Improving air quality and greening fleets
PUBLIC SECTOR Guide 30 Air quality Many local authorities have been ordered to get their air pollution levels down to legal limits. But without national coordination and adequate funding, a patchwork of plans is emerging across the country. ClientEarth’s Dominic Phinn discusses the progress so far and what more is needed from government 33 Procurement The new Vehicle Purchase agreement from the Crown Commercial Service broadens the scope of the existing framework and makes it easier to buy zero and ultra-low emission vehicles for public sector use, explains Kim Harrison 39 Electric vehicles While the electric vehicle evolution is global, the impacts will be local, and local authorities will be expected to play their part in delivering a robust charging infrastructure. The Renewable Energy Association’s Daniel Brown shares some advice on how local authorities can champion electric vehicles 42 Panel of experts The public sector must lead by example when it comes to reducing vehicle emissions. While some are already on the zero-emission journey, many are not. So what should fleet managers consider before switching to an electric fleet? And what can they do if electric vehicles are not yet suitable? We ask our new Panel of Experts
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Issue 120 | GREENFLEET MAGAZINE
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Public Sector Guide Written by Dominic Phinn, business engagement coordinator, ClientEarth
AIR QUALITY
Cleaning up the air: what’s been done and what more is needed? Many local authorities have been ordered to get their air pollution levels down to legal limits. But without national coordination and adequate funding, a patchwork of plans is emerging across the country. ClientEarth’s Dominic Phinn discusses the progress so far and what more is needed from local and national government Every year, air pollution across the UK contributes to the equivalent of 40,000 early deaths and affects the lives of thousands of people who have no choice but to breathe dirty air. Polluted air affects us all, but particularly the young, the elderly and other vulnerable members of society. The link between air pollution and a range of chronic health conditions such as strokes, cancer, heart and asthma attacks are well established. We have recently seen reports published linking poor air quality to other forms of illness such as premature births and stunted lung growth in children. A study published last month in the Journal of Psychiatry, showed links between exposure to air pollution and mental health issues. As the mountain of evidence exposing the ways that air pollution negatively impacts on our health continues to grow, it is inexcusable that air pollution remains at illegal levels across the country.
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eight years. As part of court-ordered national plans, government has directed 36 English local authorities to come up with their own proposals to tackle illegal levels of pollution in their areas in the shortest possible time. In 2016, the High Court laid out the legal tests for air quality plans. These included the aim to achieve compliance as soon as possible; to choose a route to compliance which reduces human exposure as quickly as possible; and ensure that compliance with the limit values is not just possible, but likely. Furthermore, it ordered that that ‘the determining consideration has to be the efficacy of the measure in question and not their cost’.
Illegal air quality plans and the ask of local authorities Over the last twelve months, we’ve seen the publication of the long awaited Road to Zero strategy and more recently the Clean Air strategy. Such national attention is well overdue and welcome but these strategies lack ambition, binding targets and ultimately fail to illustrate how illegal and harmful Local authorities levels of air pollution – what have we seen Given t will be addressed. so far? h e implica As a result Given the implications of deliver tions of of successive delivering measures to ing cle government failures meet these requirements, a measur n to deliver a lawful national coordination es, nat air ional c o o rd i n air quality plan, and significant funding ClientEarth has is essential. Instead signific ation and ant f been forced to it has been all been is essen unding take ministers to left to local authorities tial court. It has launched that are already under three successful legal strain and in many cases challenges over the past do not have the resources,
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expertise or policy levers to address the problem. Without national coordination and adequate funding, we are seeing a patchwork of plans emerging across the country. For example, Oxford has backtracked on plans to ban private vehicles in their planned zero emission zone. Southampton has reneged on its commitment to establish a Clean Air Zone. Greater Manchester has announced that its Clean Air Zone will not include cars. There is concern that it will not meet legal limits in ‘the shortest time possible’. Elements of the Clean Air Zone will only come into force by 2023. Derby submitted its business case to government last week and confirmed that it will not implement a Clean Air Zone. A large number of local authorities, including those in Derby, Southampton, Newcastle, Manchester, Bristol and Bath seem to have missed legal deadlines for the production of final plans. Bath has backtracked on its commitment to a Class D Clean Air Zone and is proposing a Class C Clean Air Zone for the city centre instead. Rotherham and Sheffield have proposed a Class C Clean Air Zone. Birmingham is showing leadership, opting for a Class D Clean Air Zone. Leeds has committed to introducing a Class C Clean Air Zone. Newcastle, Gateshead and North Tyneside consultation opened on the 4 March and includes consideration of a number of options including a Class D Clean Air Zone or a city centre Low Emission Zone with bridge tolls. A wider problem Air pollution is not of course an issue that only affects those regions that have been formally directed to deliver plans. There remain many areas across the country that fall outside the scope of these plans but where local authorities continue to measure pollution at levels above existing national air quality objectives. Furthermore, the vast majority of towns and cities in the UK suffer from levels of pollution that are above World Health Organisation guideline levels. To ensure that everyone’s health is protected, action is needed to reduce pollution across the country. In July last year the Prime Minister committed to introduce new clean air legislation as part of the upcoming Environment Bill. This is a once in a generation opportunity to introduce new law enshrining stronger binding objectives on air quality that act to better protect people’s health and are at least in line with WHO guidelines. The legislation should establish clear duties to ensure that binding targets are not simply set and subsequently ignored, with responsibility
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Quartix helps fleets improve productivity Andy Edwards, Regional Sales Manager, Quartix
Public Sector Guide
In July last year, the Prime Minister committed to introducing new clean air legislation as part of the upcoming Environment Bill. This is a once in a generation opportunity to introduce law enshrining objectives on air quality lying with those most able to deliver pollution reductions at scale rather than simply relying on individual local authority commitments. Responsibility lies with national and local government It is clear that we need urgent action to tackle illegal levels of air pollution that are harming people across the country. Clean Air Zones are one of the most effective ways to do this but they need to be complemented by help and support, particularly to those on low incomes and small businesses, to move to cleaner forms of transport. Responsibility lies with central government to provide funding and support to businesses and individuals. The scrappage scheme announced by the Mayor of London will help people and businesses to adjust to restrictions through the ULEZ. The £25 million that the mayor has committed to help low income families switch to cleaner vehicles needs to be matched by national government and scaled up as a national means tested scheme that is part-funded by the car industry. It should help businesses to purchase ultra-low or zero emission vehicles, or pay for a public transport season ticket, car club membership, bicycles, and so on. We know that people are ready to consider low and zero emission alternatives if the price is right. Nearly two-thirds of motorists (61 per cent) say they would consider purchasing an electric or hybrid car when they next look to buy, according to a survey of over 20,000 AA members. However EV sales are not increasing at the rate predicted according to AutoTrader. We need to see changes to taxation such as to VED and company car tax to increase take up of cleaner vehicles. This has worked in Norway and the Netherlands, it is time that the UK showed the same leadership to match ambition with action. While responsibility lies ultimately with national government, the plans from local authorities are also subject to the legal test set out by the courts in 2016. The lack of leadership from central government is inexcusable but it shouldn’t used by local authorities as reason to justify inaction and a watering down of measures that will result in plans failing to meet what is legally required of them. The months ahead will be crucial and attention will be focused on all levels of government to make sure that plans submitted are effective in finally protecting people’s health. L FURTHER INFORMATION
The Quartix vehicle tracking system has been installed in over 500,000 vehicles and helps a wide range of businesses improve productivity, cut costs and save on fuel every day. Providing commercial fleet tracking for cars, vans, coaches and HGVs throughout the UK, Europe and the US, the system offers a host of valuable features for fleet managers. Quartix does the hard work of analysing your data, generating simple to use reports that can be accessed online. Live tracking, driver timesheets, geofencing and management dashboards allow managers to easily see where efficiencies can be made. In-depth driving style reports help to assess driving behaviour, which if improved can save businesses up to 25 per cent in fuel consumption as well as positively impact the safety of other road users. Drivers who face work-related time constraints can find themselves exceeding speed limits or demonstrating risky driving behaviour. However, assessing risk based solely on the legal speed limit is insufficient because the safe speed for a road is often far below the legal limit; this is particularly true on rural roads where data shows the highest rate of fatal accidents despite very few drivers exceeding the legal speed limit. The unique SafeSpeed database, developed by Quartix, uses real traffic data to give a clear picture of what speeds are statistically proven to be safe on any given road, as opposed to what is simply legal. With this metric, fleet managers can coach drivers to maintain safe speeds, thereby saving lives and reducing loss ratios. Quartix offers tiered packages to help businesses improve safety, make sense of mileage and fuel costs and reduce admin. Get in touch to discuss the best option for your business. FURTHER INFORMATION 01686 806 663 enquiries@quartix.net
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Legal speed limits versus safe speeds – the need for better measures Andy Walters, managing director of vehicle tracking provider Quartix, describes how to redefine speed limits for your fleet and improve safety out on the roads. The idea behind his unique research received the 2018 Queens Award for Enterprise in Innovation
Safe speeds: how far below the legal limit are they? The majority of UK road deaths happen on rural roads despite the relatively low volume of traffic they carry. Accidents on these rural roads also often occur at speeds below the National Speed Limit, which raises the question – what is a safe speed and how can we define it for each road we travel on? Average free flow vehicle speeds on rural roads are distinctively lower than the speed limit. On single carriageways, research show that only eight per cent of road users exceed the 60mph limit. With far fewer cases of speeding seen on the roads with the highest fatality rates, the need for a stronger, more robust safety measure than the legal speed limit was a clear focus for us at Quartix. Drivers must ‘read the road’. The appropriate speed for any given road depends on
its context, layout, width, surface, contour, conditions and time of day. Adherence to speed limits is a not a sufficient reflection of a driver’s safety, particularly on rural roads where data shows a disproportionate rate of fatal accidents at speeds well within the legal limit. You only need to drive on a rural road to see that the safe speed for most of that road is not 60mph – bends will require you to slow down to below 30mph, of which there are usually many. We tasked ourselves with answering this critical question: ‘what is a safe speed?’ and developed a formula to redefine speed parameters for UK road users. Quartix is proud to provide a strong benchmark for safety based on real traffic data, which concentrates on the mean speed distribution of free-flowing traffic.
The importance of mean traffic flow Evidence suggests a driver’s risk of suffering an accident increases exponentially as they deviate above the mean speed of moving vehicles on a specific stretch of road. Our SafeSpeed Database analyses that mean speed to determine a more appropriate limit to class as ‘safe’. We collect over 30 million data points each day from 100,000 experienced drivers and then match them against more than 2 million sections of the UK road network. This allows us to define mean speeds and offer a better measure of risk, enabling managers to engage with their fleets and encourage safer driving behaviour. Putting the theory into practice: improving your safety metrics The system we provide is simple. A green score is awarded for any speed below the mean and speeds ranking above 75 per cent are marked in red and identified as dangerous. Our customers span from construction business and public sector organisations, through to trades and deliveries. All have found that using this insight and encouraging safer speeds not only addresses the most significant danger that their drivers face, but also reduces the number of accidents by 5-20 per cent; reduces liability and costs of accidents by 10 per cent and reduces fuel costs by 25 per cent. To read the full report, download the Quartix SafeSpeed whitepaper at: www.quartix.net/learn/safespeed-database/ About Quartix Quartix has delivered real-time vehicle‑tracking and telematics solutions to fleets of all sizes for over 18 years. Over 13,000 companies are using the Quartix system to gain actionable insight into their vehicle movements, driver behaviour and fuel consumption. To find out more about the different plans and contracts available with Quartix, contact us on the details below. L FURTHER INFORMATION
Fig 1 – Department for Transport data (2016)
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01686 806 663 enquiries@quartix.net
Public Sector Guide
PROCUREMENT
The new Vehicle Purchase agreement from the Crown Commercial Service broadens the scope of the existing framework and makes it easier to buy zero and ultra-low emission vehicles for public sector use, explains Kim Harrison The government is committed to helping reduce our carbon emissions and has confirmed its ambition to see at least half of new cars to be ultra low emission by 2030. With so many government, local authority and wider public sector vehicles serving the UK public in so many ways, it was only right that when Crown Commercial Service (CCS) was considering the future of vehicle procurement, that green options were easily accessible for our customers. The Vehicle Purchase framework makes selecting the right electric vehicle (EV) or ultra low emission vehicle (ULEV) easy and empowers public sector customers to make greener choices. CCS is committed to helping its customers make decisions which are more environmentally friendly and ecologically responsible. CCS Vehicle Purchase background The new Vehicle Purchase agreement was launched in December 2018. This builds on the existing agreement, by broadening the scope to promote innovative new vehicle solutions, whilst still offering great savings. Through CCS, fleet managers/procurers across the public sector have access to a fleet offering that covers a wide range of agreements for the whole vehicle life cycle. Vehicle Purchase is an integral part of the CCS fleet offering. Vehicle Purchase brings together the collective buying power of public sector customers with their procurement expertise, which means CCS can help the public sector get the best commercial fleet deals in the interests of stakeholders as well as taxpayers. Over the last four years there has been a high level of demand for vehicles including
police cars, ambulances, local authority street scene and public service delivery vehicles. With this kind of demand, it was paramount that whilst developing the new Vehicle Purchase framework, we considered how these vehicles were bought in the future. Coupled with the governmental pressures on reducing emissions, it was important we provided a simple and easy to use way to buy electric and ultra low emission vehicles.
statement in November 2017 to “commit to electrify 25 per cent of cars in central government department fleets by 2022”. With the benefit of this collective knowledge, the decision was taken to deliberately not separate out the purchase of electric and ultra low vehicles into a distinct Lot. This allows the natural development of suppliers, bringing to the market (and therefore the framework) any new, innovative and alternatively fuelled vehicles, when they can. Any information about new vehicles and changes to what can be bought, are shared on the Fleet Portal with customers to ensure they are prepared for these changes. Additionally the rationalisation of the lotting structure maximises competition – the number of suppliers has increased from 41 to 48, which in turn, makes more vehicle types available including those specialist vehicles for local authority fleet operators.
Written by Kim Harrison, category lead - fleet, Crown Commercial Service
Making greener purchases
Development As with the development of any go to market strategy, extensive stakeholder engagement is critical. This gives access to a wide range of knowledge and experience which ensures that all opportunities have been explored. As such CCS took advantage of its role in two cross-governmental working groups dedicated to transportation issues. The first was the Defra-led team, which established the Government Buying Standards for The Portal Transport (mandatory for central The new agreement is supported by government, best practice the newly refreshed CCS Fleet for wider public sector). It Portal. This allows customers T h e includes environmental to view everything available Vehicle and other responsible in the market, including Purchas procurement alternatively fueled vehicles of vehicles, and gives access to online framew e including safety. quotations with enhanced empow ork e We also worked search. This includes the r s p u sector c blic with the OLEVability to filter results to mak ustomers led (Office for based on any requirements e gre Low Emission and compare vehicles. The choices ener Vehicles) group for system makes a vast amount the Government Fleet of technical and pricing Commitment, which information simple to search for, announced in the Autumn allowing customers to search by E
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the criteria which is important to them, such as fuel train, safety rating, vehicle size, and so. The site gives access to live quotes from all of the 12 CCS lease providers, ensuring competitive, current pricing and the ability to direct award. The buyer is able to access a full breakdown of costs, allowing for comparison between manufacturers, the buy vs. lease prices and whole life costs for vehicles. All of this can now be accessed via a few simple steps. A holistic approach It is important organisations committed to using greener vehicles establish an infrastructure to support their decision. Expert services may be required and a holistic approach across the business including support from the estates and fleet teams, HR and finance is very important. CCS is working on a Smart Cities programme to bring together all contractual requirements for customers to move towards electrification. A ‘smart city’ is a place where the traditional networks and services are made more efficient with the use of digital and telecommunication technologies and will be essential to the broader adoption of green vehicles. Smart city considerations include transport technology products, solutions and professional services, including sustainable transport infrastructure and a dynamic catalogue for commodity products. For vehicles, the Smart Cities programme considers full availability of alternatively fuelled vehicles, including pure electric vehicles and other ultra low emission vehicles. It also considers buy, lease or hire vehicles; fleet management services; option for post-production conversions; and vehicle telematic solutions. One of the biggest challenges in the current market is the limited level of competition to drive best value. Additionally once a vehicle is selected, lead times for vehicles are currently taking longer than for traditional vehicles. Benefits of the agreement The strategy behind the agreement was to make all vehicle brands on offer within the UK available for purchase. The agreement allows suppliers to bring to market any new products or vehicles they develop during the course of the framework agreement, for example, if they
introduce a new model to the UK market, that model can then be sold through the Vehicle Purchase agreement. This allows suppliers to offer the latest technology, as soon as it is available, such as electric and ultra low emission vehicles. Alongside this, suppliers have the ability to offer all of their standard production vehicles and any options, along with any conversions or additional modifications they would like to provide. The scope of the agreement has been widened to include a greater range of specialist vehicles, such as street cleaning and refuse collection vehicles. There are now more suppliers for LCVs and HGVs which supports these specialist vehicles and gives greater choice. Customers are also able to go on to lease vehicles, but enjoy the benefit of the Vehicle Purchase agreement discounts. i.e. our CCS leasing companies are able to source the vehicles on behalf of the customer at the discounted prices we’ve negotiated with the manufacturers, passing the full benefit through in best value leases. Benefits for the buyer The benefits for the procurer include more suppliers; there are 48 suppliers in the new agreement, which is eight more than previously. There are blue light lots where we’ve rationalised down to two lots and increased the number of suppliers to support competition, range, availability and best value. Buyers can also benefit from savings; when we compare our buying power with those of a similar scale (being the leasing companies), on average our discounts are 11.3 per cent greater than those which similar sized suppliers can achieve. For your next vehicle procurement perhaps you will consider the Fleet Portal and will find out for yourself what alternatively fueled vehicles and CCS can do to help your organisation make a greener choice. Working together we can make a real difference in putting the UK at the forefront of a global revolution in motoring and help to deliver cleaner air, a better environment and a strong clean economy. L FURTHER INFORMATION
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Over the last four years, there has been a high level of demand for vehicles including police cars, ambulances, local authority street scene and public service delivery vehicles. With this kind of demand, it was paramount that the new Vehicle Purchase framework considered how these vehicles were bought in the future.
Martin Evans, managing director, Jaama
More than 1.25 million fleet vehicles and assets are currently managed by Jaama’s multi award-winning Key2 asset management system. In the past 12 months over 50 per cent of Jaama software system sales have been to local authority and public sector fleets. That demand is due to many factors, but includes continuous investment in product development to ensure private and public sector organisations operate at the cutting-edge of data management, operational best practice and compliance. Savvy fleet managers have recognised that sophisticated online fleet management solutions, like Jaama’s innovative Key2 software, deliver a wealth of benefits. However, it remains the case that many organisations are gambling with their fleet operations due to a failure to embrace online management technology. Those organisations that have recognised that they must ‘spend to save’ are reaping significant cost savings and administration efficiencies. Lack of investment can result in local authorities becoming less efficient and costs escalating. Public sector fleet requirements are becoming increasingly complex, driven by an ever-growing need to control costs and improve efficiencies. Key2 enables those demands to be met at the operational level and management to easily drill into data to access whatever detailed reports are required. Investment in technology, without doubt, leads to huge administrative time savings and the ability to drill down and easily dissect data, to quickly understand where money is being spent and highlight any compliance irregularities, will enable organisations to reap dividends by acting quickly and making well‑informed strategic decisions. FURTHER INFORMATION www.jaama.co.uk | 0844 8484 333 enquiries@jaama.co.uk
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New software solutions to meet compliance requirements Improved operational efficiencies, cost control and ensuring legislative compliance are among the benefits that councils across the UK have realised from implementation of Jaama’s multi award-winning Key2 system
Jaama, the industry-leading, fleet, asset and driver management software innovator, is seeing a significant increase in public sector interest in its technology. During 2018, more than 50 per cent of Key2 systems sold were to councils and as a result, more than 1.25 million cars, commercial vehicles and assets now managed via Key2. Cost control is the number one priority for all organisations across the public sector with savvy decision-makers investing in technology to help them effectively and efficiently manage their transport operations. Martin Evans, managing director of Jaama said: “Some public sector organisations continue to rely on outdated systems and processes to manage fleet vehicles. These ‘historic’ methods are invariably time consuming, administratively cumbersome, involve intensive paper trails and, ultimately, are inefficient and costly. “Our software is helping them to improve the operating efficiency of their fleet vehicles. That in turn has meant that valuable financial savings can be ploughed into funding frontline services. “Too often organisations look to spend money attempting to modernise outdated systems when they would reap significantly enhanced benefits by installing a new solution fit for the 21st century that delivers highlevel reporting and exception reporting.” A complete audit trail Falkirk Council implemented Key2 in 2013 to manage its 530-strong fleet of cars and commercial vehicles as well as plant equipment. Patrick Taggart, fleet manager, said: “Without Key2 we would be totally lost. We wouldn’t be able to run the service the fleet department provides for the Council without Key2. The information captured ensures that we have a complete audit trail and can
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analyse whole life costs of all vehicles. “The simplicity of Key2 is important alongside the functionality provided, the information it has the capability to store and the available reporting. With everything surrounding the fleet managed electronically we are saving a lot of administration time.” Furthermore, Jaama, a ‘validated IT supplier’ for the Driving Vehicle Standards Agency (DVSA) Earned Recognition Scheme, launched a new module that enables commercial vehicle operators to create, store and manage compliance data. The Earned Recognition Scheme is designed to reduce the number of vehicle roadside stops and checks by enforcement officers. Operators that use Key2 are able to send defined Earned Recognition Scheme key performance indicator information to the DVSA every four-weeks including data captured from walk-around vehicle inspection checks, servicing and MoTs. Robust compliance methods Evans said: “The Key2 module is designed to exactly replicate the requirements of the Earned Recognition Scheme. The information recorded in Key2 by transport managers will clearly demonstrate to the DVSA that their fleets are practising robust and timely compliance methods.” Jaama, an associate member of the Fleet Operator Recognition Scheme (FORS) and a partner to the Freight Transport Association’s Van Excellence scheme, is firmly focused on helping fleets achieve compliance best practice through Key2 implementation. With both standards becoming ever-more crucial in the battle to win business and show compliance requirements are being met, Key2 is used increasingly by organisations to meet and exceed legislative standards. Consequently, Jaama has significantly enhanced the Key2 Compliance Manager
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module. It enables fleet managers to create their own regular and one-off events relating to vehicles for example; servicing in accordance with manufacturer requirements, MoTs and commercial vehicle inspections – ensuring key events are never missed. Workshop Touchscreen Jaama invests some £2 million a year in product development to ensure Key2 remains the industry-leading system. Enhancements made most recently include to the Key2 Workshop Touchscreen module – again process driven by design, optimized for responsiveness and superior in functionality. Workshop Touchscreen goes towards creating a paperless environment by removing the need for job cards and inspection sheets to be printed. The module essentially enables technicians to enter their work electronically rather than writing on a paper job sheet or inspection sheet which would then require an administrator to decipher, enter into the system and then file the paperwork. Oxford City Council introduced Key2 to manage its in-house workshop and fleet, comprising 320 vehicles ranging from cars, vans, HGVs, 26-tonne dustcarts and road sweepers, and a further 350 items of plant. Owain Pearce, fleet technical officer, said: “We use the Workshop Management module to track all vehicle repairs on a day-to-day basis and the Stores module to maintain, issue and purchase stock and non-stock parts. Together they synergise to provide a fully joined up service from vehicle arrival to completion. “Introduction of the Workshop Management module has significantly improved workshop capacity and productivity. “Compliance is business-critical for the Council, which has a continued excellent track record, so the Workshop Management provides a vitally important scheduling service to monitor our compliance and provides a transparent audit trail of all work undertaken on vehicles and other assets.” Drivers can also carry out their daily vehicle checks through Jaama’s award-winning and industry-leading ‘MyVehicle App’. The app integrates in real-time with Key2, triggering rectification processes. ‘MyVehicle App’ delivers unprecedented levels of efficiency and integration, whilst helping employers meet their compliance requirements. L FURTHER INFORMATION www.jaama.co.uk
Daimler Fleet Management’s Simon Barr explores the impact of clean air zones on public sector business and explains why leasing offers the solution The UK Government announced plans in December 2015 to implement Clean Air Zones (CAZ) across five UK cities by 2020, also identifying more than 20 local authorities anticipated to have illegal levels of pollution by 2021. But this is just the start of a longer term roll out. The ‘Road to Zero’ maps the government’s long term goal of zero emissions by 2050 and to achieve this goal we’ll see more local councils and public sector organisations across the UK having to meet mandated CO2 targets expected to be assigned. London leads the way London motorists are already paying a fee to enter congestion charges zones (CCZ) but from 8th April the Ultra-Low Emission Zone (ULEZ) will also come into force, in addition to the CCZ. What does this mean in monetary terms? A driver of a four year old (non Euro 6 diesel) vehicle who journeys daily into the ULEZ zone in London can expect to pay £11.50 to enter the CCZ, plus an additional £12.50 to enter the ULEZ. That equates to over £670 a month for just one vehicle, and it’s even higher for HGV drivers. Now imagine
the impact of running multiple vehicles in and out of these zones every day. BVRLA statistics estimate that over 80 per cent all vans on the UK roads are more than three years old, so the impact could be huge. To circumvent clean air zone charges your vehicles must meet certain criteria. For diesel, they must be Euro 6 or better (registrations after 1 September 2015). For petrol, vehicles must be Euro 4 standard or better (registrations after 1 January 2006). Fully electric or hydrogen fuel cell are all are compliant and avoid CAZ charges. For hybrid electric vehicles, the combustion engine must meet the above criteria. But it is worth noting that the Euro 6 diesel and Euro 4 petrol vehicles are not the silver bullet in the long term. With the government’s plan for an emission free UK by 2050, the road to zero will eventually see these vehicles penalised too. So what can we do? Firstly you need to stop thinking about your vehicles as a singular fleet with a single purpose and start thinking about it as a toolbox capable of multiple objectives. You wouldn’t use a hammer to change
Work exclusively in a CAZ? Electric or hybrid vehicles are the obvious solution. As is a whole life cost analysis of your fleet. By analysing the increased cost to operate within a CAZ, we can determine what affect switching to electric of hybrid vehicles will make to your overall balance sheet across the longer term.
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the batteries in your watch, just like you don’t need a fleet of exclusively diesel or electric vehicles. A balance of ‘the right vehicles for the job’ is the best solution to complete your business objectives. By analysing your specific needs and objectives we can suggest the best solutions.
Enter a CAZ often? Consider setting up or working with a ‘last mile’ hub. By allocating a number of Electric or hybrid vehicles exclusively for use within the affected urban areas people and loads can transferred from your existing combustion vehicles outside of the CAZ, and a hybrid or electric vehicle can complete the ‘last mile’. Enter a CAZ infrequently? Add electric or hybrid vehicles to your pool cars to be utilised when the need arises to enter a CAZ. Alternatively a mobility travel card scheme issued to drivers in addition to their company cars would also be appropriate. We own our vehicles outright, it’s too expensive to switch London based? The Mayor of London has introduced a scrappage scheme to help micro businesses and charities to dispose of vans and minibuses that regularly use but do not meet the new ULEZ standards, contributing towards the cost of new, greener vehicles such as hybrid or electric. Already open for applications, the eligibility criteria can be found on the TfL website. Why lease? In times of change having the right leasing partner is more important than ever. Leasing offers real advantages to your organisation because you will be handing back your vehicles every two or three years and can therefore benefit from the latest and most efficient technology, without worrying about the changing environmental restraints. If a diesel or petrol vehicle is right for your business today, a lease with a change cycle ensures that you have the opportunity to react should government policy change and the emissions restrictions be further tightened. Conversely, if you are concerned about the pace of change and fear that an electric addition to your fleet would quickly become outdated, a lease transfers that risk to the lease company. To discuss how DFM could future proof your fleet get in touch on the details below. L FURTHER INFORMATION 01908 697468 dfm-uk@daimler.com daimlersixty.co.uk
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THIS IS NOT A CONCEPT
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Support for local authority EV goals While the electric vehicle evolution is global, the impacts will be local, and local authorities will be expected to play their part in delivering a robust charging infrastructure. The Renewable Energy Association’s Daniel Brown shares some advice on how local authorities can champion electric vehicles
Do you know what the councils of Watford, Westminster, and Dundee all have in common with the cities of Fremont in California, Hangzhou in China, and Wrocław, Poland? It’s that they all are playing key roles in the electrification of the UK’s car and van fleet. Change is coming fast. The Committee on Climate Change’s analysis that 60 per cent of car sales need to be electric by 2030 to meet our carbon targets could well be achieved earlier as the manufacturing hubs that are home to Tesla, Geely, and Nissan alike continue to champion battery powered transport.
thinking ahead about the grants and tax breaks in place, how to encourage complementary technologies such as solar and energy storage, and both sharing and learning from best practice in terms of supporting developers, and the consumer protection schemes that are in place. That’s why the REA’s EV group developed a report last year, called ‘Taking Charge: How Local Authorities can champion electric vehicles’, which is designed to support council officers, councillors, developers, and engaged individuals who seek to support this important transition. The development of the right types of infrastructure, particularly in terms of where it’s located and operated, is critical to both ensuring that the consumer experience of this shift is preferable to the current system – EVs needs to save our citizens money as well as improve our local environment. Our Taking Charge report puts into the public domain a host of pragmatic proposals, the product of interviews with a range of local authorities and charge point developers by the REA – and the paper is finding support in many corners, from parliamentarians to councillors and local government trade groups.
Public Sector Guide
ELECTRIC VEHICLES
Taking action The report proposes a range of actions, including appointing an ‘EV Car Czar’ from the council body to make it easier for charge point developers to rapidly install the equipment needed. It urges local authorities to make the ‘Milton Keynes Promise’ to ensure that on-street charge points are made available near to those who own EVs. Other recommendations include making it easier for residents to request on-street charge points, investigating how solar and energy storage technologies can power our cars, and creating an ‘EV Plan’ within the local authority, which allocates a budget and identifies clear deliverables. Giving benefits for early EV Setting drivers, such as free parking up a ca r or allowing EVs to use bus c lu b can be a lanes is also proposed, as is n e f fi way of cient commiting to purchasing get EVs as part of the council’s EVs on ting more t h transport fleet, and/or working e r oa and ge with bus service operators tting m d private ore and contractors to encourage invest their fleets to go electric. involve ment The report also suggests d establishing an ‘energy board’ of councillors and staff that looks at how the local authority can reduce costs from sustainable energy technologies, But while this great electric vehicle and how to introduce new income streams evolution may be global, the impacts as funding from central government falls. will be local, and local authorities will be expected to play their part in delivering Education is key the affordable, reliable, and accessible EV Numerous of LAs are doing substantial infrastructure that will allow us to reduce amounts of work improving the EV emissions and cut costs for consumers. infrastructure but if people don’t know then the uptake will not follow. A major example Supporting local authorities of this is the installation of on-street charge Consumer demand for EVs and a growing points, if these charge points are not heavily central government push for the deployment promoted and visible for the public to see of infrastructure will impact local authorities then the benefits of installing the points E in a host of ways. Officers need to be
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are reduced. Campaigns to promote awareness are therefore a must. It must also be ensured that residents can find charge points by making them visible and signposted, and connecting local authority websites with the ZapMap API, which lists the charge points and their status across the UK. Car clubs The second large scheme that councils and LAs should consider is starting a ‘Car-Club’ with EVs. Setting up a car club can be an efficient way of getting more EVs on the road and getting more private investment involved. The most significant commitment to an EV Car club is currently one which was set up by Transport for Scotland in 2016 and is run by Carplus. The programme has supported the introduction of 82 EVs to car clubs which was more than the rest of the UK combined at that time. Investment to provide charge points at hubs for multi-modal journeys including installations at Park & Ride sites and 11 ferry sites has also been provided. This can be scaled down to a smaller level by LAs. An example of a smaller scheme is in Oxford. The North Oxford E-car club currently charges £4.50 an hour including insurance and power. The cars are available 24/7, 365 days a year and are placed in convenient locations. The range for the north Oxford car is 75 miles which is sufficient for local journeys. Best practice The REA and its members – not just in the EV group but in our solar and energy storage sectors as well, are seeing remarkable initiatives from local government already. Dundee in Scotland is championing charging hubs with on-site storage & solar,
The report by the REA proposes a range of actions, including appointing an ‘EV Car Czar’ from the council body to make it easier for charge point developers to rapidly install the equipment needed. and others are also realising that it’s not just about environmental progress – this historic shift is creating scope for new LA revenue streams in an era of declining funding. Other groups are also highlighting the opportunity of new technologies for local authorities, such BRE whose recent Solar Carport Guide highlights how revenues can be increased from council parking spaces. The Automated and Electric Vehicles Bill compels the government to report on the progress of charge point roll out and that would empower the government to compel stakeholders beyond fuel forecourts (forecourts are already in the Bill) to install charging points, such as commercial properties with public car parks (e.g. supermarkets and football stadiums). Numerous amendments relate to empowering local government or combined authority mayors. Others also relate to building standards – the REA agrees with the view that new homes and new commercial properties should be built with the appropriate trenching, ducting, and wiring in place so as to make charge point installation in the future faster and cheaper. We would go a step beyond and also make the case for three-phase power supplies to be installed to the door in new homes.
Permitted development rights is another issue, which relates to expediting the development of rapid charging hubs, particularly alongside major motorways. A number of developers are developing, or preparing to develop, ‘charging hubs’ across the UK. National Grid has it’s own plans for 50 ‘ultra‑rapid’ charging hubs strategically located across the UK near major motorways. Commenting on the guide, Dr Nina Skorupska CBE, chief executive at the Renewable Energy Association said: “While the drivers of this historic shift may be global, the impacts will be local and local authorities will be on the front lines. The expectation that a reliable, accessible, and affordable charging infrastructure will be in place is, in the eyes of much of the public, the responsibility of local government. “We hope that this pragmatic action plan can equip all local authorities, even those with constrained budgets, to tackle the challenges and opportunities of electric vehicles head on. Ultimately, the goal is improved air quality, reduced carbon emissions, and reduced running costs for consumers.” L FURTHER INFORMATION www.r-e-a.net
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Public Sector Guide
EXPERT PANEL PUBLIC SECTOR The public sector must lead by example when it comes to reducing vehicle emissions. While some are already on the zero-emission journey, many are not. So what should fleet managers consider before switching to an electric fleet? And what can they do if electric vehicles are not yet suitable? We ask our new Panel of Experts The government is clear that it wants electric vehicles to be common place on our roads in order to improve air quality and reduce carbon emissions. The public sector therefore must lead by example, if it wants others to follow suit. Many public sector organisations have already made headway in this agenda. Leeds City Council for example, is on its way to having 95 electric vehicles on its fleet in total, and has a goal of making its entire fleet zero or ultra low emission by 2025. Meanwhile, Dundee City Council has 87 EVs and Swansea Council has around 40. Many blue light services are also adding electric vehicles to their fleets. London Fire Brigade is trialling BMW i3s to identify opportunities where EVs could be suitable, and Northumbria Healthcare NHS Foundation Trust has introduced electric vehicles and installed 33 chargepoints across its sites. Advice on making the switch For those organisations in the public sector that have not embarked on the electric journey, what advice is there for those considering zero-emission vehicles? Mark Gallagher from Grosvenor Leasing believes that it is paramount to have a plan before jumping head first. He says: “This is not one of those occasions when you just add a few ULEVs or EVs to your vehicle policy and start ordering. “It’s important to consider which stakeholders across the organisation will want to have a say in the plan, what the vehicles will be used for, who will be driving them, what mileages and territories they are covering, charging availability at work or home, and what charging points are in those areas of operation. “Public sector organisations should also look at the vehicles on their fleet now and when they are due to be replaced. Assess which ones could be replaced with low and zero emission vehicles, and which are allocated to drivers whose job role may mean they’ll need a petrol or diesel model for a further three or four years.” Martin Evans from Jaama agrees that
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Andy Edwards, regional sales manager, Quartix Andy Edwards has been with Quartix for seven years and has a wealth of experience in supporting Quartix’s large public sector customer base. With this sector knowledge and expertise, Andy, along with the Quartix team, work to ensure customers generate a high return on investment from telematics. Martin Evans, managing director, Jaama Martin Evans is managing director of the industry’s leading fleet management software innovator Jaama. Evans is a well-known industry figure having spent nearly 30 years in the fleet and leasing sector. Prior to joining Jaama in 2005 as sales director, he was customer relations director at cfc solutions and held various operational roles within Overdrive/FCM which was taken over by Arval in 1999. Mark Gallagher, green fleet specialist, Grosvenor Leasing Mark has over 15 years’ industry experience and has worked with a variety of corporate and public sector fleets. He has been with Grosvenor Leasing for five years and provides strategic account management and operational fleet reviews, recommending suitable policy, vehicle choice lists and customer support aimed at delivering financial savings for clients. thorough consideration of the operational needs of the vehicle needs to be given first. He says: “Fleets should consider the nature of use before choosing the appropriate vehicle in terms of fuel type, drivetrain, vehicle size, daily distances and where the vehicle is actually going. “A lot of PHEVs for example, only have a 25 mile range which means the vehicle is having to cart around additional weight whilst using petrol or diesel. If the vehicle is required to do long distances between charges, it may not be as efficient compared to traditional vehicles.” Testing out the vehicles in the capacity they will be used is an excellent way to
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assess their suitability, as Mark explains: “At Grosvenor Leasing, we wanted to assess the viability of current electric vehicles, giving two of our regional sales managers different models for a week and it was a fascinating exercise. “On some days the cars enabled them to carry out their jobs as normal, but there were other days when they were travelling larger distances to meetings in small towns and so had to resort to their petrol and diesel cars due to the distance and lack of charging points on route. We would therefore advise that it’s worth checking their viability with a cross section of staff before deciding if now is the right time.”
“Interesting, at Grosvenor Leasing, we have recently introduced state of the art video conferencing in our boardroom to do just that, with a plan to reduce our carbon footprint and increase productivity by replacing nonessential travel with video meetings.”
Public Sector Guide
Other measures to go green In the aim of reducing the amount of All our panelists agree that careful vehicles on the road, Martin from Jaama assessment of suitability of EVs and ULEVs advises that fleet managers assess whether is absolute must. After all, the public sector travelling is really necessary. He said: “First is scrutinised for using taxpayer’s money. and foremost, before switching to low and So what can public sector organisations zero emission vehicles, public sector fleets do if EVs are not yet suitable, or if they should consider the reason for transport are not in a position to invest? Are there and whether that transport is a necessity. other ways to reduce emissions? Can technology such as screen sharing Andy Edwards from Quartix believes there is: and conference calling reduce the need to “There are still several opportunities to reduce travel in the first instance and therefore aid your organisation’s carbon footprint without fleets in reducing their carbon footprint? investing large sums in new vehicles,” he says. “Secondly, are there alternative travel “The most powerful way to do this is to methods to consider, for example utilising think about how you use your vehicles public transport, introducing pool at the moment and pinpoint areas vehicles/car sharing and where you can reduce wasteful cycle-to-work schemes or polluting behaviours. and initiatives.” l Good examples of this Grosvenor Leasing’s u f e Car are excessive idling, Mark Gallagher agrees t n e harsh acceleration that technology can asessm ility ab it and speeding. offer other ways to u s e h of t les ic “In order to identify do business that h e v ric problem areas, you avoids travelling. of elect w emission lo need good data about He says: “We’re a r e lt and u absolut your fleet and its current seeing a real sense n a is s performance. That is of momentum with vehicle must. where a good vehicle organisations looking tracking system comes in. to reduce their travel, and “By making positive according to ‘the British changes with the resources you Business and Mobility Study’ already have, you can make savings and by Sewells, the UK could see a 25 reduce your organisation’s carbon footprint per cent reduction in both business travel quickly and with minimum disruption.” and commuting in the next five years.
Driver style Of course if you do have to travel, then being conscious about your driving style can lower emissions. Andy Edwards from Quartix explains: “Companies can support their green agenda by thinking about how they use their vehicles and eliminating wasteful or damaging behaviours. “This means reducing aggressive acceleration, harsh braking, watching your speed, and trying to drive as smoothly and economically as possible. In turn this reduces the fuel used, emissions produced and wear on the vehicles. “The Quartix system measures driver behaviour and gives each driver an individual score. Having a ‘grade’ applied to their driving style by an impartial system improves driver awareness and education, helping staff to think about their own impact on the environment. “In addition to driving style, vehicle tracking can be used to reduce other polluting behaviours such as vehicle idling, unnecessary journeys or not using the most direct route, all of which have an impact on emissions levels.” E
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Public Sector Guide Safety Public sector organisations are scrutinised for their duty of care to staff, and this is the case for when employees take to the road as well. Data from a telematics solution can identify areas that need addressing, but can such data open a liability can of worms if the organisation does not act upon any issues that are flagged up? Andy Edwards from Quartix warns of the issues that arise by not acting on data flag-ups: “Telematics is a valuable source of data that helps to identify areas of concern. However, avoiding telematics in an attempt to minimise liability is short-sighted and futile. You are still responsible for your vehicles, whether or not you have detailed reports from a vehicle tracking system. “Ignorance is not a defence, but if there are issues with staff on the road, an organisation will often be aware of them via other sources. It’s far better to find these things out from a tracking system than to receive complaints from the public or experience the consequent damage to vehicles. If your telematics system identifies that a driver is behaving in a risky manner, you can tackle the issue at an early stage and avoid the fallout of an accident or legal issue.” Using data to create risk profiles is another way of ensuring duty of care compliance, recommends Mark from Grosvenor. He says: “Start by ensuring your licence checking process is robust and that licence checks are up-to-date. The only viable way to do this is online. Also check that grey fleet drivers are recorded. This data can give an initial risk picture which is useful as you start to look at further BI and driver support and training. For vehicles in life, it is key that this data-capture is maintained – which is a key benefit that our awardwinning OSCAR365 platform delivers.”
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Investigating accidents is also recommended. Mark says: “Remember that accidents don’t just happen. Almost all incidents are caused by human error, however many organisations don’t take time to properly investigate what the real causes of incidents are which means they have little business intelligence to base decisions on. “Implementing post-accident interviews for every incident, however minor, helps build up intelligence on why at-fault accidents are occurring and the root causes can often seem quite unconnected to the incidents themselves. For example, hitting third party in the rear contributes up to 30 per cent of incidents, and often gets put down to the driver in front slamming the brakes. However, through a post-accident interview, it can be revealed that your driver was late for a meeting, under pressure to be on time, had too many appointments scheduled that day and had just come off the phone after a run in with a member of staff. This type of data is important in helping improve your safety record and your approach to duty of care. “Online driver risk assessments also help to create a risk profile of each driver, providing more business intelligence and, if looked at alongside insurance/accident records, enables fleets to build up really strong profiles to take mitigating action.” Track, measure and manage risk Expanding on the subject of risk profiling, Martin Evans from Jaama explains how technology such as Jaama’s Key2 fleet and asset management software can enable public sector fleets to track, measure and manage all duty of care information. He explains: “The software can offer mobile vehicle defect checking apps to provide instantaneous defect capture and ensure a robust repair programme. It can also conduct driver
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licence checking, driver eye sight checks and driver training to ensure drivers are legally permitted to drive vehicles on company business. Risk profiling is something else the software can do, to enable an intelligent strategy for improving compliance.” Air quality agenda The government recently published its Future of mobility: urban strategy report, which explores regulations around new types of vehicles, how sharing data can improve services by reducing congestion, and how journey planning and payment can be made more simple. Future of Mobility Minister Jesse Norman, said: “We are at a potentially pivotal moment for the future of transport, with revolutionary technologies creating huge opportunities for cleaner, cheaper, safer and more reliable journeys. “Through this strategy the government aims to take advantage of these innovations; connecting more people and bringing big benefits we hope for both the economy and the environment.” Improving congestion and air quality are primary government objectives. How can mobility as a service and future transport trends achieve this? “Mobility as a Service (MaaS) is a new way of thinking about transport,” explains Mark Gallagher. “MaaS has the potential to be the most significant modernisation of how we get from A to B since the automobile was first introduced. “Bringing about a major change in how we view our cars, and how we choose to travel, MaaS combines mobility services from public transport, taxis, car rental and car/bicycle sharing under a single platform – all accessed through your smart phone. “Simply by stating where you are going
The government recently published its Future of mobility strategy, which explores regulations around new types of vehicles, how sharing data can improve services, and how journey planning and payment be made more simple. ‘from’ and ‘to’, the MaaS platform will plan your journey, define the forms of transport to get there and allow you to buy tickets from a range of service providers. “In reality, this multi-transport model remains in its relative infancy however, if we look at the infrastructure in major cities such as London, you can get from A to B by using Apps, with minimal reliance on cars. And where your journey involves a car, these are in newer vehicles that will increasingly meet the clean air zone requirements resulting in far lower emissions where MaaS is beginning to happen.” Martin Evans believes that monitoring vehicle utilisation can help put in place alternative travel arrangements. He says: “If employees are attending meetings, promote car sharing if they are going to the same destination. Or consider alternative technology to carry out meetings, for example conference calling or screen sharing, therefore removing the need for transport.” Andy Edwards from Quartix believes that future transport trends will be shaped
by the changing environmental agenda in both society and the public sector, but that changes will not happen overnight. He says: “Technology is likely to play an increasing role in helping to reduce congestion and improve air quality. Low/ zero emissions vehicles will play a part, but this change will not happen overnight and there is a great deal of smaller changes we can make in the meantime. “Many organisations are facing budget cuts and tightening their belts, so expensive new fleets are out of their reach. They need to think carefully about how they can most cost-effectively meet their environmental responsibilities. “The public are becoming more ecologically aware and they expect their suppliers and representatives in both the public and private sector to take responsibility for the environmental impact of their activities. This pressure will increase the demand for change and bring environmental issues further up the agenda.” L
Andy Edwards Companies can support their green agenda by thinking about how they use their vehicles and eliminating wasteful or damaging behaviours. A key way to achieve this is improving driving style. This means reducing aggressive acceleration, harsh braking, watching your speed, and trying to drive as smoothly and economically as possible. In turn this reduces the fuel used, emissions produced and wear on the vehicles. The Quartix system measures driver behaviour and gives each driver each an individual score. Having a ‘grade’ applied to their driving style improves driver awareness and education.
Public Sector Guide
Final thoughts
Mark Gallagher I’d suggest ignoring the dirty diesel headlines because there are some excellent, very clean, low emission diesels available. The result of this bad press has been a considerable move away from new diesel vehicles with the net result showing an increase in average CO2 for new cars. However, data recently released by ACEA (European Automobile Manufacturers’ Association) highlights the efficiency of current Euro 6d Temp diesel vehicles emitting 95+ per cent less than their Euro 5 forebearers. For some, therefore, ULEVs and EVs are not yet a viable option and diesel may still be. Martin Evans Before switching to low and zero emission vehicles, public sector fleets should consider the reason for transport and whether that transport is a necessity. Can technology such as screen sharing and conference calling reduce the need to travel in the first instance and therefore aid fleets in reducing their carbon footprint. Secondly, are there alternative travel methods to consider, for example utilising public transport, introducing pool vehicles/car sharing and cycle-to-work schemes and initiatives.
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