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GreenFleet DRIVING THE SWITCH TO CLEANER FLEETS

ROAD TO ELECTRIC REPORT

HELPING FLEETS MOVE TO ELECTRIC An in-depth look at how fleets can make the switch to electric vehicles and be in-line with the governmentâ&#x20AC;&#x2122;s zero-emission goals

COMPANY CAR TAX

COMPANY CAR TAX CHANGES Why now is the time to switch to a zero-emission vehicle

PLUS: INFRASTRUCTURE | INCENTIVES | BUDGET 2020 | TOYOTA CAMRY EXCEL ROAD TEST

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Model shown is an All-New Kuga Plug-in Hybrid ST-Line X, Transmission 2.5 Duratec Petrol with CVT Automatic Transmission. Fuel Economy mpg (1/100km), Combined 201.8. CO2 emissions 26g/km. Figures shown are for comparability purposes only; they only compare fuel consumption and CO2 figures with other cars tested to the same technical procedures. These figures may not reflect real life driving results, which will depend upon a number of factors including the accessories fitted (post-registration), variations in weather, driving styles and vehicle load. *There is a new test used for fuel consumption and CO2 figures. The CO2 figures shown, however, are based on the outgoing test cycle and will be used to calculate vehicle tax on first registration. BIK/P11D prices are based on published pricing as of 22.10.2019. Pricing is subject to change.

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ISSUe 126

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GreenFleet DRIVING THE SWITCH TO CLEANER FLEETS

Highlighting the importance of logistics workers

ROAD TO ELECTRIC REPORT

HELPING FLEETS MOVE TO ELECTRIC An in-depth look at how fleets can make the switch to electric vehicles and be in-line with the government’s zero-emission goals

COMPANY CAR TAX

COMPANY CAR TAX CHANGES Why now is the time to switch to a zero-emission vehicle

PLUS: INFRASTRUCTURE | INCENTIVES | BUDGET 2020 | TOYOTA CAMRY EXCEL ROAD TEST

Follow and interact with us on Twitter: @GreenFleetNews

Logistics professionals are categorised as “key workers” in the government’s COVID-19 response plans. While many businesses are able to work from home, the logistics industry is working tirelessly to enable the country to function, whether that’s replenishing food stocks at supermarkets, or delivering vital medicine and protective gear to the frontline. It really does highlight how important this work is – from the management of fleets, to the maintenance of vehicles, to the drivers themselves, it’s a slick operation that our country depends on. In our Commercial GreenFleet supplement, we look at the amazing work the logistics industry is doing, as well as industry calls to delay the implementation of certain legislation (clean air zones, London Direct Vision Standard, Brexit transition), so that it can concentrate on responding to the pandemic.

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This issue of GreenFleet also has our Road to Electric report. With experts saying that 2040 is too late to phase out petrol and diesel vehicles, the government is mulling over plans to bring it forward to 2035. This will focus fleets’ attention even further on transitioning to electric vehicles. Our report summaries the UK’s zeroemission plans, looks at EV incentives, and offers workplace charging advice. Angela Pisanu, editor

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GreenFleet DRIVING THE SWITCH TO CLEANER FLEETS

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226 High Rd, Loughton, Essex IG10 1ET. Tel: 020 8532 0055 Web: www.psi-media.co.uk EDITOR Angela Pisanu PRODUCTION MANAGER Dan Kanolik PRODUCTION CONTROL Lucy Maynard PRODUCTION DESIGN Joanna Golding WEB PRODUCTION Victoria Casey PUBLISHER George Petrou ACCOUNT MANAGER Kylie Glover ADMINISTRATION Shelley O’Neill REPRODUCTION & PRINT Argent Media

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Issue 126 | GREENFLEET MAGAZINE

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Fuel economy and CO2* results for the Vauxhall Corsa-e 100KW (136PS). Mpg (l/100km): N/A. CO2 emissions: 0g/km. Electric range up to 209 miles (WLTP). The Corsa-e is a battery electric vehicle requiring mains electricity for charging. Range data given has been determined according to WLTP test procedure methodology. Figures are intended for comparability purposes only. The range you achieve under real life driving conditions will depend upon a number of factors, in particular: personal driving style, route characteristics, exterior temperature, heating/air conditioning, vehicle load, pre-conditioning and battery condition. For more information contact your local Vauxhall Retailer. †Zero % BiK applies to all vehicles registered after April 2020. Registrations prior to this date will be 16% BiK. Vauxhall Motors Limited does not offer tax advice and recommends that all Company Car Drivers consult their own accountant with regards to their own tax position. #You can obtain 15–80% of the vehicle charge in 30 minutes from a 100kW rapid charging station. Rapid charging stations are widely available across the UK at various locations and their power rating varies, typically from 50kW and sometimes up to 350kW. The charging time may vary according to the type and power of the charging station, the outside temperature at the charging point and the battery temperature. ††3 Day Test Drive terms and conditions apply and vehicles are subject to availability. All figures quoted correct at time of going to press (March 2020). For general enquiries please call 0330 587 8221.

Contents

Contents GreenFleet 126 07 News

Drivers to get MoT exemption during coronavirus lockdown; Electric vehicles produce less CO2 than petrol cars; Rental industry provides vital support in coronavirus crisis

11 Budget Summary With funding for a high-power charging network, tax relief for new electric cars, and an extension to plug-in vehicle grants, the

2020 Budget included many noteworthy announcements for the fleet sector

12 Company Car Tax It’s all-change in the way company car tax is calculated from 6 April 2020. For drivers of zero and some ultra-low emissions company cars, this means some very big savings, so long as they use the right information. Jason Doran, marketing consultant from the Low Carbon Vehicle Partnership, explains

23 EV Incentives Although grants for electric vehicles and chargepoints have recently been reduced, a pot of cash still remains available. We summarise what grants and incentives can be used for EV purchasing

24 Electric Vehicles The “green credentials” of electric vehicles have regularly been questioned. But a new study shows that even once emissions from production and electricity generation are taken into account, they are still the cleaner option

26 Roundtable Review Greater Manchester is due to introduce the largest proposed Clean Air Zone outside London from 2021. To find out how they could be affected and to learn about the transition to electric vehicles, a diverse mix of fleet operators attended GreenFleet’s roundtable on 27 February

29 View from the Experts

ROAD TO ELECTRIC

Report 19 Zero-emission Targets Experts have said that ending the sale of new petrol and diesel cars by 2040 would be too late if the UK wants to achieve its 2050 zero carbon target. The government is therefore consulting on the feasibility

The government is considering bringing forward the end date of new petrol and diesel vehicles to enable it to meet its 2050 net zero plans. But what needs to happen to achieve this and what challenges will this pose fleets? We ask Stuart Thomas from the AA and Dan Hawkes from Europcar Mobility Group UK for their views

32 Road Test:

Toyota Camry Excel The Toyota Camry returns to the UK with a hybrid-only powertrain. Stately and serene, Richard Gooding finds that Toyota’s spacious saloon is a quietly understated and economical machine

of bringing it forward to 2035. We look

at what the UK needs to be EV ready

20 Infrastructure If an organisation wants to prepare for the increase in electric vehicles, what should they consider when it comes to charging? Josey Wardle, infrastructure manager at Zero Carbon Futures, shares some thoughts

GreenFleet magazine

www.greenfleet.net Issue 126 | GREENFLEET MAGAZINE

News CORONAVIRUS

Drivers to get MoT exemption during coronavirus lockdown Vehicle owners will be granted a six-month exemption from MOT testing, enabling them to continue to travel to work where it cannot be done from home, or shop for necessities. All cars, vans and motorcycles which usually would require an MOT test will be exempted from needing a test from 30 March. Vehicles must be kept in a roadworthy condition, and garages will remain open for essential repair work. Drivers can be prosecuted if driving unsafe vehicles. Transport Secretary Grant Shapps said: “We must ensure those on the frontline of helping

the nation combat COVID19 are able to do so. “Allowing this temporary exemption from vehicle testing will enable vital services such as deliveries to continue, frontline workers to get to work, and people get essential food and medicine. “Safety is key, which is why garages will remain open for essential repair work.” Legislation will be introduced on March 30 and will come into immediate effect for 12 months, following a short consultation with key organisations. Drivers will still need to get their vehicle tested until the new regulations

come into place, if they need to use it. If you can’t get an MoT that’s due because you’re in self-isolation, the Department for Transport is working with insurers and the police to ensure people aren’t unfairly penalised for things out of their control. Practical driving tests and annual testing for lorries, buses and coaches have been suspended for up to three months. READ MORE tinyurl.com/rf7gefx

AIR QUALITY

Council seeks postponement of Clean Air Zone Birmingham City Council has written to the government requesting postponement to the launch of its Clean Air Zone. The impact of the coronavirus outbreak on Birmingham has meant that the current priority for income workers and residents is to ensure that they and their families stay safe, and the effect on businesses has meant that their current focus is on trying to support employees rather than upgrade vehicle fleets. Birmingham City Council has therefore requested to delay the launch of the zone until at least the end of the calendar year, to be kept under constant review in conjunction with the government’s Joint Air Quality Unit.

Waseem Zaffar, cabinet member for Transport and Environment, said: “The current situation has meant we need to make changes to our original plans. COVID19 is having a profound impact on the economy of the city and our preparations for the Clean Air Zone. However, air pollution remains an on-going concern for this city. Once we have addressed coronavirus in the immediate term, poor air quality will continue to be a significant issue in the long term, and we should not be complacent. “We believe that a Clean Air Zone in Birmingham remains the most effective way of making a sustainable

improvement to Birmingham’s air quality and we will continue to put in place the infrastructure required to support it.” Applications remain open for Clean Air Zone temporary exemption permits. These will be available to residents, low income workers and businesses in the Clean Air Zone for a period of one to two years after launch. All of these exemption permits are subject to eligibility criteria, including the ownership of a vehicle that does not meet the emission standards for the Clean Air Zone. READ MORE https://tinyurl.com/sbup2ty

ROAD MAINTENANCE

Chancellor’s £2.5bn pothole pledge not enough The findings of this year’s Annual Local Authority Road Maintenance (ALARM) survey indicates that the Chancellor’s additional £2.5 billion Budget pothole pledge is not enough to plug the gap in local road maintenance budgets, let alone the rising backlog of repairs. The survey, now in its 25th year, shows that the green shoots of improving conditions reported in 2019 have not been sustained, with local authorities having to cope with an average drop in overall highway maintenance budgets of 16 per cent. The Asphalt Industry Alliance (AIA), who produce the survey, say that highway teams have been allocated a smaller slice of a smaller cake to maintain the road surface and structure, which has led to a widening funding gap in the amount needed to maintain the carriageway to target conditions. With overall local authority spending down, ALARM 2020 reports that this

shortfall is now an average of £4.9 million (£5.4 million in England) for local authorities across England, London and Wales, up from £3.9 million last year. The research reveals that the are 7,240 fewer miles of road reported to be in GOOD structural condition this year, with 15 years or more of life remaining, and 1,100 more miles of roads classed as POOR, with less than five year’s life remaining. Rick Green, chair of the AIA, said: “Over the past 25 years we have repeatedly seen this pattern of short-term cash injections to stem accelerating decline, only to be followed by further years of underfunding. This stopstart approach has been wasteful and does nothing to improve the condition of local road network on which we all rely. In fact, it has just contributed to a rising bill to put things right. “The £2.5 billion extra funding over the next five years announced in the Budget will certainly be welcomed by

DRIVING THE SWITCH TO CLEANER FLEETS | www.greenfleet.net

hard-pressed local authority highway teams dealing with increasing demands on smaller budgets, as well as the effects of extreme weather events, such as the recent storms, on an ageing network. “However, £500 million extra a year divided across English local authorities is a long way off the one-time catch-up cost of £11.14 billion that ALARM 2020 indicates is needed to bring our local roads across England, London and Wales up to a level from which they can be maintained cost effectively going forward. What’s needed is additional and sustained investment to help underpin the government’s levelling-up strategy and social cohesion goals, as well as complement its ambitions for more sustainable modes of transport.” READ MORE https://tinyurl.com/qsvxqb4

Electric vehicles produce less CO2 than petrol cars A new study has revealed that electric vehicles produce less carbon dioxide than petrol cars across the vast majority of the globe. Researchers from the universities of Exeter, Nijmegen and Cambridge found that in 95 per cent of the world, driving an electric car is better for the climate than a conventional petrol car. In fact, in 53 of the 59 regions used in the study they found that electric cars and heat pumps are less emissionintensive. This includes the whole of Europe, the U.S. and China. Some experts have argued against the effectiveness of electric vehicles in the challenge to reduce carbon emissions, with detractors pointing to the energy consumed during electric vehicle production, along with the electricity used during recharging. However, the findings will prove a boost for government across the world. Average lifetime emissions from electric cars are up to 70 per cent lower than petrol cars in countries like Sweden and France, which get most of their electricity from renewables

and nuclear, and around 30 per cent lower in the UK. The study claims that, in a few years, even inefficient electric cars will be less emissionintensive than most new petrol cars in most countries, as electricity generation is expected to be less carbonintensive than today. The universities project that in 2050, every second car on the streets could be electric. This would reduce global CO2 emissions by up to 1.5 gigatons per year, which is equivalent to the total current CO2 emissions of Russia. Dr Jean-Francois Mercure, of the Global Systems Institute at the University of Exeter, said: “We started this work a few years ago, and policy-makers in the UK and abroad have shown a lot of interest in the results. The answer is clear: to reduce carbon emissions, we should choose electric cars and household heat pumps over fossil-fuel alternatives.” READ MORE https://tinyurl.com/qs74wja

News

EMISSIONS

LowCVP’s Andy Eastlake We thought the world was changing, now we know it is!

I’ve no doubt that like me, you’re all reeling from the dramatic changes that have taken place in our lives in the last few weeks in response to the COVID-19 pandemic. Things have been changing so fast that it’s been hard to keep up, let alone make much sense of them. But the positive response throughout society shows what can be done if the sense of crisis is universally shared. I’m not going to speculate about the future or what might come next; it feels too early for that. We’re still very clearly on the growth part of the curve of this pandemic and there are many things we need to deal with before we can begin to try to figure out what the future may look like. But for LowCVP, like many, there was an immediate need to deal with is the way we manage our working days. LowCVP is fortunate, perhaps, in that we’re a small, flexible team and can react quickly in a crisis. We’re all now working from home and have been having daily morning catch-ups using digital software like Microsoft Teams and Zoom. For us the technology has been working very well for this purpose (though some staff appear bashful about being seen on video and attend using only a voice connection; maybe they don’t want to be seen in their pyjamas or worse!). The meetings serve several purposes; sharing information on the activities under way, helping each other understand the new technical challenges and also helping to keep up morale – we’re all struggling a bit to make sense of all this and keeping up the banter can help to reduce the worry we’re all feeling. The situation is clearly a jolt from our old habits and an opportunity to learn and develop new practices. We’re all undergoing a crash course in digital technology right now. LowCVP’s business is of course, all about bringing people together to discuss, review and thrash out the solutions to policy-related challenges. So, creating a virtual collaboration environment to continue our work has been an imperative. While not all the meetings or events we’ve organised or attended have worked perfectly, there’s clearly great potential in some of this technology that could become embedded to increase efficiency, save time (and cut carbon emissions!) in future. (We held our first fully on-line Board meeting the other day and it was very positively received by the group.) While we can see some positive behaviour changes already emerging, there are of course negative impacts too. I don’t really understand the panic buying of toilet rolls (leaving you with far more than you need) but it did strike me that there’s a parallel with an issue that I’ve been on about quite a lot recently; buying electric vehicles with batteries that are fit for purpose. We really don’t all need to be buying an electric vehicle with a range that can deliver our longest possible journey (which means we’re carrying around large, heavy batteries for all the regular, shorter journeys). As with the toilet rolls, if we just buy enough for our day-to-day use, and ensure that it can be replenished as needed, we’ll find a way to deal with the most challenging situation; that way we’re much more likely to be able to free up enough resources for us all. I’m hopeful that there can be a number of positives to emerge out of the fear and gloom that is surrounding the current situation. Hopefully, a focus on using only the minimum resources necessary will be one. Let’s get this crisis behind us, while leaving time to reflect on how we can make a virtue of necessity; planning for a better, lower carbon, resource efficient, cleaner future ahead.

FURTHER INFORMATION www.lowcvp.org.uk

Issue 126 | GREENFLEET MAGAZINE

News AIR QUALITY

Oxford councils postpone launch of Zero Emission Zone Amid the current situation with coronavirus, Oxfordshire County Council and Oxford City Council have decided to postpone the launch of the Red Zone for the Oxford Zero Emission Zone. Original set to launch in December, the councils issued a statement saying that during this period of uncertainty, businesses should not be expected to devote time to the detailed logistical planning required for the Oxford ZEZ. However, they stressed that they remain committed to taking climate action to address the need to reduce emissions and offer residents and visitors a cleaner, healthier and safer environment. Although the current formal consultation on the

Red Zone is closed, responses submitted so far will be read and saved. The councils plan to resume the consultation in late 2020, and a view to implement the scheme in the Summer of 2021. Tom Hayes, cabinet member for Zero Carbon Oxford, Oxford City Council, said: “We are all living through an unprecedented crisis. We have to get our priorities right at this time, and that means focusing on the immediate concerns of businesses who are key to the success of the Zero Emission Zone and Connecting Oxford. We can’t expect businesses who are facing Coronavirus challenges right now and potentially for months ahead to prioritise helping to shape

the policy or focusing on the logistical planning required for these schemes.” “I would like to thank everyone who has contributed to our consultations over the past few months and spent many hours shaping the future of our city. I know many people will share our deep disappointment. I am very hopeful that we will resume the timeline for the Oxford Zero Emission Zone and Connecting Oxford. I hope everyone stays safe during this time and we wish our businesses and citizens well.” READ MORE https://tinyurl.com/whznnzr

ELECTRIC VEHICLES

Commons chair writes to ministers on electric vehicles Rachel Reeves, chair of the Business, Energy and Industrial Strategy Committee, has written to BEIS Ministers with a series of questions on the government’s plans on electric vehicles. The correspondence to Nadhim Zahawi, the Minister for Business and Industry, questions the lack of long-term certainty around the electric vehicle Plug-in Car Grant, asking why the grant has only been extended to 2022-23, with no visibility on its future thereafter, and confusion over the target end date for sales of new petrol and diesel vehicles. Reeves says that messages, subsequent to the initial announcement, have been confusing for drivers.

She, therefore, seeks further information on under what conditions the government would adopt a 2030 phase out date for ending the sales of new and diesel cars and vans, and the possibility of a phase out date later than 2035. This is in addition to the publishing of a

timetable to conform the future of the Plug-in Car Grant, ahead of its current expiration in 2023. READ MORE https://tinyurl.com/t9aag3

EMISSIONS

Fifth of fleet vehicles fall behind Euro 6 legislation FleetCheck has revealed that 5.3 per cent of company cars and vans only meet the Euro 4 emissions standard or older, with a fifth of vehicles also falling behind the latest Euro 6 legislation by only achieving Euro 5. The sample of 85,792 company cars and vans being operated by customers of FleetCheck highlights the the disparity that currently exists across fleets when it comes to emissions. Peter Golding, managing director at FleetCheck, said that the figures indicate how far the industry ‘will have to travel’ to achieve the kind of low or zero-emissions performance that the industry is moving towards. Golding also added that most of the oldest and most polluting vehicles in the analysis appeared to be diesel vans, many of which were operated on a spare or pool vehicle basis. Over the next few years, he said, there was a strong possibility that the introduction of Clean Air Zones would start to see more of these vehicles disappear from fleets.

Golding commented: “It is not uncommon for smaller businesses to continue to operate vans until they become uneconomic to repair or too unreliable for everyday use. Even some of the latter will be kept in the yard as a spare van and used occasionally. However, there is a strong argument that these vehicles shouldn’t be on the road at all, given their poor emissions. “While CAZs have arguably got off to a slow start, it seems likely that at least some will ultimately move to the ULEZ model and operate a Euro 6 minimum for diesel vehicles. This is one of the factors that will start to see some of these older vans start to disappear. However, well ahead of that point, more could be done to persuade fleets to stop operating these vehicles. That might mean disincentives using measures such as Vehicle Excise Duty or it could mean incentives such as wider use of scrappage schemes.

DRIVING THE SWITCH TO CLEANER FLEETS | www.greenfleet.net

“On a simpler level, the economics behind the ongoing operation of these older vans are often highly questionable, and getting this message across to businesses is also something that we perhaps should be communicating more widely as an industry.”

READ MORE https://tinyurl.com/rotz9d6

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Burton upon Trent

Budget 2020

The fleet-friendly Budget With funding for a high-power charging network, frozen company car BIK rates, and an extension to plug-in vehicle grants, the 2020 Budget included many noteworthy announcements for the fleet sector Chancellor Rishi Sunak’s 2020 budget included many positive announcements for the fleet sector, as well as commitments to further support the UK in its transition to zero-emission vehicles. Firstly, it was announced that that company car benefit-in-kind tax rates will be frozen for 2023/24 and 2024/25 at 2022/23 levels. This is a move that has been welcomed by the fleet industry. “The freeze in company car BIK could provide a significant boost in demand for what remains one of the nation’s favourite employee benefits,” comments Caroline Sandall, chairman of ACFO. “Company car demand has been hit in recent years by year-on-year increases in benefit-in-kind tax and long-term rate uncertainty. However, the fact that rates are now known for the next five financial years - a full vehicle replacement cycle gives planning confidence to both fleet decision-makers and company car drivers. “Businesses and drivers have also been opting out of company cars because tax rates were not known for the full duration of the operating cycle.” It was also announced that zero-emission vehicles will be exempt from the VED ‘expensive car supplement’ until 2025 and the Van Benefit Charge for zero-emission vans from 2021 will also be eliminated. Charging infrastructure The budget included £500m to support the rollout of rapid charging hubs, so that drivers are never more than 30 miles from a charging point. A Rapid Charging Fund will also be established through OLEV to assist businesses with the cost of connecting charge points to the grid. Michael Woodward, UK automotive lead at Deloitte, comments: “Our most recent research shows that access to charging is the number one barrier in stopping consumers switching to electric. Whilst a good start has been made, more investment will be needed in order to fully prepare for the anticipated growth in demand for electric over the next ten years. “As well as providing investment, additional guidance is now needed to lead the way in providing a more joined up, long term strategy around charging infrastructure. This will no doubt include providing incentives for private companies to invest in it.”

Simon King, Director of Sustainability and Social Mobility at Mitie said: “As one of the largest private sector electric vehicle fleets in the UK, it’s gratifying that the Chancellor has heard our calls for improved rapid charge point infrastructure and financial reforms to support the electric car and van market. However, if we are to make the most of these commitments and rollout electric vehicles to every single Mitie driver, this investment must focus on areas where no off-street parking is available. “We’re committed to achieving a fully electric fleet by 2025, but this will only be possible if businesses, vehicle manufacturers and policy makers continue to collaborate and solve challenges such as these.” Plug-in grants The Plug-in Car Grant (PiCG) has been extended until 2022/23, with an additional £403 million investment. However, it has been reduced by £500 to £3,000. The Plug-in Van, Plug-in Taxi, and Plug-in Motorcycle Grants has also been extended, and rates have remained the same. Michael Woodward said: “Financial incentives have proven to be a key factor in driving EV growth in countries like Norway and the Netherlands, aided by additional incentives such as priority parking spaces and city access. A similar strategy in the UK could help stimulate further demand.” Frank Gordon, Head of Policy at the REA said: “For the electric vehicles sector, this budget is a welcome boost. With a new fund for developing a high-power charging network, tax relief for new electric cars, R&D investment, and an extension to plug-in vehicle grants all announced it is clear that the Government is doing what it can to ensure the UK is at the fore of this emerging global industry.” BVRLA Chief Executive Gerry Keaney said: “Tackling road transport emissions and improving air quality is top of the agenda for government, industry and society. “The Plug in Car Grant and VED measures will play a massive role in making EVs more affordable for thousands upon thousands of businesses and drivers across the UK. “Having a roadmap for the future of Company Car Tax up to 2025 removes the uncertainty that we know stifles bbusiness decisions.” Investment in roads Infrastructure projects across the UK will get a total of £640bn in

Government spending over the next five years, the Budget has set out. £27 billion between now and 2025 will go towards improving vital transport routes. New road projects include A66 in the North East; Lower Thames Crossing in the South East; and A303 Stonehenge in South West. £2.5 billion will be spent on fixing potholes and local transport will get £4.2 billion. Christopher Snelling, Head of UK Policy, said: “FTA has been urging government to commit to a programme of infrastructure improvement for several years; we are thrilled to see the Chancellor has pledged to spend billions of pounds on upgrades across the UK. “Businesses within the logistics sector rely on safe, effective and well-maintained road networks to keep goods moving across the UK, but the poor state of roads across the nation has compromised their ability to do so; the economic performance of the country has suffered as a result. “Now, we are calling on government to press ahead urgently with its plans.” Red diesel Fuel subsidies for off-road vehicles known as red diesel - will be scrapped “for most sectors” in two years time. In response, Christopher Snelling comments: “As the business organisation representing the logistics sector, FTA is urging government to reconsider its decision to increase the tax rate on red diesel as this will be very damaging to the businesses that rely on the fuel to keep vital products and services moving across the country when it comes into force. “This move will not incentivise companies to transition to newer, cleaner diesel units, because they are no more fuel efficient; if anything, it will slow progress as companies will balance the increased running costs by keeping their current equipment longer.” Snelling added: “We are currently working with governmental departments to assess how to accelerate progression to cleaner units, but instead of waiting for this solution, we believe the government is taking this blunt, ineffective and costly action to give the appearance of progress, without regard to the realities of the use of these units.” L FURTHER INFORMATION www.gov.uk

Issue 126 | GREENFLEET MAGAZINE

Company Car Tax Written by Jason Doran, LowCVP

Company car tax: new rates, new savings, and new numbers It’s all-change in the way company car tax is calculated from 6 April 2020. For drivers of zero and some ultra-low emissions company cars, this means some very big savings, so long as they use the right information. Jason Doran, marketing consultant from the Low Carbon Vehicle Partnership, explains

Thanks to new company car tax bands coming into effect from 6 April, running a low or zero-emissions company car has just become dramatically more desirable for the 2020/21 tax year – and could be the tippingpoint moment many have been waiting for. Drivers of zero-emissions models will now pay no benefit-in-kind tax whatsoever, down from 16 per cent currently. On smaller electric cars such as the Renault Zoe, that equates to a £1,023 BIK tax saving for someone in the 20 per cent tax bracket and a considerable £2,046 for a 40 per cent taxpayer. If you are fortunate enough to be driving a more premium model, such as the Tesla Model 3 Performance, the annual savings are enormous: £1,806 for a 20 per cent taxpayer, and £3,612 for 40 per cent.* Cars with CO2 emissions of 1-50g/km that are registered from 6 April 2020 will now pay between 0 per cent and 12 per cent BIK tax (also down from 16 per cent). This is determined by not only the vehicle’s CO2 emissions, but also a new electric-only driving range figure.

Andy Eastlake, managing director of LowCVP, As a result, this WLTP CO2 value is usually said: “For any company car drivers who higher than before, even though the car’s have been thinking of switching to a low or emissions themselves have not changed. The zero-emissions car, now’s most definitely the benefit-in-kind tax bands have therefore been time. These tax savings, on top of the already adjusted to allow for some of this. The WLTP significantly lower running costs, make CO2 figure also takes account of a PHEVs and pure electric vehicles vehicle’s specification and the a compelling proposition. options fitted – and so is There Actively encouraging specific to that car. It is will be company drivers is one therefore very important winners of the fastest ways of that company car losers, d and transitioning our fleet drivers and fleet e pending upon h towards the zeromanagers ensure they ow mu emissions target.” have this individual ch a car official ’s CO2 va CO2 number, as it will lue has New WLTP be required for future change d f rom CO2 numbers annual tax returns. NEDC t Company cars registered Company Car Drivers o from 6 April 2020 will use of Plug-in Hybrid cars WLTP the new WLTP test procedure with WLTP CO2 emissions CO2 emissions number to of 1-50g/km now also need determine the ‘benefit-in-kind’ tax to know their WLTP equivalent payable. This replaces the previous lessall-electric range (or zero emission mileage). realistic NEDC CO2 figure (which still applies This has not been asked for before. The higher for cars registered up to 5 April 2020). the electric range, the less tax they pay. For

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Where do I find this new information? A car’s CO2 figure is shown on the V5C registration document, or found by entering the registration number on the DVLA website: www.gov.uk/get-vehicle-information-from-dvla Car leasing firms or fleet providers also supply this information – and should now begin to include a car’s official electric range too. If you own the vehicle, both the equivalent all-electric range and CO2 figures can be found on the vehicle’s ‘Certificate of Conformity’; it’s therefore important you ensure this is provided with the car. If not, please talk to the supplier or manufacturer. If, in extreme circumstances this information is not available, you can obtain the zero-emission mileage figure directly from the car manufacturer. Sample draft label only

What a difference a day makes It’s worth noting that, whilst new car CO2 officially switches from the old NEDC figure to the new WLTP CO2 emissions number on 1 April, this should not be used for BIK tax until 6 April. Instead, all company cars registered between 1-5 April 2020 must use the NEDC CO2 value for company car tax calculations. Thankfully this will still be on a vehicle’s Certificate of Conformity (CoC) document – although the same car’s V5C and general marketing literature, as well as the DVLA database, will be showing the new WLTP CO2 figure. Drivers and Fleet Managers need to be sure they’re using the correct number. This all means that the company car tax a driver pays will depend upon which day the car is registered: if that’s on 5 April, they’ll be using the ‘old’ NEDC CO2 figure, which is likely to be lower than the new WLTP CO2 number that applies the day after. However, whilst that might sound like a great way of paying less, there are now two different sets of tax bands in place designed to take account of this. At the end of the day, there will be winners and losers, depending upon how much a car’s official CO2 value has changed from NEDC to WLTP. Our advice, if you can, is to

Tesla Model 3 Performance: P11D price £56,435; BIK tax 2019-2020 rate 16% = £9,029.60. Cost for 40% tax payer £3,611.84 and for 20% tax payer £1,805.92. BIK tax 2020-2021 rate 0% = £0; savings of £3,611.84 / £1,805.92.

Company Car Tax

example, a car with an electric range of 40 to 69 miles (registered from 6 April 2020) pays 6 per cent BIK tax; but for an electric range of less than 30 miles, this doubles to 12 per cent. Again, cars registered up to 5 April will continue to use NEDC CO2 and NEDC electric range figures to determine the BIK payable.

*Benefit in Kind tax saving calculations as follows:

Renault Zoe R135 GT-Line: P11D price £31,965: BIK tax 2019-2020 rate 16% = £5,114.40. Cost for 40% tax payer £2,045.76 and for 20% tax payer £1,022.88. BIK tax 2020-2021 rate 0% = £0; savings of £2,045.76 / £1,022.88. compare these two numbers for the car you’re interested in against the different tax rates payable. If there’s a big difference, then have a chat with your dealer or supplier about when you’d like the car to be registered. Clearer showroom information The immensely challenging times the country is currently facing means that, for now, visiting a dealership is not an option. However, once things begin to return to normal, this will continue to play an important role in helping company car drivers choose their next car, especially when they might now be considering switching to an electric or hybrid model for the first time. This is when the new car ‘environmental label’ (which you’ll find next to every new car on display) is invaluable for company car drivers. This label has been redesigned by LowCVP for the new WLTP regime and is now clearer, easier to follow and includes additional valuable information. As well as the precise WLTP CO2 figure for the car on show, this label provides drivers with the official electric range for fully electric and plug-in hybrid cars, all of which influences the BIK tax they pay – a key part of their decision. There’s also information on how much the car could cost a month in fuel – or electricity – and the VED payable, all highlighting the potential massive differences in running costs. Now’s the time to switch The government has confirmed that zeroemission company car drivers will pay 0 per cent BIK in 2020/21; rising to only 1 per cent in 2021/22 and 2 per cent the year after. This represents an enormous saving for drivers who are switching from a ‘conventional’ petrol or diesel, or who may have previously been put off a company car because of the tax burden. We are pretty sure at LowCVP that this will be as good as it gets for the foreseeable future. If you’ve ever considered ‘going electric’, now is definitely the time to make the switch. L

HMRC have issued further guidance for employers on reporting future company car tax data within their February 2020 ‘Employer Bulletin’: tinyurl.com/s9tvrsm FURTHER INFORMATION www.lowcvp.org.uk

Issue 126 | GREENFLEET MAGAZINE

Advertisement Feature

Tips for running a greener fleet Operating a greener fleet reduces carbon emissions whilst saving costs and improving productivity for businesses of all sizes. So what are the different ways of “going green”? When “going green”, some organisations employ a vehicle tracking system to help them improve their carbon footprint. This comes with the added benefit of reports and tools that allow them to measure driver performance, a key factor in reducing overall emissions. Others rely on eco-driving, a style of driving behaviour that can reduce the twin costs of fuel consumption and vehicle maintenance. Here are a few simple ways that you can run a greener fleet. Improving driving styles Monitoring driving style across your fleet can help you lower instances of speeding and reduce harsh braking and acceleration. If your system provides each of your drivers or vehicles with an overall score based on these three criteria, it’s easy to see where improvements need to be made, especially if the system displays the scores in a league-style table. Speed analysis reports let you see specific instances where a driver exceeded the speed limit or went above what’s considered a safe speed for that stretch of road. Improving your fleet’s driving style minimises CO2 emissions from your vehicles, helps save fuel and reduces the risk of accidents on the road, making your fleet safer and cheaper to run. Trip reporting & route maps Vehicle tracking shows you the total mileage for your fleet. Driving hours and idling times over a specified period are displayed in simple, easy to read reports, whether you need to see the data by driver or by vehicle. Acting on this insight can improve overall productivity and reduce employee overtime by up to 15 per cent. A good system shows you the routes your drivers are taking every day, letting you see where they overlap. Armed with this knowledge, you can streamline your drivers’ daily routines, eliminating unnecessary vehicle usage and the emissions that go with it. Reducing idling times Traffic is the number one source of idling, but live tracking with traffic information can help your drivers avoid areas of severe congestion, allowing them to take routes that will keep them moving. Instances where the engine is left running unnecessarily, for example when the vehicle is parked, can also be identified and corrected. Knowing how your drivers are performing out on the roads can help you to decrease idling times by up to 30 per cent. Identifying where your drivers can decrease idling not only saves fuel, it also reduces emissions.

Eco-driving Eco-driving, or energy-efficient driving, is a way of driving that reduces fuel consumption and CO2 emissions, while decreasing the risk of accidents. For companies who adopt ecodriving, it can lead to significant savings, both in terms of fuel use and vehicle maintenance. Embarking on an eco-driving initiative requires thought, planning, and awareness. The idea is for employees to drive smarter, better and to develop good driving practices. There are two points within a journey where simple actions will ensure that you and your employees are driving safely and efficiently. When preparing for a trip and while on the trip, be sure to check your tyres – check their pressure at least once a month, and especially before long trips. Underinflated tyres increase rolling resistance, resulting in up to five per cent more fuel consumption. Drivers should avoid unnecessary loads – the heavier a vehicle is, the more fuel it consumes. Avoid carrying or storing unnecessary equipment in your vehicles; this can lead to higher energy consumption. Check the overall condition of your vehicles as a poorly maintained vehicle can increase your fuel consumption. For example, a clogged air filter fills the engine with dirty air, leading to a loss in power from the internal combustion mixture. Regular maintenance of your fleet saves money on fuel and maintenance and extends the life of your vehicles. To get the most fuel efficiency, use air conditioning wisely – limit its use to just

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periods of extreme heat and consider venting the vehicle before starting your journey. At lower speeds, open the vehicle’s windows instead of using air conditioning. However, at higher speeds, it’s more fuel efficient to use the air conditioning. Drivers should also avoid over-revving – you can do this by changing gears around 2,500 rpm (2,000 rpm for a diesel vehicle). By using your engine optimally, you can reduce your fuel spend by a significant amount. Creating a greener fleet is a long-term commitment, but it won’t just be the environment seeing the benefit – your bottom line will see the difference, too. With ever increasing guidelines on emissions and fuel efficiency, having a good vehicle tracking system or a policy of eco-friendly driving will help your organisation get ahead of the curve. About Quartix The Quartix vehicle tracking system is installed in over 500,000 vehicles and helps more than 13,000 businesses cut costs and save on fuel every day. Providing commercial fleet tracking for cars, coaches and vans throughout France, the UK, US and Europe, the award-winning system offers a host of valuable features for fleet managers. Customer industries range from Construction, Security, Landscaping and everything in between. L FURTHER INFORMATION For more information go to www.quartix.com/en-gb/

ROAD TO ELECTRIC

Report

Helping fleets plan for electrification Brought to you by

GreenFleet DRIVING THE SWITCH TO CLEANER FLEETS

19 Zero-emission targets

20 Infrastructure

Experts have said that ending the sale of new petrol and diesel cars by 2040 would be too late if the UK wants to achieve its 2050 zero carbon target. The government is therefore consulting on the feasibility of bringing it forward to 2035. We look at what the UK needs to be EV ready

If an organisation wants to prepare for the increase in electric vehicles, what should they consider when it comes to charging? Josey Wardle, infrastructure manager at Zero Carbon Futures, shares some thoughts

23 EV Incentives

24 Electric Vehicles

Although grants for electric vehicles and chargepoints have recently been reduced, a pot of cash still remains available. We summarise what grants and incentives can be used for electric vehicle purchasing

The “green credentials” of electric vehicles have regularly been questioned. But a new study shows that even once emissions from production and electricity generation are taken into account, they are still the cleaner option

26 Roundtable Review

29 View from the Experts

Greater Manchester is due to introduce the largest proposed Clean Air Zone outside London from 2021. To find out how they could be affected and to learn about the transition to electric vehicles, a diverse mix of fleet operators attended GreenFleet’s roundtable on 27 February

The government is mulling over plans to bring forward the end-date of new petrol and diesel vans to enable it to meet its 2050 net zero plans. But what needs to happen to achieve this and what challenges will this pose? We ask Stuart Thomas from the AA and Dan Hawkes from Europcar Mobility Group UK

Getting EV-ready by 2035 Experts have said that ending the sale of new petrol and diesel cars by 2040 would be too late if the UK wants to achieve its 2050 zero carbon target. The government is therefore consulting on the feasibility of bringing it forward to 2035. We look at what the UK needs to be EV ready

Road to Electric Report

ZERO-EMISSION TARGETS

“According to our latest consumer research, only 48 per cent of consumers plan to buy a petrol or diesel vehicle as their next car – down from 73% in 2018 and 63% in 2019. Meanwhile, 34 per cent of consumers plan to buy a hybrid, and 11 per cent plan to buy an EV. It will be interesting to see how this changes in light of earlier than expected ban of petrol and diesel sales.”

On 4 February 2020, the Prime Minister announced that government is consulting on bringing forward the end to the sale of new petrol and diesel cars and vans from 2040 to 2035, or earlier if a faster transition appears feasible, as well as including hybrids for the first time. This reflects the Committee on Climate Change’s advice on what is needed in order for the UK to end its contribution to climate change by 2050. The proposals relate to new cars and vans - owners of existing petrol, diesel and hybrid cars and vans will still be able to use these vehicles and buy and sell them on the used market. The CCC report says that progress must proceed with far greater urgency: “Many current plans are insufficiently ambitious; others are proceeding too slowly, even for the current 80% target: 2040 is too late for the phase-out of petrol and diesel cars and vans, and current plans for delivering this are too vague.” The report says that by getting all cars and vans to be electric by 2050 will require all sales to be pure battery electric by 2035 at the latest. This change brings further pressure for the auto industry, which is already adapting to the rise in demand for electric vehicles, and fall in demand for diesel vehicles. Mike Hawes, SMMT chief executive said: “It’s extremely concerning that government has seemingly moved the goalposts for consumers and industry on such a critical issue. Manufacturers are fully invested in a zero emissions future, with some 60 plug-in models now on the market and 34 more coming in 2020.

“However, with current demand for this still expensive technology still just a fraction of sales, it’s clear that accelerating an already very challenging ambition will take more than industry investment. “If the UK is to lead the global zero emissions agenda, we need a competitive marketplace and a competitive business environment to encourage manufacturers to sell and build here. A date without a plan will merely destroy value today. So we therefore need to hear how government plans to fulfil its ambitions in a sustainable way, one that safeguards industry and jobs, allows people from all income groups and regions to adapt and benefit, and, crucially, does not undermine sales of today’s low emission technologies, including popular hybrids, all of which are essential to deliver air quality and climate change goals now.” Hybrids included for the first time The inclusion of hybrids in the proposal has taken many in the industry by surprise, as significant investment has been committed to the technology. This presents a major challenge to manufacturers as many will have to invest heavily to meet the adjusted targets. Michael Woodward, UK automotive lead at Deloitte, said: “Hybrids have traditionally been seen as a steppingstone to battery electric vehicles. However, with their ban from 2035 putting them in the same category as higher polluting diesel and petrol cars, the question is whether the consumer will continue to see the same benefit in moving to hybrid in the interim?

Infrastructure The report acknowledges that the charging infrastructure needs to be further strengthened, including for drivers without access to off-street parking. The report says it would require 3,500 rapid and ultra-rapid chargers near motorways to enable long journeys and 210,000 public chargers in towns and cities. Today in total there are 21,000 public chargers of all speeds. Electricity networks also need consideration. Given important roles for electrification in both transport and heat, electricity demand will rise in most areas. Smart charging solutions that enhance system flexibility will be important in ensuring that demand peaks are manageable and enabling maximum use of renewable generation. But many networks will need to be upgraded in a timely manner and future-proofed to limit costs and enable rapid uptake of electric vehicles, the report warns. The role of fleets Julie Furber, vice president of Cummins Electrified Power points out that growing the share of electric passenger cars involves educating and winning over consumers oneby-one. Commercial fleets, by contrast, can be transformed more cohesively, in large tranches at a time, which has enormous potential. Julie says: “We see the electrification of commercial vehicles as being reliant on technological maturity, economic reality, regulatory surety, and infrastructural capacity. Only by developing the technology to the point where it’s ready to use, making it affordable enough to be economically viable, creating a policy environment where companies are confident in the solutions they choose, and ensuring the built environment is ready to support the vehicles, will EVs move into the mainstream.” While there is a lot of work to be done by government, the auto industry, infrastructure specialists and the energy sector, “this shortened target will heighten ambition and focus minds to meet the challenges ahead”, comments Andy Eastlake from LowCVP. L FURTHER INFORMATION www.theccc.org.uk

Issue 126 | GREENFLEET MAGAZINE

Road to Electric Report Written by Josey Wardle, infrastructure manager, Zero Carbon Futures

INFRASTRUCTURE

Workplace charging: what to think about? If an organisation wants to prepare for the increase in electric vehicles, what should they consider when it comes to charging? Josey Wardle, infrastructure manager at Zero Carbon Futures, shares some thoughts Many businesses are considering the benefits of installing workplace charge points for use by their own fleet, employees or even visitors. With the current government workplace scheme available to provide up to £350 towards installation costs, now is as good a time as any to invest. For businesses wishing to reduce their carbon emissions and save on running costs, switching their fleet to electric could be a priority. This is especially so with the recent changes in the Benefit in Kind tax which will help to bring the cost down for businesses. Installing charge points prior to taking delivery of any new vehicles is essential to ensure a smooth transition to electric. For employees, being able to charge at work is also a significant benefit and convenient due to the length of time a car is parked there. Workplaces offering charge points for their staff can help to increase interest in EVs and make it feasible for an employee to make a greener transport choice. In addition to this, there may come a time when charge point provision in workplaces is a requirement. A recent consultation by the UK Government has proposed a minimum requirement of one charge point for every 20 car parking spaces in existing buildings. Although the outcome of the consultation is yet to be announced, this could have a major impact on workplace car parks. So, if a business is wanting to prepare for the increase in electric vehicles, what should they consider when it comes to charging?

how much energy will be required for each vehicle’s daily trips. Will each of the vehicles need a daily charge? What time of day will each of the vehicles be back at base with time to charge? Will you need to be charging multiple vehicles at the same time or can you spread charging throughout the day? Basically, you need to develop a recharging schedule from the start so that you can make sure that your vehicles will be ready for use each day. What type of charge points will you need? Different vehicles have different charging capabilities and charging times can

Who’s going to be using the charge points? The first thing a business needs to decide is whether the charge points are for use by their own fleet, employees, visitors or all three? This will have an impact on a number of things including the type of charge points you may need, the operating model as well as the physical location. Different users will have different charging needs and it is worth being clear from the off-set what your motivations are. For example, you don’t want employees using charge points that are vital for the daily running of your fleet. Charging points for fleet use What journey patterns does your fleet make? To make an electric fleet work, the best place to start is a thorough assessment of the journey patterns of the vehicle. Using mileage logs and a review of your pay load, assess

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differ with different vehicles. Some larger vehicles, such as minibuses and trucks, have a different charging requirement altogether. Be sure you know what you need before placing an order. Understanding the mileage of each vehicle also helps to understand what type of charge point you require. Overnight 7kW charging will be adequate for most vehicle fleets however if you have high mileage vehicles which need a quick turnaround then you may need to consider a rapid charge point. Rapid charge points offer that additional security, charging a vehicle in around 30 mins, however they

A bu needs t siness whethe o decide r points a the charge by their re for use employ own fleet, ees or all th, visitors, ree?

Is there enough power capacity? Knowing how much energy you will require each day for your fleet will also help you to understand if you have the power capacity needed at your depot or whether additional power will be required. Most charge point installers will be able to help you with this. Keep in mind that if you have an energy contract limit, charging a large fleet could take you over this. Will a different energy tariff help you save? It’s worth looking to see if a change of tariff could save you money. Smart off-peak tariffs could be ideal if most of your charging is done overnight. Do I need to monitor use? There are many ways to access a charge point such as through an RFID card, app or a payment card. This allows you to easily monitor the charging patterns of individual drivers or vehicles as well as charging employees or the public to use the posts. However, incorporating an access system into your charge points will come at an additional expense and may not be required.

If you want to offer EV charging to employees then consider creating dedicated bays for EVs only. But you will need to think about how this can work in practice and how to enforce misuse How will you manage the vehicle charging schedule? Will each of your drivers be expected to take responsibility for putting the vehicle on charge or will this be the role of a depot manager? If you have multiple vehicles requiring charging, you may find a smart charging system useful. If you have one charger per vehicle this will spread available power between charging sockets to make sure all vehicles are ready for the next day’s use, but if you have fewer chargers than vehicles you’ll still need some manual intervention too. Think about a maintenance agreement This is relevant to any charging provision but particularly so if your operations

Road to Electric Report

come at a significant cost and are not covered by the workplace grant.

depend on it. Make sure that you put in place a robust maintenance agreement that contains an SLA for call out times and covers spares and repairs. Charging for employee use There’s nothing more frustrating than arriving at a charge point to find a petrol or diesel vehicle parked in the space. If you want to offer EV charging to employees then consider creating dedicated bays for EVs only. But you will need to think about how this can work in practice and how to enforce misuse. If parking spaces are at a premium in a car park then you may want to start with a small number of dedicated EV spaces which can grow with demand. Driver etiquette Will you want to put restrictions in place to limit the amount of time an individual can charge? Charge points are a benefit to an employee but you don’t want anyone thinking that it’s their own private parking spot. Think about whether it could be feasible to put a booking system in place to keep things fair and encourage people to move their cars when fully charged. Will you charge to charge? There is no benefit-in-kind charge for employees charging their own cars at a workplace. Charging at work can therefore be a real employee perk and incentivise travel by EV. You may however want employees to cover the cost of the energy they use. In this case you will need a back-office operator to manage this. This will come at an annual charge but it will allow payment to be taken. You can set the amount that you decide to charge but make sure that it’s at a fair market rate otherwise you may find your charge points go unused. Do you want the public to use the charge point? Finally, if you decide to charge a fee for the charge point, you could also offer charging to the general public. This could work especially well at set times when your car park is unused, especially at night if your business is close to a residential area. Just be careful to set limitations such as time to avoid clashes with your own needs. L

Zero Carbon Futures is an electric vehicle consultancy, specialising in supporting organisations to develop EV strategies and charging networks. FURTHER INFORMATION www.zerocarbonfutures.co.uk

Issue 126 | GREENFLEET MAGAZINE

Advertisement Feature

How data is enabling fleet electrification Organisations operating within clean air zones will have to evaluate whether their fleet complies. To help fleets transition to zero emission vehicles, Geotab can utilise vehicle data-driven insights to evaluate whether they would be suitable in a organisation’s fleet operations As part of the UK ‘Road to Zero” strategy, the national government is currently working with over 60 cities and local authorities where air pollution is above legal limits to develop local air quality plans. Clean Air Zones (CAZ) are considered one of the key tools to help improve air quality in cities. As a result, several regions are due to adopt CAZ measures. In the footsteps of the Ultra Low Emission Zone in London, Birmingham, Bath, Bristol and Leeds are due to implement similar versions over the next year. Therefore, the clean up of city centre transport is accelerating. Oxford is the “first mover” to consult on a zero-emission zone or Red zone, therefore, unlike the Low emission zone in London, and all scheduled, under the plan, Oxford would not allow any vehicle within the restricted area unless it was a “zero-emission” vehicle, with the ability to travel 70 km for cars, and 10 km for vans emission-free. As a result, fleets operating within these zones will have to evaluate their current fleet to understand whether these vehicles would be legal under the CAZ regulation. Electric vehicles (EVs) produce zero emissions during operation, making them the perfect mitigating strategy to avoid the charges associated with non-compliant vehicles. Therefore, transitioning to EV is becoming an increasing priority for fleet operators. However, EVs carry several obstacles for fleet operators to overcome. Namely, the high upfront purchase cost for the vehicle and charging infrastructure. Range anxiety, having confidence that the new battery technology will be able to meet the daily driving demands of the fleet vehicles. Other barriers include the lack of vehicle choice and changing customer habits. Having said that, first-move operators have already begun to transition to electric, or even have a fully-electric fleet in some cases. And, while this may have been done with little or no prior experience of electrification, the wealth of knowledge continues to improve around the characteristics of EVs as fleets begin to adopt. Crucially, we are now able to harness the power of data. Data has become a lifeline to fleets. What first started as a regulatory requirement of emission testing has evolved into datadriven fleet management tools including,

safety, compliance, driver behaviour and productivity metrics. Now, Geotab can utilise vehicle data-driven insights to evaluate whether fleets can transition to electric. The Electric Vehicle Suitability Assessment (EVSA) is a procurement tool that analyses fleet data to provide evidencebased metrics for fleet managers to decide whether moving to electric makes sense. By tapping into vehicle data the tool makes EV recommendations based on three main criteria: Vehicle Total Cost of Ownership, Range Assurance, and the Environmental Impact. Geotab has one of the world largest EV performance datasets One of the greatest challenges is the ability to effectively appraise the proposition of EVs. How much will it cost? And, will EVs be able to replace internal combustion engine (ICE) vehicles in practice? One of the key barriers to electrification is the upfront cost. The EVSA accesses the full life cycle of the vehicle, taking into account not only the purchase price but all associated operating costs, including any incoming CAZ charges. The idea is to showcase how cost-competitive EVs are over the lifecycle of the vehicle in comparison to ICE, as in a number of cases EVs are already there, and we are seeing this with several fleet operators who are first movers to electrification. Another key consideration is range anxiety. Fleets require the ability to operate within working hours without worrying about the need to charge, hence a potential loss

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in vehicle productivity. The EVSA assesses each vehicle’s longest daily driving distance and recommends an EV that has a range to service this requirement. Therefore, taking a very conservative approach to EV replacement, giving you confidence that your EV is ready for deployment. Finally, CO2 emissions. The transport sector as-a-whole contributes a significant portion of total economic output. The EVSA provides the ability to quantify your fleets’ emission output from the current to the EV recommended fleet. A challenge for fleets is being able to reduce their emission output while at the same time evaluating the cost implications. The EVSA has the ability to present both of these critical points for evaluating the transition to electric. First movers in fleet electrification are seeing a number of economic benefits, particularly, a reduction in fuel and maintenance costs, and as a result, displaying a competitive cost comparison to ICE vehicles over the lifetime of the vehicle. Crucially, we understand that fleets will not transition to electric overnight, it is more likely to be a gradual process. Therefore, it is equally important to have the ability to manage mixed fleets (ICE and EV) within one platform. Whether you are transitioning or managing EVs, the constant ingredient is data. L FURTHER INFORMATION Web: www.geotab.co.uk Twitter: @GEOTAB LinkedIn: linkedin.com/company/geotab/

What money is there to support EV adoption?

Road to Electric Report

EV INCENTIVES

Incentives to drive the adoption of electric vehicles is vital. While the vehicles, technology and infrastructure remains costly, grants and incentives help drive the market, which in turn will help drive purchase prices down. But as the market grows and evolves, monetary incentives reduce. The plug-in Car Grant scheme has been in place since 2011 to support the uptake of ultra-low emission vehicles. The grant rate was originally set at £5,000 for all eligible ultra low emission cars. In 2016, it was reduced by £500, and in 2018, the grant was reduced again to £3,500 - and it was cut completely from plug-in hybrid cars so that all incentives were directed to zero-emission cars. In the March 2020 budget, while it was welcome news that the PICG would be extended to 2022-23, it again took another hit - this time being reduce to £3,000. It was also announced that the grant excludes cars costing £50,000 or more. The 2020 Budget also confirmed that grants to support the purchase of zero emission vans, taxis and motorbikes would continue to 2022-23 and at the same rate as before. Vans get up to £8,000 subsidy, large vans and trucks get £20,000, taxis get £7,500, and motorbikes get up to £1,500.

The government says that the rates are subject to review, depending on how the market develops, and that the “small reduction to the grant, as well as excluding cars costing £50,000 or more, will allow more drivers to benefit from making the switch for longer.” Infrastructure support The Office for Low Emission Vehicles (OLEV) has announced it is continuing the electric vehicle home charge scheme (EVHS) and workplace charging scheme (WCS), but is reducing it from £500 to £350 from 1 April 2020. The new rate will apply to installations on or after 1st April 2020 for EVHS, and will apply to voucher applications submitted on or after 1st April 2020 for WCS. The government claims the change in the grant will enable twice as many people to benefit from a grant, from 30,000 to 57,000 for home-charger purchasers. The government has also extended who can benefit from the EVHS scheme to include larger electric motorbikes, as currently only electric cars and vans are eligible. It is also doubling the number of sockets allowed under the workplace charging scheme from 20 to 40.

Money for local authorities OLEV has also re-confirmed the continuation of the ‘on street residential chargepoint scheme’ (ORCS) for another year, but is changing the grant rate, from £7,500 to £6,500 for 2020/21 applications. Local authorities can apply for a grant to cover part of the capital costs of installing chargepoints for residents who lack offstreet parking. The grant rate will be set at £6,500 per chargepoint. OLEV says it can extend this to £7,500 per chargepoint in certain circumstances and only on occasions where a local authority has demonstrated a need for this level of support. The government says that by lowering the cap, it is able to support more local authorities overall and contribute to a better spread of chargepoints across the country. While the scheme will remain broadly first come, first serve, OLEV says it will look to prioritise on basis of need and whether previous funding has been awarded in order to ensure provision is “levelled up” across the country. Other perks Drivers of electric vehicles can enjoy other benefits. For example, company car drivers choosing a pure electric vehicle will pay no benefit-in-kind (BIK) tax in 2020/21. They will then pay 1% in 2021-22 before returning to the planned 2% rate in 2022-23. With the emergence of clean air measures in various cities, drivers of electric vehicles can rest assure that their zero emission electric vehicles will avoid penalties. In London, zero emission vehicles qualify for the 100 per cent cleaner vehicle discount on the congestion charge and do not have to pay to enter the Ultra Low Emission Zone (ULEV). It is worth noting however that congestion charge exemptions for pure-electric cars is only in place until 24 December 2025. As the electric vehicle market matures, money to support the uptake of electric vehicles will inevitably reduce. Now is therefore the time to make the most of it. L FURTHER INFORMATION www.gov.uk

Issue 126 | GREENFLEET MAGAZINE

Road to Electric Report

ELECTRIC VEHICLES

Looking beyond tailpipe emissions The “green credentials” of electric vehicles have regularly been questioned. But a new study shows that even once emissions from production and electricity generation are taken into account, electric vehicles are still the cleaner option Electric vehicles feature prominently in policies to reduce carbon emissions. However, since electricity generation involves using fossil fuels, media reports have regularly questioned whether electric cars really are “greener”. But a new study by the universities of Exeter, Nijmegen and Cambridge has concluded that fears that electric cars could actually increase carbon emissions are unfounded in almost all parts of the world. It says that electric cars lead to lower carbon emissions overall, even if electricity generation still involves large amounts of fossil fuel. Driving an electric car is better for the climate than conventional petrol cars in 95 per cent of the world, the study finds. The only exceptions are places like Poland, where electricity generation is still mostly based on coal. Average lifetime emissions from electric cars are up to 70 per cent lower than petrol cars in countries like Sweden and France (which get most of their electricity from renewables and nuclear), and around 30 per cent lower in the UK. In a few years, even inefficient electric cars will be less emission-intensive than most new petrol cars in most countries, as electricity generation is expected to be less carbon-intensive than today. The study projects that in 2050, every second car on the streets could be electric. This would reduce global CO2 emissions by up

to 1.5 gigatons per year, which is equivalent to the total current CO2 emissions of Russia. “We started this work a few years ago, and policy-makers in the UK and abroad have shown a lot of interest in the results,” said Dr Jean-Francois Mercure, of the Global Systems Institute at the University of Exeter. “The answer is clear: to reduce carbon emissions, we should choose electric cars and household heat pumps over fossilfuel alternatives.” “In other words, the idea that electric vehicles or electric heat pumps could increase emissions is essentially a myth,” said Dr Florian Knobloch, of the Environmental Science Department at the University of Nijmegen (The Netherlands), the lead author of the study. “We’ve seen a lot of discussion about this recently, with lots of misinformation going around. “Here is a definitive study that can dispel those myths. We have run the numbers for all around the world, looking at a whole range of cars and heating systems. “Even in our worst-case scenario, there would be a reduction in emissions in almost all cases. This insight should be very useful for policy-makers.”

DRIVING THE SWITCH TO CLEANER FLEETS | www.greenfleet.net

Looking at the life-cycle The study examined the current and future emissions of different types of vehicles and home heating options worldwide. The researchers carried out a life-cycle assessment in which they not only calculated greenhouse gas emissions generated when using cars and heating systems, but also in the production chain and waste processing. The research divided the world into 59 regions to account for differences in power generation and technology. In 53 of these regions – including the US, China and most of Europe – the findings show electric cars and heat pumps are already less emissionintensive than fossil-fuel alternatives. These 53 regions represent 95 per cent of global transport and heating demand and, with energy production decarbonising worldwide, Dr Mercure said the “last few debatable cases will soon disappear”. “Taking into account emissions from manufacturing and ongoing energy use, it’s clear that we should encourage the switch to electric cars and household heat pumps without any regrets,” Dr Knobloch concluded.

Bat manufatery emissio cturing to be o ns appear magnit f a similar manufaude to the c an aver turing of age vehicle ICE

An electric vehicle’s higher emissions during the manufacturing stage are paid off after only two years compared to driving an average conventional vehicle, a time frame that drops to about one and a half years if the car is charged using renewable energy More work to be done While these reports are positive, electric cars don’t completely solve the environmental issue of transport. Shifting the car fleet to electric in time to meet the UK’s 2050 climate goal will be hard. There is a significant amount of work that needs to be completed first, such as a greater vehicle choice and a better charging infrastructure. There is also the issue of the grid. A big rise in EV demand could put a huge strain on the generation and supply of clean energy. What’s more, abrasion of electric car tyres and brakes will still create pollution in cities. “Electrification is necessary but not enough,” warns Prof Greg Marsden from the Institute for Transport Studies at Leeds University. “Travel demand reductions of at least 20 per cent are required, along with

Road to Electric Report

What about the battery? A report by the International Council on Clean Transportation (ICCT) in 2018 also found that electric cars are much cleaner than internal combustion engine cars over their lifetime. The ICCT team found that a typical electric car today produces just half of the greenhouse gas emissions of an average European passenger car. Furthermore, an electric car using average European electricity is almost 30 per cent cleaner over its life cycle compared to even the most efficient internal combustion engine vehicle on the market today. The ICCT report found that the carbondebt from battery manufacturing life-cycle emissions is quickly paid off. An electric vehicle’s higher emissions during the manufacturing stage are paid off after only two years compared to driving an average conventional vehicle, a time frame that drops to about one and a half years if the car is charged using renewable energy. Approximately half of a battery’s emissions come from electricity used in the manufacturing process. Battery manufacturing emissions appear to be of similar magnitude to the manufacturing of an average internal combustion engine vehicle, or approximately a quarter of an electric car’s lifetime emissions. However, the report does say that recent estimates of battery manufacturing emissions vary by a factor of 10, indicating the need for additional research in this field.

a major shift away from the car if we are to meet our climate goals. “This implies a really major social change. That is why it is a climate emergency and not a climate inconvenience.” Echoing this thought, Dr Knobloch added: “Switching to electric cars is not a silver bullet. Electric cars still cause emissions even if we have green electricity. So we should make the production greener, but also we should really question where we really need individual ownership of cars.” The study by the universities of Exeter, Nijmegen and Cambridge is entitled: Net emission reductions from electric cars and heat pumps in 59 world regions over time. L FURTHER INFORMATION www.exeter.ac.uk www.theicct.org

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Road to Electric Report

ROUNDTABLE In association with

Sponsored by

Transition to electric vehicles Greater Manchester is due to introduce the largest proposed Clean Air Zone outside London from 2021. To find out how they could be affected and to learn about the transition to electric vehicles, a diverse mix of fleet operators attended GreenFleet’s roundtable on 27 February The proposed Clean Air Zone in Greater a major package of clean vehicle funds to Manchester is due to be implemented in 2021. help affected Greater Manchester businesses It would initially mean that buses, coaches, upgrade their fleets with compliant vehicles, HGVs, taxis, and private hire vehicles that and trebling the size of the region’s publicly do not meet government-specified emission owned electric vehicle charging point network. standards would be required to pay a daily The Clean Air Plan proposals are being charge to drive in Greater Manchester. Nondeveloped by Greater Manchester’s compliant vans would be included from 2023. 10 local authorities and Transport These measures, together with the proposed for Greater Manchester (TfGM). 2035 petrol and diesel vehicle ban, is focusing Jason Smith, clean air delivery officer at fleets’ attention on moving to cleaner vehicles. TfGM, explained that the Clean Air Plan To learn more about the proposed proposals, including the Clean Air Zone, clean air measures and to learn from cover the whole of Greater Manchester, an others on how to transition to an electric area of more than 500 square miles. fleet, a mix of local fleet operators Acknowledging that electric van choice and attended GreenFleet’s roundtable on availability, particularly in the used market, 27 February at the Etihad Stadium. is not as large as passenger cars, Jason The proposed Clean Air Zone is one of explained that Greater Manchester’s the measures set out in Greater intention to delay inclusion of Manchester’s Clean Air non-compliant vans in the Site sele Plan, which is designed Clean Air Zone until 2023 to bring nitrogen takes this into account. was hig ction dioxide air pollution as key, a hlighted s levels in the region charge many public within legal limits as points in st quickly as possible. in the e arly day alled The proposals also sw installed include, subject to in a rush ere put in in and government funding,

appropr iate places

DRIVING THE SWITCH TO CLEANER FLEETS | www.greenfleet.net

EV charging The public charging infrastructure was a topic that came up time and again. Site selection was highlighted as key, as many public charge points installed in the early days were installed in a rush and put in inappropriate places. To remedy this issue in Greater Manchester, Jason told delegates that a new charge point operator had been appointed and will be working to replace the network, with site selection being a vital consideration. Workplace charging was also the focus of a lively discussion. To help with the costs, the Work Place Charging Scheme (WCS) from the Office of Low Emission Vehicles (OLEV) covers some of the purchase and installation costs, up to a maximum of £350 for each socket, and up to a maximum of 40 across all sites for each applicant. Stephen Todd from East Riding of Yorkshire Council explained that the grant brings the cost of workplace charges right down. And by getting the council’s

Banning petrol and diesel vehicles The government has plans to bring forward the end date for the sale of new petrol and diesel cars and vans from 2040 to 2035. It is also considering including hybrids for the first time, which has come as quite a shock to the industry. Until quite recently, there have been generous subsidies offered for plug-in hybrids. But it seems that policy is now considering the real impact of hybrids, as various studies report that PHEVs could actually be emitting more CO2 than equivalent petrol-only cars due to extra battery weight. There is also the risk that drivers do not charge them. While hybrids have played an important role in getting drivers used to electric motoring, they are no longer needed as much as they once were due electric vehicles (EVs) approaching cost parity and achieving longer range. Adam Forbes from Stockport Council explained how they currently have three Nissan eNV200s, and that the total cost of ownership (TCO) for these vehicles is the same as diesel, if you exclude the initial cost of the recharging infrastructure. Delegates were asked about their reaction to government’s 2035 plans. There was a consensus around the table that plans to include hybrids caught everyone by surprise. Adam commented that the 2035 ban on petrol and diesel vehicles “makes a stronger business case to switch to electric vehicles”. Overall, delegates agreed that 15 years is enough time to plan for electric vehicles,

but mainly for passenger cars and some vans. For HGVs, specialist emergency vehicles and plant equipment, longer is needed and other technologies must be investigated, particularly hydrogen. Getting EVs on fleet A number of fleets around the table had made use of the Energy Saving Trust’s fleet consultancy. The organisation will conduct full analysis of a fleet’s data and produce its recommendations in an in-depth report. Event sponsor Mark Barrett from Harris Group (LDV / Maxus) – makers of the electric EV80 and soon to be launched DELIVER 9 & e deliver 3 – explained how the company can also help organisations understand if electric vehicles would suit their operations, by analysing routes and data. Crucially, however, if electric vehicles do not suit a company, then LDV / Maxus will never attempt to sell them. The best way to see if an electric vehicle would suit a fleet’s operations, according to Mark, is to “get a demo vehicle and use it in your own environment.” Speaking about the lesser known benefits of electric vehicles, Mark added: “Electric vehicles have 75 per cent less maintenance costs than ICE vehicles. Regenerative braking also minimises brake wear.” LDV / Maxus’ approach to battery maintenance and replacement was well received by delegates. The company has the ability to check the health of batteries at cell level and the design of the battery allows them to replace cells (rather than the whole battery), which is more cost effective and allows the battery life to be prolonged. A smooth transition to electric Delegates were asked what they would ask of the government to make it easier to transition to electric vehicles. Improvements to the infrastructure were brought up, including being interoperable and consistent, and to offer rapid chargers using contactless payment. Event Supporter

Kate Armitage, chair and GreenFleet Ambassador Mark Barrett, General Manager, Maxus / LDV Adam Forbes, Waste Manager, Stockport Metropolitan Borough Council

Road to Electric Report

street lighting team to do the installation, he was able to save further money. Discussing the issue of workplace charging, Maria Bate from Clarke Energy explained that her company had to upgrade the electrics of the building to accommodate 20 charge points, but the building has now reached maximum power capacity. “We wanted to install more charge points last year but it required a massive electrical upgrade. We have staff that want electric vehicles but we can’t accommodate them,” explained Maria. In this instance, load balancing can help. Roundtable host and charging infrastructure specialist Kate Armitage explained that load balancing means you can install further charging points without changing connection capacity as power is distributed equally. Sophisticated back office software can also charge depending on what vehicles are needed when. Kate stressed the importance of finding out how back office systems work when choosing charge point providers. Questions should be asked on whether systems are interoperable and whether they are OCPP (Open Charge Point Protocol) compliant. The OCPP offers a uniform method of communication between charging station and Charging Station Management System (CSMS), meaning it is possible to connect any CSMS with any charging station, regardless of the vendor. Workplace chargers will become commonplace in the future as there is an EU Buildings Directive coming into force by 2025 that will require employers to install chargers in 20 per cent of all company parking spaces.

GreenFleet roundtable attendees

Damian Walshe, Fleet Manager, Greater Manchester Fire and Rescue Service Maria Bate, Fleet Manager, Clarke Energy Thomas Rook, Chair, GMPHA Jason Smith, Clean Air Delivery Officer, Transport for Greater Manchester Adam Graham, Principal Transport Planner, Warrington Borough Council Stephen Todd, Contract Manager, East Riding of Yorkshire Council Sam Collinson, Logistics Engineer, Lancashire Fire and Rescue Service Lee Shant, Fleet Administrator, Lancashire Fire and Rescue Service Tony Kendrick, Transport Team Manager, St Helens Council

Certainty over BIK for electric vehicles in four years time was also raised. In summary, the CAZ proposed for Greater Manchester, together with the future ban on pure petrol and diesel vehicles – is focusing fleets’ attention on moving to electric vehicles. Concerns were still raised about the public charging infrastructure, and for those installing charge points, site selection was highlighted as key to making it work. Delegates were mostly positive about electric vehicles and agreed they can work in many applications. However, HGVs and specialist vehicles such as for the emergency services, Event Sponsor needs further investment in technology. L Event Sponsor

Jason Smith, Clean Air Delivery Officer, Transport for Greater Manchester

Mark Barrett, general manager, Maxus (formerly LDV)

Jason Smith is a Clean Air Delivery Officer within the Early Measures project team at Transport for Greater Manchester. The role of the Early Measures project is to encourage the uptake of Electric Vehicles in Manchester. This is to be delivered by investing in new infrastructure but also encouraging behaviour change through various public and business initiatives.

Mark is a leading figure in the automotive industry and is part of the Harris Group, the company responsible for the relaunch of LDV’s commercial vehicle range in the UK and Ireland in 2016. Mark has also been instrumental in the recent announcement that LDV will rebrand to Maxus. Mark has almost 25 years experience in the automotive industry.

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Flexibility without commitment. A certain solution for uncertain times. With over 50,000 cars and a fleet of more than 8,000 Euro 6-compliant vans and specialist vehicles, access the latest motoring technologies, including electric vehicles, without the need for long term commitments. With Europcar Mobility Group, you also have access to managed pool fleet solutions and international ground transportation when you need it. All available to you online, 24 hours a day, 7 days a week.

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THE ROAD TO ZERO

Road to Electric Report

VIEW FROM THE EXPERTS The government is mulling over plans to bring forward the end-date of new petrol and diesel vehicles to enable it to meet its 2050 net zero plans. But what needs to happen to achieve this and what challenges will this pose fleets? We ask Stuart Thomas from the AA and Dan Hawkes from Europcar Mobility Group UK for their views The government has announced it is consulting on bringing forward the end to the sale of new petrol and diesel cars and vans from 2040 to 2035, or earlier if a faster transition appears feasible, as well as including hybrids for the first time. This follows a report by the Committee on Climate Change which says that many of the government’s current plans for reaching its net zero carbon target by 2050 are insufficiently ambitious and others are proceeding too slowly, even for the current 80 per cent target. To put it bluntly, it says “2040 is too late for the phaseout of petrol and diesel cars and vans, and current plans for delivering this are too vague.” Bringing the end date of new petrol and diesel car forward puts further pressure on the auto industry and organisations that operate vehicles. “Clearly there is a big challenge ahead for organisations that need to keep their people and goods moving,” comments Dan Hawkes from Europcar Mobility Group UK. “The industry reaction to the government’s latest announcement has been mixed with many manufacturers raising concerns over the accelerated timetable. There is unquestionably a lot that needs to be done to achieve the goal, not least of which improving the charging infrastructure.” Getting people to buy electric vehicles will help the market mature and show that there is demand. But taking the plunge into what some see as a ‘risky’ technology takes support and encouragement. “We need to offer more incentives to encourage fleets to take the next step towards zero-emission vehicles,” comments Stuart Thomas from the AA. “This could include scrapping the VAT on new EVs. Extending the plug-in grant for another three years in the Budget was a good move, however, we were disappointed that the grant was cut by £500 to £3,000. We should also be investing in building gigafactories in the UK to help improve battery supply, R&D to increase range, payloads and end of life recycling batteries.” A flexible transport policy The future vehicle landscape could look very different. But while things are still changing, looking at different ways of travelling could help side-step any challenges.

Dan Hawkes, Head of Sales Performance, Corporate Mobility and Market Intelligence, Europcar Mobility Group UK Dan Hawkes is Head of Sales Performance, Corporate Mobility and Market Intelligence at Europcar Mobility Group UK. With over 15 years’ experience in the automotive industry, Dan was appointed to his current role in 2018 with a focus on developing the implementation of new mobility solutions for the company’s B2B customers. Prior to joining Europcar, Dan had an extended career in the motor industry spending over six years across various functions within a European vehicle manufacturer including forming part of a working group focusing on the initial roll out of its first EV models to the UK market. Having two daughters, Dan recognises the rapidly changing consumer trends and a need for utilisation of new technologies to deliver a great customer experience across an array of sustainable solutions.

Stuart Thomas, director fleet & SME services, the Automobile Association (AA) With more than 20 years’ experience in the fleet sector, Stuart’s extensive knowledge of the industry comes from roles across contract hire, disposal and related fleet services. His experience includes working with organisations including Nissan Finance and Lombard. In 2000, Stuart joined The Automobile Association (AA) and was promoted to the role of director of fleet services, where he is responsible for managing all aspects of the AA’s fleet and small-or-medisum sized (SME) clients. This includes some of the UK’s largest fleets and most diverse business users. In this role, Stuart delivers bespoke contracts and manages a team of more than 35 dedicated account managers, call handlers and sales personnel within the company.

“The old model of long-term leasing or even outright acquisition could catch some businesses out, says Dan. “Taking a ‘usership’ rather than ‘ownership’ approach to fleet management will, therefore, make more and more sense. And solutions like Europcar Advantage, which provides brand new vehicles for a minimum of three months without having to make any longer-term commitment fits the bill very well. “Indeed, in no small part prompted by the current vehicle supply delays caused by WLTP, we have seen a significant growth in uptake of Advantage, proving that it is

meeting a very immediate and specific need in businesses and other organisations.” Stuart agrees that a degree of flexibility is needed for fleets because first and foremost, vehicles have to be fit for purpose. He says: “Rather than car-makes necessarily increasing the number of EVs, fleets need more options of vehicles that are fit for purpose. For reasons of payload, range and cost, many of the zeroemission models currently on the market don’t yet meet fleet and business requirements. We can’t have organisations reliant on one or two manufacturers as it will lead to the bottlenecks in supply which we have already seen. E Issue 126 | GREENFLEET MAGAZINE

Road to Electric Report

Final thoughts  “As a country, the UK needs to focus on a more integrated transport policy that goes beyond just cars and vans. While the direction of travel for policy is clearly towards an electric future, we won’t solve everyone’s transport needs with electric cars and vans alone. Transition and alternative fuels, such as LPG, LNG, CNG and hydrogen, need to be supported when the circumstances are appropriate.” Why hybrids too? The government is also consulting on banning the sale of new hybrids for the first time, which has taken the industry by surprise. What is the argument against hybrids? “Plug-in hybrids were put in place to help drivers transition to full EV adoption, providing the behavioural nudge to get us all used to plugging vehicles in,” explains Stuart. “However, with different types on the market – mild, self-charging and plug-in hybrids, the potential for confusion among consumers and businesses is significant. With a lack of driver knowledge and education, some of these hybrid vehicles have been used ineffectively, making them more expensive and less efficient. “However, just because the education phase needs work doesn’t mean we should automatically label all hybrids as ‘bad’. The higher payload versus some of the zero emission vehicles currently available means hybrids may be better placed to help tackle climate change than the choice of keeping older, polluting vans on the road while waiting for zero emissions technology to catch up.” The phase out Regardless of when it happens, the phase out of petrol and diesel is in progress. But what does the transition look in real terms? “We have consistently called for a phased plan which provides fleets and businesses with the incentives to switch to zero emissions vehicles,” says Stuart. “Had the Chancellor followed our calls to scrap the VAT on electric cars in the recent Budget, for example, it would have had an influential impact on drivers looking to change their car. We welcome, of course, the news of greater investment in infrastructure and the extension of the plug-in grant for another three years, but opportunities are being missed to truly engage businesses and fleets.” Stuart continues: “If we want to see widescale adoption of zero emission alternatives, we need to provide fleet managers and businesses with a forward-looking roadmap that delivers clarity and plenty of carrots rather than sticks to make the change. To avoid unnecessary business disruption, organisations need genuine choice so they can pick the vehicles and powertrains which are fit for purpose for their individual needs, while integrated transport policies need to provide clarity about what is coming down the track.” During the transition phase, fleets can benefit from looking at flexible travel solutions. Dan comments: “The next 12-15 years is going to see a steady transition by manufacturers. During that time it’s vital that fleet managers can stay on top of their business needs, balancing those with shifting availability of different vehicle types. And that calls for a

real collaboration between fleet managers and their supply chain, whether that’s the manufacturers themselves, leasing companies or more holistic mobility providers like Europcar. “Flexible solutions like Europcar Advantage will continue to give organisations access to the latest motoring technology – but without having to make long-term commitments. And that has to be good news, not just financially but in terms of environmental sustainability.” The question about infrastructure The Department for Transport has announced that government funding for the installation of chargepoints on residential streets next year will be doubled. This could fund up to another 3,600 chargepoints across the country, and make charging easier for those without an off-street parking space. Increasing the amount of charge points will improve the charging infrastructure to an extent, but what other limitations does it have? “Alongside more charging points, we also need a mixture of charging speeds, ease of payment, the potential to book a charging point in advance and so on,” comments Stuart. “The recent Budget announcement recognising the need for further investment in rapid charging points is welcome, but conversations need to take place to resolve the issue of drivers who don’t have dedicated off-street parking, particularly as more organisations require employees to take their work vehicles home. “Maintenance and off-road parking are both major factors which need to be resolved,” Stuart continues. “There are lots of open questions around Induction Charging; can it be embedded into the UK streets? What about vandalism? Can we align this with adequate street lighting and safety for drivers? One of the main issues around on-street charging is the requirement to get power from substation to pavement. The conversation between regional electric companies, local authorities and infrastructure providers needs to happen quickly.” Stuart adds: “We need clear policy, to harness the latest technologies, and take note from other countries who have started on this path already, including Holland which is well ahead of the UK on this. The UK needs to invest: Build it and they will come.” A chance to test the vehicles Giving vehicle users the confidence that they will be able to get where they need to be in an EV is a challenge that has to be addressed. Europcar Mobility Group UK believes that giving fleet managers the ability to ‘test’ how electric works in real-world conditions is a vital step in addressing that challenge. Dan explains: “We are working with a number of different manufacturer partners and vehicle users to put electric to the test. For example, we have recently joined forces with Mercedes-Benz Vans to give several businesses that use vans as an integral part of their operating model the opportunity to trial the Mercedes-Benz eVito panel van to help them understand the types of journeys and user applications that are best suited to electric motoring.”

DRIVING THE SWITCH TO CLEANER FLEETS | www.greenfleet.net

Dan Hawkes We need to address how employers keep people and goods moving now without finding themselves out of sync with the inevitable changes coming down the line. The old model of long-term leasing or even outright acquisition could catch some businesses out. Taking a ‘usership’ rather than ‘ownership’ approach to fleet management will, therefore, make more and more sense. And solutions like Europcar Advantage, which provides brand new vehicles for a minimum of three months without having to make any longer-term commitment fits the bill very well. Stuart Thomas We need to offer more incentives to encourage fleets to take the next step towards zero-emission vehicles. This could include scrapping the VAT on new EVs. Extending the plug-in grant for another three years in the Budget was a good move, however, we were disappointed that the grant was cut by £500 to £3,000. We should also be investing in building gigafactories in the UK to help improve battery supply, R&D to increase range, payloads and end of life recycling batteries. Geotab telematics units including purposebuilt EV reporting and Sure-Cam in-car dash cam technology have been integrated into the vehicles to ensure Europcar, MercedesBenz and the eVito users can gain the best possible insight from the trials. Dan continues: “Many businesses are eager to adopt the most sustainable fleet solutions but still need to understand how these will work for their operational models and by offering this simple ‘test drive’ facility, in partnership with MercedesBenz, we are enabling businesses to try out an electric van on a day to day basis to see if it will work for them. “In the longer term, we believe renting electric will prove a massive benefit to businesses that are working in low emissions zones on a short term basis, or simply want to temporarily integrate an electric van into their existing fleet for ‘on demand’ environmentally friendly motoring. The learnings from the trials will, therefore, help us shape our electric van rental solutions for the future, as well as provide Mercedes-Benz with valuable customer feedback.” L

What to do with vehicles, and how to maintain them, depends on how long they will be left idle. For example, if fleet drivers are using vehicles to top up on food and supplies, meet caring needs or commute to an essential job or industry, then it is business as usual. But, for many, there will be no need to use vehicles for a lot longer, perhaps even months. Even if vehicles are not being used, they will still need to be insured unless you make a Statutory Off Road Notification (SORN). You can only make a SORN if the car is being kept off the road. How long can you leave a vehicle without starting? How long you leave a vehicle without starting will depend on the condition of the 12-volt battery. Most modern cars with a healthy battery should last at least two weeks, without needing to be started up to re-charge the battery. If there’s any doubt about the condition of the battery, fleet drivers should start it once a week just to be safe. What happens if you don’t drive a vehicle for a long time? If the vehicle has been regularly started and run for 15-minute periods, the battery should work. The tyre pressures should be checked and adjusted before driving. Check all fluid levels, before starting the engine. The brakes may have some corrosion on them, especially if the car was wet when it was parked up. Drive carefully and test the brakes as soon as possible. Make sure you use your brakes for the first few miles to clean off any corrosion. Check nothing’s nesting under the bonnet or has chewed through the pipes/hoses. Arrange a full service once it’s running again if your vehicle has been standing for a long time. What if the MOT expires? The government has announced a sixmonth exemption from the MOT test for cars, motorcycles and vans which are due for a test from 30 March 2020, although vehicles must still be kept in a roadworthy condition. Garages will remain open for essential repair work. Leaving vehicles parked for up to a month Before parking a vehicle up for a long period, it’s a good idea to top up with fuel. Not only

will this help with other measures, but a full tank doesn’t attract condensation, which could cause issues if allowed to build up over time. If possible, connect the vehicle’s battery to a mains-powered battery maintainer. Otherwise, start the engine once a week and allow it to run for about 15 minutes. This will re-charge the battery and help keep the engine in good condition. It’s important to allow the engine to run for this long so the battery can charge properly. In the case of petrol engine cars, it also helps to prevent engines from flooding with fuel. Never leave vehicles unattended with the engine running. Sometimes, when a vehicle is parked up for a long period with the parking brake on, the brakes can seize. To prevent this, it’s good practice to release the parking brake and move the vehicle a short distance back and forth, at the same time as running the engine. The parking brake shouldn’t be left off unless the vehicle is on private land with the wheels securely chocked. Electric vehicles and hybrid vehicles have 12-volt batteries, the same as conventional cars. However, they charge differently. Pressing the start button, so the ready light comes on, will operate the charging system. Doing this for 10 minutes once a week should keep the 12-volt battery topped up. Some electric and plug-in hybrid vehicles can maintain their 12-volt batteries if they’re plugged in to the mains charger. Check your vehicle handbook for details on this. Don’t run a car engine inside a household garage as the exhaust fumes can be toxic. If you keep your car in a garage, pull it out onto the drive to run the engine to charge the battery. Before driving the car after a long period parked up, check all of the tyre pressures and inflate if needed. How to store a vehicle longer than a month Clean and polish the vehicle, and lubricate the locks. Make sure the vehicle is dry if stored in a garage, and there is plenty of ventilation. Consider a refund on car tax by making a Statutory Off Road Notification (SORN). You should also discuss whether is it appropriate to reduce insurance cover to fire and theft only. Mobile recall service While the DVSA is encouraging operators to take advantage of text, email, advertising

Written by

During coronavirus lockdown, many organisations are still working; fleets and drivers are out on the road performing essential activities to keep our emergency services, retail and logistics sectors moving. However, with the country facing unprecedented challenges and non-essential travel restrictions in place (albeit under constant review), several organisations have made the decision to keep their people – and vehicles – at home. But there are certain things to bear in mind

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Keeping fleets in top condition while not in-use

and marketing channels to reach an increasingly diverse group of end drivers, alongside the official recall letters, the AA wants to help fleets go one step further in the push for recalls response. As such, the organisation is working with manufacturers to develop a complementary mobile recalls servicing team, to operate alongside the existing dealer network. Stuart Thomas, director of fleet & SME services at the AA says: “We know the ideal solution for manufacturers is to get customers back into the dealership so they can manage the ongoing relationship. However, for a variety of reasons, that might not always be possible. Our research suggests drivers are looking for increasingly convenient and mobile solutions and we’re working with manufacturers and fleet operators to meet that need.” Examples include sending AA technicians to the Scottish islands to carry out planned recall work on behalf of a manufacturer without dealers in the area, while pilots have also been conducted on a regional basis to support dealers managing a backlog. Thomas concludes: “Our focus is on developing data and technology to better support predictive and preventative maintenance. Going beyond traditional breakdown, we are working closely with organisations across the mobility sector to develop solutions which will provide the changing driver demographic with increased convenience and the opportunity to better plan their lives around their vehicle requirements. Our work on recalls is just one part of the process.” L FURTHER INFORMATION www.theAA.com/business

Issue 126 | GREENFLEET MAGAZINE

Road Test

Toyota Camry Excel

Written by Richard Gooding

The Toyota Camry returns to the UK with a hybrid-only powertrain. Stately and serene, Richard Gooding finds that Toyota’s spacious saloon is a quietly understated and economical machine What is it? The Camry is one of Toyota’s longest-running nameplates. Spanning almost four decades, the Camry has appeared in hatchback, notchback and estate guises, but in the UK, the mid-size Japanese model is perhaps best known in its saloon configuration. The eighth-generation car was introduced in 2019, and marks a return to the UK market after an absence of 15 years. Now exclusively powered by a ‘self-charging’ hybrid powertrain, the Camry effectively replaces the discontinued Avensis and sits above the Corolla Saloon, which can also be had as a hybrid. The Camry is the eighth member of Toyota’s European hybrid electric car family, and the Japanese company picked up the Fleet Car Manufacturer of the Year title at the 2019 GreenFleet Awards in recognition of its commitment to, and impressive range of, alternative fuel vehicles. was named International Van of the Year 2019. How does it drive? From the outside, the new Toyota Camry could very easily be mistaken for a large BMW. A handsome machine, especially in profile, the big Toyota looks classy yet understated. Its multi-channelled front lower grille may not be to all tastes, but it is distinctive and lends the premium-feeling Toyota some boldness to offset the traditional notchback shape.

Inside, the impression of quality continues. Leather facings appear on the dashboard, door panels and seats, and stylised wood-like trim evokes a sophisticated air. A bold sweep of the dashboard creates the centre console which houses the seven-inch Toyota Touch 2 with Go colour touchscreen multimedia and navigation system, and is an interesting style statement. The physical buttons for the system are too thin, though, and the general look is one of a minimal, if very expensive hi-fi from the 1990s. The navigation system itself is not the most intuitive to use either, and others from rival machines use clearer graphical interfaces. Android Auto and Apple CarPlay are also missing, MirrorLink and Bluetooth/USB connections fitted as standard instead. However, in terms of overall equipment and comfort, only very few drivers would find fault with Toyota’s large saloon. The Camry is based on a version of Toyota’s TGNA platform, which also underpins the current Prius as well as most of its current range. The low and wide stance is appealing, and a 2,825mm wheelbase length ensures there is more than ample room in the rear. The back seat area is truly vast, and Toyota has also cleverly struck an ideal

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balance when it comes to accommodation and luggage space: with 524 litres of capacity with the seats in place, the boot is large, too. The 2.5-litre petrol-electric powertrain under the Camry’s bonnet has a total system output of 215bhp and is similar to that found in the RAV4 SUV. Mated to an electric CVT gearbox which isn’t as intrusively loud as it can be in other Toyotas, ‘sequential shiftmatic’ technology allows ‘shifts’ using the lever on the centre console. An auto glide control allows the car to decelerate more slowly in normal driving, and also encourages improved fuel economy by reducing the need for reacceleration. Three driving modes – ‘Eco’, ‘Normal’, and ‘Sport’ – allow the Camry to be tailored to the prevailing conditions, and it’s surprisingly easy to get good economy: we recorded over 60mpg on more than one occasion. A selection of displays on both the infotainment system and ahead of the driver detail the car’s economy and usage cycles, and an all-electric ‘EV’ mode can also be selected. On the move, the Camry is supremely comfortable and serene, and would be very at home munching the miles on a motorway. The big Toyota’s well-judged damping delivers a very comfortable and relaxed

A me handso pecially e, es machin le, the big in profi oks classy Toyota loderstated yet un

Road Test

The future of fuel cell

The Camry isn’t the only large Toyota to be powered by an alternatively fuelled powertrain. On sale since 2014, the Mirai is Toyota’s first production hydrogen fuel cell vehicle.

ride, too, and although the Camry isn’t the kind of car you would associate with a sporty drive, body roll is limited and the steering is light for such a large machine. How economical is it? Toyota quotes fuel economy of between 50.44-51.36mpg on the new Worldwide Harmonised Light Vehicles Test Procedure (WLTP) cycle for the Camry. Over a distance of 435 miles in mixed conditions, we recorded an average figure of 50.8mpg. What does it cost? The Toyota Camry is only offered in two trim levels, Design and Excel. The entry-level Design is priced from £29,995 ‘on the road’ (OTR) and features ambient interior lighting, dual zone automatic air conditioning, front and rear parking sensors, keyless entry, leather upholstery, a full complement of LED lights, power adjustable and heated front seats, rear privacy glass, Toyota’s seven-inch Touch 2 with Go colour touchscreen multimedia and navigation system, and 17-inch alloy wheels. The £31,295 Excel adds an auto-dimming rear view mirror, power reach and rake adjustment for the steering wheel, rain-repellent door mirror glass, and a wireless smartphone charging tray. Wheels also go up an inch in size. Just like the range of models itself, Toyota has also made the options choice simple. There are very few to choose from: pearlescent paint is £795, and a ‘Protection+ Pack’ – a boot liner, door handle protection film, rubber floor mats, and a rear bumper protection plate – is an additional £320. Safety kit is high on all Camrys. Both trims include Toyota’s ‘Safety Sense’ system which includes adaptive cruise control, automatic high beam, lane departure alert, pre-collision, pedestrian protection, and road sign assist functions. Curtain, knee and side airbags are also fitted as standard, and an intelligent clearance sonar with rear cross traffic braking system features on the Excel, along with a blind spot monitor. How much does it cost to tax? Having a hybrid powertrain, the big Toyota is classed as an ‘alternatively fuelled’ vehicle when

it comes to taxation, and therefore attracts a £10 discount on Vehicle Excise Duty (VED). In the first year, the 101g/km Excel model tested costs £140 to tax, falling to £135 thereafter. The smaller-wheeled and lower-emitting 98g/ km Camry Design is charged £120 in the first year, rising to the same £135 as the Excel thereafter. Benefit in Kind is currently pegged at 23 and 24 per cent for the Design and Excel respectively. Why does my fleet need one? Good-looking, elegant and stately, the new Toyota Camry exudes a quality feel and offers a generous range of equipment. Its hybrid powertrain offers refinement to match its overall air of quiet understatement but also enables the car to achieve good economy and low emissions. A very comfortable, quiet and quality car, the Toyota Camry offers the advantages of hybrid drive in a large-sized and good-value package with few direct rivals. L

Using a Toyota-developed fuel cell stack and hydrogen tanks, the only emission is water vapour, and driving range of around 300 miles matches that of an equivalent petrol-engined car, as does the refuelling time of around three minutes. At the 2019 Tokyo motor show, Toyota previewed the secondgeneration Mirai. To be built on the same new modular TNGA platform as the Camry, the new Mirai is expected to be launched later in 2020. Ditching the awkward and over-detailed looks of the current car, its appearance body is as stylish as it is conventional, with coupélike lines and 20-inch wheels. A sharper drive is also promised. The cabin will be able to seat five rather than four, and efficiency will still be a crucial key consideration. Toyota is targeting a 30 per cent increase in the Mirai’s driving range through improvements to the fuel cell system and the fitment of larger on-board hydrogen tanks.

FURTHER INFORMATION www.toyota.co.uk

Toyota Camry Excel ENGINE: 2,487cc 176bhp four-cylinder petrol / 120bhp/88kW electric motor / 6.5Ah nickel-metal hydride battery CO2*:

101g/km

NOx/PM:

0.43kg

MPG (Combined)**: GF MPG: VED:

50.44-51.36 50.8

£140 first-year, £135 thereafter

BIK: PRICE (OTR):

24% £31,295 (including VAT) (22,208.33 as tested)

*NEDC correlated **WLTD

Issue 126 | GREENFLEET MAGAZINE

ELECTRIC VEHICLES

VEHICLE LEASING

EV RECHARGING

Bradshaw Electric Vehicles

Europcar Mobility Group UK

Rigfone Electrics

Tel: +44 (0)1780 782621 Email: enquiries@bradshawev.com Website: www.bradshawev.com

Tel: 0371 384 0140 Email: businesssolutions@europcar.com Website: europcar-mobility-group.com

Email: enquiries@rigfone.co.uk Tel: 023 8021 5100 Fax: 023 8021 5101

Bradshaw is a leading manufacturer of electric vehicles for industry and distributor for Goupil, all-electric, light commercial, zero-emission vehicles. Homologated for road use the Goupil range is suited to low emission zones, towns and cities. With 11 body configurations, the vehicles are designed for last mile delivery and service operations.

Europcar Mobility Group UK is helping public and private sector organisations reduce emissions through a total mobility offering, from ultra-short-term car use by the hour through Ubeeqo and E-Car; traditional daily rental from Europcar; long-term rental of brand new vehicles with Europcar Advantage; and ride hailing and chauffeur services from Brunel.

Rigfone Electrics is an OLEV approved EV Installation Contractor offering innovative cost effective installation solutions across the South of the UK. Established in 1963 we have built a strong reputation for both reliability and quality with our clients in industry, commerce and public sector. We offer tailor made best value solutions for all your EV charge point requirements.

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