Company car numbers on the up + Industry reactions to the new Labour government
NIO’s EL8 six-seat SUV 14 At large
Digging into the PHEV numbers 16 In conversation with Renault fleet boss, Justin Costello
test
Five highlights of Renault’s Clio
A week behind the wheel Life with the MG3 Hybrid+
stories
Trakm8 in the spotlight 26 Industry insight
AFP’s Paul Hollick talks stockpiling
Great British Fleet Event
Reviewing the 2024 Masterclass conference sessions and Paragon from Aptean’s roundtable recap
EV ready
Getting the best out of your BEVs
Fleet support
The story behind Start Rescue
Driven Škoda Kodiaq 47 Our fleet
Update on our long-termers 50 Fantasy fleet
Solus Power’s EV charging solution
(0)1727 739169 email fw@fleetworldgroup.co.uk
John Challen editor
“Proper education about the vehicles themselves, such as how to charge, run and essentially get the best out of them should be top of the list for fleets that are embracing EVs”
Let the dog see the rabbit…
The above phrase is one that I use in increasing regularity, particularly when talking to the Challen Jnrs – whether in context or (occasionally) not. If you’re not aware of it, it’s essentially saying “let me get a better understanding of this situation” or, more bluntly, “show me what you can see”. (I warn you now, dear reader, that isn’t the only ‘inspirational’ line that you’ll see from me on this page, but I promise there’s a point to each of them!).
In the case of the fleet market, getting the widest big picture on a subject (or ‘seeing the rabbit’) is essential. When that subject is the world of electric vehicles, having as much knowledge as possible is vital. And that goes for all groups of people – fleet managers, drivers, customers, accountants, human resources, you name it. It’s likely that people within some (or maybe all) of those groups will have some preconceived opinion or acquired knowledge about EVs.
But, to bring up soundbite number two, if you don’t know, you don’t know. Proper education about the vehicles themselves, such as how to charge, run and essentially get the best out of them should be top of the list for fleets that are embracing EVs. It’s clear that, without all the relevant information, people are going to be apprehensive, sceptical and maybe even dead against something. For EVs, this scenario plays out pretty much constantly on social media (where else?) where posters are quick to blame EVs on everything from fires, to being stranded on a motorway, to not looking very nice. They omit the part about those issues translating to ICE cars too, of course.
In this, our ‘EV ready’ issue, we aim to offer some help and advice to ensure everyone in your business can understand EVs and, hopefully, learn to love them. There’s also a review of the Masterclass sessions from this year’s Great British Fleet Event, which was, for me, certainly a case of “if you don’t know, you don’t know”. At Fleet World, we rely on our pool of experts teaching us about the market so we can teach our readers. This year’s speakers certainly raised the bar in that regard.
ALSO... You can find out more about GBFE 2024, the exhibitors and all this year’s Award winners in the 2024 Great British Fleet Guide downloadable at www.greatbritishfleetevent.co.uk
You’ve got to be in it to win it…
Talking of raising the bar, Fleet World magazine was recently judged the best automotive business publication at the Newspress Awards 2024. Not only that, but business editor – and all-round fleet legend – Natalie Middleton was named this year’s top automotive business journalist Both honours are proof that hard work does pay off and we look forward to defending our titles in 2025!
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FLEET15
David Marsh CEO, TTC Group
What is your ambition in your current job role?
Continue and accelerate the amazing work that my predecessor has achieved. Our purpose is to protect and develop people and organisations in risk and compliance, which is the core of what we do.
What job did you want to do when you were growing up?
CEO. My dad was one so I thought that must be the best job!
The best takeaway food? Japanese.
What’s the proudest moment in your career?
Any time I’ve made an impact on – or influenced – the lives of other people thanks to the roles I’ve had. For example, helping people to achieve more than they thought they could or supporting them through difficult times.
What’s your favourite film and why?
The Notebook. It’s one that my wife and I have watched repeatedly together.
If money was no object, what’s the first thing you would buy?
Probably a house on the coast somewhere. We love the sea and being active – and would love to spend more time on the beach.
Name three cars in your dream garage?
Jaguar E-Type, Ferrari Enzo and the new Aston Martin Valhalla.
What are the biggest challenges facing fleets at the moment?
The move to electric vehicles –both in terms of logistics and also training and education to ensure safety.
You’re on your dream holiday. Where are you?
Tahiti. My wife and I always dreamed of going there for our honeymoon but couldn’t afford it. We planned to go on our 10year wedding anniversary, but might have to wait for our 25th!
Night in or night out?
Night out. A lovely meal or the theatre – or maybe both!
Supermarket of choice?
Whole Foods. But you can't beat Aldi and Lidl.
What car do you currently drive?
Audi Q7.
Tea, coffee or other?
Coffee. I do enjoy my coffee.
Books, mags or podcasts?
Books when I’m on holiday; podcasts while driving or cutting the grass.
Who is your idol in life and work?
When I think about what I need to do as CEO I think about Hannibal from the A’ Team and the three things he brings: strategy and vision; ability to play any role to get the job done –and forming the right team with the different capabilities and characters needed.
All
For
Search:
ANALYSIS
ALL KEYED UP
Following years of declines and stagnation, the number of company car takers in the UK has risen due to soaring demand for salary sacrifice and the shift to electric cars. By Natalie Middleton
Company cars have been a powerful job perk to employees for decades but recent years have seen their dominance dwindle. Newly published HMRC figures indicate that’s all changed though.
The data reveals 760,000 UK employees paid company car tax in 2022/23. That’s up by 40,000 – or 5.6% – from the figure of 720,000 in 2021/22 and 2020/21 and a welcome rise after years of steady decline.
Back in 2015/16, there were 960,000 drivers paying company car tax, but rising tax thresholds and the diesel surcharge led to many drivers opting out in some form and running their own grey fleet cars.
A key factor in the rebound are the current attractive tax ratings for lowemission cars – spearheaded in April 2020 by the 0% Benefit-in-Kind rate for fully electric cars – which moved to a 1% threshold in 2021/22, is currently at 2% for the 2024/25 year and will reach 5% by 2027/28.
Such low BiK rates have been a financial ‘game-changer’ for EV leasing, in particular salary sacrifice schemes that deliver major tax savings for drivers.
The BVRLA’s latest quarterly Leasing Outlook report, published in April, revealed Q4 2023 salary sacrifice car volumes surged by 47% year on year, while the business contract hire fleet posted a 7.1% YoY rise.
Toby Poston, BVRLA’s director of corporate affairs, said: “It is encouraging to see the numbers back on the up. It does not come as a surprise though, data in the BVRLA’s quarterly Leasing Outlook reports mirrors this uplift and show that the trend is continuing. Securing foresight of Benefit in Kind rates up to FY 2027/28 has undoubtedly been a key driver of the movement, bringing confidence and transparency at a time of constant change elsewhere.
“The company car market is underpinned by vehicle leasing and has always set the pace for the adoption of new technology. Supported by fair Benefit-in-Kind rates on electric vehicles it is
again leading the way, bringing cleaner, greener cars to the UK’s roads.”
Paul Hollick, chair of the Association of Fleet Professionals (AFP), added: “It’s been predicted by industry experts for a while that low electric car Benefit-inKind taxation would lead to an increase in company car numbers and this is now becoming a reality, the new figures show.
“A 5% uplift is quite a dramatic reversal in the long-term trend and underlines how company cars today provide a means of highly flexible, good value and increasingly, zero emissions transport for UK businesses – as well as being a highly valued part of employee benefits packages,” he continued.
HMRC has warned of a slight complication in comparing company car takeup due to incomplete figures arising from the introduction of voluntary payrolling in April 2016. This meant there was no requirement to report the details of voluntarily payrolled company cars until April 2018 and may have led to “considerable unreporting”. HMRC has previously stressed that the appropriate tax was collected but car benefit not recorded and said this may account for some of the reduction in company cars since tax year 2015/2016. Covid may have also been behind a big drop in company car takers for 2020/21 when the figure dropped 10% or 80,000 drivers from 800,000 in the previous year.
Other key findings in HMRC’s company car and fuel benefits data for 2022/2023 include:
• The total taxable value of company car benefit was £3.60bn in tax year 2022/23, down from £3.95bn in 2021/22
• The number of reported fuel benefit recipients was 50,000 in 2022/23, the same as the previous year, although there has been as steady decline from 240,000 in 2011/12. The shift towards electric powered cars is expected to be in part behind the decline in fuel benefit use
• In tax year 2022/23, only around 2% of company cars had reported CO2 emissions in excess of 165g/km. By contrast, in 2002/03, 58% of company cars had reported emissions in excess of 165g/km
• The average reported CO2 emission of company cars including EVs was 71g/km, compared to 86g/km in the previous tax year. For cars with internal combustion engines the average was 99g/km
• Diesel cars account for 23% of company cars in 2022/23, following a steady decline from 80% of company cars in 2017
• The number of reported recipients of company cars with CO2 emissions of 75g/km or less was 369,000 – up from around 243,000 in the previous tax year. Fully electric cars accounted for 29% of car benefit recipients
• The total taxable value of all class 1a taxable Benefits-in-Kind was £9.1bn, an increase of £0.7bn from 2021/22.
CHANGE AT THE TOP
Prominent fleet and automotive stakeholders set out their calls for action following Labour’s landslide victory in the general election...
David Savage, Geotab VP for UK and Ireland
“Reinstating the ICE ban is welcome, but we also need meaningful incentives to drive more private and fleet buyers into electric cars and vans, such as grants and charging initiatives.”
Gerry Keaney, chief executive of the BVRLA
“After a period of great political uncertainty, the industry collectively hopes for stability that will allow action to be taken and progress to be achieved.”
Stephen Haddrill, director general at the FLA
“[We need a] partnership where government creates the right environment for growth, so that lenders can finance investment and businesses can do what they do best – generate wealth and employment.”
Simon Williams, RAC’s head of policy
“To say the incoming Transport Secretary has a lot to address is a huge understatement, but a new Parliament is a huge opportunity to improve the lives of all road users.”
Jon Lawes, managing director at Novuna Vehicle Solutions
“Businesses need stability and confidence, so it’s vital the new Labour government urgently takes decisive action to address prevailing uncertainty on transition goals.”
Mike Hawes, chief executive of the SMMT
“The new government’s commitment to an industrial strategy and its already published Automotive Sector Plan can boost manufacturing competitiveness, enhance trade relations and support consumers.”
Adam Hall, director of energy services at Drax Electric Vehicles
“We urge the Government to prioritise the publication of company car tax (CCT) rates for 2028 and beyond, and give confirmation that the Plug-in Van Grant and Workplace Charging Scheme will continue past March next year.”
The Association of Fleet Professionals
The Association of Fleet Professionals (AFP) said that an announcement on extended company car Benefit-inKind taxation tables should be “among the first fleet jobs” for the new government – and called for a moderate approach to tax rises.
INCOMING
NIO EL8
What is it?
Six-seat SUV
When is it available?
TBC
Biggest changes?
Potentially the first NIO in the UK
Fleet appeal?
Electric drive, spacious and a luxury interior
New brand on the block
While NIO hasn’t confirmed exactly when it will come to the UK, the intention is certainly there from the Chinese manufacturer. The EL8 helps the brand’s growth into mainland Europe, by offering drivers electric driving, a spacious 2x3 seating layout and a whole host of innovations and features including a hot stone massage function.
A NIO way to drive
The EL8 comes with all-wheeldrive technology, featuring the world’s first full threephase topology inverter “to improve peak performance and reliability”, according to the Chinese manufacturer. Drivers have the choice of long (100kWh) and standard (75kWh) range batteries, with the former enabling a WLTP driving range of 316 miles.
VERDICT
Come inside
The plan with EL8 was always for six people to travel in comfort and there are two different models, each with a distinctive second row layout. The first offers a centre aisle, 14-way adjustable seat and wide armrests. Moving up the range, the ‘Executive Console’ model adds in a smart fridge and Ottoman reclining seat.
Safety first
One of the many assistance features on the EL8 is Child Protection Detection. As well as warning drivers if a child or pet has been left in the car, the system encompasses anti-collision protection when the rear door is opened, alongside smart window and door locking.
Some drivers might be wary of Chinese brands entering the UK market but, when the likes of NIO are offering products such as this EL8, many will be curious, at least. The EL8 certainly looks the part and the brand has done its homework on what European drivers look for in their transport. We can’t wait to get behind the wheel!
“Audi
and BMW’s petrol PHEVs emit 20% less CO2 than their broadly comparable diesel line-up, while Toyota’s results are also worthy of note”
AT LARGE
Alex Grant
Beneath the headlines about plug-in hybrids, a deep-dive into the real-world data suggests they’re making a useful contribution to cutting CO2, as our editor-at-large explains
Almost exactly 10 years after the Mitsubishi Outlander PHEV launched in Europe, the technology that car helped to popularise is still making headlines. Plug-in hybrids (PHEVs) are the UK’s fastest-growing powertrain technology, with a 7.8% market share and 31.4% increase in registrations year-todate, according to the SMMT. They’re also facing some familiar criticism – a new study by the European Environment Agency (EEA) has shown a sizeable gap between published and real-world efficiency figures. Colour me shocked.
Although the statement isn’t novel, it’s rooted in the largest dataset to date. Since January 2021, every new fuel-burning car and small van sold in the EU has had to include an onboard fuel consumption monitoring (OBCFM) device. It’s a system that logs real-world fuel and electricity usage and, at a glance, the results are damning. CO 2 emissions across the PHEV fleet (almost 124,000 vehicles) were 250% higher than under the WLTP test cycle, which appears to undermine their green credentials. Or does it?
Anyone who is familiar with PHEVs knows their WLTP figures are arbitrary –and that real-world efficiency is nearinfinitely variable depending on where they are driven and how often they are
charged. A diligent local commuter might well beat the WLTP figure, whereas a colleague covering high mileage in the same car and never plugging in might come in at 80% less than advertised. Most drivers should come somewhere in the middle, using less fuel than they would in a traditional petrol or diesel car – and that’s the important point.
The EEA’s data shows this is happening – tailpipe CO 2 emissions for petrol and diesel PHEVs are 24% and 15% lower, respectively, than their non-hybrid counterparts – despite being 39% and 31% heavier. Audi and BMW’s petrol PHEVs emit 20% less CO 2 than their broadly comparable diesel line-up, while Toyota’s results are also worthy of note. Its PHEV data comes from a fleet of 40 RAV4s, which are averaging 69mpg and 93g/km in real-world use. Yes, fuel consumption and CO2 emissions are four times higher than WLTP, but both are respectable for a 306hp, four-wheel drive SUV.
Dig into the raw data spreadsheet (individual vehicles, instead of grouped by manufacturer) and the results become even more interesting. As the EEA points out, there are gaps. Almost 3,500 PHEVs hadn’t reported their EV-only mileage, while another 11,000 had less than 1,000 miles on the clock, so I filtered them out.
The remainder are returning 47.3mpg as a lifetime average, covering 27% of their total mileage on battery power and 33.1mpg with the engine running. That compares to non-hybrid petrol cars at 35.8mpg – and diesels at 41.1mpg. Most (97%) of my filtered sample had been plugged in at least once, 83% had received at least 100kWh of mains electricity and drivers were actively using the engine to charge the battery for 4% of the total mileage.
Even PHEVs covering more than 20,000 miles are averaging 40.4mpg and around 2,500 electric miles – a lot of which will be in urban areas, where curbing air pollution is most important. Almost one in ten PHEVs has a lifetime average efficiency figure exceeding 100mpg.
PHEVs have always been a stepping stone – regulations and improving BEV performance will make them obsolete (as new cars) in Europe by 2035. In the meantime, the best available data shows drivers are actively using the technology and reducing their CO 2 emissions. 10 years after the Outlander’s bumpy landing, perhaps it’s time to stop pretending we can reflect that complexity in a single laboratory-derived figure and have a more useful discussion about the pros and cons.
In conversation Opportunity knocks
Having assumed the role of head of fleet at Renault Group in March, Justin Costello has big plans for the brands he represents – helped by some exciting products heading down the track
You’re relatively new into the role, how have you found the first few months?
JC: I’d been in a fleet role at another OEM for 10 years and what particularly impressed me when I arrived here was the breadth of models within the Renault Group. I’m looking after Renault cars, Renault vans and the Dacia and Alpine brands, so there’s a lot of product on the horizon. Within fleet, we’ve got some great customers, but what struck me was the big opportunity we have with passenger cars. Our market share there is quite low, but with all the new models coming in – particularly around BEV and hybrid –there is the potential to improve our position. I’ve been astounded by the technology and the driving dynamics within the range now, so it’s up to us to take advantage and raise the awareness and get drivers into the product.
Is the sheer breadth of models a challenge or an opportunity for the group?
JC: For me, it’s a massive positive because I’m able to offer an end-to-end solution: with Dacia, we’ve got great affordability; Renault has a brilliant range of models –and high-quality specifications and aesthetics, alongside impressive interior and exterior design and technology; our
“Renault has come a long way in the past six years, but we’ve kept some great, iconic heritage model names”
vans have gone from strength to strength – especially in the BEV segment – and when we get to fleet options with Alpine in 2025, those cars will be very clearly defined with their own target market, specification and pricing.
What are the different fleet challenges with both Renault and Dacia?
JC: Awareness. Renault has come a long way in the past six years, but we’ve kept some great, iconic heritage model names, which is so important. Megane is really well known, Scenic is almost universal and Renault 5 is iconic. Our job is to demonstrate what those models bring, compared to their predecessors. The other challenge is new trends – and the vehicles that drivers might not be aware of. Symbioz and Rafale, for example, are new names for us and customers need to understand where they fit within their segments and what their benefits are – which, again, comes back to awareness. The biggest challenge within that education is making sure people drive the vehicle. Whether it’s through our demo programme, via retailers or at events, we need to get as many drivers and fleet decision-makers as possible behind the wheel.
How do you envisage growth for Renault and Dacia in the fleet sector?
JC: The Renault vans side is very strong in fleets, with around 50%, but passenger car is more like 30%. So we are definitely looking to grow that – and the same with Dacia, which is currently 20% fleet. Dacia has historically been retail-focused, but it is very much interested in growing in the fleet space and there’s plenty of opportunity for that to happen. The Spring EV for example – at £14,995 – is perfect for salary sacrifice. The model range will naturally drive Dacia as a whole, but the interest in the fleet market and how it can grow in that space will also make a difference.
What I’ve found at recent events, when we’ve had both brands side-by-side, is that drivers have been really surprised about the quality, technology and specification of Dacia. I’m excited about Spring, but also the C-segment model coming next year and new Duster. In fact, there’s a whole array of Dacia models that will land well in the fleet market.
One of the things that helps us, compared with other new entrants, is that we’ve already got a nationwide aftersales solution. So it’s not like other brands that are coming into the market and starting from scratch – we’ve got that combined aftersales operation from day one. That’s something else that we need to make drivers and fleets more aware of.
The Dacia Spring EV, at £15k, looks a strong contender for salary sacrifice
How do you convince drivers that Renault and Dacia products are right for them?
JC: The awards that we’ve been winning across the industry recently really help, as does the high specification we have within our vehicles. If you look at the Dacia Spring, for example, there’s a 137-mile range – meanwhile the Scenic offers Solarbay – an innovative roof that can be lightened and darkened. A combination of awards, specification and aesthetic appeal have helped both brands land really well with fleets and drivers like the fact that they are a bit different to traditional offerings.
What do you see as the most popular models for fleets?
JC: Right now, Clio has become the benchmark small car. So, again, multiple awards, well received by customers and a great car in a popular segment. There is also a huge amount of excitement around Scenic and – because SUVs are popular segment with fleets – it is naturally doing very well. Moving into next year, Rafale PHEV is interesting – we’ve not had a plugin hybrid for a while, so it’s an important car for the brand.
And then there’s the Renault 5 – what do you expect the car’s fleet impact to be?
JC: I think Renault 5 will do a number of things for us and the industry. For us it will help us with the whole awareness angle, because there’s so much anticipation for the car and it’s a huge marketing campaign for us around the products and the brand. I think it’s going to attract a broad range of drivers. I think it will be a great salary sacrifice car, but I also think it will do well as a company car. I don’t think everyone is interested in the ‘traditional’ company car any more. Segments have been eroded, the
need for a certain size of vehicle has diminished, with drivers being much more flexible and tailored in their approach to what they need.
Because the Renault 5 is going to be really well specced, with a funky look and great selection of materials, I think we will see a lot of people downsizing. It will prove popular in public sector fleets, too. But then there’s also Renault 4 just around the corner and other models on the way – it’s the mid-point of a really exciting journey.
Coming back to Alpine, what can fleet drivers expect to see from the sub-brand?
JC: Realistically, 2025 is going to the year for movement there. Right now there’s obviously the A110, which is a great sports car, but not a core consideration for fleets. But the A290 will be the first electric vehicle to come – a small, sporty vehicle that heralds back to Alpine’s heritage; it will be a big differentiator to Renault. There will be another Alpine EV coming towards the end of 2025 and then more following after that. That combination of heritage, premium materials, sportiness and engaging driving dynamics is something that will get a lot of people excited.
The secret to win drivers over to BEVs is to build really good cars that happen to be electric. That’s what Renault has done with Scenic – and now Alpine is going in the same direction. Build cars that are fun, engaging and sporty – and drivers will want them.
What potential is there for innovations such as the PowerBox from Mobilize within fleets?
JC: Renault 5 will introduce bi-directional charging and it’s also on the Dacia Spring, too. I think it could be a game-changer and will create a conversation about broadening the definition of TCO. If we think about what PowerBox allows people to do, the car could be charging at super off-peak and sending energy back into the house at peak times. So there is the potential to massively reduce energy bills and increase efficiency. When you then start to think about solar panels, they can charge the car and the home and it creates an entire ecosystem.
Finally, on a personal level, what would you like to achieve in your role in the next 18 months?
JC: If I had one objective, it would be growing the awareness of the Renault Group proposition – and, within that, cementing our place in the fleet market in the longterm. If I could have customers, in three, six, nine, 12 or 18 months – whatever the period might be – heralding Renault as a core fleet manufacturer that is working well, listening and building really good long-term relationships and partnerships, that would be success in my eyes.
Renault needs customers to understand where new models such as Symbioz and Rafale PHEV fit into the fleet model range
Renault 5 promises to be really well specced and could tempt a lot of drivers to downsize
A290 will be the first electric vehicle to come from the Alpine sub-brand
FRENCH FANCY
Five features that stood out to John Challen in the new Renault Clio E-Tech hybrid
#2
SEATS
The seats in the new Clio were honestly some of the most comfortable I’d encountered in a car – and more time spent in them did nothing to change my opinion. Firm but supportive, they hug you and give a sporty look and feel to the Clio’s interior, thanks to the Esprit Alpine trim (complete with sustainable fabric and synthetic leather detailing).
#3
BUTTONS
At the risk of sounding like a total Luddite, there are too many touchscreens around these days. Not just in vehicles, but some cars are the worst offenders. So some physical options, as well as the haptic items on the Renault’s screen, were a welcome sight. They just make sense – and never fail to work, unlike some touchscreens we could mention.
#1
APPEARANCE
When I drove the Renault Clio E- Tech hybrid at the launch, I came away impressed so, when offered the opportunity to spend more time with the car, I wasn’t going to turn it down. The Clio has a real presence on the road, the family face becoming more and more common as each new model from the French brand breaks cover. While I’m not normally one to get hung up on styling, Renault is currently doing all the right things!
#4
NOSTALGIA
The Renault key card was introduced in 2001 when the technology debuted with the Laguna II. Back then, it was seen as revolutionary and a novel alternative to the conventional item used to lock, unlock and start the car. Decades later, the card has evolved, but still remains true to its original objectives. It does feel a bit odd – in this day and age of widespread keyless entry – having to press a button to get in the car, but there’s something about it I quite like!
#5
PURPOSE
The growing trend of more and more SUVs on the market continues (including those from Renault itself), but it’s encouraging to see more and more superminis making their way to the top of the charts and drivers embrace them and everything they offer. Convenient transport that fits in alongside the likes of a, say, Scenic – or a BMW i5 – without trying to be something it’s not. A dream around town, a capable hybrid system that returns decent fuel economy and plenty of room front and back. What’s not to like?
One Stop Shop
Explore the entire Vauxhall electric range.
Fuel economy and CO2 results for the Vauxhall Electric Range Mpg (l/100km): N/A. CO2 emissions: 0g/km. Electric range up to: 194 to 261 miles (WLTP). The range figures mentioned may vary depending on actual conditions of use and on different factors such as: vehicle load, accessories fitted (post registration), speed, thermal comfort on board the vehicle, driving style and outside temperature. Please contact your Vauxhall Retailer for further information. Or call us on 0203 885 4562.
WEEK BEHIND THE WHEEL MG3 Hybrid+
A viable option for those drivers in the market for a new car, but not willing or able to go electric? John Challen spends seven days with the latest MG
MONDAY
In a world seemingly dominated by new EVs appearing on the market, it’s easy to overlook the other contenders that might appeal. There’s a lot of renewed talk about plug-in hybrids, but a standard petrol-electric is still a shift in the right direction. The MG’s system switches seamlessly from the petrol engine to battery and, while the pure EV range is little more than a few miles, the regenerative system works a treat, on first showing.
TUESDAY
Time to explore the car in a bit more detail, starting at the back. The boot of the MG3 Hybrid+ has got bigger, thanks to larger overall dimensions of the car – more interior space is another benefit here – and claims to be the largest in the B segment. It certainly swallows a week’s shopping with ease – and space to spare.
WEDNESDAY
Back behind the wheel and the view is dominated – in a good way –by the car’s 7-inch infotainment screen, which has a straightforward menu for navigation, infotainment, climate, phone, car and home. One area where it really comes into its own from a practical point of view is when reversing. The camera gives a clear view of the surroundings to the rear – and also displays the length (in centimetres) to the vehicle or obstacle behind. Simple, but very effective.
THURSDAY
I might have made use of the reversing camera’s distance display but, in reality, the MG3 is small enough to ensure the technology shouldn’t be needed too often. Having jumped into the supermini from my long-term BMW i5, the compact dimensions were quite welcome when needing to pop into town, finding a suitable parking place in which can often be a challenge.
FRIDAY
It’s not just big fancy cars that attract attention around these parts – I’ve caught quite a few people looking on the driveway at Challen Towers to check out the latest arrival. The colour helps – a beautiful blue that shines brighter on a summer’s day. It’s not a deal-breaker for some people, but having a car that stands out from the crowd helps – and this MG really does that!
SATURDAY
On the road, the MG3 is very capable, relatively refined and a comfortable place to be. One area where it does suffer – alongside many other new models – is in the aural department. ADAS technologies are all well and good, but they can be a bit too intrusive, with the number and variation of noises within the car taking a bit of getting used to. You can turn them off, but only every time you start the engine. I get it, but it’s still a bit frustrating.
“The compact dimensions were quite welcome when needing to pop into town”
SUNDAY
Should you take the plunge and go for an MG3 if you’re in the market for a supermini? Having spent a week with one, I can see that lots of people would be impressed, especially with the sub-£19k starting price. At the entry level, there’s a stripped back and relatively basic interior, mid-quality materials. However, as a range, MG3 (like the wholly successful MG4 before it) ticks many boxes and that will be enough for a lot of drivers to put their faith in the new supermini. JC
AI optimisation for the nation
The challenges for fleets surrounding EV adoption are numerous. But, says Joe Heidari, fleet and optimisation sales director at Trakm8, they are wholly achievable with the right help
At Trakm8, we are very much focused on ensuring fleets have the right tools at their disposal to improve safety and efficiency, reduce fleet emissions and keep track of overall economy and TCO. Within the different types of vehicle fleets comes a demand for the best hardware – and we are proud that one of our USPs is the fact that we manufacturer all our products here in the UK, for UK customers.
AI optimisation is key for our customers, because they need to be able to schedule and plan jobs, deliveries and journeys in the most efficient way for their business.
Optimise, don’t compromise
When we talk about AI optimisation, people often think just about route planning, but it’s so much more than that. AI optimisation takes into account the company’s overall assets and resources, drivers, vehicle capacity, working hours, cost of vehicles, the cost of drivers and works out the number of miles that is required to do all the jobs. Our system looks at everything in a holistic way to be able to give fleets a plan, because that’s the most efficient way. So, essentially, it treats multiple problems as a singular
issue within an algorithm, whereas the human brain could not possibly take all those things into account, particularly for a large fleet.
Hardware arrivals
We launch different types of hardware on a regular basis, according to when we need to upgrade a particular piece of kit, typically to ensure we keep up with the latest technology. For example, we’ve recently launched the RH800, a four-way camera system that is fully integrated with the Trakm8 platform. We still have the RH600, which is essentially a dashcam version of our new product, but we noticed that while customers were happy with that model, they liked the idea of a four-way camera system, to give them full telematics capabilities, which is what they get from the RH800.
Vantastic idea
While the RH800 is typically favoured by truck fleets, we found that some customers were looking for a three-lens system for their vans, but couldn’t find anything in the
market. They wanted to have an internal camera, as well as the dashcam – and the RH800 was able to meet their requirements. Essentially, it helps make fleets more efficient. Rather than fleet managers having to investigate, the system tells you when a red line has been crossed and what that line was. There’s camera footage that is captured automatically and sent, via an alert, back to base.
Getting EV ready
We use our telematics data to be able to identify which vehicles in your fleet currently are ready to be switched across to EV, because it’s not an overnight process. We look at the range that particular a vehicle might need, potential charging areas and the routes that it will travel on a daily basis. From there we can work out how easy it would be to switch to EV. Consultancy is a big factor in helping fleets to transition, but so is how to manage EVs on a telematics platform. We have some clever ideas here that can send alerts out for specific thresholds, such as when the battery drops below 25%, for example. So then, if a fleet manager wanted to direct the driver to a specific charging point, for whatever reason, that’s possible.
“When we talk about optimisation, people often think just about route planning, but it’s so much more than that”
Joe Heidari, Trakm8
Trakm8 RH800
Paul Hollick chair, Association of Fleet Professionals
DON’T CUT OFF THE CAR CHOICES industry insight
Will fleets stockpile existing vehicles to sidestep electrification...?
Lately, I’ve been thinking about the Ford Crown Victoria. It’s a venerable US model, resolutely old school with a V8 engine and a body-on-chassis design. The photograph below might make you feel nostalgic, because the model was often used as a police patrol car or taxi. Even if you’ve never visited the US, it’s a mainstay of television and cinema.
Many US police forces loved the Crown Vic and, when production ended in 2011, the Los Angeles County Sheriff's Department stockpiled 600 of them, gradually putting them into service as old ones gave up the ghost. Today, there’s more than 400 still in operation. The fleet department says that parts availability is becoming an issue and maintenance costs are inevitably rising – but the plan is just to keep running them for as long as is practical. Apparently, they just fit their operational role really, really well.
But what, exactly, has the Crown Vic got to do with modern fleet thinking in the UK? Well, here at the AFP, we’ve been considering the implications of the ZEV mandate in the van sector. As you probably (hopefully) know, this currently stipulates 10% electric vans sales, rising to 70% in 2030. Some, perhaps the majority, of manufacturers are responding to this situation by
insisting that typically 10% of all fleet new van orders must be EV.
What manufacturers are doing here is understandable. The fines for not meeting the ZEV mandate targets are swingeing but equally, for some van fleets, van electrification is just impractical. Their current vans carry payloads that are too heavy over too long a distance along routes where charging is often unavailable for an electric model to be a practical proposition.
The options facing these fleets in the wake of the mandate are not appealing in the current landscape. They can compromise their operational needs by attempting to electrify, buy 10% of electric vans and assign them to light duties or park them up or, simply do a Crown Vic. They may decide to hold onto their existing diesels for longer, perhaps much longer, or even buy new ones to stockpile.
One of the lessons of post-pandemic fleet management is that all vehicles, including vans, can be conceivably operated for several more years than previous accepted. Vans running into their seventh or eighth year are now far from unknown. Yes, maintenance becomes an issue in terms of cost and parts availability – and, with it, both increased downtime and
reduced reliability – but some might consider these disadvantages worth bearing.
Of course, other factors might come into play. The Government is likely to make diesel less attractive over time through other measures, such as a higher road fund licence. While the vast majority of businesses will probably want to electrify because going zero emissions is very much the responsible path to follow in a corporate, environmental sense.
Despite this, it’s conceivable that some fleets will effectively thumb their nose at the prevailing trends and keep running diesel vans for as long as possible. If the LA police can keep considerable numbers of Crown Vics in circulation more than a dozen years after production stopped, it’s not beyond the ability of UK fleet managers to keep thousands of diesel panel vans on the road, perhaps well into the 2040s.
I’m not saying for a moment that this is desirable. The AFP is very much in favour of zero emissions fleets and for electric vans to advance to the point where they are the natural choice for all operators. However, it’s certainly possible that some businesses will resist as long as possible, and it’s far from being an impractical choice, as the Crown Vic shows.
“One of the lessons of post-pandemic fleet management is that all vehicles, including vans, can be conceivably operated for several more years than previously accepted”
A step up in class
The great and the good of the fleet industry were happy to impart their wisdom to the Great British Fleet Event audience, with a lot of ground covered. By
John Challen
Kicking off the day’s proceedings in the fleet management session was Simon Turner, campaign manager at Driving for Better Business, which was debuting its driving for work Policy Builder at the Great British Fleet Event. He went into detail about risk-related numbers associated with different industries, pointing out that the number of fatalities for those driving for work were much higher than average. As a side-note, Turner highlighted the cost to UK Plc of these incidents (£2.6 billion a year) and stated that the odds of being involved in an injury or collision while driving for work was one in 500.
To help try and improve the situation, Turner outlined what is required in a driving for work policy that would be effective for fleets and detailed the advantages of Driving for Better Business’ own Policy Builder and how audience members could make it work for them.
Turner then handed over to Thomas Caldwell, former CTO of the Techniche Group (now at InfraGard), which is involved in the world of cybersecurity, counting a number of major fleet companies – such as Shell and BP – among its client base. He explained that previously, the industry had been subjected to almost isolated attacks on vehicles, but now the issue is much more widespread. To understand the problem, he reasoned, people needed to understand the automotive ecosystem, because “there is a lot of data floating around in the ether that needs protecting,” he said.
Caldwell explained how his company specialised in asset management as well as the requirement for total system integration in order to carry out maintenance and software upgrades on chargers. As 95% of attacks or incidents are remote, he said hackers get into systems through the “back door” to mess with the setting, even impersonating existing staff in order to gain access to the network.
The final speaker of the fleet management session was Amanda Welland, partner account manager at Geotab. Welland was present to try and unveil the electrification realities of more than 1.3 million vehicles on the road – and suggest how the likes of Geotab could help
improve fleet performance and efficiency. She explained the company’s EV suitability assessment, which had included those 1.3 million vehicles across a total of eight countries. The results made for interesting reading and showed that, on average, each light duty vehicle drove fewer than 80 miles a day. Furthermore, evidence suggested that 41% of the vehicles that were monitored could switch to electrified models in order to improve total cost of ownership within a fleet.
“In the UK, the average car drives 58 miles a day and 49% have never done more than 250 miles in a single day,” she told the audience. “Therefore, electrification has the potential to save fleets thousands of pounds.”
Amanda Welland Thomas Caldwell Simon Turner
GRID TALK
First up in the electric vehicles session was Maria Bengtsson, the UK and Ireland electric vehicle lead at EY UK. She looked at fleet electrification from an energy point of view and the process of procuring energy, as opposed to diesel and petrol. She acknowledged there were differences between the two, such as the ability to store power in the same way as fuel as well as the logistics when it comes to purchasing.
Wholesale power prices since 2019 were also discussed, Bengtsson acknowledging that as the main cost faced in the procurement process. “There has been a lot of volatility since 2019 and no-one could have forecast what happened, which made setting power prices much more difficult,” she reasoned.
She covered the different ways of approaching the market, modelling the levelled cost of electricity. The results, said Bengtsson, showed that only investing in energy storage does not improve a business – other steps need to be considered and taken.
Next up was returning speaker Dan Lawrence-Eyre, the co-founder and COO of diode. He spoke about how fleet managed could make a more informed decision, based around a set of 21 questions that diode advised asking when considering the transition to electric.
“The first questions are ‘What is the EV readiness of my fleet?’ and ‘What’s the interest in EVs with my employees?”, explained Lawrence-Eyre. Further questions were based around workplace charging –particularly how many points should be installed. The danger, warned LawrenceEyre, was not planning for the future or
understanding what is going to futureproof the business, which could cause mistakes being made in the mid- and long-run. “Questions around savings also need to be asked – both in terms of money, but also fleet emissions,” he stated.
Within the 21 questions are a set tailored to individual drivers, because each one is different and the vehicle they are driving could change on an almost daily basis.
For a different perspective on proceedings, the final speaker in the session was Tommi Salminen, vehicle policy advisor at the Department for Transport’s Office for Zero Emission Vehicles (OZEV). “The aims of OZEV are tackle emissions, improve air quality and help people transition to EVs,” he explained. “For example, the Government has spent more than £2 billion in the transition by offsetting higher upfront costs and accelerating the rapid charger rollout.”
The support also covers plug-in hybrid grants and tax measures, such as the extension of the BiK tax rates until 2028, he added. In addition, he mentioned the rapid charging fund (RCF) and infrastructure schemes such as the Local EV Infrastructure ( LEVI ) fund and the On-Street Residential Chargepoint Scheme (ORCS).
Tommi Salminen
Maria Bengtsson
Dan Lawrence-Eyre
ON THE ROAD
Moving on, the mobility and logistics portion of the day opened with Adam Simmons, director of strategic planning and analysis at National Highways, talking about what was coming down the road (figuratively) and explaining how National Highways gets involved in ensuring the road network runs as efficiently and effectively.
He said that industries and sectors that are dependent on the network contribute around £410 billion to the economy, so it is essential to keep things moving at all times. “Our roads are among the safest in the world, but we set high targets,” he stated. “For example, we are aiming to half the number of people killed on the roads by 2025, based on 2005 figures.”
On the current bugbear of potholes, Simmons maintained that National Highways repairs them quickly on its network. “There is a difference between the dangers of high-speed impacts than those on local roads. However, we need the right level of investment across the board – and for it to be there at the right time.”
There was then a return to the stage for EY, whose UK and Ireland transport and logistics lead, Mark Main spoke out about
how to maximise fleet efficiency. He talked about cost control and fleets – as well as how EY had built toolkits to help clients with their fleet management issues. He added that a clear strategy was required to manage fleet costs effectively and that paying close attention to the asset management life cycle was a critical part of the process.
“Admin is the least exciting part of the process, but it can also be the most important in terms of overall fleet management,” reasoned Main. “Look at data insights and maintenance analysis to find potential fleet improvements.” Main also touched on end-of-life disposal, including the importance of getting replacement and recovery right, as well as remarketing and finance. Main concluded his presentation by looking at the role of risk from the point of view of economics, technology and regulations – stressing the importance of understanding risk, especially around the issues relating to the transition to EV.
Taking things down a notch, Brett Hilliard, group partnerships director at Redde Northgate used his time on stage to talk about micromobility within the Northgate group, alongside the main
operation. “Micromobility is a growing business and people need to think differently about it. The landscape is changing and there are a number of targets and challenges – but also a lot of opportunities,” he reasoned.
Northgate debuted its micromobility solutions at GBFE and in his presentation, Hilliard explained how Northgate focused on two areas of micromobility: e-cargo bikes and urban utility vehicles. There are plenty of models coming and the growth is continuing, he assured the audience. “Vehicles associated with last mile delivery are popular – and there are more and more applications arriving all the time.” Examples he gave included: airports; construction sites; NHS and hospital premises and estate and forestry management. “E-cargo bikes help cut through congestion and offer many other efficiency benefits,” he stated.
FROM THE FLEETS
The Sustainability Masterclass session at the GBFE 2024 started with a look at Net Zero 2040 – an initiative from DPD to ‘decarbonise a fleet in the real world’. Talking the audience through the plans was Olly Craughan, head of sustainability at DPDgroup UK. He kicked off by talking about the decarbonisation journey at DPD since 2012. It had been a relatively slow start, but it really kicked off in 2018 when there was a shift to electric propulsion in Westminster. “In 2020, we made a commitment to having a minimum of 10% electric vehicles in every depot (89 depots in total), which we reached in September 2023,” he revealed.
Adam Simmons
Mark Main
Brett Hilliard
Craughan showed how parcel volumes and EV fleet numbers have grown together since 2018 and explained how the number of parcels delivered by EV would top 100 million in 2024. “That’s 25% of our column – and no-one else in the sector is reaching those numbers,” he boasted. “The sector is reacting to those numbers, too, with 40% of our fleets to be EV by the end of 2024 and 100% of our vehicle fleet – 15,000 vans – to be electric by 2025.”
At the other end of the spectrum, Euan Moir, Shell’s head of fleet solutions in the UK, then took to the stage to explain the ‘forecourt of the future’. Moir revealed why Shell was investing in EV technology, saying that the company’s ambition was to become the number one EV energy provider in the UK. “It all starts with the card,” he said. “The Shell Solutions are powered by the card –applications such as depot charging and onsite energy solutions.”
While these initiatives – and others –might seem some way off for a lot of fleets, Moir said he had high hopes for Shell’s plans. “Eventually, the forecourt of the future will include renewable diesel, bioLNG, hydrogen and EV chargers ranging from 300 to 1,000kW,” he promised.
A LOOK AHEAD
The day’s Masterclass presentations finished with a session devoted to the future of fleet. First up was Mark SandersBarwick, head of business development at ZPN Energy, who explained that the biggest challenges lying ahead for fleets are energy costs and available power. “There is no point looking at oil and gas, because everything is soon going to be electrified,” he said. “Charging and energy recovery is going to be an issue – one workaround could be an increased reliance on solar power, but any arrays must be sized according to what a building can handle.”
There were opportunities, however, once fleets had organised their energy and power plans. “By adding in battery energy storage to other forms of power creation, there is the opportunity to use it as a revenue stream, by installing rapid chargers onsite,” said Sanders-Barwick. He explained that the company had a three-stage evaluation for clients: demand; generation and storage. “Adding battery electric storage systems means less stress looking for energy elsewhere because it can be stored onsite,” he reasoned.
The ZPN man’s advice was to add as many solar panels to premises as possible and use the largest storage containers to save money and improve efficiency in the long-run.
The tricky area of EV insurance was brought into focus by James Pestell, board director at the Association of Fleet Professionals, who explained that some AFP members had raised the subject as an ongoing concern at AFP meetings. “Issues reported included spiralling costs of EV insurance,
which is partly based on a lack of historical data,” he explained. “Concerns about fires in cars had led to more apprehension among members.”
Pestell said the AFP was striving for an integrated approach and trying to engage more with the insurance industry. “Insurers expect fleet management companies to manage risk, but resources tend to be inadequate here. But initiatives such as driver management and training can prevent increases in premiums. Sensible approaches seem to be things like the use of Faraday pouches to block key signals etc.
“Insurers are looking for attention to detail when it comes to fleet management, but more dialogue from fleets with them can lead to reduced premiums in the future.”
Bringing proceedings to a close, Joe Heidari, fleet and optimisation sales director at Trakm8, used his time to present the company’s work in AI optimisation. “We recognise that AI is leading to a rapidly evolving landscape for leets, but the technology is proving revolutionary in helping improving fleet efficiency and cutting costs,” he explained.
Heidari went on to describe the AI-based work that Trakm8 had done with two different supermarkets to help improve route optimisation for home deliveries. One example saw a 12% improvement in miles per drop, savings in emissions, fuel and running costs. Overall, the fleet savings were calculated to be around £15 million.
GREAT BRITISH FLEET GUIDE 2024 CHECK OUT THE BEST IN FLEET, OUR AWARD WINNERS & MORE!
James Pestell
Mark Sanders-Barwick
Euan Moir
Olly Craughan
Joe Heidari
in association with from
Food for thought...
Paragon’s round table breakfast briefing proved the ideal way to kick things off at the Great British Fleet Event 2024 – and John Kendall was an integral part of proceedings
Having staged two webinars with Paragon from Aptean earlier this year, the 2024 Great British Fleet Event in provided Van Fleet World with the perfect opportunity to invite interested visitors to attend a breakfast roundtable discussion. The early morning event enabled the keen audience to raise issues in person and hear how Paragon from Aptean’s products might be able to help them.
For the session, we were joined by Luke Robinson and Stefan Sharratt from Paragon from Aptean who had taken part in the webinar sessions. The theme chosen for the roundtable was ‘Cost Reduction and Change Management for Fleets’. Cost reduction is clearly an ever-present issue for fleets having to deal with the fluctuating cost of fuel, traffic delays necessitating re-routeing, driver availability and the many other issues impacting fleet operations daily.
Similarly, change management takes a variety of forms. This includes the everpresent transition to electric vehicles as well as the more day-to-day matters such as routeing and scheduling and managing the daily shifts in driver availability, traffic
delays that require routes to be rescheduled and delivery times challenged.
With so much fleet management software available for LCV fleets, it is not easy to sift through the many options available and determine how much of it is going to work for your operations. Paragon has extensive experience with both HGV and LCV fleets and is familiar with most situations that fleets face. Consultancy on specific requirements is also part of the package.
Paragon was among the first to launch routeing and scheduling software capable of automatically adjusting routes and schedules as the day goes on to take account of traffic delays, driver availability and that range of daily issues that fleet managers face that we’ve already referred to. It is this part of the company’s product range and its associated modules that can really help fleets to identify areas where costs can be reduced and new strategies explored.
It was good to hear how the Paragon from Aptean team were able to reassure the various questioners that while they were addressing their quite specific needs, they had many examples of how their products had been able to help fleets facing similar challenges and that they were confident
that they could find a way to help them too.
Even the day itself proved to be an illustration of the issues that fleets face regularly. As is often the case, questions were slow to start initially, giving the Paragon team time to explain some of the available solutions. Then, as the session progressed and the questions began to flow, those with similar issues joined in the conversation too. We had prepared a series of questions in case they were needed. These ranged from how the software could help control fleet costs to what sort of cost reductions customers might expect to how the company could help with the EV transition.
We needn’t have worried. As the clock swept around to our finishing time, designed to give participants an opportunity to join the Great British Fleet Event from the start, it became more a matter of watching the clock and finding a suitable lull in the conversation to bring the discussions to a close. What were the outcomes? How has it changed matters for those who took part? For now, they are questions for another day, but hopefully we will be able to provide some answers before long.
Our thanks to the Paragon from Aptean team for their input on the day.
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Here at E.ON, we’ve developed an exclusive EV solution for fleets that enables companies to get started on their transition and scale up with ease.
We can help you navigate the 3 core areas; charging at work, charging on the road, and charging at home.
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ARE YOU READY?
The vast majority of the UK’s electric vehicles are attached to fleets, so it is essential that drivers and businesses are getting the best out of them. Our experts tell you how
INDUSTRY INSIGHT
E.ON
EV considerations for road and site fleets
WEV considerations for road and site fleets
ith journey predictability and defined delivery routes, battery electric vehicles can really come into their own. They offer a green delivery solution with zero-emission operations, plus the low running costs can help firms offset the initial investment over time. Pairing the infrastructure with other sustainable solutions such as solar panels and batteries can reduce this period of time – and even make you money. While BEVs offer many benefits, some models may compromise cargo space due to the size of their batteries, so it’s important to ensure the vehicle’s capacity fits your requirements. Delivering goods efficiently without having to compromise on your cargo load is key to maintaining productivity, so it’s important to choose your type of EV wisely.
With journey predictability and defined delivery routes, battery electric vehicles can really come into their own. They offer a green delivery solution with zero-emission operations, plus the low running costs can help firms offset the initial investment over time. Pairing the infrastructure with other sustainable solutions such as solar panels and batteries can reduce this period of time – and even make you money. While BEVs offer many benefits, some models may compromise cargo space due to the size of their batteries, so it’s important to ensure the vehicle’s capacity fits your requirements. Delivering goods efficiently without having to compromise on your cargo load is key to maintaining productivity, so it’s important to choose your type of EV wisely.
nesses will need to think about the installation of EV infrastructure. Most EV chargers can support a mixed fleet, making the switch to commercial EVs even easier. Whether your business runs a fleet of light commercial vehicles or passenger company cars, all vehicles can be charged at the same charging stations, meaning your investment in EV is easily scalable across different office locations and at employees’ homes, should they be required.
same charging stations, meaning your investment in EV is easily scalable across different office locations and at employees’ homes, should they be required.
Furthermore, EV solutions come with seamless ways of ensuring staff are charged appropriately for their mileage. Contactless payment cards will accurately monitor where and when staff charge their vehicles, meaning your employees are able to charge at home, at the office or at public charge sites depending on your vehicle policy. With automated billing data, you can make sure employees are charged correctly for their business miles.
Fleets operating primarily within industrial estates, or large warehouse complexes, could reap the benefits of EVs. With onsite operations, you can install dedicated charging stations wherever you need them – and rotate vehicles in and out of service whenever charging is required. If your vehicle leaves the private site and is used on public roads, the usual considerations about availability of charging infrastructure, driving range and the type of journeys your vehicles will typically make would need to be considered.
Fleets operating primarily within industrial estates, or large warehouse complexes, could reap the benefits of EVs. With on-site operations, you can install dedicated charging stations wherever you need them – and rotate vehicles in and out of service whenever charging is required. If your vehicle leaves the private site and is used on public roads, the usual considerations about availability of charging infrastructure, driving range and the type of journeys your vehicles will typically make would need to be considered.
As well as choosing the right kind of electric vehicle, busi-
As well as choosing the right kind of electric vehicle, businesses will need to think about the installation of EV infrastructure. Most EV chargers can support a mixed fleet, making the switch to commercial EVs even easier. Whether your business runs a fleet of light commercial vehicles or passenger company cars, all vehicles can be charged at the
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Furthermore, EV solutions come with seamless ways of ensuring staff are charged appropriately for their mileage. Contactless payment cards will accurately monitor where and when staff charge their vehicles, meaning your employees are able to charge at home, at the office or at public charge sites depending on your vehicle policy. With automated billing data, you can make sure employees are charged correctly for their business miles.
Dawsongroup vans believes in sustainability and is committed to leading the charge towards net zero. The company’s ongoing decarbonisation initiatives, such as installing solar panels and EV charging carports across its nationwide branches, reflect its dedication to reducing its carbon footprint, contributing to a cleaner, more sustainable environment.
As fleet operators consider the transition to a zero-emission fleet, Dawsongroup vans is here to help them every step of the way. With a growing fleet of electric vehicles to support a wide range of industries, the company provides customers with a complete
and practical solution for their electric, zero-emission vehicles. Strategic partnerships with third-party companies further support its customers on their journey to net zero.
As the requirement for a connected commercial vehicle fleet increases, Dawsongroup vans has introduced telematics technology from Geotab. The data from this telematics offers customers an insight into which parts of the fleet are ready for the shift to electric models. Real-time vehicle monitoring and detailed, data-driven reports and analytics enable customers to make informed decisions regarding their fleet management, vehicle maintenance and
overall operational decisions. It will also enhance the safety and security of customer vehicles and secure cost savings through optimised routing, vehicle charging, and proactive maintenance scheduling.
Dawsongroup vans is committed to providing customers with the tools to streamline their operations, improve productivity and support them on their journey towards a zero-emission fleet. Minimal risk acquisition methods, coupled with cutting-edge telematics technology, enable fleet operators to introduce electric vehicles to their fleets without concern about the cost of maintenance, repairs and disposal.
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Northgate Helping businesses hit net zero
Northgate, through its award-winning emission reduction programme, Drive to Zero, can provide customers with a suite of tools and solutions to aid the transition to electric LCVs.
The company’s EV industry experts ensure it can support businesses, beginning with a Drive to Zero suitability analysis – an assessment of a company’s current fleet and driver journeys. Through this analysis, Northgate builds a complete understanding of vehicle needs, movements, distances travelled and journey times, which helps customers to understand the vehicles that can be immediately switched to electric. The suitability report also supports customers’ ESG requirements by demonstrating potential CO2 emissions savings through both tailpipe and fuel.
Vehicle choice plays a major part in fleet electrification – and Northgate works closely with existing and emerging manufacturers. It continually adds to its range of EVs – from micromobility
Dealer
Auction
Remarketing EVs: the digital direction
The unstoppable shift to electrification is reshaping various sectors of the automotive industry. While attention has mainly focused on the new vehicle market, it’s the used sector, particularly fleet vehicles and their end-of-life units, that demand greater consideration. Fleets are at the forefront of EV adoption, accounting for approximately 77% of battery electric vehicle (BEV) volumes, compared to 57% of the overall market (according to SMMT figures).
As these numbers surge, the challenge of disposing of growing numbers of endof-lease EVs looms large. Managing the remarketing of numerous vehicles is time-sensitive for two key reasons. Firstly, the widely reported price volatility in the used EV sector necessitates fleets to maximise returns quickly to beat depreciation. Secondly, the physical
vehicles through to large electric vans –with a broad lineup of models that that are ready to go. Northgate’s flexible hire packages provide the opportunity for drivers to change vehicles as technology evolves without being tied into longterm, inflexible contracts or purchases.
Servicing and maintenance are key when running EVs, so Northgate has invested heavily in its fully equipped workshops and 68-strong branch network, ensuring that trained EV technicians are employed across the country.
Suitable charging infrastructure is another a crucial step to ensuring a smooth transition to electric for any business. Northgate works with ChargedEV to ensure that the best possible solution can be found, whether a customer needs to
consider workplace charging, home charging or even public charging facilities. ChargedEV has installed more than 55,000 domestic and 3,000 commercial charge points, with its specialist team of engineers on hand to advise customers.
Northgate’s focus is very much on a customer’s transition to EVs. Within that, it works with the support of a team of proven experts to assess individual customer requirements, including infrastructure, energy and billing –combining these elements with the most suitable flexible rental package available. With these plans in place, Northgate customers know they can rely on its dependability and flexibility, to ensure that it can support more companies to deliver their own Drive to Zero.
management of vehicles for sale, including imaging and administration, raises environmental concerns. Fleets seek efficient remarketing to achieve good returns while saving on other costs. Having an engaged buyer audience is crucial. Partnering with a proven remarketing solution that offers agnostic digital solutions is essential. Dealer Auction has already addressed these challenges for existing fleet customers, offering a seamless and efficient remarketing process. By leveraging their expertise and established systems, fleets can ease the pressure of remarketing demands – ensuring a smoother, more
profitable transition for end-of-life units. With an active EV buyer base of 1,300 (and growing) Dealer Auction supports fleets such as Hertz, Santander Consumer Finance and Mobilize Financial Services to achieve quick sales and improved performance compared to traditional remarketing routes. Fleet leaders can swiftly deploy a proven and robust digital solution, paired with their own defleet services, to streamline EV remarketing. The digital route offers tangible benefits, including potentially fewer vehicle movements, reduced depreciation and peace of mind.
Dawsongroup | vans
Committed to sustainability
Dawsongroup vans - your partner on the journey towards zero emissions.
ON THE ROAD TO NET ZERO
At a time when sustainability and efficiency are paramount, Dawsongroup vans embraces new technology to help businesses reduce their carbon footprint, improve operational efficiency, and contribute to a more sustainable future. As customers consider the transition to zero emission vehicles, Dawsongroup vans is already a step ahead. It is growing its fleet of electric vehicles to support a wide range of industries and has formed strategic partnerships with third party companies. This provides customers with a complete and practical solution for managing the transition to electric, zero emission vehicles and will further support them in their journey to net zero.
INVESTMENT
Substantial investment into a charging infrastructure at each of their branches ensures all electric vehicles on the fleet, as well as those belonging to visitors, are always fully charged and ready for use. Ongoing decarbonisation projects include installing solar panels and EV charging carports, with the aim of reducing the company’s carbon footprint
and contributing to a cleaner, more sustainable environment.
FOCUSED ON ELECTRIC
All vehicles used by Dawsongroup vans employees for customer vehicle delivery are now moving to electric, and all Dawsongroup vans technicians are accredited to IMI Level 3 to safely maintain the EVs on fleet. These factors provide an in-depth understanding of how EVs perform in the real world, which is passed on to customers in the form of valuable insights.
INNOVATIVE SOLUTIONS
Dawsongroup vans is constantly exploring new ways to improve its sustainability practices, offering a range of innovative solutions for SMEs looking to transition to a zero-emission fleet, without the hassle of owning and maintaining a brand-new vehicle. Minimal risk acquisition methods coupled with tailored rental options enable businesses to introduce electric vehicles to their fleets without having to worry about the costs of maintenance, repairs, or
Athlon UK Top tips for the big EV switch...
Battery electric vehicles (BEVs) and plug-in hybrid vehicles (PHEVs) continue to grow in popularity as businesses strive to both achieve CSR and ESG targets to reduce carbon footprints and fleet operational costs. Using a combination of total cost of ownership (TCO) calculations and its EVReadyTool, Athlon is helping UK businesses achieve their sustainability goals by embracing electric mobility.
Greater choice across the vehicle cost range is making it easier to incorporate EV products into fleet strategy. However, businesses need to ensure that their fleet policy and implementation plan supports good practice and efficiency to secure optimal cost savings from their new fleet.
Thankfully, Athlon has some key considerations for those planning their EV policy:
• There is no one size fits all: Athlon’s EVReadyTool analyses your individual driver routes and usage to return an EV score. In some instances, the data may reveal that a driver’s current situation, mobility habits or routes cannot yet accommodate the transition. Before an EV is allocated, consider their circum-
Lesley Slater chief commercial officer
stances and transition options. For example would a PHEV be more suitable?
• Driver training: training drivers on the best use of their EV can lead to noticeable savings – for example understanding regenerative braking and individual battery ranges. EVs also have a lot of acceleration power, which can lead to drivers using more aggressive brake-power. Keep drivers safe and avoid frequently replacing costly tyres by encouraging and training drivers to maintain safe speeds and accelerate more gently.
• Route planning and telematics: data from a vehicle can also be very helpful in driving efficiency and cost savings. Particularly for LCV fleets, telematics data can reduce costs by enabling operators to plan the most efficient routes. By mapping optimal charge points with the lowest priced tariffs, considerable savings can be made.
• Charge late for better rates: depending on tariff, the rates for home charging can fluctuate signif icantly over 24 hours. By having the best tariff and scheduling charging during off-peak hours, fleets can take advantage of lower rates, reducing running costs.
• SMR packages: regular maintenance is advised for any vehicle. By taking a bolton service, maintenance and repair product your costs are budgeted and planned. You can benefit from portals such as Athlon365 to pre-book appointments, avoiding long wait lists and delays for approved parts. Regular servicing is known to prevent breakdowns and extend the life (and value) of a vehicle.
• Grants for going green: there are incentives offered for businesses starting their EV transition now. These include installation discounts and subsidies for purchasing BEV light commercial vehicles. Drivers could also take advantage of tax benefits by engaging with a Salary Sacrifice product, rather than traditional leasing or purchase.
“The right policy and implementation plan will support fleets drive efficiency and cost savings in addition to achieving environmental goals”
Athlon UK
Driving towards a sustainable future
TO THE RESCUE
There’s a new name in the recovery world, specifically looking at business owners. Jon Mason, commercial director at Call Assist – Start Rescue’s parent brand – explains all
Change comes fast in the fleet world. Nowhere is this better demonstrated than the transition to electric vehicles. The fleet sector’s willingness to embrace that change, do its bit for the environment and lead the way with EVs has resulted in more than one million of them now on the UK’s roads.
With so much change in a short space of time, it has inevitably proved to be a steep learning curve for all involved. Data is at the root of how we understand it and taper our approach. For Start Rescue as a breakdown provider, this has meant tracking our understanding of how often EVs break down, what types of failure we are more likely to see, and what type of roadside resource is required to handle this evolution within the motor industry.
We began by ensuring our VROs (vehicle recovery operatives) were fully trained in how to safely deal with an EV that has broken down and had the right equipment to solve the issue or recover the car properly.
That’s not as simple as it sounds because the additional weight of EVs, compared with their combustion engine equivalents, means towing EVs cannot usually be achieved with the conventional rapid deployment trailers. EV storage also requires more space around them and specific safety concerns addressed due to the increased risk of electrocution.
The biggest worry with EVs to begin with was, of course, driving range and the risk of running out of charge. We enhanced our breakdown cover for running out of charge, which includes our Business Breakdown Cover. However, even for early adopters, who were confronted by a disparate EV charging network, the ‘range anxiety’ phenomenon simply didn’t manifest itself in our roads being littered with stranded EVs.
Our data, therefore, suggests fleet drivers have been quick to adapt to charging up instead of filling up. And while it is true that running out of charge is currently occurring more than the
‘human error’ equivalents for drivers of combustion engine vehicles such as running out of fuel or misfuelling, we fully expect to see a reduction in ‘out of charge’ incidents as the charging infrastructure and technology improve.
What the data tells us is the number one reason for us being called out is not due to an EV conking out, it’s because drivers can’t get them started. This accounts for 37.8% of call-outs to EVs, compared to just 29.0% in ICE vehicles. And the biggest factor in an EV non-start is actually a failure of the 12-volt battery that some EV drivers didn’t even know existed!
Instead of being recharged by an alternator, this 12-volt battery is kept toppedup by the main high voltage batteries. Intelligent systems govern when this battery is charged and this is seemingly where the technology and education need to be improved. Some vehicles will only charge the 12-volt battery when it is being driven, while others will stop charging when the state of charge of the main batteries fall below 20%.
The better-considered systems have an auto-shut-off of the 12-volt battery to prevent the main batteries being drained, but allow the charging of the 12-volt battery to be manually reinstated by the driver in the cabin without the need for a jump start.
Fleet drivers tend to cover larger annual distances than most others, which is why we believe education is key. Whether that comes from the manufacturer, the lease company, or from within your business, the message is the same: understanding an EV’s 12-volt battery system is the foremost way to avoid the most common breakdown call-out faults and avoid unnecessary downtime within your workforce.
“The number one reason for us being called out is because drivers can’t get EVs started”
Škoda Kodiaq
HThe Czech manufacturer’s flagship SUV has been given a makeover – and plug-in hybrid tech. By John Challen with 150hp and 360Nm of torque, the other (deployed in the 4WD version of the car) providing 193hp and 400Nm. The most fleet-friendly option is almost certainly going to be the PHEV option, with its 5% BIK rate for 2024/5, with seven seats. The Volkswagen Group’s DSG automatic transmission technology is deployed across the board.
aving sold more than 55,000 Škoda Kodiaqs since the car was launched back in 2016, the UK ranks as the second biggest European market in Europe for the Czech manufacturer’s flagship SUV. The majority of those models are sevenseaters, with just 10% of drivers opting for the five-seat format. With the arrival of the new Kodiaq comes plug-in hybrid technology (with up to 75 miles of EV driving), more interior space and a redesigned interior and exterior. Part of the interior overhaul sees physical buttons and dials retained, the latter being reimagined as ‘Smart Dials’ that enable quick access to multiple functions.
Other upgrades that have been made to the new Kodiaq include improved aerodynamics, adaptive suspension, a repositioned gearshift (now situated next to the steering wheel), pneumatic massage seats and wireless phone charging for two devices. Škoda wouldn’t be Škoda without some ‘Simply Clever’ solutions and the new Kodiaq has plenty. Examples include a handy infotainment display cleaner, a sustainable ice scraper and redesigned door protectors.
Trim-wise there are two grades at launch (Sportline will follow later in 2024) – SE and SE L – with drivers having the
choice of five different interior designs (Loft; Lounge; Suite; Suite Black and Sportline). As you might expect, even the baseline SE Kodiaq is well equipped, with standard kit including: LED front and rear lights; heated front seats; keyless start; 13-inch satellite navigation touchscreen and 10.25-inch Virtual Cockpit.
“Škoda wouldn’t be Škoda without some ‘Simply Clever’ and the new Kodiaq has plenty”
SE L adds in 19-inch alloy wheels into the mix (up from the SE’s 18-inch items), as well as: LED Matrix headlights with adaptive front light system; perforated black artificial leather and real leather; electrically adjustable driver’s seat; electrically operated boot and keyless entry and start/stop system.
Powertrain options for the Kodiaq cover standard petrol, mild-hybrid petrol, PHEV and diesel. The petrol units are both 1.5-litre TSIs, the first with 150hp and 250Nm of torque and the plug-in hybrid version taking things up a notch, offering 204hp and 350Nm. The two diesel options are both 2.0-litre engines, the first
Starting with the foundations of an already impressive vehicle, the new Kodiaq to a new level in terms of refinement, interior quality and spec and overall driving dynamics. For a big car, it is relatively nimble and, while the powertrain options have been reduced, there’s probably something for everyone. We didn’t get to sample the fleet-friendly PHEV version but, judging by Škoda’s efforts elsewhere with hybrid technology, the company will have another winner on its hands.
IN BRIEF
WHAT IS IT? Large SUV HOW MUCH? From £36,645 ECONOMY? 42.8–53.2mpg (PHEV: 534.7–691.5mpg) EMISSIONS? 131–174g/km
Key fleet model SE L
Interior space; practicality, high spec
Higher prices; maybe too big for some 7-word summary Spacious seven-seat SUV with super spec
Also consider Hyundai Sante Fe / Nissan X-Trail / Kia Sorento
TAKING THE UNKNOWN OUT OF ELECTRIC MOTORING
Europcar’s monthly barometer of barriers to EV adoption shows that lack of knowledge is a key issue; more than one in five (23%) private motorists in Quarter 1 cited this as a factor in making the switch. The same percentage of business drivers said they thought their employers lacked knowledge before committing to EV.
To resolve this ongoing challenge, the new Europcar EV Knowledge Hub covers diverse topics such as how EVs work, how to optimise vehicle range, how and where to charge, and whether an EV is right for the driver or business needs.
Featuring a Beginner’s Guide, a Charging Guide and advice for businesses going electric, the new Knowledge Hub provides invaluable information for all drivers considering going electric, as well as those who
have recently made the switch. Forming part of the hugely successful free Digital EV Guide, the new Knowledge Hub will be continually updated to reflect new information and developments from across the market.
It also includes a myth-busting 101, an EV glossary to break through the potentially confusing jargon, and details on the multitude of business benefits that come with running a green fleet.
Eliminating the FUD
“Lack of knowledge – Fear, Uncertainty and Doubt - is one of the biggest blockers to the EV transition,” commented Tom Middleditch, Head of Electric Mobility at Europcar. “Drivers are bombarded with misinformation and have limited access to first-hand experience of EV ownership. Yet we know that when drivers are provided with accurate, detailed insight the concerns are dispelled pretty quickly.
“The new Europcar EV Knowledge Hub doesn’t make any assumptions about drivers’ existing knowledge. It delivers the insight they need. It also connects them with both The EV Café and Zapmap, providing even more information to put them in control of their electric experience.
“And we complement the guide with a wide range of electric and plug-in hybrid cars and vans for customers to choose on their next rental, to allay fears and give them confidence.”
Delivering the right mobility solutions in an unpredictable economic climate remains the priority for every business. But there’s another challenge that is also exercising decision-makers – how to reduce emissions without impacting efficiency and productivity.
Europcar is determined to become part of its customers’ sustainability journey, committed to helping businesses and private motorists make the change from ICE to electric, through innovative techbased solutions, electrification across its network, and a growing range of low and zero emission vehicles.
By providing access to newer and more fuel-efficient petrol vehicles, plugin hybrids, and fully electric, drivers can quickly understand the positive impact of low and zero-emissions mobility in a practical, accessible and cost-efficient way. The technology is here today, it cuts carbon today; it delivers mobility today. And Europcar is the sustainability partner of choice to help businesses and drivers make the transition without impacting productivity.
Europcar EV Knowledge Hub
ON FLEET
BMW i5 eDrive40 M Sport Pro
Some logistical inter-office manoeuvres have seen me behind the wheel of the Ateca for its final two weeks on fleet with us; a handy chance to get acquainted with SEAT’s mid-size SUV. And it does exactly what it promises, delivering decent family space for four while still offering affordable real-world running costs thanks to its efficient 1.5-litre, 150hp petrol engine.
There’s nothing in the way of fireworks here, just honest brand appeal and pricing underpinned by familiar Volkswagen Group engineering. This is most evident when you use the touchscreen centre console and instrument binnacle – the design seems old-fashioned and, indeed, the technology is a few updates behind the latest tech found in the new Golf.
However, this is no bad thing – simple rotary dials to control audio volume and heating mean you don’t have to scroll through various complex sub-menus just to
Summer’s here, which, in EV terms, means more miles from the battery. Having got used to seeing around 300 miles from a full charge in the i5 during springtime, I was amazed – but pleasantly surprised – to see 356 miles available to me the other warm and sunny morning. I always try and rebuff suggestions of ‘range anxiety’ in EVs but, with more than 350 miles in one hit, the numbers speak for themselves. In fact, it’s just one mile short of the car’s official WLTP claimed figure! Granted, it’s not always the case – and some EVs’ range readouts have a nasty habit of swinging wildly in each direction, but I’m willing to take the extra distance all the time I can. So, for many reasons, here’s hoping the sun keeps his hat on for the foreseeable.
Meanwhile, one gremlin remains in the infotainment system, which seems to have a love-hate relationship with Android Auto. Having got into the i5 just this morning for a trip
SEAT ATECA SE Technology 150hp DSG
perform basic, simple functions.
One glitch that was apparent, though, was with the main screen which developed an in-termittent flashing – annoying – and with no time left to get it into a dealer to sort, I’m not sure what the cause was. Other than that, the Ateca provided economical and fussfree transport, with plenty of room inside, seats that are more then comfortable on any length of journey and a sensible-sized boot.
It also looks smart, with angular styling cues giving the Ateca a muscly SUV stance, despite its diminutive size.
I see plenty of Atecas on the road, which is no surprise given its value proposition. Indeed, the Spanish automotive manufacturer is currently offering an Ateca XPERIENCE 1.5 TSI Evo on a three-year/30,000-mile contract hire deal for £299 a month with £1,794 deposit. That’s not very much money for such an impressive, versatile car.
Julian kirk
to the Cotswolds, there was no problem establishing a connection with my phone, but nothing else. I’ve nothing against the built-in navigation (or radio), but it would be nice to at least have the option of alternative maps and access to my Spotify account. First-world problems aside, in reality, the i5 hasn't missed a beat and continues to deal with anything that throws life at it. Despite the big battery in the boot, there was even enough room – just – for the family luggage for a twoweek break and then, more recently, a whole load of plants for the Challen garden makeover.
John Challen
DE-FLEET REPORT
ON FLEET
VOLVO XC40 RECHARGE Plus
It’s interesting taking a picture of the off-side rear of the XC40 Recharge as this is the only way of the casual observer telling the difference between this model and the EX40 that has replaced it
We resisted the urge to Photoshop the little white Recharge
badge out, which is now missing on EX40, but in every other respect, the models are identical.
And the latest model can also be specified with the fantastic (very) light grey wool blend interior – instead of microtech leather – which seems very hard-wearing,
despite us thankfully not having tested its stain-resistance. In fact, the cabin is wonderful and the only thing I would add is the panoramic sunroof, which is standard on the Ultra model trim.
Having seen a few reports in the wider media of late of people
ŠKODA ENYAQ 85 Edition
Some longer-distance journeys have seen our Enyaq perform well in recent months while also demonstrating its more frugal side when it comes to using up the electrons.
Our Great British Fleet Event in
Milton Keynes was a good case in point. Work commitments meant that I left late the evening before the show and was highly unlikely to have any time to charge before heading back the next night or upon arriving home.
With 280 miles ‘in the tank’, a 220-mile round journey and no desire to stop anywhere in the dark to charge, I took it steady and completed the 110-mile trip using 117 miles of charge one way and 114 the other. The
THE NUMBERS
P11D
struggling with their transition to EVs, I can honestly say I don’t really understand it. Even for someone like me – without the luxury of at-home, overnight charging – it has been a piece of cake. I guess it comes down to educating and managing expectations, which fleet managers will surely be well versed with now that drivers will have likely encountered (and highlighted) the most common EV-related issues.
I also think that the 4,000 miles with the electric Volvo – now with a summer-inspired 307-mile range – have been some of my most enjoyable of recent years.
Luke Wikner
THE NUMBERS
P11D £44,485
biggest challenge was not burning through range on motorways and dual carriageways, which entailed sticking to under 70mph. On rural routes, and even quiet suburban roads, keeping the range in parallel with the satnav mileage countdown was pretty easy.
That’s remained the case ever since and I’m getting around 290 miles on a full charge, compared to the official figure of 348, despite having become a trifle nonchalant since having a home charger and just driving the car normally. Some active eco-driving could boost this dramatically.
Natalie Middleton
Just over 41,000 pickups were registered in the UK in 2023, up 38.7% on 2022. Many of these will have been company vehicles, either because the user needed the vehicle for their job or because they were taking advantage of the LCV flat rate of Benefitin-Kind tax imposed on the
vehicles, offering lower BiK tax rates than for cars. If that’s your motive, then the Isuzu D-Max is a good choice because its unladen weight of less than 2,040kg (1,985kg in the case of our D-Max) also means that it can be driven at car speed limits rather than LCV speed limits.
Isuzu launched the new-look D-Max range last year, bringing largely cosmetic changes with a new grille. Our base spec utility model is pitched at business users who are going to use it for work. Additional kit includes Isuzu’s silver pack of side bar, Pioneer screen and a reverse camera, as
well as tailgate assist which damps the descent when opened, rubber floor mats, tow bar, 13-pin electrics and an overrail load bed liner. So far, so good, except that the reversing camera is not connected, probably because the Pioneer audio system does not have a suitable screen.
The D-Max is proving to be a comfortable motorway cruiser, with the engine more subdued than when driving around town. Without a load area cover, luggage space is restricted to what you can carry in the cab, but so far that hasn’t been a problem. Fuel consumption is 40+mpg too. John Kendall
FANTASY FLEET
MOBILITY OUTSIDE THE BOX
We like to think of ourselves as problem solvers here at Fleet World. Or, at a push, in a position to help people solve problems, through the stories and features in the pages of the magazine and online. One of the biggest ‘problems’ for many drivers when it comes to switching to an EV is ‘range anxiety’ (the single quotes are there because your editor, having run a number of EVs for over two years, doesn’t really think range anxiety IS a problem, but that’s another matter) but here’s one company that believes it has a solution.
Following on from the Porsche in Playmobil form from the last issue, this issue’s Fantasy Fleet entrant is another box-shaped benefit. It comes courtesy of Solus Power, which has been working with Qinetiq to ‘explore advanced charging solutions for defence and security sectors’. One such solution centres around Solus Power’s Kratos technology – effectively modular, stackable and easily transported power units – each the size of an attaché case.
These ruggedised units have been described as ‘Jerry cans of electricity’ and are designed to deliver ultrafast charging to EVs, drones or other equipment. Users are
words John Challen
able to scale the number of units, to increase capacity, according to their requirements. Kratos units can be customised to meet specific energy requirements and operational needs, with the Solus Power team working with clients to design tailored solutions.
But if you think that it’s just a solution for the military, then think again! Solus Power was actually founded as a way to help EV owners charge their vehicles in urban/city locations. The idea was – and still is – to have a subscription-based model, where technicians come out to cars that are running low on charge and slide the units under the vehicles to not clog up pavements or narrow London roads. Clever, eh?
The customer base is wide. It could be those with busy lifestyles or who like the idea of someone else taking care of the charging while they, for example, take afternoon tea at the Ritz. With the Kratos pack, they can be safe in the knowledge that their car is getting replenished at the same time as them! Meanwhile, taxi drivers who don't want to waste time searching for a free charging location can also take advantage of the service during their lunch break or any other convenient time while on shift.
“If you think that it’s just a solution for the military, then think again!”
Solus Power Kratos power units
Price: £POA
Power: Custom
Target audience: Taxi drivers, busy people, fleets
Size: Similar to an attaché c ase
Range anxiety: Nil
Likelihood of making it onto the fleet? 9.5/10
Finally – maybe more relevant in the fleet market – the company has been working with an airport car parking provider. So, for EV owners who leave their car at the airport while on holiday, they don't have to worry about energy drain. When they get back they will have a full charge.
evfleetworld.co.uk
vanfleetworld.co.uk
MASTER STROKE
We drive Renault’s latest offering in the increasingly competitive electric large van market –the new Master E-Tech
The best protection strategies for your whole van fleet DRIVEN Fiat e-Ducato ON FLEET Auto Windscreens
Scan here to receive every single issue... LCV SECURITY
John Kendall
VFW editor
Sales growth but eLCVs in need of a boost...
We are now halfway through 2024 with half-year figures from the SMMT now out. Whatever figures were announced were always going to be overshadowed by Sir Keir Starmer, and another landslide set of General Election figures.
Labour’s new government is going to find a van market in fairly good shape. All sectors under 3,500kg GVW overall have shown growth this year, with the market up 4.5% so far. Light vans, which have remained depressed for some time, are even showing growth.
The enduring story at the moment – and not just in the UK – is that electric vehicles are not making progress in terms of registrations and market share in the light CV sector. The trend so far this year is slightly down, with year-to-date registrations slipping 5.1% overall but the European environmental lobby group Transport and Environment suggests that total cost of ownership for electric vans is lower than for internal combustion powered models.
It’s not all about cost though. Long-distance fleets may still struggle to find a working model for EVs that suits them, balancing the needs of their drivers against the needs of a busy schedule. There were some new solutions at the CV Show earlier this year such as portable battery packs that can be used to charge vehicles overnight where there is no other charging option. It’s a good idea, but doesn’t do much to improve the affordability of EVs. It’s hard to see how an incoming government dealing with a battered economy is going to be able to do much here when it will face many demands for public funds across the board.
“All sectors under 3,500kg GVW overall have shown growth this year”
LOCK UP YOUR LCVS!
What are the best protection products and strategies for your vehicle and its contents?
Matt MacConnell investigates
LCV owners may think their expensive tools and equipment are safe behind locked van doors and panelling. This scenario, however, can be more of an incentive for organised crime groups and other thieves; it’s a bit like covering your house in CCTV cameras and then pointing them out via signage — it shows that your property may have something to hide.
There’s a plethora of options on the market that can help keep your van and its contents safe from prying eyes. These products include deadlocks, cages and camera systems. LCV operators can also keep their vans safe by parking in a well-lit area and under a CCTV camera – this option might not apply to everyone, however.
Van protection expands beyond keeping contents safe. Accidents can be difficult to prove fault, which is something that can be vital when it comes to insurance investigations. As a result, dashcam sales and installations have soared in recent years, with many insurance companies now requesting footage in the event of an accident. Some insurance companies will also provide discounts if a dashcam is fitted to a vehicle.
LARGE VAN ISSUES
It can be difficult for LCV operators to gauge their surroundings when it comes to panel LCVs, especially in larger vans. No interior mirror means that vans that aren’t fitted with a reversing camera can be subject to a large blind spot at the rear. Nowadays, however, most new LCVs do
Most new LCVs come fitted with safety tech ranging from proximity sensors to 360° cameras
come fitted with safety tech ranging from proximity sensors to 360° cameras.
Vans such as the new Nissan Townstar include a 360° camera – a standard feature on the Tekna+ trim. The Nissan Interstar will also feature a permanent rear-view camera, which is positioned as an interior mirror and will be available as an option on all trims from 2025. Nissan states that sonar technologies provide further assistance. For example, on its new Interstar, ‘flank protection’ encompasses six sensors on the front and rear, which provides an audio obstacle alert to the LCV operator.
Stellantis Pro One brands such as Citroën, Fiat and Vauxhall offer a Dynamic Surround Vision system. This technology allows for panel van operators to have a wide view around the vehicle, which helps navigate traffic and crowded areas. The Citroën Berlingo comes equipped with two cameras: one above the rear doors and one under the passenger exterior rear-view mirror. This image is then projected onto a wide digital central rear-view mirror, almost like you’re driving a panelless van. The Berlingo also comes with 12 obstacle sensors at the front and rear.
SOLERA SOLUTIONS
“While rear cameras have become more prevalent, taking a piecemeal approach cannot fully address the visibility and
safety challenges van fleets face. A holistic solution combining multi-angle HD cameras with vision-based AI is required,” says Grant Gardner, senior vice president, business operations and global supply chain at Solera, an automotive technology supplier. “We offer flexible aftermarket solutions that can be installed on virtually any existing van. By integrating live video streams from all sides of the vehicle, these intelligent camera systems provide a seamless 360° view, eliminating blind spots.”
Another positive of Solera cameras is that they double as a security system. The cameras can detect potential security threats such as vehicle break-ins and cargo theft, and footage is then uploaded automatically for viewing.
CLEVERER CAMERA
Camera systems are becoming increasingly powerful and intelligent. Most cameras no longer use SD cards, but content is instead uploaded directly to cloud storage, and this can usually be accessed via a portal. Most portals allow for multiple users, which means that the busy fleet manager can delegate fleet monitoring tasks to administration staff if required. Many systems will also automatically notify the fleet office when a vehicle has been involved in an accident, the content can then be quickly accessed and assessed.
“By connecting with the CAN bus, a dashcam can now deliver all-in-one fleet and video telematics”
“We are now seeing huge potential for dashcams as the hardware becomes increasingly more powerful and intelligent. The latest devices have advanced processing capacity and connectivity, ensuring they possess next-generation functionality that supports highly flexible and cost-efficient video telematics,” reveals Vernon Bonser, sales director at Queclink Wireless Solutions. “This capability helps to improve visibility around the vehicle and ultimately achieve higher levels of road safety, fleet risk, security and insurance improvements.
“By connecting with the CAN bus, a dashcam can now deliver all-in-one fleet and video telematics, providing critical insight on vehicle status to gain a greater understanding of performance and usage, bolstering robust location and behavioural data,” adds Bonser. “The
CASE STUDY HAIER EUROPE
ability to integrate with a vehicle’s communication system offers true telematics functionality, without the need for multiple technology solutions.”
Queclink also claims that sensor monitoring can provide further understanding of peripheral equipment and vehicle functions. For example, integrating a door sensor could feed an open or closed status to the system, which would then trigger recording – handy in the event of unauthorised loading/unloading.
Meanwhile, Sam Footer, partnership director for SureCam explains that the company’s dashcams form part of a video-enabled ecosystem for the best possible fleet management setup. “By taking advantage of integrated fleet
Haier Europe has implemented SureCam’s video telematics system across 250 vehicles in its fleet. Following the ongoing success of the video telematics, Haier’s insurance partner paid a 5% net premium bursary, which has been invested in 250 online risk assessments and 25 one-to-one driver training sessions to support road safety. Haier claims that the system has been incredibly useful in challenging third-party not-atfault claims. SureCam’s platform was integrated with TMC’s software to provide precise mileage and journey data, which helps audit employees’ business mileage and fuel expenditure.
“It has enabled us to take control of multiple aspects of our fleet, freeing up management time, saving operating costs and ultimately improving the safety of our drivers,” confirms Neil Parsons, Haier Europe fleet and facilities operations manager. Haier Europe also uses an integrated monitoring service from Sopp+Sopp, which allows footage to be uploaded and graded. In analysis, 0.7% of triggered videos made up of collisions, near misses or events of interest were quickly identified. A further 43.9% provided useful driver behaviour insight, while the remainder were filtered out as false positives.
There’s more than meets the eye with clever camera systems. Most are equipped with sensors that help detect driver fatigue and careless driving. For example, if a driver is using their mobile phone or continues to be distracted while driving, a driver-facing camera can report this back to the office portal.
products and systems it is possible to create a security system that better protects drivers, vehicles and loads,” he says. “The Geotab IoT platform means we can bring together fleet and video telematics for advanced visibility and monitoring, while integration with Peoplesafe’s lone worker safety system protects the driver both in and outside the vehicle.”
SureCam claims that they are seeing a demand increase for modular dashcams. The devices provided can be expanded from a forward-facing solution to include a driver-facing camera and a rear or side camera.
Dashcams can be a sensitive subject as many fleet operators may feel like they’re being spied on. To help with this obstacle, many companies include dashcams in revised contracts whereas others will combine it with an incentive scheme. For the latter, fleet management can incorporate incentives based on driver performance and safety. For example, all drivers could receive a driver score, and if an operator behaves by adhering to speed limits and not driving recklessly, an incentive could be given on top of their monthly salary or whatever the employer prefers.
ON FLEET
Auto Windscreens
CLEAN-UP OPERATIONS
The challenge of decarbonising commercial fleets is ongoing. Shannon Lomas, fleet manager at Auto Windscreens, details how her business has addressed this issue
Like many organisations, there is a stark contrast in progress between Auto Windscreens’ decarbonisation of its company car fleet versus its van fleet. While we have made great progress transitioning the cars to EVs, our vans present a far more testing challenge. We have trialled many EVs over the years. We began our tests in 2018 – and it quickly became apparent that our technicians were spending so much time charging them that it affected our productivity and, ultimately, our customer service. We continued our trials across a wide range of LCVs – and continue to do so. While we feel we are getting closer, there is still not a solution that enables us to transition all of our operational fleet to EVs.
Switching to EVs
Of the nearly 350 vans that make up our commercial fleet, none is currently electric or hybrid. However, we are focused on maximising our ‘low-hanging fruit’, working closely with charge point providers and analysing route trends through trackers fitted to our vans to establish mileage requirements
This project has enabled us to identify pockets of the country where we are increasingly confident that we could roll out electric vans tomorrow with little to no impact on our technicians or customers. However, with other options available, the question of when and to what extent we switch to EVs is not a decision we want, or need, to rush into.
Public charging network issues
A recent survey of our workforce revealed that over half do not have the option of installing a charger at home. This poses an issue, as our technicians take their vans home at night. If the vans were left at a depot equipped with chargers overnight, it wouldn’t be an issue but, as it is, we have to rely on the public charging network. Unfortunately, the public charging infrastructure still needs to expand and the servicing of the public chargers should be improved. I have spoken to many of our electric car drivers who say that they often arrive at a charging point, only to find that it is unavailable. So then, they have to find another one – and sometimes that is out of service too.
Trialling other options
While we continue to research potential EV solutions, we recognise the importance
of testing other options in parallel. In August 2023, we began trialling hydrotreated vegetable oil (HVO) in some of our commercial vans. Since then, we have seen little difference in the way the vehicles operate, which is reassuring and in line with expectations.
HVO-powered vans maintain the same fuel consumption as their diesel counterparts, but have fewer servicing requirements, display smoother engine performance and are unaffected by issues associated with diesel particulate filters. These vans are capable of running both diesel and HVO without any modification, which offers an exciting avenue for more sustainable fleet operations.
I do not think electric vehicles will be the only option for commercial fleets as we move forward. We want to make sure we have tried everything – HVO, electric and other sustainable fuels – so that when these options become more established and commercially viable, we are in a good position to benefit from them. In order to decarbonise our commercial fleet and help the business meet its target of being net zero by 2045 through a combination of alongside emissions reduction plans, finding a sustainable alternative to diesel is an absolute must.
Fiat e-Ducato
Matt MacConnell gets behind the wheel of the latest LCV offering from the Stellantis stable
The e-Ducato has been around since 2021 and, when released, it offered a theoretical driving range of 230 miles. But now, Fiat has released a revised model, alongside various others, as part of the Stellantis Pro One refresh. eDucato sits on the same platform as the Peugeot e-Boxer, Vauxhall Movano Electric and Citroen e-Relay, which means that it’s versatile and flexible.
Outside, the front bumper now has slatted vents and the full LED headlights look somewhat smoother, which gives the van a more futuristic look. Inside, things feel fresher compared to its predecessor. There’s a 10-inch touchscreen, which includes smartphone mirroring, Apple CarPlay and Android Auto. There’s also an ‘Eat&Work’ middle seat that acts as a tabletop when folded flat, as well as a new steering wheel with fancier buttons. A wireless phone charger and an optional 230V socket fitted to the dashboard for charging laptops or batteries up to 150W have also been added.
There’s more storage space in the dashboard, deeper door pockets and overhead shelving. The e-Ducato’s large front window and raised driving position
make for great forward viewing angles, however, side visibility feels slightly impaired because of the split in both side windows. While this is all great, there is a but – and it’s a pretty big one. The interior quality feels subpar when compared with other rivals; there’s a mass of scratchy plastics and some of the switchgear gives it a bit of a dull look.
Opening the rear doors reveals a large 17m3 cargo area, which can take payloads up to 1,695kg, and there’s only one wheelbase available which has a 4.04m load area. You’ll struggle to find anything that will carry as much as the e-Ducato or the other large vans in the Stellantis range.
The old van had a 47kWh battery, which could be upgraded to 79kWh. Now, there’s just one battery available, a 110kWh unit. This does mean a claimed range of 261 miles, which will, of course, decrease depending on conditions and how much you throw in the back. But it’s a decent improvement over the old van’s 113-230-mile range. e-Ducato has the potential to charge at a rate of 150kW, which means it’ll blitz the zero to 80% charge in under an hour. Plug into a three-phase AC unit and the van will
charge at 11kW. This takes 11hr 45min to charge from empty to full.
On the road, e-Ducato feels composed, although when driving at speeds there’s some notable wind noise. The 272bhp (203kW), 410Nm motor gives the van plenty of low-down oomph. The handling is neat and, given how large it is, there’s very little body roll although this could be down to the larger batteries improving the centre of gravity.
For now, there are two options: the entry-level Ducato and the rangetopping Primo. In its standard guise, buyers will receive the digital instrument cluster and 10-inch touchscreen, electric heated mirrors, automatic air conditioning, keyless entry, and cruise control. Upgrading will add level two autonomous driving.
IN BRIEF
WHAT IS IT? Large van HOW MUCH? £50,295 (ex.VAT)
GROSS PAYLOAD? 1,695kg (max)
RANGE? 261 miles
BATTERY? 110kWh
CHARGING? 130kW DC / 11kW AC
Renault Master E-Tech
Renault recently dropped a bombshell into the increasingly competitive electric large van market with the new Master E-Tech. The previous generation had a 52kWh battery and a claimed range of 124 miles. It also shared the Kangoo E-Tech’s underwhelming 76bhp (58kW) electric motor. These figures meant that rivals such as the Ford Transit, Maxus eDeliver 9 and Mercedes eSprinter effortlessly sailed ahead but, things have now changed.
Renault has given the Master E-Tech new bodywork, a more powerful drivetrain and an updated interior. While there are two battery options available, UK buyers will only receive the 285-mile 87kWh battery. European markets will have the choice of a 40kWh option, as offered with its Nissan Interstar sibling. Likewise, power output has been upped to a modest 138bhp (105kW), making it far from the most powerful option offered in an electric van. When booting the throttle, there’s no sense of urgency but instead, it feels linear and composed even with the 400kg payload in our test van. Setting off with 98% charge, we tested the E-Tech over a 52-mile route covering motorways, backroads and town driving,
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returning with 77%. There was very little road noise, and the E-Tech’s sharp turning circle helped when we got a bit lost in the tight Bordeaux backroads. The E-Tech is great to drive, despite it being more sedate than its diesel counterparts.
You sit high up and visibility is excellent through the large windscreen. Renault has introduced a very welcome piece of tech: a digital rear-view mirror. Using a rear-view camera, the image is clearly displayed on the interior “mirror”, which is ideal for reversing this much real estate. Through town, the short nose and large side windows make you quickly forget about its girth and soon fill you with confidence when it comes to parking.
Inside, there’s plenty of passenger space, although a middle occupant may be kneeing the intrusive dashboard if they’re tall. There’s also overhead storage and a massive under-seat cubby, ideal for stowing the charging cable. Luckily, Renault hasn’t ditched all the interior buttons in favour of a fiddly touchscreen. The steering wheel is graced with cruise control and radio switches. To the left of the steering wheel (LHD) are another four switches and positioned below the touchscreen are good ol’ fashioned heater
control knobs and various other buttons. Likewise, there’s no electronic handbrake but instead an old-school lever.
Oddly, there’s no grab handle on the Apillar, to help you climb in. If you do encounter any entry issues, simply grab the cup holder, which can take 300kg and pull yourself up into the cabin.
Like the diesel guises, there are three body sizes. The entry-level MM van has a 10.8m3 load area with a height of 2,502mm and a length of 3,585mm. Spent a bit more, and you can have the next-inline LM, which has a 13m3 load area and a longer 4,213mm wheelbase. Next, is the LH, the largest variant, which offers a 14.8m3 load space and an increased height of 2,780mm. The old van’s payload was capped at 1,200kg, but the new ETech can carry up to 1,625kg. The 3,500kg MM will carry 1,125kg while the LM will manage 1,047kg in its 3,500kg form or 1,547kg in its 4,000kg form.
When it comes to charging, the 22kW three-phase system will replenish the battery from empty to full in 4hrs 35mins. With a 130kW DC charger, it should charge in just 1hr 10mins. Prices start at £42,500 although the £5,000 government plug-in van grant takes this to £37,500.
IN BRIEF
WHAT IS IT? Large van HOW MUCH? £42,500 (ex.VAT)
GROSS PAYLOAD? 1,625kg (max)
RANGE? 285 miles
BATTERY? 87kWh
CHARGING? 130kW DC / 22kW AC
Britain has a new Master: Better than the last? Matt MacConnell
