Trade Van Driver – Issue 29

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Issue 29, April 2017 www.tradevandriver.com

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We reveal the worthy winners inside!

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The old LDV Maxus is back on sale in a new guise

Transport solutions for the trade professional

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To find out more, visit ford.co.uk Important information Official fuel consumption figures in mpg (l/100km) for the Ford Transit Base 290 L2 H2 Ford EcoBlue 2.0 TDCi 105PS FWD shown: urban 37.2 (7.6), extra urban 43.5 (6.5), combined 40.9 (6.9).

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Contents

26 16

12 Some stormy waters ahead After so many months of: “Will she, won’t she?”, during which I seriously began to have my doubts as to whether it would happen at all, prime minister Theresa May has finally invoked Article 50. This means in a nutshell that Britain will now be pulling out of the EU – no going back.

Now whether this is a good idea or not is a moot point.

Myself, I voted to remain, but bowing to the majority as we have to in any democracy, I am now steeling myself for some tough times ahead and adjusting my business accordingly. I do believe that after so much sabre-rattling by the Brexiteers and Remoaners, Britain will eventually sail into calm waters and take its place among the top economic countries in the world – but I also think there are going to be some stormy waters ahead. My advice to all of you in business is to start studying now how our leaving the EU might affect you.

Don’t wait until it actually happens as it may be too late then. Whatever happens, we still need all the services that my readers offer by and large – plumbers, chippies, window repairers, deliveries et al. So hopefully we’ll all still be surviving in two years time.

Good luck!

Matt Editor matthew@tradevandriver.com www.tradevandriver.com

Editorial

Managing Editor: Matthew Eisenegger Additional reporting: Matthew Eisenegger John Threadgold Editorial Address: Commercial Vehicle Media & Publishing Ltd, 4th Floor, 19 Capesthorne Drive, Eaves Green, Chorley, Lancashire.

PR7 3QQ Telephone: 01257 231521. email: editor@tradevandriver.com

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Commercial Vehicle Media & Publishing Ltd, 4th Floor, 19 Capesthorne Drive, Eaves Green, Chorley, Lancashire. PR7 3QQ Telephone: 01257 231521

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Note

The publisher makes every effort to ensure the magazines contents are correct. All material published in Trade Van Driver is copyright and unauthorised reproduction if forbidden. The Editors and publisher of this magazine give no warranties, guarantees or assurances and make no representations regarding any goods or services advertised in this edition. Trade Van Driver is published under a licence from Commercial Vehicle Media & Publishing Ltd. All rights in the licensed material belong to Matthew Eisenegger or Commercial Vehicle Media and Publishing Ltd and may not be reproduced whether in whole or in part, without their prior written consent. Trade Van Driver is a registered trademark.

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News

Fines for speeding are set to increase Speeding fines for the most serious cases in England and Wales will rise by up to 50% after a review of sentencing guidelines for magistrates’ courts.

A driver caught doing 41mph in a 20mph zone, or 101mph on a motorway, could be fined 150% of their weekly income.

The Sentencing Council said it wanted to ensure a “clear increase in penalty” as the seriousness of offending increases.

It said the changes were not intended to result in

significant differences to current sentencing practice, but to target specific offences.

The current limit for a speeding fine is 100% of the driver’s weekly wage, up to £1,000 – or £2,500 if they are caught on a motorway. When the new guidelines come into force on April 24, magistrates will be able to increase the fine to 150% – although the upper cash limit will stay the same.

In 2015, 166,695 people in England and Wales were sentenced for speeding offences.

Insurance rockets for drivers over 50

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otorists aged 50 and over have seen insurance premiums rise by more than a third in three years, new research suggests.

Older drivers are seeing insurance costs rise despite official data showing the number of incidents they’re involved in has actually declined over the past decade.

Research by Consumer Intelligence found annual premiums for over 50s have risen by 34 per cent since 2013.

Meanwhile, 25 to 49-year-olds are being charged 24 per cent more for car insurance over the same period.

Experts suggest that the small increase of 2.9 per cent for 21 to 24-year-olds is because of a rise in the use of ‘telematics’ boxes that track driver movements, helping to bring down costs and reduce accidents.

Ian Hughes, chief executive of Consumer Intelligence, said the increased cost of premiums has come because the population of

4 TVD Issue 29 2017

older people is growing faster than any other age group, leading to a tipping point of ‘greater liability’.

However, official figures from the Department for Transport show that the number of over 50s killed or seriously injured in road traffic accidents has declined over the past 10 years, while the number sustaining smaller injuries has remained stable.

Unfair stigma

Ian Crowder, head of public relations at The AA, said an unfair stigma around older drivers was to blame.

“Every time an older driver does something daft, there are calls for bans and retests and so on. But in fact many older drivers know their limits and they are actually more careful on the roads than younger drivers,” he said.

Some of the price hikes can be attributed to the rise in insurance premium tax in 2015, which increased from six per cent to 9.5 per cent, adding about £20 to the average cost of insurance.

London diesel drivers to be hit Diesel drivers in Westminster will have to pay an extra 50% on fees for parking within Marylebone from April.

The pilot programme is being held by Westminster City Council and will see the charge for pay-to-park bays during normal parking hours raised within F Zone for diesel cars.

The surcharge will add 50% to the current rate of £4.90 per hour.

The charge will cover the Marylebone Low Emission Neighbourhood including the three business improvement districts (BIDs).

The council said it is adopting a ‘polluter pays’ approach within the area as it has some of the highest pollution levels in London.

Cllr David Harvey, Cabinet Member for Environment, Sports and Community, said: “Additional charges for diesel vehicles will mean people think twice about using highly polluting cars and invest in cleaner transport.”

Kwik Fit launches seven day a week tyre service

Diesel particulate filters – Don’t chuck ‘em, clean ‘em

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wners of older, more polluting diesel and petrol vehicles are being urged to clean their diesel particulate filters instead of replacing them as a better way of helping the environment.

The call comes as pressure mounts on drivers of both cars and commercial vehicles more than ten years old to reduce emissions to bring them in line with tighter regulations and the possibility of additional charges for entering London next year, with a view to extending the regulations to other cities throughout the UK. Cameron Bryce, managing director from DPF Clean Team, a company which uses a fast cleaning system for vehicles, said there are two problems for motorists who have more polluting vehicles. One is environmental. The other is simple economics.

He said: “Regulation is definitely getting tighter around emissions and these will be more controlled as time goes on. London is already talking about introducing an extra £10 fee

for entering the congestion charge zone and in some European cities older cars are banned altogether.

“More important is the impact these cars have on our environment.

In London alone we know there are almost 500 schools situated in areas where air pollution exceeds legal air quality levels. That cannot continue.”

However, Cameron believes the problem won’t be solved by discarding the diesel particle filters which are in these cars and replacing them with new units.

He said instead motorists, fleet owners and leasing companies should consider a cheaper and more environmentally-friendly solution.

He said: “Throwing out the old units gives us another problem as all that happens is they end up on the scrap heap.

“We can take the unit, clean it and have it back in the vehicle within 24 hours. That way we are not creating more problems in how to dispose of the units - instead we are cleaning up their act to reduce emissions and doing our bit towards cleaner air.”

Kwik Fit is offering fleet and retail customers a seven day a week mobile tyre fitting service with the launch of ‘Mobile7’ inside the M25.

Customer demand for flexibility means that the service is now available inside the M25 from 8.30am to 8.30pm seven days a week.

In order to deliver this new service, eight of the existing vans within the M25 are now double shifted, which means the creation of eight new technician jobs.

Previously the service operated on a ‘one man, one van’ basis.

Operating hours for the rest of the UK currently remain 8.30am to 5.30pm Monday to Friday and 8.30am to 1pm on a Saturday.

However the new ‘Mobile7’ format will roll out to other metropolitan areas during 2017.

Kwik Fit fleet operations director Simon Lucas said: “We launched ‘Mobile7’ as a pilot inside the M25 in response to customer demand for an evening and weekend mobile tyre fitting service.”

The pilot started at the beginning of October and Simon said: “We have seen significant take-up, particularly for tyres to be fitted during the evening. A total of 40% of Kwik Fit Mobile bookings inside the M25 are now for evening time slots.

“Whether company car and van drivers require the services of Kwik Fit Mobile during the day, evenings or weekends we are able to offer greater convenience with the move to a seven-day service. “

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News

Van drivers challenge ‘undeserved reputation’ in new TomTom study

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early two-thirds (60 per cent) of van drivers believe they are made a scapegoat for perceived poor driving standards on UK roads, new research has revealed.

According to a study by TomTom Telematics, fewer than one in ten van drivers (nine per cent) have been involved in a road traffic collision in the last 12 months.

In addition, more than half (54 per cent) have their driving performance monitored by their employer and more than a third (34 per cent) receive driver training.

The findings challenge the views of British motorists revealed in a study earlier this year, in which van drivers finished bottom of the list when it came to which road users are considered the safest or most careful.

Unfair stereotype

“The traditional ‘white van man’ stereotype may no longer be a fair one with a great deal having been achieved over recent years to help raise driving standards among LCV operators,” said Jeremy Gould, VP Sales Europe, TomTom Telematics.

“Developments in telematics technology, such as our Webfleet fleet management solution, have enabled drivers and managers to work more closely, empowering them with actionable insights and performance feedback for continuous driving improvement.”

Van drivers believe they are being unfairly blamed for bad driving Jeremy’s view is supported by Freight Transport Association (FTA) head of vans, Mark Cartwright, who added: “Van drivers are often unfairly maligned and, in some quarters, continue to shoulder an undeserved reputation.

“Initiatives such as the FTA Van Excellence scheme have been embraced by the industry, demonstrating its commitment to improving standards and increasing best practice awareness.”

According to the research, truck drivers were considered the safest road users, with a third of van drivers (33 per cent) voting them top.

Thirty-three per cent, meanwhile,

considered cyclists to be the least safe. More than half (59 per cent) believed in-cab technology solutions that provide audible and visual alerts offer the best approach to improving driving standards, followed closely by 49 per cent that voted for driver training courses.

Road users that van drivers consider the safest 1. Truck drivers 2. Van drivers 3. Motorcyclists 4. Car drivers 5. Bus and coach drivers 6. Cyclists

33% 26% 18% 13% 7% 3%

Traffic congestion costs UK business an estimated £767 million a year Traffic congestion is costing UK businesses £767 million a year in lost productivity, according to research conducted by TomTom. The TomTom Traffic Index has found traffic across the UK’s 25 most congested cities and towns increases the time each vehicle spends on the road by an average of 127 hours a year – more than 6 TVD Issue 29 2017

16 working days. This could equate to a cost of £767,937,250 in time spent sitting in traffic for the 902,500 light commercial vehicles operated in these places.

And the situation seems to be getting worse. An average journey in 2015 took 29% longer than it would in free-flowing conditions, up from a 25% delay in 2010.

“Congestion may be seen as a fact of life but it is taking a heavy toll on the UK economy and this should not be accepted,” said Beverley Wise, director UK & Ireland for TomTom Telematics.

“Through smarter planning, routing and scheduling, companies can help their drivers to better avoid traffic.”

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News Michelin launches emergency tyre app Michelin has upgraded its ONCall breakdown assistance service with the launch of a geolocation app and a new pay-as-you-go facility. Michelin ONCall began as a pilot in the UK and North America and on the back of its success, is being extended to a further 34 European countries.

The app can be used across the UK and Ireland and is designed to help commercial vehicle drivers access roadside assistance without the potential inaccuracy of trying to pinpoint their location.

It is believed to be the first smartphone tool of its kind to use geolocation technology to link truck, bus and coach drivers with an emergency tyre replacement service. Upon opening the app, users are required to enter their details before the app automatically transmits their location to a UK-based call centre. When users then phone the ONCall team, staff already know their precise location and can swiftly arrange for the closest Michelin Service Pro to attend in the quickest time possible.

App users can access the service with either their ONCall membership details, or by providing their credit card details and requesting a call-out on a pay-as-you-go basis. Crucially, the app has been designed to operate wherever a smartphone has a phone signal – regardless of whether the connection speed is super-fast 4G, or traditional GPRS. Andrew Evans, Michelin’s emergency roadside services manager, said: “The ONCall app can be used by fleets and businesses of all sizes.” n To download the app, visit Google Play for Android devices and the Apple App Store for iOS devices.

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Hit and run accident figures increase

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epartment for Transport research shows drivers failed to stop in 12% of reported road traffic accidents involving an injury in 2015 – marking the second year in a row that figures rose.

According to a new report by the Department of Criminology at the University of Leicester, a key reason for drivers not stopping is because they didn’t think the incident was serious enough to report or were unaware of the legal requirement to report it.

Based on the recommendations in the report, the Motor Insurers’ Bureau (MIB) is calling for a programme to educate drivers on their responsibilities and exactly what needs to be done in the event of an accident, including looking at a national campaign to promote

accident responsibility awareness and raising awareness for drivers through theory tests and speed awareness courses.

The University of Leicester report also says that easier ways of reporting accidents, including use of a website or online app, could help drive down hit-and-run accidents.

Ashton West, chief executive at MIB, said: “Hit and runs can have an everlasting impact on the victims and their families. We handle 15,000 claims a year for victims of hit and runs and felt it imperative to commission the University of Leicester to do this research to gain an understanding of the area. We will be focusing on the recommendations that help raise awareness and educate drivers about their responsibilities.”

8,000 caught in mobile phone use crackdown More than 10,000 vehicles were stopped by police as part of a weeklong crackdown on mobile phone use in November, detecting nearly 8,000 offenders.

Police from 36 forces took part in the campaign, which saw more than 7,800 fixed penalty notices issued as well as hundreds of verbal warnings given and 68 court summonses.

This is the highest ever total for a week of enforcement on distraction driving.

Recent studies show use of mobile phones when driving is widespread and the risks drastically underestimated.

Operations to carry on throughout 2017 include: l Targeted patrols using unmarked vans, high vantage points and helmet cams to catch offenders l Partnership with local authorities

and emergency services to deter people from taking the risks l Innovative digital campaigns to communicate that the risks are more serious than people think l Community ‘spotters’ to highlight hotspots and repeat offenders to police l Advising the public about changes to penalties for mobile phone use by driving from March 1, 2017.

Chief constable Suzette Davenport, National Police Chiefs’ Council lead for roads policing, said: “Forces will be working to make driving distracted as socially unacceptable as drink-driving through enforcing strong deterrents and powerful messages to make people think twice about their driving habits.

“Encouraging results from last year’s campaign show how effective new tactics can be.”

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News Better charging needed to encourage electric vans The UK’s current charging infrastructure needs development if the growth potential of electric vehicles and plug-in hybrid EVs is to be fully realised for fleets, says Arval.

Methods of accessing charging points are inconsistent, potentially creating a barrier for fleet drivers, says the vehicle leasing and fleet management company.

Fleet consultant David Watts said: “It seems to us that there is a disconnect between the charging infrastructure providers, of which there are now many, and the users of the networks themselves. It appears to be creating a real barrier against the take-up of pure EVs as well as being a frustrating obstacle in the growth and efficient use of PHEVs. “Charge point access is currently unnecessarily complicated with multiple memberships being required if you want to ensure nationwide coverage. Then the payment model itself makes little sense, with some charging on a fixedcost, per-use basis rather than in pence per kWh used. This inadvertently leads to ‘charger hogging’ with drivers taking their complete time allocation rather than simply what they need to get to their home or office.”

David said there were a number of possible solutions but the simplest and most effective would be a pay-as-you-go model.

“PAYG, where the fleet driver could pull up to the charger, use a contactless debit or credit card, and pay for the electricity they need without a requirement for membership or registration, would solve some of the immediate infrastructure charging issues.

“This may be useful for PHEV drivers who want to make the most of any charging opportunity that they have in order to increase the number of electric miles they drive.”

10 TVD Issue 29 2017

Safety concerns over MoT plans C oncerns over safety mean that vans should be excluded from the Government’s new consultation on extending the first MoT to four years.

So believes FleetCheck, one of the UK’s leading fleet software and management companies, which is planning to make an official submission to the Department for Transport The Government has asked for industry feedback on various options listed in its consultation document, including whether Class 4 and 7 vehicles – effectively all vans up to 3.5 tonnes – should be included in any future change.

Peter Golding, managing director, said: “The argument for extending the first MoT check is that vehicles are now much better made than they were even a few years ago. This is true but ignores the punishment that many vans undergo, which tends to be greater than cars.

“On a home delivery fleet, for example, it is not unusual to find a four-year-old van that has already covered 200,000 miles or more, which represents a huge amount of wear and tear being placed on a vehicle without an official safety inspection taking place.

“There is data from the DVSA showing that almost half of Class 7

vans fail their MoT at three years, so extending the test to four seems almost reckless.”

Peter said that the thinking behind the Government consultation seemed to assume that all fleets were subjecting their vans to regular and rigorous safety inspections.

“On a strictly legal basis, this should be happening on every fleet but, in the real world, standards differ widely from business to business.

“Some four-year-old vans on highly professional fleets will be subjected to a maintenance regime that is not far below the type seen for large commercial vehicles but other vans being run by less fastidious operators will undergo the bare minimum of maintenance to meet legal requirements, if that.

“We believe that there are major safety questions to be answered.

By the time a van has covered a six figure mileage, it is not just wear items like tyres, brakes and bulbs that can be problematic but major components.

“Certainly, for this reason, we will be arguing that vans under 3.5 tonnes should stay within the current MoT regime. There are separate arguments to be considered for cars, which tend to lead less punishing lives, but LCVs need a strict regulatory regime.”

Amazon slammed for selling d Angry tradespeople have slammed Amazon for selling a skeleton key that makes it easy for thieves to break into vans.

The Premium Ford Tibbe Lock Pick and Decoder costs £16.79 and is designed for locksmiths.

However, anyone can buy one through the online marketplace.

They allow easy access to Ford Transits and are being bought by criminals who break into the vans to steal equipment.

There are countless videos on YouTube that explain how to use them.

The problem has become so common that videos have now

Alarm bells ring as the number of traffic police plummets to new low of 5,000

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iscreants among our readers will no doubt be pleased to learn that the number of dedicated traffic police in England and Wales has continued to fall, with fewer than 5,000 traffic cops now on the road.

The data, released by policing minister Brandon Lewis in response to a parliamentary question and revealed by the RAC Foundation, shows the total number of specialist roads officers across all 43 forces has fallen from 5,237 to 4,934.

Dedicated roads police units have shrunk in all but seven forces, with some forces seeing the number of specialist roads officers slashed by almost three-quarters.

Northamptonshire saw the biggest

cut at 74%, followed by Norfolk (65%) and West Yorkshire (50%).

Steve Gooding, director of the RAC Foundation, said: “These figures reveal a concerning, and in some cases extremely alarming, decline in specialist roads policing.

Traffc volumes growing

“And this at a time when traffic volumes are growing, the number of annual road deaths is barely falling and more motoring laws are being introduced and need enforcing.

“The penalties for using a handheld mobile at the wheel are now double but stricter laws are of little deterrent if drivers don’t believe they will be caught.

“Last week the chief constable

of Gloucestershire suggested that uniformed employees of Highways England – who deal with incidents on the motorways – could be given powers to fine motorists for lowlevel offences, but ensuring the long-term survival of roads policing will involve adequate funding for constabularies.”

Jayne Willetts, lead for roads policing for the Police Federation of England and Wales, said roads policing officers are “specialists in their field” at tackling incidents such as speeding, tailgating and other criminality on highways.

“The thin blue line is now so thin on our roads system that we are almost to the point of being invisible,” she added.

devices which enable vans to be broken into been uploaded explaining how to protect vans from the lock pick.

Electrician Jonathan Pulleyn, 28, had his Transit broken into in Rillington, North Yorkshire. He said: “Lots of vans are being robbed with no forced entry. I’m disgusted Amazon are selling this.”

The item is listed online by a

company called Locksmith Tools Direct, but The Sun reports that the company is no longer trading. It was told that a ‘third-party seller’ is now responsible for selling the key.

Steffan George of the Master Locksmith Association said: “Members are finding the remnants of this sort of equipment in vans

that have been broken into by thieves.

“We see no reason why Amazon and other online sellers should be selling these items. In Ireland, locksmiths need a licence, which will restrict the availability of these tools over there. Is this something we should follow?”

11 TVD lssue 29 2017

Loading

Why heavy loads can cost your firm dearly New study shows that fuel consumption rockets when cargo is added

By John Threadgold

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n increase in fuel consumption of more than 20% between an unladen panel van and the same vehicle with 75% of its maximum payload has been recorded by fleet management specialist Arval.

The controlled trials were designed to underline the importance of ensuring that LCVs are only carrying the load needed on any given journey.

A popular SWB panel van was driven in controlled conditions over a 49.1 mile course for the test at 0%, 25%, 50% and 75% of its 1,079kg maximum payload.

The tests were all at the same time of day, an eco-driving style was used and air-conditioning was switched off.

Arval fleet consultant Liam Cresswell said: “Fleet operators know that payload has an impact on fuel consumption but perhaps are not aware of the degree.

These results are marked. A van that is carrying a 75% payload is using a fifth more fuel, which is a considerable cost increase.

Implications

“This has direct operational implications, the most immediate and direct of which is to ensure that your vans are not carrying any weight that isn’t needed. This is something that needs to be communicated effectively to drivers.

“In the medium term, you should also endeavour to raise driver awareness of the payload of their vehicle and how to use it to maximum advantage. Vehicles should be clearly labelled with 12 TVD Issue 29 2017

Do you know how much more fuel your van will use when loaded? payload information and education for drivers is very useful.

“It is also worth considering the question of storage systems.

Good, modern, lightweight racking can help to maximise the carrying capacity and payload of a vehicle and generally increase its efficiency in use.

“Finally, this is an issue that can influence the selection of vehicles.

A smaller vehicle operating near its payload capacity will always be a

more cost-effective transport choice than an underutilised, larger van.”

Liam added that even the unladen vehicle in the test had been more than 25% adrift of the manufacturer’s official combined MPG figure.

“Official MPG figures are obviously carried out in controlled test conditions but this shows once again that they only provide an indication of performance in real world conditions.”

How loads affect fuel consumption Payload used Fuel consumption Increase in fuel 0% 35.74 25% 33.79 5.4% 50% 30.97 13.3% 75% 28.16 21.2%

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News

VW centres offer use of business specialists Running vehicles for your business – whether you have five or 500 vans – is complex and, if not done well, expensive too. As part of its ‘Working With You’ commitment, Volkswagen Commercial Vehicles has a suite of measures to support van users and simplify the entire vehicle purchase and ownership journey.

One of these is having a professional business development manager (BDM) in each of its 72 Van Centres, someone on hand to help those buying and managing vehicles, so they can concentrate on running their businesses.

Introduced to provide assistance to local business owners, the BDMs not only help to process any sale on behalf of the customer, but also advise on which vehicle is right for their business needs, as well as deliver help on choosing the most cost effective finance package and aftersales support.

BDMs spend a great deal of time on the road assisting businesses with their vehicle purchase requirements. This oneto-one service allows business owners to carry on running their businesses and often mean they don’t even have to leave their premises during the process.

Andrea Rigby Carnell, Volkswagen Commercial Vehicles’ BDM for Breeze Motor Group in Southampton, explains how the BDMs help businesses: “Since joining Volkswagen Commercial Vehicles in 2015, the business has made significant changes in the way in which the BDMs operate and the technology we have available.

“Our aim is to help make the sales process as easy as possible for our clients.”

14 TVD Issue 29 2017

End of the ‘gravy train for whiplash injuries

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he Ministry of Justice has confirmed measures to cap whiplash pay-outs to cut down on the compensation culture.

The measures, which follow a recent consultation that was announced last autumn, are being introduced through provisions in the Prisons and Courts Bill and cover new fixed tariffs capping whiplash compensation pay-outs as well as a ban on claims without medical evidence. The reforms are expected to be implemented in full on October 1, 2018.

As part of the consultation outcome, the Government is also looking to increase the small claims limit for RTA-related personal injury claims to £5,000, which will be introduced through secondary legislative procedures.

James Dalton, director of general insurance policy, Association of

British Insurers, welcomed the news, saying: “The reforms to whiplash claims set out in the Bill cannot come soon enough. For far too long claimant lawyers have been defending a system riddled with exaggerated and fraudulent claims because they have been profiting handsomely from it. The gravy train must stop.

“Motorists know that the UK’s roads have been getting ever safer, so why have whiplash style claims been rising?

“People want an insurance claims system that provides compensation and support to those who genuinely need it.

“What they don’t want is to be plagued by spam calls and texts from ambulance chasers, while personal injury lawyers continue to profit from a broken system in urgent need of reform.”

Check out our new website!

Have you visited our new website? If not then you really are missing out on a trick. We’ve totally revamped it with a fresh new look – and now it’s packed with all kinds of stuff that you van guys and gals will want to read about.

You’ll find all the latest news stories, features and road tests from the magazine and get this – you can even download back issues in PDF format to read on your tablet.

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Trade Van Driver 2017 this year’s worthy winers s rd a aw

We reveal thi

It’s time to reveal the winners of the 2017 Trade Van Driver Awards, which are now recognised in the industry as The Oscars for the trade van sector.

As with last year, the winners were decided by both the expert editorial team at Trade Van Driver magazine and our panel of readers who use vehicles on a daily basis in the course of their businesses

Van of the Year/ Best Large Van

Winner: Volkswagen Crafter Best City Van

Best Small Van

Winner: Fiat Fiorino

Winner: Ford Transit Connect

16 TVD Issue 29 2017

his year’s worthy winners Best Medium Van

Editor’s Choice

Winner: Volkswagen Transporter

Winner: Mercedes-Benz Sprinter

Best Workhorse PickUp

Best Lifestyle PickUp

Winner: Isuzu D-Max

Winner: Toyota Hilux

Best Alternative Fuel Van

Best Trade Van Range

Winner: Nissan eNV200

Winner: Vauxhall 17 TVD lssue 29 2017

r e v i r D n a V e d a r T 2017 s this year’s worthy winers rd a aw

The best of what’

Best Builders’ Truck

Best Vehicle 3.5-7.5 tonnes

Winner: Isuzu Grafter

Winner: Iveco Daily

Best Conversion Range

Best Newcomer

Winner: Citroen Ready to Run

Winner: Citroen Dispatch/Peugeot Expert

Best Heavy Duty 4x4

Best Traders’ Choice

Winner: Fuso Canter

Winner: Fiat Talento

18 TVD Issue 29 2017

’s on offer for trade van users Best Small Trades Van

Best Large Trades Van

Winner: Mercedes-Benz Citan

Winner: Ford Transit

Best Security Product

Best Van Accessory Provider

Winner: Locks 4 Vans

Winner: Fleetshield

Hearty congratulations to all our worthy winners.

Editor Matthew Eisenegger will be handing out some of the awards at the CV Show on April 25 and the handover pictures and judges’ comments will be featured in the June issue of Trade Van Driver magazine

Flashback to last year’s CV Show as Carl zu Dohna, director at Volkswagen Commercial Vehicles, shows off two awards, with editor Matthew Eisenegger. Volkswagen won Best Medium Panel Van and Van of the Year with the Transporter

19 TVD lssue 29 2017

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On test: Mercedes-Benz Vito crewvan LWB Sport

Vito Sport – it’s stylish, adaptable and VERY fast I f you want a van that looks superb, doubles as a car and goes like the clappers, then you need look no further than the vehicle on test here.

Needless to say with a MercedesBenz product, this van oozes quality from every pore, after its major facelift at the back end of 2014.

It isn’t exactly bargain basement price at £27,980 ex-VAT but you do get an awful lot of bangs for your bucks.

Safety systems on board above the usual ABS brakes and Adaptive ESP include crosswind assist, attention assist, hill start assist, tyre pressure monitoring, headlight assist, rescue assist and adaptive brake lights.

In the cab, both front seats are the ‘comfort’ variety with armrests and snazzy cloth trim, while there’s semi-automatic air-con and an

infotainment system that does just about everything but make the tea!

Outside, our van boasted a dazzling black metallic paint job which is standard, along with colourcoded bumpers, chrome sidebars, privacy glass and 17in alloy wheels.

Under the bonnet goes a 2.2-litre turbodiesel powerplant offering a meaty 163bhp and 280lb-ft of torque. Despite all that power, the Vito is still slated to return 46.3mpg on the combined cycle.

Smooth operator

Out on the road, this van is smooth as silk, although the clutch – as with all Vitos – is unpleasantly stiff, which rather tends to spoil the driving experience in urban areas.

However, the Vito glides round corners as if they don’t exist and it gives the driver a great deal of confidence knowing that all those

system systems are sitting there waiting to wade in during any emergency.

Meanwhile in the rear, the second row of seats can be removed. But be warned – you need the strength of Samson to get them out and even more to out them back again. It’s definitely a two-man job.

And with the seats removed, the Vito offers a mass of space – six cubic metres to be precise.

Spec sheet Gross vehicle weight (kg): 3,050 Power (bhp/rpm): 163/3,800 Torque (lb-ft/rpm): 280/1,400-2,400 Load volume (cu m): 6.0 Payload (kg): 928 Comb fuel economy (mpg): 46.3 CO2 emission (g/km): 149 Basic price (ex-VAT): £27,980 21 TVD lssue 29 2017

Maintenance

Van owners neglecting Experts warn that lack of proper maintenance could cost van operators dear

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usiness owners and companies with vans on their fleet, are ignoring important elements of their duty of care responsibilities and failing to regularly conduct thorough risk assessments, according to Gain

Solutions. A decade on since the introduction of the Corporate Manslaughter and Corporate Homicide Act and despite an initial flurry of action, businesses need to refocus their efforts on inspecting vehicles rather than waiting for

the next service or the end of the contract.

While issues like driving and handheld mobile phones usage have rightly grabbed attention, other operational issues often are neglected.

One such example witnessed by Gain Solutions is on vans fitted with roof racks.

Robin Watson, managing director at Gain Solutions, explains: “In order to ease the loading, drivers are walking on the roof panels. This creates a risk of employees falling from the roof, resulting in injury or death. Additionally, when it comes to remarketing the van, the only viable option will be a costly replacement of the roof panel.”

Gain Solutions has carried out over 40,000 vehicle inspections for

Maintenance – what you should all be doing The maintenance of a vehicle falls generally into three areas – mechanics, tyres and windscreens – and all three need to have a basic set of rules laid out when it comes to looking after them for the cost-effective running of your fleet.

A drivers’ handbook is a must. All these rules should be clearly stated and drivers should sign to say that they have read and agree with its contents.

That way, drivers can’t come back to you in the event of a problem and pretend they didn’t know.

UNDER THE BONNET

Where a van is used by a single driver, checking for faults is a pretty straightforward affair. However, where many drivers use one vehicle, it’s imperative to make one person responsible for checks.

Even if this means paying 22 TVD Issue 29 2017

that person a little bit extra, it’s a worthwhile exercise as your company can soon lose thousands of pounds if, say, an engine seizes up because no-one has bothered to check the oil level for the past year.

Checks are fairly simple and shouldn’t take long: Every time the tank is filled: l Check oil level Every 3,000 miles: l Check fan belt l Check hoses and cooling system l Check brake fluid l Check power steering fluid l Check transmission fluid if necessary.

On top of this, obviously, if any other knocks, squeaks and rattles occur these should be reported immediately as early attention can save a great deal of cash.

TYRES

Tyres tend to be neglected more than any other item on the van.

Kicking them occasionally does not reveal how much air is inside, despite what many drivers seem to think, and close attention should be paid to them of they are to give good service.

The key to long tyre life is keeping them at the correct pressure – and this means a weekly check with an air pump, along with a visual daily glance to make sure no foreign objects have embedded themselves within.

A spokesman for ATS Euromaster, said: “Tyres have to work harder if they are incorrectly inflated. 20% under-inflation (around 6psi in many cases) can reduce tyre life by 20%, massively increasing running costs.

g essential inspections clients wanting to defleet their cars and vans.

The firm also observed other areas of neglect that create a threat to road safety, including worn or badly cut tyres, severely cracked windscreens, broken mirrors and lights as well as damaged seat belts.

Gain Solutions offers in-service inspections, carried out on a frequency to suit the mileage and use of the vehicle, allowing the company to address condition issues quickly and resolve poor or unsafe working practices.

Robin said: “Typically these vans have been worked hard for three or four years, while on lease or contract hire and in many cases drivers have been given the responsibility to regularly check the condition of their own vehicle, but in practice after a long working day

“Tyres which are 20% underinflated will increase fuel consumption by around 3%. Given today’s pump prices, even a small fleet can waste a significant amount of money running tyres below the specified pressures.”

All tyres begin to age and deteriorate when exposed to sunlight and atmosphere. Tyres which are six years old (i.e. on low mileage vehicles) should be inspected professionally as ageing can increase the risk of a tyre failure.

And it’s not just a matter of economics. Fleets have a duty of care to make sure drivers are safe on the roads – and this includes tyres.

The spokesman added: “All fleets have a duty of care to their drivers to ensure that all tyres are

and week, this often doesn’t get completed.

“Often when we inspect these vans at defleet, the condition and subsequent recharges are way higher than they needed to be, especially if the condition and

road legal. This includes making sure tyres have sufficient tread to withstand seasonal weather conditions – such as wet or icy roads. Fleets can even fit cold weather tyres during the winter, but plan several months ahead. If you wait for the snow to fall, stocks are likely to be sold out.”

WINDSCREENS

Of all the maintenance areas of a van, the windscreen should be the easiest to check – after all, the driver is looking through it all day long.

Any chips in the windscreen should be reported immediately – a repair costs around £70 whereas a replacement can be anything up to £1,000.

Drivers should be instructed to check their screens every day – it

safety-related items were regularly appraised during their time on the fleet. In addition, we often record the condition of items that could pose danger and subject the driver or the senior management to prosecution, in the event of an accident.”

only takes a second. It’s worth doing as: l 99% of screen breakages start with a small chip l One in four vans are currently driving round with chips that could be repaired rather than replaced l A repair can only be carried out on recently-chipped screens While on the subject of windscreens, it is also worth warning against the dangers of opting for cheap replacements.

Some 30% of the rigidity of modern vehicles is in the windscreen and cheap screens often don’t fit properly. This means that in the event of an accident, the screen will pop out, meaning greater risk for the driver and passengers.

23 TVD lssue 29 2017

Manufacturer profile: Iveco

Iveco is going green with new vans and trucks The market for alternativelly-fuelled commercial vehicles is almost non-existent at present. But when things change, the Italian firm will be at the forefront of green technology.

John Threadgold reports

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o far, all efforts to get van operators to use greenerfuelled vehicles seem to have fallen on deaf ears. None of the three top van manufacturers offer any kind of electric or gas LCVs and the few that do only sell a handful.

But despite all this, Iveco is launching a new range of electric and gas-powered vans and trucks this year which promise to put the firm in the forefront of environmentally-friendly transport The move is very much a longterm strategy and the firm well knows that it is likely to cost a lot of money in the short term.

But, as Martin Flach, alternative fuels director at Iveco, told us, when the sales of such vehicles finally start taking off, as he his convinced they will, he wants Iveco to be firmly in the forefront of green technology.

Iveco is very different from other manufacturers such as Renault and Nissan, whose electric vans are both in the small sector, although Renault is planning to launch as electric Master later in the year. Iveco’s products start at 3.5 tonnes gvw and go right up to 44 tonnes – and from the middle of 2017 all these sectors will either

have electric variants or CNG/LNG models on offer.

Flach told us: “Despite Brexit on the horizon, global warming is the biggest challenge facing our industry at present. The need to develop environmentally-friendly trucks and vans has never been greater and whether they like it or not, transport chiefs are facing local and regional initiatives against the use of diesel vehicles which will multiply after we leave the EU.

Interest will increase

“Some of the operators we talk to are already looking at alternative fuels and we believe this interest will increase as time goes by. Taxes on pollutants are on their way and we want to have a pivotal role in the industry when the realisation finally hits that fleets will have to buy greener vehicles whether they like it or not.”

Flach is planning a major proactive campaign to accompany the launch of these new models. His team is at present negotiating with all Iveco dealers so that there will be an alternative fuel champion at each one, who will be responsible for nudging fleet buyers towards these models, which will all be more expensive to

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Despite Brexit on the horizon, global warming is the biggest challenge facing our industry at present. The need to develop environmentally-friendly trucks and vans has never been greater 24 TVD Issue 29 2017

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buy than their diesel counterparts, but will be cheaper to run.

He said: “Firstly my team will be targeting existing customers who are appropriate candidates such as local authorities, dot.com delivery companies and firms who operate in and around London. We are getting enquiries every day about electric vans, for example, but at present the front-end price puts them off.

We need to explain how the lower running costs and other benefits help to balance the wholelife cost of the vans. When someone goes in to a dealership to buy Iveco vans, we will question them about what use they will be put tot and if appropriate, our alternative fuel champions will then gentle nudge people in this direction.”

What’s on offer

Daily will be offered in CNG guise from gross vehicle weights between

Daily (above) will be offered in electric and gas formats while Eurocargo (left) and Stralis (right) will have gas-powered options

3.5 tonnes and 7.2 tonnes, while electric versions go from 3.5 tonnes to 5.0 tonnes.

Eurocargo gets CNG versions from 12 tonnes to 16 tonnes from the summer, while the Stralis will be offered in either CNG or LNG formats.

CNG Dailys lose around 200kg in payload while electric Daily loses up

to 300kg depending on how many battery packs are included. The other problem is that natural gas is not available at any fuel stations at present, although there are 20 sites across the country where tanks can be filled on contract.

However, Flach said Iveco would help fleets to establish their own onsite filling stations where applicable.

He said: “If someone comes to us for one vehicle and they don’t live anywhere near an existing filling point, we would say gas is not for them, but anything above about 15 vehicles would warrant on on-site point. These can either be paid for upfront, leased or installed on a payfor-use basis, so it won’t necessarily cost the fleet any money at first.”

How the figures stack up for Iveco’s alternative-fuelled vehicles The CNG-powered Daily will cost around £4,000 more than the equivalent diesel but with the possibility of 30% fuel savings, Flach reckons the van will break even after two years of typical fleet usage, after which savings will be made.

It’s a similar story for Stralis, which has a £20,000-£30,000 premium over diesel but should break even after around two years.

Eurocargo prices have yet to be announced but Flach said breaking even on price would be “more challenging” He added: “For buyers of this vehicle, price won’t be the force behind the buying decision. It will be chosen by fleets which want to cut emissions and help clean up the air in urban environments.”

The electric Daily, with either one, two or three battery packs, costs up to £80,000, although with the

Government’s Plug-In grant, fuel savings, lower maintenance costs and no London Congestion Charge to pay, Flach reckons the van will break even with a diesel equivalent after six years.

However, what is uncertain is the residual value of such vans, which could again sway the equation in diesel’s favour. Battery life could also be an issue after so many years use.

25 TVD lssue 29 2017

First drive: LDV V80 LWB hi-roof

LDV is back from the ashes of the bank crisis bonfire With new Chinese owners and a bargain basement list price that beggars belief, the old LDV Maxus is back. John Threadgold reports

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f we told you that there was a long wheelbase hi-roof 3.5-tonne van on sale for just over £14,000 brand new, with a five-year warranty and lots of standard goodies, you’d probably scoff and say: “Yeah right – in your dreams.”

But a dream it is not. The LDV V80 which went on sale last year is the van – and we’ve been driving it.

Past history

For those who have forgotten, LDV went into liquidation in 2009 after the banking crisis, having launched the Maxus four years previously.

The machinery for making this van was sold to SAIC in China, which has renamed it the LDV V80

and is now selling it again in the UK through importer the Harris Group of Dublin.

We have to be brutally honest here and say that when we first tested the Maxus back in 2005, we were distinctly underwhelmed. Its build quality was questionable to say the least, there were paint runs on most of the test models and the general driving experience was less than impressive, even against the old rivals of the day.

So the big question is this? With such a history behind it, can this van really be considered a viable option for the LCV operator of 2017?

Having tested the V80 in long wheelbase, 3.5-tonne gvw guise for a week, the answer is a moot one.

Technology has moved on at an amazing pace since 2005 and while improvements have undoubtedly been made over the British-made model, underneath it’s still an ancient van – and feels it against the rivals while out on the roads.

Another problem is that at present, the makers do not have a Euro 6 engine.

Old engines

The Euro 5b engines on offer at the moment were built before the cut-off date of October last year and are therefore allowed to be sold under a special derogation. A new Euro 6 powerplant is promised for the second quarter of the year.

But to be fair, the V80 does have its attractions.

The price for example, at £14,184 ex-VAT, is around £10,000 under anything the current crop can offer. The rival Citroen Relay LWB weighs in at £28,460, a staggering £14,276 more. And the V80 comes with standard goodies such as air-con, electric heated mirrors,

26 TVD Issue 29 2017

cruise control, electric windows and Bluetooth connectivity, which are often paid-for options among the rivals.

There’s a five-year/125,000 mile warranty to tempt buyers too.

Tried and tested

The engine – albeit Euro 5 – is a tried-and-tested unit from Italian firm VM Motori, which is as rock- solid a performer as any on the market.

It’s a lusty unit with plenty of power on tap but sadly only manages 30.0mpg on the combined cycle, compared to 44.1mpg for our rival Relay.

That means that over a 100,000mile lifecycle the LDV will use £6,057 worth of fuel more at today’s prices – ouch!

Incidentally, CO2 emissions are a hefty 250g/km too, showing how behind-the-times this unit is. The Relay’s tally is 168g/km.

The general ride and handling of the V80 were not as bad as we had feared. Although it still

feels definitely last generation, improvements have certainly been made over the old model and it generally feels well put together.

The seats are hard and supportive and we rather liked the dash layout, in which all the instruments are gathered in the middle so a steering wheel can be added on either side.

We were pleased to see that reversing sensors had been added as standard too –­something some of the rival manufacturers may care to take note of.

However, the gearchanges are rather notchy and the steering is a tad vague.

Noise in the cabin is noticeably more than that in opposition models too, while there were several squeaks and rattles to be heard while under way in our test van.

Also the radio was one of those tinny “cooking” variety ones that we sometimes find in Oriental vehicles.

Verdict

The rock bottom price is tempting

for hard-pressed traders and the V80 is a well-specced vehicle indeed. The fact that there are only 20 UK dealers at present may, however, put some people off.

Spec sheet Gross vehicle weight (kg): 3,500 Power (PS/rpm): 136/3,800 Torque (Nm/rpm): 330Nm@1,800-3,600 Load volume (cu m): 10.2 Payload (kg): 1,419 Comb fuel economy (mpg): 30.0 CO2 emission (g/km): 250 Basic price (ex-VAT): £14,184 27 TVD lssue 29 2017

Do you recognise this man?

Perhaps not.

His name is Chris Craggs, CEO at McFarlane Telfer, and he recognises the importance of an efficient, compliant and, above all, a safe fleet of vans.

That’s why he’s a member of FORS – the Fleet Operator Recognition Scheme. And he’s also achieved Silver status, meaning that specifiers and contractors want to get to know him better.

Isn’t it time you were recognised, too?

Safety, efficiency, environment www.fors-online.org.uk 08448 09 09 44

First drive: Nissan NP300 Navara Teckna double-cab

Nissan’s macho marvel!

Navara puts Japanese maker back near the head of the 4x4 pack

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ntil the arrival of the Volkswagen Amarok in 2011, the Nissan Navara was pretty much the acknowledged leader of the field in the 4x4 truck sector when it came to car-like drivability.

Since then, the Navara has gradually been slipping down the list as newer and better rivals were launched against it. It was only last year that Nissan was able to vie for this crown again with the new NP300 Navara – and it certainly does rock the boat among the newer contenders.

The latest model has already picked up a whole raft of awards since launch and looks set to put Nissan firmly back near the head of the off-road pack.

Spec sheet Gross vehicle weight (kg): 3,010 Power (bhp/rpm): 190/3,750 Torque (lb-ft/rpm): 332/1,500-2,500 Load volume (cu m): n/a Payload (kg): 1,047 Comb fuel economy (mpg): 44.1 CO2 emission (g/km): 169 Basic price (ex-VAT): £24,013

Having previously driven lefthand drive versions in Majorca, we were keen to try UK variants so snapped up the first one that was on offer from Nissan, which is the stunning top-spec Teckna, dripping with standard goodies for anyone who’s doing well for themselves in business.

As can be seen from the picture, it came in a dazzling metallic gold colour (which turned out to be a £495 option). At £24,013 ex-VAT, there are an awful lot of bangs for your bucks.

Under the bonnet is a 2.3-litre dCi

turbodiesel powerplant blasting out a meaty 190bhp, while standard equipment includes roof rails, alloy wheels, side steps, moveable tie-down points bin the back, body-coloured front bumper, side, curtain and knee airbags, all-round view monitor, a Nissan Connect navigation and entertainment system and enough safety gadgets in place to make even the most timid of drivers feel safe in the rough.

Meanwhile, the truck is slated to return a creditable 44.1mpg on the combined cycle and emits 169g/km of CO2.

Behind the wheel The NP300 Navara goes along with most of the rivals in the sector by offering chunky, macho yet stylish looks, so it’s up to personal preference which one looks the best.

Meanwhile just about everything has been updated and improved over the old Navara to the extent that the vehicle offers as car-like a ride as a truck is ever going to, albeit with the seats at a rather different angle.

The cab is stylish in the extreme, with huge comfortable leather seats and a dash that wouldn’t look

amiss in the most expensive car.

Rear legroom, though, is rather at a premium.

In the rear our test vehicle had a plastic load liner which turned out to be an option at £360 – rather a surprise as in our view this is a must to keep the rear of the truck safe from scrapes and scratches that will badly affect its resale value.

The Navara fires up with a muted growl which is unobtrusive but loud enough to let the occupants know there is some serious horsepower on offer – and on the road, the

driver is never going to be caught short of oomph. The only gripe is that the rather old-fashioned long throw gear lever made for some notchy changes at times.

While we didn’t manage to take our test vehicle off-road, we had already tried the Navara in the dirt at the international launch in Majorca and even novices won’t take fright on the scariest inclines as hill-start assist and hill descent control systems do all the work automatically.

29 TVD lssue 29 2017

Talking vans – with editor Matt Eisenegger

Do us van drivers really deserve that bad driving reputation?

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But when it comes to vans oh boy do they stick out!

f you drive a van as part of your business and you read our story on page 6, you probably had some reaction to it when you did so.

If you didn’t read it then I suggest you go back and do so, as it is aimed very firmly at you. Yes YOU! In a nutshell, a recent TomTom survey has shown that van drivers are fighting back against their “unfair” reputation as the very devil incarnate of the roads, and are saying they are being unfairly blamed for being bad drivers when in fact they are pretty good ones all in all.

Bottom of the heap

It was carried out in answer to an earlier survey of car drivers who firmly rated van drivers as bottom of the heap of the various types of driver on the UK roads.

As the editor of not only a van magazine (ie Trade Van Driver magazine) but also as editor of a truck drivers’ mag too (CV Driver magazine) – plus, I may add, as a holder of an HGV Class One licence and a car driver – I can see all sides of the debate.

And there isn’t an easy and clear view to take on the subject.

After all, it’s blatantly ridiculous to lump all van drivers together as one and blame them all for anything, exactly in the same way as you can’t just lump women drivers together and say they are a bad lot.

There are good women drivers and bad ones, exactly the same as there are good van drivers and bad ones.

But I can tell you why van drivers get the blame for bad behaviour more than bus, truck, or car drivers.

Ring any bells with you?

Hopefully not!

It’s pretty obvious really.

By law, trucks trundle up and down the motorway at 56mph maximum so by and large they are irrelevant as they tootle along slowly in the slow lane while vans and trucks are buzzing past at 70mph or even 90mph.

It’s only on two-lane motorways such as the M11 when they pull out to overtake doing 0.0001mph faster than the truck they are overtaking that car and van drivers start getting arsy and cursing at them.

Car drivers, too, are pretty anonymous as there are any number of dull coloured Ford Fosuses and suchlike which all tend to blend into one.

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It’s blatantly ridiculous to lump all van drivers together as one and blame them all for anything, exactly in the same way as you can’t just lump women drivers together and say they are a bad lot 30 TVD Issue 29 2017

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A dirty Ford Focus cuts you up on the motorway doing 90mph and you’ll probably curse a bit and forget it after a while.

But a dirty Merc Sprinter cuts you up on the motorway doing 90mph thrashing past with the name of its company emblazoned on the back (plus possibly a ‘How’s My Driving’ sticker attached with a phone number that you didn’t have time to write down!) and the average car driver’s day will be ruined, with gnashing of teeth and thoughts of writing to The Times in the: “Dear Sir, I wish to complain in the strongest possible terms...” mode.

Mark Cartwright from the FTA, who is quoted in the story, must be praised highly for his Van Excellence programme but to be honest he is preaching to the converted much of the time.

The kind of drivers who ignore the laws are usually the cowboys who would scoff at the idea of joining the FTA. And don’t forget that many drivers are doing 90mph on the motorway because they have been set impossible delivery targets by their bosses – and that’s an entirely different matter to be addressed.

So where is all this leading to?

Well, the aim of this mag is to help all you van drivers and fleet operators out there to run your vehicles more safely and efficiently (and in turn more cost-effectively).

So all I suggest is that you stop a minute and think about whether you or your drivers are guilty of bad behaviour on the roads. And if you or they are, then take a little time to work out how to remedy this situation.

It’s in your own interests to do so, believe me.

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