appealed to me and makes it not only ideal for the journey to and from training every day, but also the odd longer journey to St George’s Park and back down to London,” said Johnson.

SEAT unveils plug-in electric car prototype SEAT has unveiled a plug-in electric prototype, based on the new Leon hatchback. The Leon Verde prototype, which is the culmination of the four‑year Cenit Verde research project in Spain, links a 120bhp 1.4 TSI petrol engine with a 100bhp electric motor. It is claimed to do 176.6mpg combined, emits 36g/km CO2, and can do 31 miles on pure electric power. The charging system can automatically establish when the electricity grid is experiencing low demand, and can charge the car during those times only, using a lower tariff.  SEAT Toledo 1.6 TDI road test, p36

UK electric car breaks world speed record Oxfordshire-based Drayson Racing Technologies has broken the world land speed record for a lightweight electric car. The vehicle, a Lola B12 69/EV, hit a top speed of 204.2mph (328.6km/h) at a racetrack at RAF Elvington in Yorkshire. Chief executive Lord Drayson, who was behind the wheel, said the achievement was designed to highlight electronic vehicle technology’s potential. The previous 175mph record was set by Battery Box General Electric in 1974. The firm intends to enter the vehicle into next year’s Le Mans 24 race saying the competition would act as a “challenging test bed” for technologies that could eventually find their way into road cars.

GREENFLEET® MAGAZINE | Volume 66

A Daimler Brand

Sharp. The new E-Class.

Official government fuel consumption figures in mpg (litres per 100km) for the new E-Class range: urban 20.3 (13.9 ) –68.9 (4.1), extra urban 36.2 (7.8) –68.9 (4.1), combined 28.3 (10.0) –68.9 (4.1). CO2 emissions: 234–109 g/km. Model featured is a E 220 CDI SE Saloon at £34,565.00 on-the-road including automatic transmission and optional metallic paint at £645.00 (OTR price includes VAT, delivery, 12 months’ Road Fund Licence, number plates, first registration fee and fuel). Some combinations of features/options may not be available. Price correct at time of going to print 04/13.

News

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

COMMERCIAL VEHICLES

Predictive Powertrain Control more efficient than expected says Weiberg

Andy Eastlake It’s not just about the fuel we use While the motor industry takes pride in reducing tailpipe CO2 emissions (down around a quarter in just over a decade), efforts to improve environmental sustainability have not stopped there. Over the last ten years (200212), here in the UK the amount of CO2 equivalent per vehicle produced has fallen from 1.2 tonnes to 0.7 tonnes/ unit. Likewise, the amount of energy and water used in the process of manufacturing has nearly halved and the amount of waste going to landfill has been cut dramatically. The industry clearly sees resource efficiency as an important route to international competitiveness. The motor industry will be publishing its 14th Sustainability Report (through the SMMT) in the next week or so. I’m looking forward to hearing about continued strong progress. It’s tricky to pick out individual manufacturers as so many have been significantly increasing their efforts, but two names that perhaps would not have been the first to spring to my mind have certainly impressed me with recent work. BMW has led the Dow Jones Sustainability Index for seven consecutive years and provided low-emission diesel, hybrid and electric cars as well as motorcycles and bicycles to the London Games. BMW i is the company’s vision for electric cars and mobility services, through which it says it is redefining the understanding of personal mobility with purpose-built vehicle concepts, a focus on sustainability throughout the value chain and a range of complementary mobility services. Jaguar Land Rover’s ‘360 Degree Plan for Sustainability’ the company outlines its focus on performance in four key areas: sustainability strategy; complete lifecycle impact of producing its products; its people and global Corporate Social Responsibility (CSR) activities. JLR has already produced full life-cycle assessments for four vehicles, identifying seven different stages from product design to disposal at the end of the vehicle’s life. BMW and JLR will both be contributing to the LowCVP’s upcoming Annual Conference (July 11, Central London) which will feature leading policymakers including transport minister Norman Baker and David Kennedy, chief executive of the Committee on Climate Change – together local authorities, fleet managers, academics and motor/energy industry representatives to help work out what steps we can take towards a more comprehensive approach to the impacts associated with motor vehicles’ use. FURTHER INFORMATION tinyurl.com/q75hpyv Andy Eastlake is managing director of the Low Carbon Vehicle Partnership (LowCVP)

GREENFLEET® MAGAZINE | Volume 66

Mercedes-Benz has said its Predictive Powertrain Control (PPC) feature, which combines 3D mapping and GPS to read the road ahead, is exceeding its expectations in terms of improved fuel economy. Georg Weiberg, Daimler’s head of truck product engineering, said: “We were originally expecting a 4 per cent improvement, but it is proving to be between 6 and 8 per cent better.” He added that the system is being continually improved, with mapping updates and enhanced gear shift Weiberg, who retires later this month, stressed the importance of proper driver education in order to get the most out of the system. He said because ultimate fuel economy is achieved at 1,000rpm, PPC encourages late gear changes, which often gives drivers a

false impression of a longer journey time. “But it is just psychological,” he said, “and it’s important that this is proved to them.” The £1,345 option is proving increasingly popular, with some dealers experiencing a 100 per cent take-up. Customers include Elddis, Richard Long and Chiltern Cold Storage. READ MORE:

tinyurl.com/ppwev3e

COMMERCIAL VEHICLES

Commercial vehicle registrations up in June

The Society of Motor Manufacturers and Traders have released their June figures which indicate that total Commercial Vehicle registrations were up 7.6 per cent at the year’s halfway point, with June volumes rising 4.5 per cent. January-June van registrations were 11.2 per cent ahead of last year, boosted by a 3.4 per cent rise in the month. While truck demand is 10.4 per cent behind 2012 for the first six months of the year, an 11.7 per cent rise in June could be the first signs of 2013 demand rebalancing in the second half of the year, says the SMMT. Nigel Base, SMMT’s commercial vehicle development manager,

said: “The overall CV market rose 7.6% in the first half of 2012 with strong van registrations (up 11.2%) outweighing the uncertain truck market (down 10.4%). “Looking ahead to the rest of 2013, we expect the van market to remain stable with a return to a more normal replacement cycle sustaining the market. For trucks, growth in June could be the first sign of a Q3/Q4 recovery as buyers pick from late Euro 5 or new Euro 6 models ahead of new Euro-standard legislation hitting from 2014.” READ MORE:

tinyurl.com/q6m68cx

A double-take is understandable. The sharp exterior styling on the new E-Class catches the eye, while inside is an equally attractive proposition - COMAND Online Satellite Navigation and leather upholstery with heated front seats are all included as standard. The new E-Class. Take another look.

A Daimler Brand

mercedes-benz.co.uk/fleet

Interview

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

AIRPORT GROUND FLEETS

HEATHROW’S AIR QUALITY-CONSCIOUS SUPPORT FLEET

With 7,500 airside vehicles accounting for approximately 10 per cent of nitrogen oxide (NOx) emissions from the airport, Heathrow has pledged to reduce the environmental impact of its airside and commercial fleet. GreenFleet talks to David Vowles, Heathrow’s air quality and noise policy manager, to find out more DESCRIBE THE GROUND FLEET AT HEATHROW AIRPORT A huge number of vehicles – around 7,500 – operate airside at Heathrow. They are used to service aircraft and to support passengers and range from road vehicles such as cars, vans and HGVs, to specialist equipment such as baggage tugs, motorised steps, high-lifts and aircraft pushback tugs. Approximately 750 of these are electric which means that, along with our on-site partners, Heathrow now operates the largest fleet of electric airside vehicles compared to any other airport in Europe. WHY IS IT IMPORTANT TO REDUCE EMISSIONS FROM THE AIRPORT’S GROUND VEHICLES? We are committed to running Heathrow responsibly. Our location means we are in an

GREENFLEET® MAGAZINE | Volume 66

area of high emissions – not just from airport related activities, but from passing traffic on the motorways and roads around us, as well as local industry and housing. Air quality management is therefore a priority for us all. We are helping meet EU limits around the airport by acting responsibly and reducing emissions from the four main airport sources: aircraft, fixed plant, airport-related landside vehicles, and airside vehicles. Airside vehicles are one of the key sources of emissions from the airport. It is estimated that the 7,500

airside vehicles account for around 10 per cent of nitrogen oxide (NOx) emissions from the airport, so this is an area in which we can make a real impact. To do this we have a specific action plan which focuses on the introduction of vehicle technologies which will reduce emissions from commercial and airside vehicles operating in and around Heathrow. EXPLAIN YOUR ELECTRIC VEHICLE TRIAL Electric vehicles are not new to Heathrow. They have long played an important part of airside operations in the form of over 700 electric baggage tugs. However, we felt there were significant opportunities for other vehicle types including cars, vans and some of the specialist ground support equipment to convert to electric and thus reduce emissions. To support the uptake of these vehicles the Clean Vehicles Partnership (CVP, see

With 0 75 around athrow e in use, Hthe largest s operate of electric fleet ehicles of v airside uropean any E ort airp

decreasing, and with these savings whole life costs are starting to be comparable. With the ground support equipment, capital costs are less prohibitive as they use standard lead acid battery technology, and are cost competitive now. HOW HAS THE FEEDBACK OF THE TRIAL BEEN SO FAR? The feedback on the performance of the vehicles was very positive. The vehicles worked well in the airside environment – it was felt that they could easily fulfil the function for which they were being used. There were concerns about the capital cost of the vehicles, but the greatest barrier to uptake is the availability of recharging infrastructure at the airport.

more information below) organised the trial of a number of electric cars and vans which were used to transport staff around the airfield on a day-to‑day basis. We trialled the Nissan Leaf, Peugeot Ion, Vauxhall Ampera and Renault Kangoo ZE and they were charged from a basic three pin socket where the vehicles were kept overnight. The idea was to build awareness of these vehicles and confidence in their use. In addition to the trials organised by the CVP a number of operators have trialled electric specialist ground support vehicles including belt loaders, cargo loaders and push back tractors. WHY WERE ELECTRIC VEHICLES CHOSEN OVER OTHER ALTERNATIVE FUELS? Electric vehicles are zero emission at point of use. They also suit the 20 mph, stop-start operations around the airfield very well. Unlike combustion engined vehicles, the electric vehicles don’t suffer a performance penalty in these operating conditions. In terms of cost, the electric cars and vans are considerably more expensive than their diesel counterparts, but costs are

EXPLAIN HOW THE CLEAN VEHICLE PARTNERSHIP WORKS As the airport owner and operator, HAL is accountable for the airport’s emissions. However with 320 companies employing 76,500 people at Heathrow, the ability to achieve our ambitions depends on the actions and behaviours of many different companies. It is therefore imperative that we work with our partners to achieve improvements in environmental performance. One way we do this is through developing structured partnerships, such as the Clean Vehicle Partnership. The aim of the partnership is to help Heathrow businesses reduce emissions from their fleet operations. The Partnership facilitates collaborative working amongst fleet operators and provides free advice, guidance and training to reduce emissions. Two key features of the Partnership are information sharing and monitoring. We encourage and facilitate trials of a range of fleet emission reduction measures and then share the lessons learnt amongst members of the group. We also help companies monitor their fleet emissions as we believe this to be an essential first step in gaining ownership of the issue and being able to demonstrate progress. DO YOU USE ANY OTHER ALTERNATIVELY-FUELLED VEHICLES? There is unlikely to be just one technological solution to reduce emissions from the airside fleet. For example, whilst electric vehicles have been one of the success stories, it is not always a viable option for larger vehicles. We have therefore deployed a number of technologies and fuel types over the past 15 years. Some, like electric, have been a success, others have been less successful. Later this year we will deploy the first hydrogen vehicle on the airport; these vehicles are still expensive compared Electric support vehicles were trialled at Heathrow in conjunction with the Clean Vehicle Partnership

Interview

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

to their diesel and petrol equivalents, but the expected increase in global production should see costs fall further and the available of models increase over the next couple of years. Off the airfield we recently launched the UK’s first publically accessible hydrogen fuelling station. The station is part of the HyTEC project which introduces zero emissions hydrogen fuel cell taxis into London which can now be fuelled at Heathrow. We will also soon be undertaking an assessment of stop-start hybrids to test their effectiveness and suitability. The airside drive cycle is tough and we need vehicles that are able to cope with it. By working with the CVP and trialling different types of vehicles, we believe we can make a significant impact on emissions, without compromising on performance. WHAT OTHER MEASURES HAVE YOU TAKEN TO GREEN YOUR FLEET? In 2011 we undertook a study to assess the potential benefits of promoting eco driver training within the airport environment. This concluded that significant fuel costs and emissions savings could be achieved through the wide scale adoption of training and other measures that influence driving styles. Subsequently we have run several trials incorporating driver training (EST’s Smarter Driving and SAFED) and telematics that provide in-cab feedback. A recent trial of the Ashwoods’ Lightfoot in cab feedback system demonstrated an 11.2 per cent improvement in fuel economy and a trial of EST’s Smarter Driving with 20 drivers resulted in a 19.4 per cent gain. WHAT ADVICE WOULD YOU GIVE TO OTHER AIRPORT FLEET MANAGERS? However old your fleet is and however good you think your drivers are there will always be opportunities to reduce emissions and fuel costs. A partnership approach with other operators at the airport is helpful for sharing ideas, identifying barriers, developing joint solutions and, above all having the maximum impact on reducing emissions. L FURTHER INFORMATION www.heathrowairport.com

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GREENFLEET® MAGAZINE | Volume 66

ELECTRIC VANS

Written by Mark Cartwright, head of vans and LCVs, Freight Transport Association

GREEN VAN MAN

With a handful of electric vans entering the market in recent months, the Freight Transport Association undertook a survey to find out what van operators thought about going electric Hardly a month seems to go by without the announcement of a new electric offering from van manufacturers. Electric vans (EVs) are often touted as the way forward for operators looking to boost their green credentials. But what is the experience of the early adopters and what’s holding back others from taking the plunge? A recent survey conducted by the Freight Transport Association’s Van Excellence programme showed that many van operators are adopting a ‘wait and see’ policy with almost 70 per cent either having not yet adopted the technology or stating they are unlikely to do so within the next 12 months or so. So what are the lessons learnt from early adopters? The aims of the early adopters are laudable; their keenness to lead from the front and benefit from the potential environmental and cost benefits of EVs should be recognised, as should the feedback they are able to pass on to others considering electric vans. What users found massively attractive were the reduced operational costs, ease of maintenance, minimal noise pollution and ‘in use’ CO2 benefits. Another

Commercial Vehicles

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major plus is the positive PR message, particularly if the electricity used to charge is sourced from ‘green’ providers. That said, the reality of the day-to-day use isn’t quite as rosy, however. The message from early adopters suggests a cautious and wellresearched approach to other users. FTA asked operators to score how well their vehicles had met expectations. Their response was decidedly average with only around a third declaring they’d met or come close to meeting their expectations. 179 van operating FTA members responded to this survey. 2 Respondents represented a wide range of fleet sizes and types of operation.

Iron Mountain advices potential users “to be absolutely sure of the route they want to use the vehicle on. Is the vehicles’ range sufficient in real life operations when loaded with other demands on the batteries such as lights, wipers, heaters etc? Can they justify the costs; the vast majority of EVs are hugely expensive compared to their diesel equivalents. Are there other options?” Best practice would suggest interested operators conduct trials in as close to ‘real life’ conditions as possible. These trials should range across as many variants of operation as possible, including range on single charge, with different types of charging points and voltage/phase requirement, different payloads and with different drivers in varying weather and traffic conditions. If the EV is being considered for use in a specific environment or on a particular route then it goes without saying it should be tested in that role. The importance of robust trials was underlined by Vince Dignam, Transport Manager at the Corporation of London, but E

Electric s r van use uced ed found rnal costs, o operati aintenance, m ease of ise pollution low no ‘in-use’ and efits CO bentive attrac

WHAT WERE THE ISSUES? The significant up-front and whole-life costs cannot be ignored and neither can the limitations on range. Rory Morgan of

Volume 66 | GREENFLEET® MAGAZINE

Scotlandâ&#x20AC;&#x2122;s Premier Low Emission Vehicle Event Thursday 5 September 2013 Royal Highlands Centre, Edinburgh

ELECTRIC VANS  even so the longer term reliability of vehicles was questioned. Vince noted that ‘vehicle off road’ time can be excessive with the ability of repairers to work with new technology and disputes around responsibility for faults cited as reasons. Other respondents identified issues with older EVs where the original providers had ceased trading. OTHER OBSERVATIONS The competence and attitude of drivers is seen as being an important in the successful use of EVs. The allocation and training of specific drivers is to be recommended, as one survey respondent commented: “There is a particular style of driving with an EV compared to a standard fuelled vehicle. Training is essential to ensure the driver gets the best possible results and charge life from the vehicle.” Another tip was to allocate the vehicles to specific roles where the operator is confident the vehicle is within its operational abilities. Van Excellence member at a major facilities management provider said: “One EV is being used for park maintenance in the Midlands which fits with the range of the vehicle. We also have a more extensive fleet used in a London Borough – they are caged vehicles which are used to collect waste items from households in the area. Again, these are planned routes so the distances are known prior to the vehicle commencing operation.” THOUGHTS FROM NON-USERS Worries about operational range topped the list of concerns with almost three‑quarters of respondents citing this as a barrier. As you’d expect the upfront cost of vehicles continues to be a disincentive to adopt electric vans although the recent extension of the plug-in grant along with ever-increasing diesel costs is likely to make adoption more attractive. Other issues identified included worries about the availability of a robust charging infrastructure and, interestingly, the loss of payload making it difficult for operators to keep below the 3.5t operator licence threshold, an issue already identified by Van Excellence operators. A ROLE TO PLAY IN THE RIGHT ROLE Of the operators already running electric vans there is clear evidence A recent survey conducted by the Freight Transport Association’s Van Excellence programme showed that many van operators are adopting a ‘wait and see’ electric vans policy

Electric vans potentially provide significant environmental benefits in appropriate operating environment. Low mileage urban operations with vans returning to a specific location (equipped with charging facilities) clearly lend themselves to the use of such vehicles that used correctly EVs can have a role to play in the right role. Particularly amongst the larger fleets, almost all the existing users expected to increase their use in the next year and some 15 per cent of non‑users expected to have joined the electric van club during the same period. Electric vans potentially provide significant environmental benefits in appropriate operating environment. Low mileage urban operations with vans returning to a specific location (equipped with charging facilities) clearly lend themselves to the use of such vehicles. Makers need to build operators confidence in the technology and work with the remarketers to address uncertainty of residual values. Government, both central and local, can play its part in establishing a robust recharging infrastructure. Central Government can also clearly encourage adoption with financial incentives such as the plug-in grant and by providing a concession in the operator licensing regulations to allow operators of electric vans to offset the impact on payload from the weight of the traction batteries. There does also seem to be a useful role for hybrid technology as a viable halfway house given the issues around charging networks and vehicle range. A CRUCIAL INDUSTRY Over one in 10 of vehicles on UK roads can be classified as a van. That’s a total of over 3.2 million; a number that continues to grow at over 10 per cent year on year. Vans are an integral part of our working lives with one in 12 of the UK’s working population driving them as part of their job. Vans are doing vital work. Over 70 per cent are mobile workshops running loaded with the tools and materials allowing houses, schools, hospital, machinery and roads to be built and maintained. The rest fulfil a myriad of roles delivering and collecting all those day-to-day items we all take for granted. A life without vans is almost unimaginable, impacting a it does on practically every sector – from utilities and construction to retail, home deliveries and local authorities, and everything in between. However, outside of the freight and logistics industry itself, little credit is given to the great lengths that the responsible van operators take to ensure their fleets are safe, environmentally sound and efficiently run.

Commercial Vehicles

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It was the desire for recognition of the great lengths many van operators go to in order to operate safely and efficiently that provided the spark for the FTA Van Excellence scheme. Operators told the Freight Transport Association (FTA) that they wanted a recognised framework to work against – they wanted a definition of what ‘good’ looked like, and to work together to resist any suggestion of ‘truck-like’ legislation being imposed. They also wanted to show that by working together they could demonstrate vans are operated responsibly and there isn’t a problem to be fixed by legislation, and as a result the FTA formed Van Excellence. THE VAN EXCELLENCE CODE The Van Excellence Code calls for operators to be confident their drivers are qualified, competent and fit to drive. They should understand their responsibilities and their roles should be properly assessed for risk, understanding the speed limits for their vehicle and any other specialist requirements. It calls for vehicles to be properly inspected, maintained and specified that they must be taxed, MOT’d and insured. Launched in 2010, Van Excellence focuses on two goals: raising standards and recognising excellence. The scheme was created ‘by the industry for the industry’ as operators were engaged from the very start in creating the Van Excellence Code. They then worked with FTA in developing the operator accreditation scheme and eventually formed the Van Excellence Governance Group to oversee the scheme with FTA. There are now over 160 operators on the scheme who between them operate over 170,000 vans or around five per cent of the total number of vans on the UK’s roads. Van Excellence has created a unique information service for van operators with the Guide to Van Excellence – a straightforward and comprehensive guide on how to meet the standards of Van Excellence coupled with the kind of hands on support FTA is renowned for. Subscribers receive a monthly news email and have access to FTA’s highly rated Member Advice Centre for personal support. L FURTHER INFORMATION www.fta.co.uk

Volume 66 | GREENFLEET® MAGAZINE

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Tyres

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TYRE DISPOSAL

WHAT TO DO WITH OLD TYRES? Fortunately most of these used tyres – about 80 per cent – are responsibly recycled and find new life in a variety of guises, including use in children’s playgrounds, running tracks, artificial sports pitches, fuel for cement kilns, carpet underlay and equestrian arenas. However, this imaginative use of old tyres might not have come about if it wasn’t for a piece of landmark EU legislation. Since 2006, across the whole of Europe there has been a complete ban on sending tyres, including shredded tyres, into landfill sites. But it is still a problem. Tyres that are abandoned, illegally stored or exported have been identified as the Environment Agency’s fourth top risk in terms of illegal waste site types.

premises in accordance with their duty of care and statutory obligations. The collector then sorts and transfers the tyres on to a processor who converts the scrap tyres into a wide range of uses. In the final stage of the chain, the processor converts the scrap tyres into a wide range of uses. BUSINESSES The scenario might be different for business and operators of commercial vehicles who replace tyres at their own depot and then have them collected from their site. In this case, they could well be dealing directly with the tyre collector, but the duty of care obligation still holds true. Indeed, any producer of waste tyres has a statutory duty of care to know what happens to the tyres collected from their premises. Therefore, to be legally compliant there are a number of questions that any supplier of waste tyres (be it retailers, businesses or commercial vehicle operators) must ask about their tyre collector. These include: Does the collector have a waste carriers licence? Does the tyre collector issue a Waste Transfer Note? Do the collected tyres go to a licenced recycling facility? Is the waste trail fully audited? If you cannot answer ‘yes’ to all of these, then you may not be legally compliant and may feel the weight of the Environment Agency.

Tyres e av which h doned, an been ab exported, illegallyed are the or stor ent Agency’s m Environ h top risk of e fourt aste sit w l a g e l l i types

THE PROCESS Gone are the days of dumping old tyres in landfill sites, the 2006 EU Landfill directive put a stop to that. Whether you’re a company car driver, business or fleet operator you now have a duty of care to ensure that your old tyres are recovered and disposed of properly. For most this would normally mean paying a recycling fee to the retailer when they change the tyres. This fee is the primary injection of cash into a complex system and support infrastructure, which is as follows. Tyre retailers pay a professional collector to remove the scrap tyres from their

SCHEMES The Tyre Recovery Association (TRA), whose aim is to represent and promote good practice within the tyre recovery sector, operates a number of schemes to ensure all those in the tyre disposal chain stay compliant with current legislation. Most recently, it has just launched the Responsible Retailer programme. Tyre retailers using the scheme will now, for the first time, be recognised as a Responsible Retailer, giving confidence and assurance to consumers that used tyres being removed from their vehicles are being reprocessed in a legal and environmentally friendly manner. The initiative has already received significant backing from those both within and outside of the tyre industry. It is being supported by Motor Codes, the government backed self-regulatory body for the motor industry, as well as the Independent Garage Association’s ‘Trust My Garage’ scheme. The Environment Agency has also been heavily involved in the development and is giving its full backing. Speaking about the launch of the Responsible Retailer initiative, Business and Energy Minister, Michael Fallon said: “Improper disposal of used tyres can have a nasty impact on the environment, so I very much welcome the extension of the industry-led ‘Responsible Recycler’ scheme into the wider tyre supply chain. This move encourages greater business transparency and strengthens E

Written by Peter Taylor, Secretary General of the Tyre Recovery Association

Some 40 million tyres reach the end of their life each year in the UK, which begs the question: what happens to all this ‘dead rubber’?

TYRE DISPOSAL

Tyres

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The Responsible Retailer initiative Garages and tyre retailers across the UK are now able to demonstrate their environmental commitment and credentials with the launch of the tyre industry’s ‘Responsible Retailer’ initiative. The new programme has been designed specifically for retailers and will help them to not only manage their used tyre disposal in line with industry best practice guidelines, but will also help them promote these credentials to motorists, an area which has often been neglected. The initiative has already received significant backing from those both within and outside of the tyre industry. It is being supported by Motor Codes, the government backed self-regulatory body for the motor industry, as well as the Independent Garage Association’s ‘Trust My Garage’ scheme. The Environment Agency has also been heavily involved in the development and is giving its full backing. A new website has also been launched which includes a postcode driven search facility, helping retailers find a local collector, further information about the initiative, as well as a list of garages who are signed up to the Responsible Retailer programme. FURTHER INFORMATION www.tyrerecovery.org.uk

 the joint Government and industry fight against illegal fly-tipping.” Mat Crocker, head of illegals and waste at the Environment Agency, said: “Illegal disposal of tyres including the burning of tyres can result in significant pollution of the environment and misery for people living nearby. The Environment Agency welcomes this initiative that will better inform tyre retailers, support legitimate business and make it harder for criminals to dispose of tyres illegally.” RAISING AWARENESS Part of the other work undertaken by the TRA is to raise awareness and educate drivers about the recycling or environmental fee they are charged when they change their tyres. Most drivers do not understand the complex

process or infrastructure required to dispose of used tyres in a safe environmentally acceptable manner, so tyre dealers can face resentment from customers who perceive the charge as unjust or profiteering. However, this is far from reality and the fee charged by retailers is a vital ingredient to the success of the UK model and compliance with the EU’s strict legislation. A SHINING BEACON Fortunately, the UK tyre industry has been proactive about its environmental responsibilities long before the 2006 landfill ban came into force. A series of initiatives has helped the UK achieve the high levels of recovery which are increasingly admired by many other

Most drivers do not understand the complex process or infrastructure required to dispose of used tyres in a safe, environmentally-acceptable manner, so tyre dealers can face resentment from customers who perceive the charge as unjust

European countries and consequently hold the UK model as a beacon of best practice. For example, the Tyre Industry Federation Responsible Recycler Scheme is a uniquely successful initiative set up to ensure that all used tyres collected from any designated premises are re-used or recycled in ways which comply with UK and European statutory regulations. It is the largest voluntary tyre recovery programme in Europe. Scheme members are subject to regular spot audit and are subject to the Scheme Charter. Used tyres collected, handled or reprocessed by scheme members are tracked throughout the disposal chain so delivering full traceability and accountability. Assurance of ‘best practice’ at every stage in the process. So if you’ve followed all the right steps you can rest assured your old tyres are being put to good use. To learn more about your duty of care obligations when it comes to disposing of your tyres, whether you are a private motorist, fleet manager, commercial vehicle operator or business, then visit the TRA website below. L FURTHER INFORMATION www.tyrerecovery.org.uk

Volume 66 | GREENFLEET® MAGAZINE

Driver Safety Written by Keith Bell, quality manager at the Royal Society for the Prevention of Accidents (RoSPA)

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

ROAD RISK

UNDERSTANDING THE CAUSE OF ACCIDENTS

Despite most drivers knowing the rules of the road and how to drive safely, this doesn’t always happen and, as such, incidents often occur. RoSPA’s Keith Bell examines what approaches a company can take to better ensure the safety of its drivers Managing occupational road risk is a challenge facing all companies who have employees who drive a vehicle on company business. Grey fleet (non-company owned vehicles) and company vehicles should be treated the same; the only difference is that the company has less control over the administration of the grey fleet vehicles (business insurance, MOT, service record etc). Many experienced drivers on an unfamiliar journey would have had the sickening feeling of suddenly realising

the fuel gauge is reading zero, with no idea of where the next petrol station will be. Often, at this point, the driver will choose to drive economically in order to make it to his or her destination without running out of petrol completely. The reality is that we all know how to drive economically, but often choose not to. MANAGING ROAD RISK How does this link to companies managing their occupational road risk,

their carbon footprint and controlling their costs more effectively? Many companies will do some form of risk assessment which may include licence checking, psychometric profiling, telematics, age, mileage driven, collision analysis, and so on. From this, companies can provide a range of interventions including e-learning, theory workshops and on-road training. Traditionally, this training has focused on car control skills and the general rules of the road, but despite many of us knowing the rules, controlling the car and driving economically, this doesn’t always happen and, as such, incidents can and do occur. THE MATRIX A way forward lies in understanding the Goals for Driver Education (GDE) Matrix, which was developed as part of an EU project. The matrix suggests that there are five levels to driver education: car control (level one); rules and procedures (level two); context of the journey (level three); personality of the driver (level four); and the culture of the organisation (level five). Take the example of ordinary company driver Joe, who drives 30,000 miles a year for his company. Whilst driving on the motorway, he is involved in one of the most common

Companies should ensure the culture of the organisation does not put the drivers under undue pressure and address driver behaviour to encourage better decision making 28

GREENFLEET® MAGAZINE | Volume 66

crashes in the UK, when the traffic in front stops and he cannot. Joe has been driving for 25 years and has had several driver training courses as part of his work. He can recite the two second rule and the reasons why you should keep your distance. He was running late on the day of the crash and was trying to make up time as he doesn’t like to let people down. He had also recently been disciplined for his poor timekeeping. So Joe knows the rules of the road and how to control the car, he even understands the reasons and principles behind this, yet he failed to apply this knowledge in this instance. Joe’s crash has more to do with internal and external pressures rather than his physical driving skill. Joe felt he did not want to let anyone down, particularly his line manager, as he had been disciplined recently.

Driver Safety

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Fixed penalty notices for careless drivers are a welcome deterrent to risky driving, says RoSPA

RoSPA has ed the welcom t police a news thven powers gi will be e fixed price to issu notices for penalty r careless mino ing driv

RISK ASSESSMENT In order for a company to manage its occupational road risk clearly, some form of risk assessment is necessary. The question is: what intervention follows from this? Basic driver training, car control and understanding rules and procedures, will only achieve so much. The issue is that the driver has to manage both the dynamic environment of driving as well as the business and personal pressures that will affect decision making. Rather than dealing with the lower two levels of the GDE Matrix as in traditional driver training, companies need to find solutions which target the higher levels. This requires companies to adopt two approaches; to ensure the culture of the organisation does not put the drivers under undue pressure and to address driver behaviour and so encourage better decision making. These approaches need to be used in conjunction with each other. LEADING FROM THE TOP DOWN Managing the culture of the organisation must start from the top with effective leadership and cascade down to all managers at all levels. This ultimately ends up with the line manager, who should be given guidance on how they can manage the expectations of the business, while helping to keep their drivers safe on the road. Drivers need to understand what causes them to behave in certain ways on the road and they should feel able to challenge their line manager if they are being asked to increase their road risk for the benefit of the company. Any driver and line manager behaviour courses used to address these areas of risk should be targeted to the outcomes of the risk assessment. L FURTHER INFORMATION www.rospa.com

RoSPA has welcomed the recent announcement by Road Safety Minister Stephen Hammond that police will be given the power to issue fixed penalty notices for minor careless driving, such as tailgating or middle lane hogging. The Government aims to bring the changes into force in July. It follows extensive public consultation with police forces and road safety groups, including RoSPA. Kevin Clinton, head of road safety at RoSPA, said: “We supported the proposals in last year’s consultation because we believe that they will make it easier for the police to enforce careless driving laws, and so discourage such driving. “However, there is a certain amount of subjectivity in deciding what constitutes ‘careless driving’ and what is sufficiently minor and suitable for a fixed penalty and what is more serious, meriting prosecution in court. There must be as much consistency as possible in the use of this new power. “Therefore, we hope to see a clear definition of the sorts of ‘careless driving’ that may result in a fixed penalty notice and the reasons why, publicised widely. Training for police officers in the use of this new power, and a robust monitoring system, will be needed to ensure consistency in the application of fixed penalties for careless driving. “RoSPA strongly supports the use of remedial driver training as an alternative to the fixed penalty

notice. It is better to seek to change offenders’ behaviour and help them to improve their driving or riding so they are less likely to re-offend.” The fixed penalty for careless driving will be £100 with three points on the driver’s licence. The most serious examples will continue to go through court, where offenders may face higher penalties. In addition, existing fixed penalty levels for most motoring offences – including not wearing a seatbelt and using a handheld mobile phone while driving – will rise to £100, bringing them into line with the penalties for similar non-motoring fixed penalties. Kevin Clinton said: “The increase in fines will boost the deterrent effect of the fixed penalty notices, and make paying to take the alternative option (when offered) of a remedial driver training course a more attractive option than simply paying the fine. This would provide an opportunity to help offending drivers to improve their driving and avoid repeating their offending. This would help to reduce road casualties.”

Volume 66 | GREENFLEET® MAGAZINE

GreenFleet Scotland

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

EVENT PREVIEW

DECARBONISING SCOTLAND’S FLEETS

Play your part in Scotland’s plans for complete road transport decarbonisation by 2050 by visiting GreenFleet Scotland and making your own company fleet as low-carbon as possible

Transport emissions, including international aviation and shipping, make up just under a quarter of Scotland’s total emissions, and more than two thirds of these emissions come from road transport. As such, the Scottish Government is striving for complete decarbonisation of road transport by 2050. To achieve this, by 2020 it plans to have in place a mature market for low carbon cars, with new cars emitting an average of less than 95gCO2 e/km, as well as having an EV charging infrastructure in place in Scottish cities. It also aims to provide effective travel plans for workplaces with more than 30 employees. By 2030, it aims to see significant progress in the decarbonisation of road transport through wholesale adoption of electric cars and

vans, and conversion to hybrid or alternatively‑fuelled HGVs and buses. For electric vehicle uptake, key drivers will be the continued installation of high powered charging facilities, increases in vehicle range and reductions in cost. By 2030, potentially 60 per cent of new vehicles (over 30 per cent of fleet) will be plug-in hybrid (PIH) or pure electric vehicle (EV).

A visit to et le GreenF ll enable d wi Scotlan anagers to fleet m rive the test d w and latest loarbon zero c les vehic

GREENFLEET® MAGAZINE | Volume 66

GAIN GREEN INSIGHT Companies with fleets of vehicles have an important role in the decarbonisation of Scotland’s transport sector. As such, a visit to GreenFleet Scotland on 5 September will enable fleet managers to test drive the latest low and zero carbon vehicles to help them make an informed decision about their next fleet purchase. Attendees will also be able to attend the conference to keep abreast of the environmental issues affecting the transport sector. What’s more, attendees can take

part in a Fuel Efficient Driving Experience (FEDEx), run by EST Scotland, to put their green driving skills to the test. GreenFleet Scotland, in association with the Energy Saving Trust, is now in its fifth year and takes place at the Royal Highland Centre, Ingliston, Edinburgh. FUEL EFFICIENT DRIVING EXPERIENCE Participants of the Fuel Efficient Driving Experience will first be briefed in the methods of fuel-efficient driving, and then take to the real roads on a set route to test how frugal they can be. The participants with the best mpg figures will be crowned as the most fuel efficient drivers and go home with a price. Ian Murdoch, EST Scotland, stated: “With staggering results demonstrated by last year’s Fuel Efficient Driving Experience, people will undoubtedly be interested in taking fuel efficient driver training sessions. In Scotland, the Energy Saving Trust can offer individuals fuel efficient driver training at a heavily subsidised cost of £12 for 50 minutes of training. Average results from this training are 15 per cent of fuel saving. This can equate to two months’ worth of fuel.”

GREEN CONFERENCE AGENDA The conference will kick off with a session from a spokesperson from Transport Scotland, who will explain the Scottish Government’s strategy for low-carbon transport future, including its vision for electric mobility. EDF Energy will then tackle electric vehicle infrastructure issues, including assessing site viability and the business case for electric vehicles as company fleets. The morning session will be followed by two speakers from organisations using electric vehicles, giving real-life feedback and looking at both the cost and CSR motivations. The late morning session will be focused on the technology to make fleets safer, greener and more efficient. Topics discussed will include speed-and-rev limiting technology, in-cab driver monitoring and tuition, and engine re-mapping. WHAT NOW AND WHAT NEXT? After a buffet lunch and networking opportunities in the indoor exhibition, the afternoon conference sessions will focus on the future of green motoring; what’s here and what’s coming. Toyota GB will kick off the session with a look at the future of drivetrain/powertrain technology. As the engineers of the original hybrid car, the Prius, Toyota are well-versed in hybrid technology. Toyota’s full hybrid system is engineered to automatically monitor driving conditions to decide whether to run on electricity, petrol or both, delivering optimum power and responsiveness at all times. According to a study from UKH2Mobility, a government and industry led initiative to kick off hydrogen use in the UK, the first hydrogen fuel cell cars could be on the road by 2015, with 1.5 million by 2030. With this fuel not to far off from being in mass-use, Nigel Holmes from the Scottish Hydrogen and Fuel Cell Association (SHFCA) discusses a renewable hydrogen age for Scotland. Moving on, a spokesperson from Robert Wiseman Dairies, who operate a fleet of over 1,500 heavy commercial vehicle, will discuss how running a gas‑powered HGV

fleet can be a reality. To close the session, Volvo Trucks will reveal what’s next on the LGV market.

be available for test drive on the day. Peugeot will be attending this year’s event with its entire diesel HYbrid4 range and the exciting new 208. With its sporty exterior and range of high-performance engines from only 87g/km CO2, the 208 not makes environmental sense and also provides an exhilarating drive. Renault will be showcasing its four electric vehicles which appeal to wide range of drivers. These are the Kangoo Van Z.E., the newly launched Fluence Z.E. – an elegant 4-door family saloon, and Renault Twizy, an urban compact 2-seater, and the ZOE, a stylish supermini. Imperial Commercials has four strategically placed commercial vehicle Dealerships in West Central Scotland, and will be displaying Fiat’s fuel efficient commercial vehicles such as the Fiorino, Doblo and the new Doblo Maxi XL. What’s more, Double A Trading Company, sole Scottish Distributors of Goupil Utility Electric Vehicles, will be showing off its dual mode electric-hybrid G5 and full electric G3 utility vehicles. Ransomes Jacobsen, the UK’s sole importer for the Mega Professional range, will present the new Mega e-Worker electric truck and the Multitruck 600 low emission diesel truck. The indoor exhibition, where breakfast, lunch and refreshments will be served throughout the day, will house a variety of forward thinking companies including ATP Controls, Lex Autolease, Michelin, Vtec Solutions and Autokontro, showcasing products and services to help you run your fleet more efficiently. L FURTHER INFORMATION GreenFleet Scotland takes place 5 September at the Royal Highland Centre, Edinburgh and is free to attend. Register at www.scotland.greenfleet.net

GreenFleet Scotland

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rt Transpo d Scotlan ain l will expttish the Sco’s strategy ment Govern low-carbon for a cluding its n future, ifor electric vision bility mo

JUMP IN, DRIVE OFF Many of the major motor manufacturers use GreenFleet Scotland as the platform to show fleet managers their latest green offerings. This year, BMW will be offering test drive opportunities of its highly successful Efficient Dynamics technology across the 1, 3 and 5 Series range, and MINI will be showing off its latest models, including the Clubvan, its first offering for the LCV market. Vauxhall’s range-extended electric vehicle, the Ampera, is always a sell-out on the test track at GreenFleet events. The Ampera addresses range-anxiety concerns because the onboard generator continues to supply electricity to sustain the battery once it has run out. Citroen has a range of HDi, e-HDi, Diesel Hybrid and full electric drive trains, with 20 models coming emitting just 99g/km CO2 or less, many of which will

Volume 66 | GREENFLEET® MAGAZINE

First Drive

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

FIRST LOOK: RENAULT ZOE

Written by Richard Gooding

EVANGELICALLY ELECTRIC

With the new ZOE finally hitting UK roads, Richard Gooding takes a look at Renault’s latest all-electric vehicle and asks if it could finally shine a welcome spotlight on the EV market

The ZOE’s looks blend futuristic design with conventional supermini elements

The ZOE’s various on-board systems are controlled by a central touchscreen

Think of electric cars and you may immediately recall the mid-sized Nissan Leaf or Vauxhall Ampera. And while the Smart Fortwo Electric Drive serves the small car of the market, it’s strictly a two‑seater. The supermini market is one of the largest car segments in the UK, and yet there has been no electric vehicle choice until now. Step forward the ZOE, Renault’s latest all‑electric vehicle. Designed from the ground-up as an EV, Renault says that it competes with its competitors (including its in-house Clio rival) on an equal footing.

How equal? With the range starting at £13,995 – including the government-funded £5000 Plug-in Car Grant incentive – Renault compares the ZOE to diesel small cars, with a similarly-specced Ford Fiesta Style TDCi costing £14,095. And whereas the Fiesta costs £65 to fuel with each tank of diesel (and drivers may need more than one, depending on distance), the ZOE’s battery leasing cost is £70 per month. The ZOE’s ‘real-world’ range of between 62-93 miles makes it more than adequate to cover over 83% of typical small car journeys, too, says the French company. An affordable price and good range is all very well, but if the driving experience doesn’t shine, it’s all for nothing. So how does the ZOE shape up? FUTURISTIC YET CONVENTIONAL Before you even step inside, the ZOE strikes the right balance between looking electric‑vehicle futuristic yet conventional. The Nissan Leaf tries a little too hard with its styling, but here, Renault has given the ZOE a family look – the newcomer has hints of Clio about it, and it works well, with blue‑coloured details pointing to the unconventional power source. Renault says that the biggest buying factor in this market is style, and here the ZOE scores. Moving inside, the cabin is simple, cleanly-styled and feels like it’s high quality. It’s bright, too, depending on which model you choose. My £15,195 Arctic White ‘Dynamique Zen’ test car featured a white interior, which, while not hugely practical if you have young ones, makes the ZOE feel a little bit special. All the car’s functions are controlled using the central touchscreen and accessed via Renault’s new ‘R-Link’ system. One thing which I found useful is the ‘eco2’ display which not only shows average speed and energy saved, but also scores your driving out of 100. It additionally shows your anticipation levels of traffic obstacles on a gauge, so you can attune your driving style to be more economical.

nippy, too. With nicely weighted steering, and enjoyable yet quite conventional handling, the ZOE goes about its business in a fun yet accomplished way. The ride quality’s a little choppy granted, but overall, it’s impressive. The technology is impressive, too – with over 60 patents filed during the ZOE’s development, Renault claims five world premieres within the car. These include a heat pump, which captures energy from the air to warm, or cool, the cabin, rather than drawing on the battery (a feature which is standard on all ZOEs, but only specified on higher-spec new Nissan Leafs). Cabin pre-conditioning is standard, too, which allows programming of the heating or air conditioning while the ZOE is still charging, therefore not depleting the battery’s charge. And bi-modal braking ensures the battery receives energy not only each time the car decelerates when the driver takes his/her foot off the accelerator but also when the driver presses the brake pedal. All clever stuff. The ZOE comes with a ‘Chameleon’ lead as standard. Adjusting to where the car is charged, the Chameleon can feed the ZOE power at different levels depending on its source, and a charge can take anything from 3-4 hours (at home with the standard supplied wall box) to 30 minutes (at 80 per cent charged) for quick top-ups at a fast charger where available. The ZOE’s battery is leased from £70 per month depending on mileage, and Renault offers a lifetime guarantee. Battery performance is guaranteed to at least 75 per cent of it’s original charge capacity – after that Renault will repair or replace it. The company also offers complete 24/7 roadside assistance, and you only pay for what you need, with personalised battery contracts tailored to the individual driver’s requirements.

g Bringin ess gn knowin a with twist ogical ini l o n h c e t uperm to the s e ZOE feels , th market n electric car like a ch could whi n catch o

IMPRESSIVE TECHNOLOGY Driving the ZOE is simple. Press the ‘engine’ start/stop button, select ‘Drive’ on the automatic single-ratio gearbox and you’re off. And it feels like a conventional supermini, minus one thing – the noise. Renault have given the ZOE a sound (the ‘ZE Voice’ in Renault-speak), which is audible from outside the car up to 18mph. Yes, there’s the expected electric ‘whine’ from the 67kW/88bhp electric motor, but the general driving experience is calming and relaxing. With 220Nm (162lb ft) of torque available from 250-2,100rpm, the ZOE’s

First Drive

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Capturing the ‘urban crossover’ market As well as driving the ZOE, GreenFleet also drove the latest conventionally-fuelled Renault model, the Captur. A supermini-sized ‘urban crossover’ to rival the new Peugeot 2008, the Clio-based Captur mixes hatchback, SUV and MPV styling cues. Renault hopes it will become the company’s second best-seller in UK. Following Citroën’s DS3 and its own Clio relative, the Captur is also big on personalisation, with three colour ‘collections’ aimed at key groups of buyers. With the lowest-emitting diesel engine boasting a CO2 figure of 95g/km, the Captur is clean, too. So how does it drive? Much like a slightly higher, more firmly sprung Clio is the answer. The controls are lightly-weighted, but the car is a little crashy over bad UK road surfaces. It’s nippy enough, though, and the dCi 90 95g/km engined car we drove was fitted with Stop/ Start to boost its green credentials. Renault claims a combined cycle mpg figure of 76.4. It’s quiet, too, with no coarseness usually associated with a diesel car. With prices starting at £12,495 rising to £18,895, Renault forecasts an 80/20 per cent market split biased towards retail customers. But, with an ever-growing queue of interested fleet parties, that split could soon change.

KNOWINGNESS WITH A TECHNOLOGICAL TWIST ZOE is the Greek for ‘life’ – could this new small electric car be about to breathe life into the UK’s EV market? It deserves to – ZOE is a well-thought out, stylish, practical and easy to use electric vehicle. And be in no way misled – although ‘conventional’ could be seen as a defamation, in this instance it’s not. The general public may not to have seem to taken to electric vehicles as many have expected, and some are no doubt put off by the technology. As the ZOE takes familiar driving elements and conventionality from other small cars, it brings a knowingness with a technological twist to the supermini market. it genuinely feels like the first electric car that could catch on. L

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ŠKODA OCTAVIA ELEGANCE 1.6 TDI

Written by Angela Pisanu

A REAL BOX-TICKER

The new Octavia stays true to Škoda’s solid values of engineering well-crafted, functional and competitively priced cars. Add good looks, strong performance and fuel economy to the mix and the Octavia is a real contender for the fleet market

Onboard computer tracks mpg

GREENFLEET® MAGAZINE | Volume 66

New Octavia’s interior is spacious and comfortable

The third‑ n io generat tavia c Škoda Os respect. nd comma od-looking, It’s go s well, is performous, and spaci riced well-p

Having grown up with Škodas (my mother is Czech, and has always stubbornly refused to buy any other make of car), I’ve always been fond of the brand. Even though back then, they were the butt of playground jokes. The Škodas we’ve owned have always been functional, humble, and practical, but not exactly stylish. However, since becoming part of Volkswagen Group in 1991, Škoda’s models have blossomed to become respected, desirable cars. GOOD LOOKING BOX TICKER And the new, third-generation Octavia does command respect. It’s good‑looking without being pretentious. It performs well, it’s spacious, fuel-efficient, low‑carbon and competitively priced. In fact, it ticks most boxes for a fleet car. The Octavia I drove had a 1.6 TDI engine but it felt as if it housed a larger, more powerful block. Acceleration was good, with the turbo providing a notable boost. The ride was smooth, absorbing bumps well, although at speed it did let in a little road noise. The gear change was satisfyingly short and sharp. Compared to its predecessor, the Octavia is wider and longer, with a comfortable cabin and of far better quality than you might expect from a Škoda. It also has ample boot volume at 590 litres. From an environmental (and cost) point of view, the 1.6 TDI is the most fuel efficient Octavia currently on the market, achieving 74.3mpg (combined) and emitting 99g/km CO2. This means it costs nothing to tax. An ultra-efficient 89g/km Greenline model will join the range later this year. Fuel consumption wise, I achieved 59mpg on a 160-mile round trip, taking in motorways and A-roads, which is decent. But I’m confident I could have achieved better.

1.6 TDI CR) to 148bhp for the 2.0 TDI model. It comes in the three trim levels of S, SE and Elegance and prices start from £15,990. Diesel versions start from only £18,040. In the words of Škoda ceo Winfried Vahland: “The Škoda Octavia embodies the good Škoda genes in the best sense of the word: lots of room, quality, precise workmanship, modern, mature technology, timeless design, high functionality and the best price-value ratio. Our customers’ expectations have grown. Our aim was to make this car even better for its third generation. This is reflected in the values of the new Octavia, it is a class of its own.” I would have to agree with Winfried. L

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Škoda Octavia Elegance 1.6 TDI ENGINE:

1598cc, 4-cyl turbodiesel

CO2:

99g/km

MPG (combined):

74.3

VED:

Band A

BIK:

14%

PRICE (OTR):

£21,090 (including VAT, £22,715 as tested)

Third-generation Octavia is desirable, and satifies most fleet needs

MAXIMISING SAFETY Škoda says that improving safety was an important goal when developing the new Octavia, and so its engineers developed a host of impressive safety systems. These include lane assistant – which keeps the Octavia on track, automatic braking (in an accident), fatigue detection, and adaptive cruise assist – which automatically maintains a pre-set distance to the car ahead. These systems help avoid accidents and mitigate their consequences. Of particular note was the Octavia’s new Intelligent Light Assistant, which turns the high beams on and off automatically. It is really quick – as soon as oncoming traffic is detected, it turns the beams off and back on when the car has passed. This is a great safety feature and does away with the tedium of having to switch the beams on and off. These comprehensive safety enhancements helped the new Škoda Octavia to get five stars in the Euro NCAP crash tests. The new Octavia is available with four engine options: two petrol and two diesel. Power outputs range from 104bhp (1.2 TSI,

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SEAT TOLEDO SE 1.6 TDI ECOMOTIVE

Written by Richard Gooding

RELATIVE VALUES

Combining frugality with ‘fastback’ styling, SEAT’s latest Toledo offers lots of space and a fair amount of pace. Richard Gooding delves a little deeper and hunts out the other benefits of the Spanish car maker’s newest incarnation of one of its oldest models Spanish car-maker SEAT has traditionally been a’ good value’ brand. Swallowed up by the Volkswagen Group in 1990, the company was founded in 1950, and manufactured Fiats under licence until the German injection of cash and resources. In 1991 the first-generation Toledo was born, underpinned by Volkswagen Golf/Jetta mechanical components. With a fastback‑style body, the car resembled a traditional ‘three-box’ saloon, but the large hatchback concealed a vast boot and cabin space for five people. The second-generation arrived in 1998, based on the five-door Leon (again sharing its chassis with the Golf), while the third-generation model of 2005 ditched the fastback looks for bustle-backed MPV styling. The latest model was launched in 2012, and returns to its fastback roots. PRICING TRUMP CARD In common with its predecessors, the latest Toledo shares its undergarments with a Volkswagen, this time the Polo. Built on an extended Polo chassis (which is also shared with the smaller SEAT Ibiza), the latest Toledo is a hard car to pigeon-hole in terms of size – it’s smaller than a Golf, yet larger than a Polo. And like its rebadged Fiat relatives from yesteryear, the latest Toledo also benefits from cosmetic surgery. Jointly developed with Škoda and built in the same Czech Republic factory, it shares its basic body structure and interior with the Škoda Rapid, with just sheetmetal changes front and rear. There are similar comparable spec‑for‑spec models in the companies’ respective ranges, but SEAT has the pricing trump card. A Škoda Rapid Elegance 1.6 TDI GreenTech with a Toledo-equalling 106g/km is £18,100 – £260 more expensive than the Toledo SE 1.6 TDI Ecomotive tested here with the same common‑rail turbodiesel engine. Both cars share the same BIK rate of 16%. The 2013 Toledo is quietly handsomely proportioned, but otherwise, there’s little visual flair. The basic bodyshell has to serve two manufacturers’ products, and seems to accommodate the corporate Škoda branding a little easier. My Ocean Blue test car looked very smart, though, especially with the upgraded 17-inch ‘Dynamic’ alloy wheels.

The fastback styling has other benefits, too: there is 550 litres of luggage space with the seats up, and 1490 when they’re folded. That’s a miracle of packaging; the much-larger Ford Mondeo offers only 528 and 1448 litres respectively. For its £17,840 price, the Toledo SE comes generously equipped with multifunction steering wheel, front cornering fog lamps, cruise control, climate control, and privacy glass from the B-pillar rearwards. Inside, the two-tone dashboard is solidly‑styled, if like the exterior, lacking in visual flair. The plastics are harder than you’d find in a VW, yet everything is ergonomically sound and built well. The car’s larger-than-supermini size means it’s spacious, comfortable and has more rear legroom than cars a class above. SEAT’s ‘Ecomotive’ badge is essentially the same as Volkswagen’s BlueMotion. Signifying models with the lowest emissions in each range, efficiency-improving technology includes Start/Stop and energy recovery systems, while some versions also feature low rolling-resistance tyres, revised gear ratios, as well as aerodynamic enhancements. In standard trim, the Toledo SE Ecomotive comes with 16-inch ‘Design’ alloy wheels with 215/45 R16 tyres, which may be marginally kinder to the environment that the larger rims fitted to OE62 FPK. There is an even greener Toledo; the S Ecomotive rolls on 15” wheels, emits 104g/km and has a lower BIK rating of 15%. It costs less, too, at £16,640, while very engine in the range is EU5 emissions standard compliant. Both Ecomotive versions of the Toledo are powered by a 1.6‑litre common-rail four-cylinder turbodiesel engine developing 104bhp, which is spritely (184lb ft/250Nm of torque at 1500rpm) but gruff when around town. Take the car out of town however, and the gruffness disappears, with hushed levels of refinement. Only wind and road noise filters through into the cabin.

The SEAT .6 SE 1 Toledo ikeable l TDI is a stated and er car. Undand practical, frugal also good it’s ioned old-fashue val

GREENFLEET® MAGAZINE | Volume 66

OPTIMUM ECONOMY A gear change light in the very clear multifunction instrument display alerts you when to pick another ratio for optimum economy. And that economy is good. For a medium-size car, the highest reading of 59.0mpg is very commendable, while my

‘real-word’ figure of 58.8 over 569 miles shows that the car’s measuring system is very accurate. SEAT quotes a combined cycle figure of 70.6mpg. Scrolling through the multifunction instrument display shows range, fuel consumption, average fuel consumption, as well as various media and sat nav displays when the optional Media System is fitted. The telltale light for the Stop/Start System is shown here, too. SEAT’s marketing phrase is ‘Enjoyneering’, implying fun-handling cars. The Toledo rides well, with road surface lumps and bumps impressively dealt with, and while the steering is well-weighted, there’s little in the way of feedback. A slick and positive gear change aids the driving experience, though. All things considered, the SEAT Toledo SE 1.6 TDI Ecomotive is a likeable car. It may be understated rather than flashy, and it may be economical rather than particularly parsimonious, but the modern fourth-generation Toledo is also good old-fashioned honest value, living up to its maker’s heritage. And these days, in an uncertain world, good old-fashioned honest value counts for a great deal. L

SEAT Toledo boot holds more than Ford’s larger Mondeo

Lots of standard kit for SEAT’s £17,840 asking price

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High economy values for a medium-sized car

SEAT Toledo 1.6 TDI Ecomotive ENGINE:

1598cc, 4-cyl turbodiesel

CO2:

106g/km

MPG (combined):

70.6

VED:

Band B – £0 first-year rate

BIK:

16%

PRICE (OTR):

£17,840 (including VAT, £19,070 as tested)

SEAT Toledo shares its body with Škoda’s Rapid, but is still handsomely proportioned and smart-looking

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CAR AND VAN RENTAL

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Institute of Advanced Motorists

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Bridgestone 24 Catloc 20 Citroen UK 14, 15 Hyundai 4 Lex Autolease 8 Mercedes 11, 13 Peugeot 6 Seat OBC The AA 20 Toyota IBC Vauxhall Vans 19 Volvo IFC

All the abilities that drive success

Desirability Reliability Sustainability

More range, less anxiety

Affordability Rangeability Serviceability

Prius

Prius Plug-in Hybrid

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CO 2 49g/Km 5% BIK

CO 2 96g/Km 10% BIK

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