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Issue 31, August 2017 www.tradevandriver.com
RED AND RAUNCHY!
time for electric?
We look at the pros and cons of cleaner van power
How to avoid the danger of overloading
l News l Views l Road tests l Features l Advice l Cost saving
Vauxhall Vivaro piles on the style
IT’S ALL INSIDE!
Transport solutions for the trade professional
FORD TRANSIT CONNECT
PER MONTH OVER 4 YEARS FROM
FORD LEASE
FORD TRANSIT CONNECT TREND 200 L1 1.5 TDCi (75PS) From ÂŁ184 per month over 4 years on Ford Contract Hire from Ford Lease. Advance of 6 monthly rentals. Business Users only. To find out more, visit ford.co.uk Important information Official fuel consumption figures in mpg (l/100km) for the Ford Transit Connect 200 L1 1.5 TDCi Trend (75PS) shown: urban 54.3 (5.2), extra urban 65.7 (4.3), combined 61.6 (4.6). Official CO 2 emission 120g/km. The mpg figures quoted are sourced from official EU-regulated test results (EU Directive and Regulation 692/2008), are provided for comparability purposes and may not reflect your actual driving experience. Finance subject to status. Guarantees/indemnities may be required. You will not own the vehicle at the end of the agreement. Examples exclude VAT and are based on 48 month non-maintained agreements, profile 6+47 payment in advance of 6 monthly rentals, followed by 47 monthly rentals, with a mileage of 10,000 miles per annum. Vehicles must be returned in good condition and within agreed mileage, otherwise further charges will be incurred. Prices correct at time of going to print and are subject to change without notice. Subject to availability at a Ford Authorised UK Dealer for vehicles with finance accepted and vehicle contracted between 1st July and 30th September 2017. Not available with any other promotion. Ford Lease is provided by ALD Automotive Ltd, trading as Ford Lease, BS16 7LB
Welcome! We had already decided to ‘go big’ on electric vans in this issue as we feel there is a lot to talk about. Then blow me, just before press day the Government announces that it is going to phase out petrol and diesel cars and vans altogether by the year 2040. OK, that’s a long time ahead, but it indicates the way this country is likely to be heading in the nearer future, so it’s worth all our whiles getting a heads-up on the situation. There is a long way still to go with electric vans, it must be said – especially if you want a 3.5-tonner. And I’d be the first to admit that as things stand, many of you will find that the models on offer at present won’t fit your needs. But things are changing rapidly and you only have to read our feature inside about the new electric models from Citroen and Peugeot to find that more and more trade van users will realise electric power actually makes a lot of sense. Needless to say that as things unfold, we’ll be keeping you all bang up to date on this subject and any other that affects trade users.
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
Publisher
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Matt, Editor matthew@tradevandriver.com
Commercial Vehicle Media & Publishing Ltd, 4th Floor, 19 Capesthorne Drive, Eaves Green, Chorley, Lancashire. PR7 3QQ Telephone: 01257 231521
Advertising Advertising sales: David Johns Telephone: 01388 517906 / Mobile: 07590 547343 Email: sales@ tradevandriver.com
What’s inside... is now the time to consider using electric vans? page 14
skin cancer scare for van drivers
Design
just how accurate are fuel economy figures?
Design Manager: Matthew Eisenegger Designer: Trevor Gehlcken Email: design@ tradevandriver.com
Printing
page 9
add value to your vans
Brightprint Ltd The Factory, Rear 33 - 41 Coleridge Road Blackpool, Lancashire, FY1 3SN Tel: 01253 399121 Fax: 01253 399141 Email: phil@brightprintfylde.com
Note
page 4
page 6
how to avoid the dangers of overloading versatile vivaro on test page 10
page 12
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.
TVD
NEWS
Ford reveals the next generation of Transit Custom class stowage, improved comfort and ergonomics, and easy connectivity with SYNC 3 or MyFord Dock options. Further technologies introduced to commercial vehicles for the first time include ‘intelligent’ speed limiters. “Transit Custom has been a runaway success since it was introduced and this new version raises the game once more,” said Hans Schep, general manager, commercial vehicles, Ford of Europe. “We have listened carefully to our customers, and delivered a one-tonne van that is even more stylish, even more productive and packed with smart features.”
The new generation Transit Custom sets the scene for Ford’s next major commercial vehicle innovation, with the introduction of the zero-emission capable Plug-in Hybrid (PHEV) derivative scheduled for 2019. The PHEV Transit Custom will begin trials with fleet customers in London later this year.
Van drivers facing cancer danger from open windows
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rivers who spend long amounts of time behind the wheel are being warned that their skin can get sun damaged – even with the windows closed. The warning comes from
Confused.com and skin cancer charity Melanoma UK, after an in-depth skin examination on a van driver using UV photo technology detected pre-cancerous cells on his right forearm – the arm most typically exposed to the sun – which was consequently treated. The tests also revealed how long-term exposure to the sun while driving can lead to wrinkles, leathering, sagging, brown ‘age’ spots and even skin cancers on the exposed side of the body. According to dermatologist Dr Christian Aldridge, a representative from Melanoma UK who carried out the test, glass – like clouds – does not protect you from UV radiation, putting motorists at risk of asymmetrical sun damage as a result. Glass effectively blocks UVB and windshields are specially treated to Skin cancer is yet another thing van block UVA as well, but drivers have to worry about a vehicle’s side and rear
4TVD Issue 31 2017
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Ford has revealed the new Transit Custom one-tonne commercial vehicle, delivering bold new design, an all-new interior and enhanced productivity to European businesses. New Transit Custom will be available to order later this year and is scheduled for customer delivery in early 2018. Powered by the Dagenham-built Ford EcoBlue 2.0-litre diesel engine, Transit Custom has been re-engineered to offer significant new features and capabilities, including a new ECOnetic variant, delivering improved fuel efficiency and 148 g/km CO2 emissions. The UK’s best-selling commercial vehicle now sports a bold new front-end design with three-bar Transit grille, a completely new cabin that offers best-in-
It’s important motorists apply sun cream with at least SPF 30 prior to travelling, particularly on long summer journeys. Your skin will thank you in the long run windows allow UVA to penetrate. The research also found that one in seven drivers (14%) don’t apply sun cream whether inside or outside of the car even if the weather is nice. In response, Dr Aldridge said: “Those who spend elongated periods of time in their vehicles for work or otherwise must be vigilant when it comes to protecting their skin during the summer. “Photo damage and skin cancer takes years to evolve and, apart from sunburn, there are no immediate effects of irreparable skin damage so people often lapse in their protection. It’s important motorists apply sun cream with at least SPF 30 prior to travelling, particularly on long summer journeys. Your skin will thank you in the long run.”
We could tell you at length how the more refined, quieter cabin, keyless entry, push button start, multi USB ports and countless other improvements make it a much easier truck to work with. But how long have you got?
THE NEW GENERATION ISUZU D-MAX. IT JUST WORKS.
CALL 03303 335126 OR VISIT ISUZU.CO.UK TO BOOK A 48 HOUR TEST DRIVE #Over 40 MPG figure applies to manual transmission models. MPG figures are official EU test figures for comparative purposes and may not reflect real driving results. Official fuel figures for the Isuzu D-Max range in MPG (l/100km): Urban 30.4 - 38.7 (9.3-7.3). Extra Urban 40.9 - 50.4 (6.9 - 5.6). Combined 36.2 - 45.6 (7.8 - 6.2). CO2 emissions 163 - 205g/km. For full details please contact your local Isuzu dealer or visit isuzu.co.uk xx TVD lssue xx 2017 *3.5 tonne towing applies to all 4x4 models. **125,000 mile/5 year (whichever comes first) warranty applies to all new Isuzu D-Max models. Terms and conditions apply. Visit isuzu.co.uk
NEWS
M6 toll joy for goods vehicles The announcement by M6 toll operator Midland Expressway that goods vehicles are exempt from a planned price increase when using the road has been welcomed by the Freight Transport Association (FTA). The UK transport trade body says the move will be a boost for freight firms that operate on tight margins, but pointed out that the wider principle of road charging needs an urgent review by Government. The weekday toll charge on the M6 will increase by 40p for cars from August 7. Midland Expressway says the rise is the first since March 2012 and is a partial catch-up with inflation. The operator says it wants to encourage more commercial, logistic and freight use of the route, which has grown annually by an average 19% in the past five years.
Five things that will add value to your van
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Spend extra at buying time to get it back when you sell it
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ehicle valuations experts Glass’s have named the top five optional extras that add value when it comes to selling your van. Andy Picton, senior commercial vehicle editor, said that some options can really enhance the value of a light commercial vehicle or make it easier to sell when the time comes. He explained: “A van equipped properly with extras sourced from the manufacturer will often add value. Equally, there are plenty of options that are expensive when new but have little resale appeal or return when the van is offered on the open market. “Our advice to van buyers is, unless it is a requirement for your business, avoid loading up your vehicle unnecessarily with extras that won’t give you a return when you sell.” The top five options recommended by Glass’s are:
Ply-lining – a cheap but essential extra for all vans
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l Air conditioning/climate control – Driven by health and safety, this is now the first thing buyers look for in a used van and before long, we believe will feature as standard specification on all LCVs. l Fully-integrated Bluetooth – Another feature that is part of health and safety concerns. An essential extra for the van buyer and another feature that should be standardised. To be able to keep in touch with customers safely while on the move is imperative. l Alloy wheels and appearance packs – Although not suited to many large panel vans, those at the lighter end of the scale that double as lifestyle vehicles will benefit significantly from colour-coded bumpers and wing mirrors as well as an upgrade on the standard wheels to a nice set of alloys. There is a fine line though – too much bling will put
Unless it is a requirement for your business, avoid loading up your vehicle unnecessarily with extras that won’t give you a return when you sell
Consider adding a snazzy set of alloy wheels potential buyers off. l Paint colours – Metallic paint, if damage-free, looks great on a van and enhances the overall appearance. The right colour will add value and the van will sell more quickly on the open market. Stick to a nice metallic dark blue or silver/ grey to achieve the best return. l Load area protection/plylining – This is a cheap but essential extra for all vans that are not kitted out with internal racking. It will not necessarily add value to your van, but will protect the vehicle both inside the load area and also from those in-to-out dings that are so difficult to repair.
Tracker recovers half a million pounds worth of vans Vans made up more than half a million pounds of the overall recoveries in 2016, according to the latest figures from Tracker. The Ford Transit was the most popular van stolen last year and accounted for more than half of the LCV recoveries it made. The latest figures also reveal the average value of vans stolen and recovered was £19,333, with 44% being stolen using the owner’s keys. Furthermore, London was the hotspot for van thieves in 2016, as 44% were stolen in the capital. Andy Barrs, head of police liaison at Tracker, said:
“A high number of vans are stolen in the UK every year and our latest figures highlight just how much of an impact this can have on businesses. “Nearly five and a half thousand Ford Transits were stolen in the UK last year, which is a thousand more than the previous year. Additionally, Mercedes-Benz Sprinters are proving to be equally as attractive to organised criminal gangs. “The theft of a van can hit companies really hard regardless of their size, such as the loss of valuable tools and equipment, loss of business and costs associated with hiring a replacement.”
Industry should remain calm over future of diesel values, says VRA
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Every reason to expect that prices will remain stable There are many, many people who see themselves as diesel buyers and they will not just change overnight by clean air legislation and their values could fall quickly but most of these vehicles are now quite old and probably in ‘banger’ territory. “At the other, Euro 6 vehicles meet the latest emissions regulations and, however you measure them, are highly unlikely to be hit by any new rules and regulations. These are newer vehicles and there is no concrete reason buyers won’t want them.” So far, impacts on diesel values had been limited, Glenn said, although the VRA was monitoring the situation closely. “So far, our members are reporting a slight fall in trade values for newer diesels against forecasts but this has not really fed through into the retail
market. This shows how all the noise surrounding diesel is only having a limited material value. “The fact is that vehicle buying habits usually take years to gain momentum and also take years to fall away. There are many, many people who see themselves as diesel buyers and they will not just change overnight. “There may be some specific instances that have a localised effect, such as where different cities introduce clean air tariffs that affect diesels over the next couple of years, but these are only likely to hit the oldest models.” In the medium-long term, Glenn said, the VRA expected to see a gradual readjustment in diesel values as it became part of a wider spread of fuels available on the used car market. “Our view is that we are moving to a situation where there will be a portfolio of fuels where EVs, different kinds of hybrids, petrols and diesels will all be around in quite large numbers.”
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iesel is likely to remain a crucial part of the motor trade’s fuel mix for the foreseeable future and the motor industry should “remain calm” over its future values, says the Vehicle Remarketing Association. The trade organisation – which represents companies that are involved in remarketing more than 1.5 million vehicles every year – says that there is every reason to expect that the values of most diesels will stay relatively stable. Glenn Sturley, chair at the VRA, said: “There is a lot of noise going on around diesel which is causing some people to speculate on an unexpected decline in demand but, we believe, the picture is much more complex and less worrying. “The main point to bear in mind is that there is no such thing as a single ‘diesel’ van – instead there is a whole range of Euro 4, Euro 5 and Euro 6 models, and the prospects for each of them are very different. “At one extreme, Euro 4 vehicles are much more likely to be affected
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NEWS
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NEWS
Digital hub launch for VW
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Music can hold the key to safer – or more dangerous – driving
how music can affect safety on the roads
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Volkswagen Commercial Vehicles has launched an online customer support hub and live chat service in order to enhance the customer experience and offer new channels of engagement. The new Digital Customer Care Hub, which launched last month, sees customers having access online to advice, help and support from a dedicated Digital Hub team. Customer experience is at the forefront of the journey with Volkswagen Commercial Vehicles, which, as part of its Working With You pledge, aims to see every partner receive an easy and frictionless service. The live chat service is available within specific areas of the www. volkswagen-vans.co.uk website. The dedicated teams aim to engage with customers who prefer a quick response without the need to call the Customer Care office or wait for email replies. The service is also available on mobile as the site is fully responsive and optimised for mobile devices. The live chat function is available seven days a week, from 2pm until 10pm, and is designed to assist as many customers as possible. Supporting product pages such as the new Crafter, California, Amarok and Caddy, the live chat appears on the website whenever a customer care adviser is available to chat.
Musical style can lead to relaxation or more stress
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leet managers should take an interest in what employees listen to while driving, say therapists. What drivers listen to in company cars and vans could have a considerable impact on how safe they are on the road, they say. For drivers who are stressed or fatigued, listening or even singing along to different playlists could be used to make them feel more relaxed or increase their concentration, says Chroma, the UK’s leading arts therapy provider. A Spotify “drivetime” playlist compiled by the company includes favourites such as Give It Up by KC and the Sunshine Band, Fast Car by Tracy Chapman and Gold Digger by Kanye West – all of which could be beneficial. Daniel Thomas, managing director of Chroma, said: “Scientists have undertaken research showing that singing significantly improves psychological health and wellbeing as it engages the neurochemical
Singing along while driving will stimulate senses, get your diaphragm working and push oxygen to your brain
Drivetime singalong playlist: l Fast Car – Tracy Chapman l Give it Up – KC and the Sunshine Band l Gold Digger – Kanye West l Dancing in the Moonlight Toploader l Stuck With You – Huey Lewis and the News
Relaxation playlist: l Memory Gospel – Moby l Adagio for Tron – Daft Punk l Fly Me to the Moon – Groove Armada l Tom’s Diner – Suzanne Vega l Emerald and Stone – Brian Eno systems responsible for reward, motivation, pleasure and stress. “Singing along while driving
will stimulate senses, get your diaphragm working and push oxygen to your brain. By increasing the level of oxygen, you’ll bring about chemical processes that affect you physiologically, bringing about a sense of relaxation “In short, if you find yourself feeling stressed while driving, try putting on the playlist and signing along. It should put you in a better state of mind to drive calmly and can credibly be used as a risk management tool for fleets.” Daniel added that singing was not always the answer, though. Sometimes it was more beneficial to listen to music in order to improve your mood, get more motivated, or even support increased focus and concentration. “If you’ve been behind the wheel of a company car or van for a long time, you’ll probably get more benefit from listening to reflective instrumentals. There are academic studies to support this idea.”
NEWS
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Concern over real-world van fuel economy figures
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eal-world fuel economy tests on light commercial vehicles have shown an average 17.1% reduction on official figures. The data comes from Emissions Analytics, which says it’s seen similar levels of variability from official fuel economy and emissions figures in vans as in cars, with realworld van economy varying from -5.3% to -38.8% on official figures. However it adds that the mpg gap is smaller than for passenger cars which was 29% in 2016, perhaps because light commercial vehicles are not being hyperoptimised to the NEDC. As with cars, all of these vehicles were homologated to either the Euro 5 or Euro 6 standard – the results show there are seven Euro 5s and
Real-world fuel economy figures are worlds away from the official ones three Euro 6 vehicles which have been rated ‘H’ on the EQUA Aq Index, meaning they emit 12 times or more than the current Euro 6 limit when they are out of laboratory conditions.
The best performing diesel van in the Emissions Analytics tests was the Euro 6 VW Transporter, scoring a B-rating on the road, meaning it is just 1.5 times the legal limit. This is
mirrored in the passenger cars tested, where only 15 of the 131 Euro 6 diesel cars tested meet the standard, of which 10 are from the Volkswagen group. Emissions Analytics also ran tests to find out the effects of load on fuel economy. Tested on the same EQUA cycle as passenger cars, vans additionally ran parts of the route ballasted to 50% of their maximum payload. The effect of load on fuel economy is an average of -11.2% for a fully loaded van. Based on an average diesel price of 122.12p/l), the firm says this shows that for every 100 miles driven with a fully-loaded van, refuelling costs on average £1.91 more than empty, equating to approximately £450 per year based on DfT mileage figures.
Spec boost for Volkswagen Caddy vans The Volkswagen Caddy is set to become an even more tempting proposition thanks to a substantial specification boost and range realignment. The change delivers even higher standard equipment levels, boosted safety features across all models and lower prices for petrol-powered models. Volkswagen has increased safety levels again with the fitment of autonomous emergency braking (AEB – Front Assist with City Emergency Braking) and driver alert as standard across the entire range. All Volkswagen vans now come with standard AEB, cited by Thatcham Research, the motor insurers’ automotive research centre and respected experts in safety, security and crash repair, as ‘probably the most significant development in vehicle safety since the seat
Volkswagen Caddy – more bangs for your bucks
belt’ with the potential to save more than 1,000 lives and 120,000 casualties over the next 10 years. All three trim grades, Startline, Trendline and Highline, feature more standard equipment. All models,
including Startline, gain a leather multifunction steering wheel and multifunction display, while Trendline models now feature climatic air-conditioning as standard. Finally, rangetopping Highline models gain Volkswagen’s sophisticated
Discover Media satellite navigation system as standard. Volkswagen is also realigning its price structure. Petrol models start at £17,527 (total RRP inc OTR and VAT) – some £1,017 less than the previous price.
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NEW to us
Vauxhall Vivaro Limited Edition L2H1 double-cab It’s super smart, seats six and drives like a dream. We want to keep it! Trevor Gehlcken gets behind the wheel
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our business is doing pretty well at present and you need a new van. You want a smart car too, one that will take the wife (or husband!) and kids The Vauxhall to the seaside at the weekends. Vivaro on test You have a hobby that involves lugging around a fair amount of clobber and you want to cut a dash when here is like no out with other members of your club. Could one vehicle other Vivaro possibly fill all those requirement? we’ve ever You bet. The Vauxhall Vivaro on test here is like no driven – in fact other Vivaro we’ve ever driven – in fact it’s so good that I’m thinking of buying one myself. I wonder if the lads in it’s so good that the press office would do a deal when they have finished I’m thinking with this van? of buying one As can be seen from the pictures, it’s a right bobby myself! dazzler in vivid red paintwork, lots of fancy decals, black alloy wheel and smoked glass side screens, which altogether means this van oozes style. And as many business owners are recognising nowadays, style means a lot. Turn up outside a client’s house or office in this vehicle and it will speak volumes about the quality of your business, against your rival’s van if it’s a rusty old LDV Convoy. The interior has seating for six people and plenty of legroom, while the cargo area offers four cubic metres of loadspace, making our test vehicle one hell of a useful piece of kit. The only downside is that VAT can’t be reclaimed unless the van is used solely for business purposes, so the basic frontend price of £26,120 does seem rather steep. Mind you there’s an awful lot on offer for the money. The van is powered by a 1.6-litre turbodiesel engine Gross vehicle weight (kg): 2,900 with a twin turbo, offering a Power (PS/rpm): 145/3,500 feisty 145PS and 340Nm of Torque (Nm/rpm): 340/1,750 torque. The official combined Load volume (cu m): 4.0 fuel economy figure is 44.8mpg Payload (kg): 1,250 and the van has an ECO button Comb fuel economy (mpg): 44.8 which turns down the torque CO2 emission (g/km): 164 slightly and gives the chance of Basic price (ex-VAT): £26,120 up to 7% better fuel economy.
TECH SPEC
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We kept this button pressed in during our test week and didn’t notice any shortage of power. The standard features tally would fill this page alone if we listed them all, but the main ones – excluding the normal array of ABS and ESP which are now mandatory – include an immobiliser, Bluetooth connectivity and USB ports, five-spoke alloy wheels, body-coloured bumpers and side protection, air-conditioning, cruise ciontrol, foglights, metallic paint, rear parking sensors and an InelliLink infotainment system with sat-nav.
Since its original launch in 2001, we have driven literally hundreds of different Vivaros, and each time we’ve been impressed by this van’s comfort, practicality and excellent road manners. In fact as a driving machine, the Vivaro is about as good as they come in the commercial vehicle sector. The present Vivaro bears scant resemblance to its predecessors of course, but this particular variant shines out above all the others – easy to see why when you look at the pictures. It’s a real head turner as can be seen – and we were particularly pleased to see the addition of a small “Made In Britain” badge on the back. This was a proud boast when I was a younger man and it’s something we don’t see enough of in this world of increasing globalisation. And it’s not only the van itself that is made in Luton. A good percentage of the ancillary parts are British too, which all helps to oil the wheels of Great Britain plc.
Climbing aboard, the first thing you’ll notice is how sporty and supportive those seats are. With room for six people, each seat is sculpted separately for extreme comfort over long journeys. And there is plenty of legroom in the rear row too, so passengers wont be squashed up uncomfortably. As this Vivaro is a long wheelbase version, the presence of the rear seats doesn’t mean there’s hardly any room for cargo at the back. There’s still four cubic metres on offer and the van as a reasonable payload of 1,250 kg. With a full bulkhead behind them, the van is whisper quiet on the roads even at motorway speeds. Ad with super slick gearchanges and pin sharp handling on offer, the Vivaro is a sheer joy to drive.
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BEHIND THE WHEEL
As a driving machine, the Vivaro is about as good as they come in the commercial vehicle sector
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advice
avoiding the dangers of overloading your vans
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An overloaded vehicle can cause huge costs to businesses
We all know it’s illegal but many of us still flout the law by exceeding our vehicle’s payload
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early 50 per cent of van drivers, equating to more than 1.2 million vehicles, are driving overloaded on UK roads, according to research commissioned by Volkswagen Commercial Vehicles. Working alongside Driver and Vehicle Standards Agency (DVSA), Volkswagen Commercial Vehicles is aiming to educate van drivers about the potential dangers of driving overloaded vehicles. The research, which surveyed both fleet managers and van drivers, found that nearly half of UK businesses
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don’t monitor the weights of their company vehicles and 53 per cent of drivers don’t know their vehicle’s maximum load carrying capacity. Seventy-three per cent of van drivers are unsure of the effects of overloading on their van’s driving performance, while nearly a quarter are unaware of the legal penalties they face if stopped on the road. Three-quarters of businesses do not realise their insurance could be invalidated if a company vehicle is involved in a crash and found to be over the legal weight limit.
advice knowledge of gross vehicle weight should be taken into consideration before setting off to ensure the safety of the driver and other road users. “An overloaded vehicle can cause huge costs to businesses. Consistently driving with too much weight in a vehicle will put increased pressure on tyres and suspension, causing them to wear out more quickly. By investing in the right size van in the first place, businesses can save thousands by avoiding unnecessary fines and repair costs.”
Mind your backs!
While we are on the subject of loading your vans, it might be worth reminding readers to ensure they don’t hurt their backs while adding cargo. A damaged back could see you off work – and no work means no money! The Health and Safety Executive recommends that one employee should not be expected to lift more than 25 kilograms or 55lb in weight so if your people need to load heavy goods, fit one of those handy little cranes such as those offered by Penny Hydraulics. They aren’t exactly cheap but are much cheaper than facing the above scenario.
Keep checking
And anyone who has experience of moving cargo over long distances will know that items can move alarmingly, even if well-strapped down. So on long haul trips drivers should regularly check fastenings – in a safe place of course – to make sure they haven’t come loose.
Make a handbook
What’s more, companies can face steep penalties for failing to comply with legal weight limits, ranging from fines, through immobilisation of the vehicle to a court summons in severe cases. Gordon MacDonald, head of enforcement policy at the DVSA, commented: “The research highlights that a large proportion of van drivers could be breaking the law and posing serious safety risks to themselves and other road users. Overloading is a real issue on our roads and it is the responsibility of both the driver and the business to load vehicles correctly and keep their van within its legal weight limit.”
Vans will be more dangerous
Overloading can impact on the van’s driving performance and lead to increased stopping distances, difficulty in steering and potentially tipping over. It will also cause excessive wear and tear to the van affecting tyres, suspension and brakes. Trevor Hodgson-Philips, head of service and parts at Volkswagen Commercial Vehicles, said: “It’s important that businesses choose the right van for the job to avoid unnecessary overloading. Typical cargo volume and
Finally, if you employ drivers, it is important to have a driver’s handbook so that in the event of a problem with loading – or any other problem for that matter – they can’t turn round and say: “Well, you never told us!” Put together a little handbook that covers such things as safe loading and make sure all drivers sign a form to say they have read it and agree to abide by its contents. That way you can easily sidestep some very awkward disciplinary problems if a mishap should occur. If you don’t have time to make your own, the Freight Transport Association (FTA) does a ready-made one which can be bought at www.fta.co.uk
TVD
it’s a fact! l More than 1.2 million vehicles (nearly 50 per cent) are driving overloaded in the UK l Research found 45 per cent of van drivers knowingly overload their vehicles l Nearly half of businesses don’t monitor gross vehicle weights
Help is at hand... To help businesses avoid overloading, Volkswagen Commercial Vehicles has created a simple online guide – www.volkswagen-vans.co.uk/vehicle-overloading – which includes information on vehicle payloads and locations of public weighbridges. All Volkswagen Van Centres, staff also have access to an iPad sales aid to guide operators through the purchase process and ensure they choose the right vehicle in the first place
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electric vans
electric vans: is th right to take the p By now, unless you happen to live under a stone, or maybe in Afghanistan, you will be aware that the Government is trying to push us all into electric vehicles. While the thinking behind this strategy is sound – after all we all want a cleaner world to live in, don’t we? – it poses a problem for van users because at present, there
The Nissan eNV200 is one of the recognised leaders in the electric van field at present
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will start right now by saying that I am a sceptic when it comes to electric vans. As editor of Fleet Van magazine for many years, I constantly pointed out their flaws and opined in many issues that they would never get off the ground as a serious alternative to the diesel engine. My scepticism is not without foundation. Look at the list of major van manufacturers and you’ll find that No1 seller Ford and No2 seller Volkswagen, don’t offer electric vans at all in the UK. Nor does Vauxhall, Fiat,
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aren’t many of them available. Then there is the price as well. Want an electric Iveco Daily? That will set you back around £65,000. Ouch. So is the Government simply flying an environmental kite – or is the time right for Britain’s van operators to start seriously looking towards electric vehicles? Trevor Gehlcken reports
Mercedes-Benz and Toyota. Surely if electric vans were the next big thing in transport, these giants of the commercial vehicle world would by now have pitched in with a range of models? Having said that, I must also bear in mind that I am duty-bound as a journalist to offer a fair summing up of any argument and at the end of the day, times change and the need for us all to cut down on the greenhouse gases we produce has never been greater. So should readers now risk putting their toes in the
electric vans
TVD
he time plunge? electric vehicle lake? That very much depends on what you want you van for. If you need to thrash up and down the M6 all day long carrying large lumps of cargo, then the answer is a definite no. As things stand at the moment, the range of the vehicles on offer isn’t great enough to do that and you’d spend most of your time drinking tea in a motorway service stop while the vehicle is charging up again. If you need a smallish vehicle for round town use then things look a lot brighter. But again there may be a problem. Unless you have somewhere to park your van off-road at nights and a handy charging point nearby (say in your garage), then you are pretty much scuppered.
But its not all bad news...
clutch pedals to mess around with either, which adds to the driving experience.
Gocompare.com offers four reasons why van users should and shouldn’t opt for electric vehicles... YES: They’re clean and quiet Driving an electric van is a virtually noiseless experience, save for a faint high-pitched whirr from the motor. There’s no CO2 coming out of the exhaust pipe either, so you can trundle around from job to job, safe in the knowledge that you’re not actively contributing to global warming. NO: Are they really that clean? You have to charge an electric van for eight hours to achieve a full battery (though this is significantly quicker
s
...and with new models on the way on a fairly regular basis from the likes of Citroen, Peugeot, Renault, Nissan and Iveco, readers would be advised at least to look in to the possibility of opting for zero emissions vehicles. The biggest problem by far is range. One hundred miles or so is about the limit for an electric van nowadays and on a bad day – say in winter with the heater on – this figure can plummet to 30 miles or so. That fact alone would make electric power a no-no for many business users. But if range isn’t a problem, then there are big savings to be made. While you’ll never be at the mercy of fuel station prices, you won’t be accessing free energy. If you’re charging a van overnight, then the cost is estimated to be around £1.50 to fully charge a flat battery. As a rough estimate, you’d need to spend around £15 on diesel to cover 100 miles, so the savings an electric van can deliver are obvious. If you’re registered as a company, you should also be able to write off some of your household energy bills against VAT, as the energy used to recharge your electric van is a legitimate business cost. Servicing should be relatively cheap for an electric van too. As there is no engine to maintain, there are fewer parts to inspect and replace on an annual basis. Manufacturers offer maintenance plans to suit the number of miles you cover in a year. Another plus point which I would concur with totally is that electric vans are brilliant to drive. I’ve tested all the ones on the market at present and they offer a quiet, smooth on-road experience with max torque coming right from the standing start. There are no gears and
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TVD
electric vans
~ What better way than to wow your clientele than by very visibly (but not audibly) rocking up to a delivery in an electric van?
when using a rapid charging station), using a specialist bit of kit that you have to buy at no little expense. But where does that electricity in your home come from? A carbon-belching coal-fired power station, we’d wager… YES: They’re cheaper to buy than you might think… and cheap to run Nissan’s e-NV200 is the current class leader in the electric van market. When it arrived in the UK, the entry-level Acenta version was made available at an eye-catching £13,568, with a £61 per month battery rental fee (it’ll cost £16,737 to own the battery outright). That’s roughly similar to a diesel-powered version. The Government will even pay 20% of an electric van’s value, up to £8,000. What’s more, servicing costs are low and you’ll dodge a bunch of sundry running costs, like the London Congestion Charge. NO: Will it be worth much in a few years? If the electric car marketplace is anything to go by, electric vans may well be subject to truly horrendous depreciation. Examples of the Nissan Leaf, which shares underpinnings with the e-NV200, have been sold second hand for half their list price just a year after going on sale. That said, you may well find that it’s worth biding your time to snap up a used bargain when the market matures.
NO: But not that much in the grand scheme of things There still aren’t electric versions of larger vans yet, including big-selling vans like the Ford Transit and the Volkswagen Transporter and Caddy. There’s also not much of a second-hand marketplace to speak of yet. YES: They’re marketable What better way than to wow your clientele than by very visibly (but not audibly) rocking up to a delivery in an electric van, demonstrating your caring, sharing green credentials? NO: They can’t go very far The big issue when it comes to electric vans is range. You won’t get nearly as much from a full-charge as you would a tank of diesel and you’ll find that airconditioning, hills, heavy loads and a heavy foot will sap your battery before you can say ‘carbon footprint’. While there are lots of charging stations dotted around the UK (6,500 as a matter of fact), there’s no arguing that charging up isn’t nearly as straightforward as filling up with diesel.
YES: There’s more choice than ever Aside from Nissan’s electric van, there’s the Renault Kangoo ZE, Citroen Berlingo and Peugeot Partner. If you’re brave and only need to lug around small packages, there’s always the single-seated Renault Twizy Cargo.
Brave enough for a Renault Twizy Cargo?
Arval welcomes Government commitment over charging points
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government commitment in the Queen’s speech to ensure charging points are installed at all large petrol retailers and motorway services has been hailed as a ‘major step forward’ for electric vehicle infrastructure by Arval. David Watts, fleet consultant at the leading vehicle leasing and fleet management company, said that the move would do much to increase the overall capacity of the infrastructure while also helping to alleviate concerns over vehicle range. “Our view is that this is very good news. The current EV charging infrastructure is improving all the time but remains geographically patchy and sometimes unreliable. Simply knowing that, if you drive onto the forecourt of a petrol station, there will definitely be charging facilities available is a major step forward. It should massively increase the number of points and, over
16 TVD Issue 31 2017
time, enhance fleet and private motorists’ confidence.” However, David added that there were further questions to be considered that Arval hoped would be included in any future legislation. “Firstly, the mandated charging points need to be rapid charge facilities in order to maximise their usefulness. There might be a temptation to fit older, slower charging technology and this does not really meet the needs of drivers in 2017. “Secondly, we would like to see some consideration given to the forecourt design, to ensure that the maximum number of cars can be charged concurrently, reducing potential waiting times. Again, some service stations might want to just put the charger somewhere out of the way and that wouldn’t really be in the spirit of this commitment from the Government.” David said that a further step which
could be considered would be to install destination charging points at locations where cars are parked for longer than 30 David Watts minutes. “These could range from supermarkets and out-of-town shopping developments to roadside coffee shops and leisure centres. “It is all about making the adoption of EVs as simple as possible for potential buyers and promoting them as a viable alternative to petrol and diesel for both fleets and private motorists.”
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TVD
electric vans
citroen berlingo/peugeot partner L2 electric
~ All models are now supplied as standard with a 16-amp “Type 2” charging cable, enabling slightly quicker charging than with the previous 13-amp cable
The PSA group has long been a leading light in the field of electric vans. Now its small vans get the long wheelbase treatment with zero emissions motors. John Threadgold reports
T
he launch of the Peugeot Partner L2 Electric and Citroën Berlingo L2 Electric earlier this year extended the PSA Group’s electric light CV ranges. Both the Berlingo and Partner have been available with electric power for some time. Originally launched in 2012, the L2 versions were not part of the deal for UK buyers at the time. That has now been rectified and at the same time, both L1 and L2 models have been upgraded to reflect ever-developing electric vehicle technology. All Citroën Berlingo and Peugeot Partner Electric models are now supplied as standard with a 16-amp “Type 2” charging cable, enabling slightly quicker
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charging than with the previous 13-amp cable, although Peugeot and Citroën will supply a 13A charge lead if you don’t have access to a charge point. Using the “Type 2” cable, a flat battery can be completely re-charged in eight to 10 hours. This charging socket is fitted above the driver’s side front wheel-arch. In addition, both Berlingo and Partner L1 and L2 models are also equipped with a DC rapid charging socket, fitted where the fuel filler would be on a petrol or diesel model. Using this socket and a DC rapid charging point, a flat battery could be recharged to 80 per cent of capacity in just 30 minutes. Peugeot and Citroën quote a range of 106 miles
electric vans
TVD
BEHIND THE WHEEL
~ measured on the official NEDC cycle, but this would depend on a range of factors. These include the use of heating and air conditioning, the weight of the load, ambient temperature, driving speed and whether the roads are level or hilly. Speaking at the drive event for the L2 models, Helen Lees, head of electric vehicles at PSA Group, said that two L1 models had been on trial with Humberside police, which is recording an average range of 88 miles for the vehicles.
The drive motor is mounted under the bonnet where the diesel or petrol engine would be, while the batteries are mounted in two packs under the load area floor, between the rear wheels and just ahead of the rear wheels. This means that the weight distribution is fairly even and that the load space is the same size as for conventionally powered Berlingo and Partner models. L2 models offer a gross payload of 552kg, around 200kg less than a conventionally powered Berlingo or Partner L2.
Weight distribution is fairly even and that the load space is the same size as for conventionally powered Berlingo and Partner models
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TVD
electric vans
Charging is a simple affair – and cheaper than diesel as well!
On the road
There is not much to suggest that the L2 electric models are any different from the diesel or petrol versions at a brief glance. You would need to walk around the vehicle to spot the additional “fuel” filler flap, while the “Electric” badges are fairly discrete. It’s only once you’re in the driving seat that you can start to see the difference. If you’ve driven a Berlingo or Partner fitted with the ETG automated transmission, you would recognise the rotary gear selector that replaces the driver’s-side can holder in the dashboard. Electric models don’t need a gearbox because the electric motor’s maximum torque is produced from zero rpm. The selector gives a choice of forward or reverse. The instrument panel gives the game away. There is no rev counter, instead there’s a gauge that shows whether you are using power or regenerating the batteries. Separately, a charge indicator shows how much charge is left. Otherwise, the cab looks like any other Partner or Berlingo with the standard double passenger seat. To get moving, you need to go through the right starting sequence or you won’t be going far. With the gear selector in the P position, twist the key, as you normally would to start a conventional engine and hold the key in the “start” position until you hear a beep. That
~ With no gearbox, driving is very relaxed and if you plan it right, you won’t need to use the brakes very often either
TECH SPEC Citroen Berlingo Electric L2/ Peugeot Partner Electric L2 Max power: Max torque: CO2 emissions: Weights GVW: Gross payload: Kerb weight:
49kW (67hp) 200Nm 0g/km 2,180kg 552kg 1,628kg
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Range (NEDC): up to 106 miles Standard charge time: 8 hours (16 Amp, “Type 2” cable) or 10 hours (3-pin domestic plug, 10 Amp cable) Rapid charge time: 30 minutes to 80% capacity from a D/C CHAdeMO rapid charger
means that power is on and you’re ready to go. From there it’s like driving any other vehicle with automatic transmission. Two things impress as you pull away; firstly that the van can accelerate quite quickly off the line and secondly that there is far less noise than in a petrol or diesel powered model. Acceleration is good because electric motors produce so much torque from rest and the lack of noise is obviously because there is no engine rattling away. With no gearbox, driving is very relaxed and if you plan it right, you won’t need to use the brakes very often either. That’s because of the regenerative braking which means that every time you lift off the accelerator or touch the brake pedal, the drive motor becomes a generator instead and puts charge back into the batteries. You can see how much you are putting back with the power/ charge gauge. If you are driving in stop/start traffic, this can definitely help to extend driving range, but that will really depend on how you drive the van and a few other factors. Swift acceleration will help to drain the batteries quickly, as will maintaining high speeds. Extensive use of the heating and air-conditioning will also have an impact on driving range, so there is an Eco setting to ensure that you use it as sparingly as possible. That said electric driving is ideally suited to busy urban roads, where traffic speed is low and there are frequent stops and starts. Drivers tend to like electric vehicles because of the low noise levels, but before selling you one, your dealer will want to know whether your usual usage patterns are good for an electric vehicle or not. There is a stack of incentives if you do buy. The Berlingo and Partner electrics are eligible for the Government Plug-In van grant, as well as grants for charge points. Then there’s exemption from the London Congestion Charge, zero-rated VED and discounts for business drivers who make private use of their vans.
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TVD
talking vans
Infamy! infamy! they’ve all got it in for us! Do van drivers really deserve their bad reputation? Not in the slightest, says editor Matthew Eisenegger
~ A dirty Merc Sprinter cuts you up on the motorway doing 90mph thrashing past with the name of its company emblazoned on the back and the average car driver’s day will be ruined, with gnashing of teeth and thoughts of writing to The Times
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recent TomTom survey showed 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. 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 drivers 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 problem. 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. 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 cars 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.
But when it comes to vans - oh boy do they stick out!
A dirty Ford Focus cuts you up on the motorway doing 90mph and you’ll probably curse a bit and forget it after
22 TVD Issue 31 2017
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 Freight Transport Association (FTA), who was quoted in the story about the survey, 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 their 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 you own interests to do so, believe me.
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