Fleet World August 2022

READY

John Challen editor

WELCOME

Ready or not, here they come...

Anyone that knows me will tell you that I’m so relaxed I’m almost horizontal and – as a result – I tend to leave things to until the last minute. Take the words you’re reading now, for example. I’m writing them in a hotel room on the morning before a car launch because this issue of Fleet World goes to press today. Once again, my preparations have left much to be desired.

I used to think it was just me but, over time, I’ve realised that most people have a bit of ‘last-minute-ism’ in them. I’m sure many can recall Sunday nights before school, rushing through homework that you’d been given the previous week and told yourself you’d get it done with plenty of time to spare. Or, later in life, running late for work and leaving a memory stick – or 3.5-inch floppy disc, if you’re of that vintage – on the kitchen table because you’re late. Only realising your mistake a moment before you needed it to grab some information for an important meeting or presentation.

Where am I going with this? Electric vehicles. Unlike the examples I’ve waffled through, there is plenty of time to prepare for the 2030 switch to battery-powered cars and vans. There is a chance that the deadline for banning new petrol and diesel car sales might be moved, but the likelihood is that any delay won’t be too far beyond the current cut-off.

Being serious for a moment – it does happen occasionally – it’s not something you can leave until the bitter end. It won’t be something that you’ll be able to wriggle out of with a forged sick note from your parent/significant other – so act now, before it’s too late.

This issue offers some advice on how to get ‘EV-Ready’ and, over the course of the next months – and indeed years, Fleet World will offer more help and assistance to make the switch as painless as possible. How’s that for organised...?

On your bike

I managed to fulfil a long-held ambition recently when I obtained my CBT, enabling me to ride on motorised two-wheeled products up to 125cc. As well as reminding myself about a lot of road safety rules and regulations, I got to experience zero-emission biking. SEAT – which organised the event – supplied examples of its electric MÓ bike to learn on (a more detailed road test of the bike will appear online at a later date). The Span ish car manufacturer is just one OEM looking to broaden its range of mobility options as we move to into the electric future. They might not become as popular as electric cars, but one day spent on them showed me that they’re a lot of fun!

“I’m sure many can recall Sunday nights before school, rushing through homework that you’d been given the previous week”

Stay up to date at fleetworld.co.uk

SWITCHED ON TO BiK SAVINGS

FLEET15

GRAEME JENKINS

fleet sales manager, Smart UK

What is your ambition in your current job role?

To build an EV fleet proposition through Smart, particularly with regards to connectivity.

What job did you want to do when growing up?

I was really into medical research when I was younger. It really excited me and it still does.

The best takeaway food is?

Chinese. There’s a really good Chinese takeaway near me and I often think it’s the only reason my kids come to see me!

What’s the proudest moment in your career?

During my time at Suzuki when we won an award for most improved manufacturer.

Favourite James Bond?

Sean Connery – a really great guy with charisma and maturity.

If money was no object, what’s the first thing you would buy?

It’s got to be a super yacht.

Name three cars in your dream garage

For the noise – and everything else – a Triumph Stag convertible. Then also a Bentley Continental GT Convertible and – leaving the best until last – a Smart #1.

The biggest challenges facing fleets at the moment?

Easing of manufacturer supply, infrastructure for electric vehicles and a successful migration to a truly carbon-neutral solution.

Your dream holiday...

Where in the world are you?

I’m in the South Pacific on a cruise. I thought about this ques tion, shut my eyes and I was there for about three or four hours!

Night in or night out?

Night in – I like watching films and documentaries and also like a bit of DIY.

Supermarket of choice?

Waitrose – nice and convenient as it’s just around the corner from my house.

What car do you drive?

Mercedes-Benz EQA. That’s my company car until the Smart #1 is available!

Tea, coffee or other?

Tea – with milk and two sugars.

Books or magazines? Magazines.

Your idol in life and work?

A guy I’ve met personally, the former England rugby captain Martin Johnson. He was an outstanding captain and inspira tional leader, both in life and work. He just commands respect when he walks into a room – not just his physical size, but the way he carries himself.

In a much-anticipated, but widely dreaded, move the Government closed the Plug-in Car Grant (PiCG) from mid-June with immediately effect. As a result, buyers including fleets can no longer claim £1,500 off the price of new electric cars under £32,000.

Instead, the Department for Transport and Office for Zero Emission Vehicles (OZEV) said £300m in grant funding would now be refocused towards extend ing plug-in grants to boost sales of plugin taxis, motorcycles, vans and trucks and wheelchair-accessible vehicles.

The closure of the PiCG had been widely anticipated although many in the fleet and automotive sectors had long said that the incentive remained vital to EV take-up.

The grant was launched in 2011 to help bridge the upfront price difference between ultra-low emission cars and their internal combustion engine equiv alents, initially offering £5,000 or up to 20% off the purchase price of a new car. Since then, it’s provided over £1.4bn and supported the purchase of nearly half a million clean vehicles.

The DfT and OZEV said the scheme had succeeded in creating a mature market for ultra-low emission vehicles, helping to increase the sales of fully

ANALYSIS

Plug in turn of f

electric cars from less than 1,000 in 2011 to almost 100,000 in the first five months of 2022 alone.

They added that the shift in focus would enable funding to target expand ing the public charge point network. Earlier this year, the Government unveiled its long-awaited Electric Vehi cle Infrastructure Strategy, pledging to increase the UK’s EV charge points 10fold and supported by a £1.6bn invest ment in charging infrastructure committed in part when the 2030 ICE ban was announced.

The Plug-in Car Grant had been slashed in a series of changes in recent years that had also seen plug-in hybrids effectively removed from the scheme. And OZEV had signalled in May 2021 that the Government intended to “grad ually deliver a managed exit” from the plug-in grants going forwards, although it said other support measures would be continued.

In a statement, the Government stated that it had always been clear the PiCG was temporary and said that successive reductions in the size of the grant – and the number of models it covers – had had little effect on rapidly accelerating sales or on the continuously growing range of models being manufactured.

It also said that significant savings in running costs for electric cars compared to petrol or diesel equivalents can often exceed the current £1,500 value of the grant, and electric car drivers will continue to benefit from incentives including zero road tax and favourable company car tax rates, which can save drivers over £2,000 a year.

These findings were backed by a new public evaluation report, published at the same time as the PiCG announce ment and highlighting that while the grant was vital in building the early market for electric vehicles, it has since been having less of an effect on demand, with other existing price incentives, such as company car tax, continuing to have an important impact. The report also found the plugin van market will benefit from grant incentives more to support businesses and their fleets in making the switch.

Transport minister, Trudy Harrison, said: “Having successfully kickstarted the electric car market, we now want to use plug-in grants to match that success across other vehicle types, from taxis to delivery vans and every thing in between, to help make the switch to zero-emission travel cheaper and easier.”

The Government’s Plug-in Car Grant (PiCG) is no more. Natalie Middleton explains why

Plug-in HYBRID-

AT LARGE

Alex Grant

As demand for electric cars becomes increasingly self-sufficient, our editor-at-large considers the sustainability challenges ahead for commercial fleets

Although it was a shadow of its former self, the sudden demise of the Plug-in Car Grant is an inter esting barometer for the speed at which electrification is taking hold. Diesel cars have fallen out of favour so quickly that it’s hard to imagine the 50.6% share they had when the scheme launched in 2011. Meanwhile, the latest BVRLA statistics show electric cars are taking a 42% share of new BCH orders – five times higher than diesel – as sustainability concerns and tax incentives take effect. It’s difficult to see that trend turning around.

With the might of automotive R&D now backing electrification and political pressure mounting against the combus tion engine, the Plug-in Car Grant isn’t the lynchpin it once was. I’d argue the bigger bottlenecks for fleet electrifica tion are elsewhere; an unnerving lack of company car tax clarity beyond April 2025, production volumes lagging demand, and mileage rates which neither reflect the diversity of electric vehicles now on sale nor the cost of plug ging them in. Oh yeah, and the not-sosmall issue of electrifying vans.

Commercial vehicles haven’t been forgotten. They face the same combus tion engine phase-out dates as passenger cars – and there’s a similar influx of everbetter new models to choose from. But OZEV is right to focus funding on endusers who may still need their arm twisted. Battery weight is still problem atic for high-payload, long-range, mission-critical fleets and combustionengine versatility is hard to match – 93%

of vans registered during the first five months of 2022 still use diesel, according to the SMMT.

That dependency is a looming prob lem. Meeting 2025’s Euro 7 emissions standards is expected to require expen sive aftertreatment systems and the declining market for diesel passenger cars means there’s less product to share development and manufacturing costs across. So, I’m sceptical when doubters argue that hydrogen fuel cells have missed their time to shine, but I doubt cars will be the early adopters.

It’s interesting how quickly the tradi tional advantages of hydrogen have become outdated. Fuel cell cars were once marketed for offering the familiar convenience of long range and short

refuelling times. Advocates perhaps overlooked the advantages EVs have in this area; it’s more convenient to plug in at home or work (if you can) than it is to drive to even a local fuel station, and range anxiety dissolves really quickly if you live with one.

There are some interesting develop ments headed for the electric van space too – newcomer Arrival with its damageresistant composite panels and rethink of visibility, access and manufacturing processes, for example – but it feels like fertile ground for hydrogen. Motor, battery and power electronics R&D (and the hardware itself) can be shared with EVs and they can offer long range without a payload-hobbling battery. An EV is more efficient, but should we overlook a potentially viable alternative to diesel?

Hydrogen has always been a “five years from now” technology, but it’s quietly gathering pace. Stellantis and Renault Group both have fuel cell vans in the works, the latter bundling in support for installing refuelling infrastructure and the UK government is backing green hydrogen production for HGVs, heating and shipping. Commercial fleets also have the advantage of more predictable usage patterns and often return to a depot, creating clusters of end-users and – in the longer term – a network of hydro gen stations which could support cars.

Decarbonisation isn’t easy and there’s no silver bullet. Hydrogen has some hurdles to overcome, but it’s time to recognise it as a complementary technol ogy as electrification takes hold.

“With the might of automotive R&D now backing electrification and political pressure mounting against the combustion engine, the Plug-in Car Grant isn’t the lynchpin it once was”

The changing face of car ownership

With the number of electric vehicles on the UK’s roads rising sharply in recent years, car subscription and leasing packages may prove to be a smart alternative as millions of households look to at ways to be more cost efficient. Here, we outline why we expect to see a shift in car ownership in the coming years.

At Churchill Expert, we recently undertook research to establish how relationships with car ownership had changed and what trends we should expect to see in the coming years. While 70% of drivers currently own a car outright, there is set to be a shift as 11.3 million stated they are open to exploring more flexible ways of accessing a car. The most popular options motorists are thinking of inves tigating include car subscription (3.1 million), car sharing (2.4 million), salary sacrifice (1.7 million) and car rental (1.3 million). Those interested in subscription believe that it’s good to have maintenance, insurance and breakdown cover included in the overall cost of the vehicle.

The growth of electric vehicles is also driving change as 19.1 million people currently using internal combustion engine cars would like to make the switch to an electric model. As of May this year, it is estimated that there are some 489,000 battery-electric cars on the UK’s roads. While this may constitute a small proportion of the total, it is a rapidly growing segment, with numbers rising by 23% between 2021 and 2022 alone.

Of those keen to make the switch, almost two thirds (65%) would explore taking up a lease or car subscription, with 13% having already looked at this option for their next vehicle. Young people (19%) are most likely to have looked into leasing or subscribing to an EV, although those aged 35-54 are most likely to consider this option overall.

We believe the flexible fleet and subscription model of car ownership meets the changing customer needs and ownership preferences today.

We also expect to see an increase in the number of Electric Car Salary Sacrifice Schemes being offered by businesses.

Our research found that more than two thirds (68%) of SMEs are considering offering employees the Electric Car Salary Sacrifice Scheme (ECSSS), with more than half (56%) planning to implement it in the next 12 months.

“We believe the flexible fleet and subscription model of car ownership meets the changing customer needs and ownership preferences today.”

This can only be good news as 7.4 million (33%) workers who drive would view their employer more positively if they offered the scheme, and 3.8 million (17%) would consider switching jobs if a similar company offered it.

At Churchill Expert, we can lean on expertise across the whole Direct Line Group to ensure we offer competitive insur ance solutions for flexible fleet, subscription and leasing busi ness customers – which include EV cars and van fleets. Our offering completes the circle and means insurance can be embedded in a monthly ‘all in one’ fee, covering the vehicle subscription/lease, maintenance, breakdown and insurance. In turn this leads to no hidden costs for the end user.

We also have one of the largest vehicle repair networks in the UK and we’ve been repairing ICE, electric and hybrid vehicles for many years. Our award-winning claims teams are backed by a national repair network dealing with all types of ICE or EVs. Further to this, our team of technicians will be IMI accredited by the end of 2022.

As the motor industry continues to adapt to ensure it caters to the evolving needs of drivers, Churchill Expert is perfectly positioned to offer tailored products and pricing to fit the needs of all our partners.

Head of Churchill Expert Flexible Fleet Partnerships

Nicola Richmond

PROPER

In just over seven years, conventional new petrol- and dieselpowered cars will be withdrawn and the only option – as it stands –will be EVs of some form. Fleets need to plan ahead to avoid issues that could prove costly, both financially and operationally

PREPARATION

Back in 2014, the Scottish inde pendence referendum took place, Malaysia Airlines lost two planes and Germany won the world cup. In the automotive market, Citroën launched the C4 Cactus, a new Mondeo was introduced and the Jaguar F-Type made its bow. The point is, those events won’t seem very long ago to many, and yet in less time between then and now, if you’re after a new car, the only choice will be electric.

For a lot of drivers that won’t be a problem. Another car launched in 2014 was the BMW i8, which – although now no longer on sale – gave people a glimpse into what is possible with battery technology in cars.

However, while drivers are still resis tant to change – for nostalgic, financial or conservative reasons –the EV jugger naut is one that can’t be stopped anytime soon. So, it’s best to accept the situation and get EV-ready.

For many fleets that will mean big changes and an acceptance of a ‘new normal’ in the industry. Thankfully, there is plenty of help at hand and advice on the best ways to go.

INSURANCE INVESTIGATIONS

There’s encouraging news from the insurance industry when it comes to electric vehicles, with Churchill Expert reporting over 19 million drivers are ready to make the change.

Research undertaken by the fleet insur ance provider stated that almost twothirds (65%) of those surveyed would consider taking up a lease or car subscrip tion. When it comes to reasons why leas ing or subscribing to a car is appealing, cost effectiveness (44%) and the freedom to update more regularly when the range improves (29%) are the driving factors.

“Our research shows people are thinking ahead to how the car industry will look post-2030,” says Nicola Rich mond, head of Churchill Expert flexible fleet partnerships (above) “It’s good to see people are already doing their research and it is also encouraging that so many are willing to make the switch to electric vehicles.

“We are fortunate to have so many options when it comes to acquiring cars now and motorists can opt to try some thing out for a longer period, without the commitment of buying it,” she adds. “As the market improves and more models of electric cars become avail able, it will allow more people the opportunity to take their first steps towards going electric.”

EV charging time, rapid chargers can recharge an electric car in around 30 minutes. These types of chargers are ideal for scenarios where a quick charge and fast turnaround is needed. However, the cost of installing rapid charging is considerably more.

“Vehicles travelling less than 100 miles a day can be easily accommo dated with fast chargers,” explains Fry.

“Often, they can access a full recharge during their downtime while back at base. An example of this is our recent work with home delivery specialists Milk & More, which has plenty of time between shifts to charge its full fleet. However, vehicles travelling further afield might need a rapid charge through the day in order to meet their range requirements.”

CHARGED AND READY

Beyond the vehicles themselves, there is plenty for companies to consider when imagining their electric vehicle fleet. One of the big areas lies in what charg ing infrastructure – if any – could, would or should be installed in the workplace.

Like all infrastructure projects, it is vital that it’s right first time, and with EV chargers it is particularly paramount because they play a key role in transi tioning an organisation and its stake holders to a greener, cleaner future.

“The beginning of an EV charging infrastructure roll out programme is a critical time,” says Natasha Fry, head of strategic accounts at EV charging infrastructure company Mer (right). “Getting it wrong at the start can lead to all sorts of problems longer term and can ultimately cause delays in rollout. Whereas a positive EV charging experience can help to win over even the most sceptical hearts and minds.”

When it comes to workplace charg ing, the two main options are fast and rapid. Typically, a fast charger will recharge an electric car or light van’s battery in around four to six hours. As a result, they are ideal for most fleet and workplace settings where a vehicle is at the base for a longer period of time.

For EVs that require a much quicker

Fry warns that going for a belt-andbraces option of rapid chargers only –just in case they are needed – might not be the most sensible route to take. Although they might appear the most desirable, they will also cost the most from an infrastructure and running costs point of view.

“At Mer we believe that you should install the right infrastructure, rather than chargers that will be more expen sive and will not deliver a return on investment,” she explains. “Sometimes rapid chargers are the best option, but not always.

“We work with our customers on their journey, from specification through to installation, operation and maintenance. Fleet managers are not charging experts and they shouldn’t have to be – that’s our job.”

DATA-DRIVEN

Sarah Gray, head of electric and alternative fuel vehicles at Rivus (right), believes that the best way to a successful implementation of EVs within a fleet is through driver engage ment and quality data. “Some early adopters of electric vehicles found that vehicles didn’t have the range they thought they might, that vehicles may not be fit for purpose and that charging was more difficult than expected,” she recalls.

“These days, there are many more options for fleets embarking on a decarbonisation journey”

“However, with government incentives and investment in charging infrastruc ture, major breakthroughs in EV manu facturing, innovations in batteries and alternative fuels, there are many more options for commercial fleets embarking on a decarbonisation journey.”

Gray says that Rivus recognised very early that there are complexities in tran sitioning to an EV fleet, the main ones being initial costs, misinformation, potential negative driver experiences and lack of access to experienced servicing, maintenance and repair.

“In response, we’ve been testing eLCVs in real-life conditions, assessing several factors to identify how vehicles truly perform in operation,” she

explains. “We’ve also invested in train ing and equipment so that all our LCV garages have EV-trained technicians on site. Our nationwide garage network has the necessary diagnostic equip ment for EVs onsite, to ensure that vehicles are not off the road longer than they need to be.”

Rivus’ partnership with Allstar is also proving valuable, partly because it offers a simplified approach to invoicing and EV fleet management administration. Not only that, but it also enables the company to capture important data insights.

“Understanding the true cost of running EVs is important too,” says Gray. “It is not as simple as comparing the acquisition costs of internal

combustion engine (ICE) vehicles to EVs as this usually looks solely at the vehicle cost and in-life services. It doesn’t include a major consideration of charg ing infrastructure or different charging profiles. Plus, other cost considerations such as energy prices, driver training, charge cards or accessing data insights and advice are often not included.”

Meanwhile, Thomas Maerz, chief development officer at Rivus (right), adds: “Our approach has always been data-driven and consultative to help fleets make informed decisions –and get drivers engaged at the start to ensure EV rollout and adoption is a success. Successfully operating an electric fleet often requires a change in driver behaviour. Drawing on informed insights to make decisions, partnering with best-in-class driver trainers and engaging with drivers on the rollout, is key to understanding the need of an EV and getting drivers on board with the transition.”

We’ve covered the salary sacrifice mech anism in detail previously in Fleet World, but it seems like a lot more needs to be done when it comes to ‘selling’ it to SMEs. Churchill Expert’s research revealed that just 13% of small business enterprises offer this already. In slightly more encouraging news, over two-thirds (68%) are considering it, with 56% thinking about introducing it imminently (within the next 12 months). However, when it comes to drivers, just a quarter (24%) of those surveyed were aware of it and only 9% have participated. The numbers are expected to rise as more busi nesses have it on their radar and the next year could see a rise in both awareness and uptake.

Further results of the Churchill Expert analysis reveal that one third (33%) of drivers said access to the salary sacrifice scheme would have a posi tive effect on how they view their employer. One in six (17%) would consider switching jobs if a similar company was offering it.

INDUSTRY

An Electric Marathon not a Sprint

The buzz surrounding electric vehicles (EVs) has never been stronger. While 2021 was a breakthrough year for EVs amongst Tusker’s drivers, with a 76% year-on-year increase in registrations, 2022 has only seen this trend acceler ate. But despite strong growth there is much more to do to ensure that everyone in the UK has access to affordable EVs.

Battery Electric Vehicles filled the top 10 most popular vehicles on order with Tusker’s drivers in Q1 and Q2 of 2022 with over 76% of vehicles on order now EVs. For the first time ever, the list of most popular cars contained no Plug-in Hybrids, Diesel or Petrol. In fact, Hybrids are now just 16% with petrol cars only account ing for only 7% of 2022 orders.

A recent survey by one of Tusker’s customers, a major UK utility company, has underlined this fact. Their findings show that atti tudes towards electric vehicles continue to shift in favour of EVs, with 78% of respondents saying they see themselves driving an electric car in the next 1-3 years. 66% of those surveyed said that the Government’s ban on the sale of internal combustion engine vehicles in 2030 has made it more likely that they will adopt an EV sooner than otherwise expected, while 8% are now less worried about range anxiety than a year ago. 67% are now less worried about charging than they had been the previous year.

And while it is great to see attitudes shifting so explicitly, a key underlying factor to the popularity of EVs is the financial incen tive offered by the Government’s move to low BiK rates which are secured at 2% until April 2025. This has meant that for the major ity of motorists particularly mass market drivers, environmentally friendly electric motoring has finally become a possibility. Thanks to the savings available for drivers through the combina tion of salary sacrifice and the low BIK rates, all drivers, not just the well off can take advantage of monthly savings, while access ing new, and environmentally friendly vehicles for the first time.

With much higher prices in the second hand market looking like they are here to stay for at least the next 12 months, or even longer, it is even more important that BiK rates continue to support the uptake of electric vehicles. Without these normal everyday drivers and families will just not be able to make the switch to Electric particularly if the second hand door is slammed shut for the majority of drivers.

With this in mind, it is important that while public opinion may have swung favourably towards EVs, the economic incen tives which are driving their uptake are not cast aside. If the UK is to meet Government targets for 2030 when the sale of new diesel and petrol vehicles will be banned and the fully net zero target of 2050, the importance of the ongoing stability of low BiK rates beyond 2025 and the broad availability of salary sacrifice schemes must not be overlooked.

Electric uptake is going well but at 14% for the first 6 months of 20221, EVs are still a very small percentage of overall new car registrations. We’re definitely out of the starting blocks but the race has only just begun.

Paul Gilshan CEO, Tusker

It is easy being green

Dear DfBB...

Dear DfBB,

With the cost of everything, but especially fuel, rising rapidly, how can I encourage drivers to support our push for greater efficiency?

DfBB says:

Running fleets can be an expensive busi ness. While poor driving can obviously put your drivers and other road users at risk, it can also cost your organisation huge amounts of money, but often in ways you may not realise.

The most obvious cost is insurance, which is often one of the biggest opera tional costs. We’ve seen plenty of wellmanaged fleets paying annual premiums of between £500-£750 a vehicle for insur ance, depending on the type of journey and level of mileage. However, a firm with a poor claims history and poor driver management systems can easily pay three or four times that amount. Unnecessarily high fleet insurance premiums are usually a result of poor or non-existent systems for managing drivers and vehicles.

An associated cost is uninsured repairs arising from unnecessary vehicle damage. Repairs to scraped bodywork or damaged wing mirrors may just get added to the routine maintenance bill. But they should be highlighted as the exceptional damage repair costs they are, directly linked to driver management.

Drivers can easily use 50% more fuel,

go through tyres twice as quickly and cause routine servicing and maintenance costs to balloon out of control. This excess of unnecessary cost can be tied back directly to how drivers and vehicles are managed. However, all too often they are simply dismissed as ‘the cost of doing business’ and opportunities to improve fleet efficiency is missed.

themselves to help manage their own cost of living so it may be useful to explain that the company is undergoing its own ‘cost of living’ or ‘cost of driving’ crisis.

It’s easy to think that your drivers are responsible for all these excess costs, but the environment they’re working in may also be a factor. They may be driving overaggressively, but that could be to unrea sonable workload. Accelerating and braking more harshly, speeding and driving too close to other vehicles could be the only way they think they can keep up with their schedule.

It’s important to have a solid baseline for measuring the various costs in the busi ness. That means analysing collision numbers and associated damage repair costs for each vehicle. Those costs should then be collated with SMR and insurance costs and the average MPG per vehicle.

Sharing costs and proposed reduction targets with drivers can make a difference. They could be thinking about pay rises

Monitoring data is key. Fleets that use telematics systems in their vans, for instance, are able to identify exactly how these costs are impacted by driving style. Harsh driving naturally results in greater wear and tear on the vehicle and this can be identified quite easily and work can be done to manage the drivers more effec tively. The biggest cost-saving here is fuel. With experts predicting further increases, anything you can do to reduce fuel use will deliver a financial benefit.

With costs rising across the board, driver pay rises may be out of the question, but managing data properly and quantify ing financial benefits of achieving targets will help. Share the reasons for requiring improvement, share the targets, and share the rewards. That way you’ll have more chance of getting your drivers on board.

“Sharing costs and proposed reduction targets can make a difference with drivers”

rely on

fleets

Grid, Volkswagen and more

ensure

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today

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We provide intelligent EV charging solutions... because when you operate critical services reliability isn’t negotiable

out why you should

with your business

CHANGING LANES

Mercedes-Benz has sustainability and luxury targets firmly in its sights, according to Tom Brennan, head of fleet sales

What are the main targets for MercedesBenz over the next 12 months?

TB: To continue to focus on driving our ambitions around the move to sustain ability and luxury. The fleet industry plays a key part in this move, with our longterm and global ambition to have a CO2 neutral car fleet within the next 20 years.

How can the fleet industry play its part in achieving that CO2 neutral car fleet?

TB: Over the last few years, more and more of our customers have shifted to EVs and we are fortunate to have BEVs in all segments supporting this transition – with more to come in the future. The biggest unknown in the move to a CO2 neutral car fleet is government legislation, Fingers crossed the right steps are taken.

Why was there a departure from volume into sustainability and luxury?

TB: We want to fully realise the potential of our brand in the luxury automotive market, which is why we are focusing on the topend luxury segment. That means vehicles

such as the S-Class and EQS, as well as the core luxury segment, for example, the EClass. Our aim is to continue to grow in a profitable way; the focus on sustainability and luxury enables us on this path.

Apart from the cars, how can MercedesBenz prepare fleets and drivers for the switch to EVs?

TB: The whole conversation with our customers now is about EVs, as they seek to understand how best to make the transi tion from ICE. Through the expertise of our sales teams, working with our leasing part ners we will support them on the journey, to ensure they have the right advice and the right products. We will also continue to develop our online tools to support the decision-making and help them under stand the benefits and costs of transition.

What are the biggest challenges for an established OEM, with so much history with petrol and diesel engines, in persuading people to go EV?

TB: We don’t really see it as a challenge

because of our product lineup. The really exciting piece, for me, is that we have an ever-growing range of BEVs for our customers. And we’ve also just seen what’s possible with the Vision EQXX –more than 600 miles on a single charge.

How will the shift to an agency model for retailers affect fleets and drivers?

TB: Our customers will continue to receive the best possible sales and aftersales experience and we are constantly evolving and striving to improve their experience in the physi cal and digital space.

What happens with the future vehicle line-up/range? How many more EQ models and what happens to the legacy names such as C, E and S Class?

TB: Mercedes-Benz is getting ready to go all-electric by the end of the decade, where market conditions allow. Shifting from electric-first to electric-only, the company is accelerating toward an emis sions-free and software-driven future.

IN PROFILE

FLEET FACT

Based on the quoted range of the EQS 450+, fleet drivers can complete a London to Amster dam round trip on a single charge with miles to spare.

Aims for the future

continue to accelerate the shift to carbon neutrality.

Will the line-up be simplified to reflect customer/driver demands and how will that make life easier for fleets?

TB: We started our product simplification journey over three years ago. Customers want transparency and ease when search ing for a vehicle especially in the online

space and we have already reduced the complexity across our entire range.

Finally, as the clocks ticks towards 2030, how do you manage the ICE cars being produced alongside electric models?

TB: The Mercedes-Benz AG production

plants are extremely flexible and can produce vehicles with different drivetrains on a single production line, which means it’s possible to adjust production according to market demands. With the strategic goal of shifting to all electric, this high degree of flexibility is a real advantage.

“Shifting from electric-first to electric-only, the company is accelerating toward an emissions-free and software-driven future”

Top 10 vehicles* in Europe

May 2022

Model Units

Peugeot 208 18,245

Opel/Vauxhall Corsa 18,166

Fiat/Abarth 500 17,790

Volkswagen T-Roc 16,971

Volkswagen Golf 14,937

Hyundai Tuscon 13,883

Fiat Panda 13,806

Ford Kuga 13,762

Ford Puma 13,418

Toyota Yaris 12,448

essential global fleet update

Light vehicle sales

June 2022

Region Sales +/– (% yr-on-yr)

United States 1.30 million -12.6

Canada 149,000 -11.5

Western Europe 1.10 million -17.4

Eastern Europe 247,000 -39.7

Japan 325,000 -9.8

Korea 143,000 -11.9

China 2.48 million 29.5

Brazil/Argentina 198,000 -3.7

OPINION

Eelco van de Wiel Insurance expert, Fleet Competence Group

INSURANCE...

more than an annual premium brokerage exercise

The world of fleet insurance has changed since the Solvency 2 regulations emerged in 2017. These regulations imposed more demanding capital requirements, risk management standards and regulatory reporting on insurers.

One of the changes we have seen in recent years – directly as the result of the regulations – are the replacement of multiyear agreements with annual policies.

Until 2017, multi-year insurance agree ments of up to five years (with premiums fixed for the first three) were not an excep tion in Europe. However, increasingly the insurance agreements have become annual or covering a two-year period. This change has increased the workload for brokers and insurers as they need to double the contract renewal efforts for their clients.

Most of the insurance agreements are made in Q4, so it is therefore advisable to consider changing the renewal date to 1 April, 1 July or 1 October to ensure they get dealt with in a timely manner. If this is not feasible in the short term, it would be advisable to start the 2023 renewal now and invite insurer offers by end of the second quarter. The advantage is that insurers will have more time available to assess a risk in detail and to prepare a custom proposal specific to a fleet.

In certain countries, such as the UK and France, fleet insurance is dominated by broker placements. Clients benefit from the brokers’ market access but, in cases where the broker remuneration is a percentage of the premium, there is little incentive for the broker to save cost for the fleet owner.

In other countries, such as Spain and Italy, insurance is primarily included in the lease agreements. The convenience of a one-stop shop comes at a price: lease companies tend not to differentiate premi ums and for a fleet owner with low claims costs, the offer from the lease company may therefore not be the most economical one. Appointment of an independent fleet insurance advisor to handle an insurance tender takes away the above concerns.

The premiums have been decreasing in the recent Covid period due to the fact that insurers have provided kick backs to current clients and also used part of the excellent underwriting results to buy market share. This provides an excellent climate to this year take a different approach on the procurement of insurance for fleets.

Peugeot

Topping the European sales charts, including over 4,000

registrations

(Source:

Time to optimise and right-size

With rising costs, limited vehicle supply and labour shortages, now is the time for fleet and mobility managers and operators to opti mise fleet utilisation and fleet right-sizing.

Relying on guesswork or labour intensive spreadsheets to deliver information and make informed decisions is not the best option. First, you must unify your fleet under one mobility solution that presents a single source of the truth about your vehicle assets.

The solution

Bynx’ fleet and mobility solution is renowned for showing you how each vehicle is performing; which should be replaced, moved, defleeted, plus which leases can be extended. However, regardless of method of acquisition, your sourcing policy – single, dual, multisource or your current fleet management systems, Bynx has the answer to help amalgamate your fleet and get you mobility ready.

Bynx CarPool enables the control of fleet assets by creating a single vehicle pool that helps optimise utilisation. The app provides a central overview of your fleet and one that can be shared with your driver community so they can book vehicles and share journeys.

The following key elements are also provided:

Vehicle locations

Central vehicle pool

Remote vehicle access

Contact Gary Jefferies

01789 471600

sales@bynx.com

www.bynx.com

Condition checks

Control of availability

reporting

Vehicle Hire and Mobility Solutions in a complete package

From choosing the right vehicles for your business needs, to balancing cashflow, compliance, driver safety and fleet management, running a fleet is a complex operation – whether you run five or 500 vehicles.

Our range of subscription model vehicle products and mobility solu tions ensure that we can support our customers’ fleet solutions needs across their entire fleet.

For businesses using a mix of acquisition methods, we offer mobility solutions for both Northgate vehicles and ‘YourFleet’ (nonNorthgate vehicles), delivering service benefits, improved driver safety and experience and cost savings, across the entire fleet. These include Fleet Management, Accident Management, Northgate Safe Driver, Fuel Cards and Vehicle Inspection App – all of which can be tailored to individual fleet requirements.

Fleet Management has been designed for YourFleet vehicles (offered as standard on Northgate hires). Whatever you need, whether it’s as straightforward as vehicle servicing or maintenance through to the more complex challenges of running a fleet day-to-day; our expertise helps reduce costs, minimise vehicle downtime and free-up time.

Our Accident Management services offer support for full fleet vehi cles from First Notification of Loss (FNOL), recovery, repair, replacement vehicles, third party management and getting vehicles back on the road. It takes the hassle away from dealing with accidents and incidents.

Our proposition is designed to let customers focus on their business whilst we focus on running their fleets.

Find out more at northgatevehiclehire.co.uk or call Northgate on 0330 042 0903

SWOT

STRENGTHS

Strengths, weaknesses, opportunities and threats of four electric rivals are analysed by the Fleet World quartet of industry experts

AUDI e-tron • BMW iX3 • MERCEDES-BENZ EQC • TESLA MODEL Y

bit behind the times now.

MJ Early arrival means e-tron isn’t looking as fresh and perhaps a little tame next to Q8. Battery capacity is down on iX3 and EQC.

MW Acceleration and driving range is a bit disappointing for the price. Customers might be more inclined to look at alternatives that offer more in both areas.

JW Limited driving range versus the newer competition and residual value pressures.

ing. It looks like an Audi and drives like one, which is all what some drivers will want from an EV.

JW A new e-tron could be on the horizon, so some bargains could be had.

THREATS

SH Audi also offers the cheaper Q4 e-tron, which has almost as much range and is as practical.

MJ There is a lot of choice in the market, although delivery delays are universally long.

SH Familiarity, as the Audi was the first model in this quartet to reach the market, as well as allround competence.

MJ Quiet and refined. Matrix LED lights are standard. Audi’s Virtual Cockpit digital instrumentation.

MW Interior just oozes quality, plus a charging point on each

side of the car is a nice touch.

JW Build quality is fantastic, with plenty of soft touch materials throughout the interior. Great infotainment system.

WEAKNESSES

SH Probably was never the best of its type, and perhaps feels a

OPPORTUNITIES

SH One of the oldest premium EVs on sale, but future upgrades could increase its appeal.

MJ One of the first BEVs to come to market and demonstrates all Audi’s traditional strengths strengths, such as the interior and build quality.

MW An easy step into EV motor

like the others, so slightly compromised, but still a decent offering in this class.

MJ The fact that the iX3 is only available with a rear-wheeldrive setup might concern some buyers.

MW Doesn’t offer air suspension – instead relies on good oldfashioned steel springs.

JW Power is down versus rivals and it misses out on BMW’s latest infotainment and interior setup.

MW It may be just a bit too much like an Audi for those who want their EV to look a bit more outrageous.

JW Rapid improvements in battery technology and more competitively priced volume brand models put real pressure on the e-tron.

STRENGTHS

SH Good value, although it has a power deficit to its rivals. But plenty of performance and good driving range.

MJ Well-equipped with decent build quality, a great interior and good handling. The operating cost leader.

MW A good useable range,

based on the ever-popular X3 –which is a great starting point.

JW Considerably cheaper than its direct rivals, dynamic drive and strong residual values and build quality.

WEAKNESSES

SH Not a bespoke EV platform

OPPORTUNITIES

SH It is more than likely that a lot of potential owners will prefer iX3 – as a ‘normal’ looking car, as opposed to some of the more radical designs on the market.

MJ BMW lost a lot of business to Tesla. iX3 will take the fight firmly to it, providing there is adequate availability.

MW Good tempting price will

certainly attract customers to the iX3.

JW Cheaper insurance and leading residual values should drive sales within the fleet and private sectors.

THREATS

SH As it’s an ICE/EV platform, it risks appearing ‘older’ much more rapidly than the others, as tech advances.

MJ Some people may actually want a bolder statement that they are driving a full EV. But the subtle and classy X3 styling will please many.

MW Not as quiet in the cabin as its closest rivals.

JW Production issues and long lead times are pushing drivers to look beyond just the premium manufacturers.

Jon Wheeler > JW Head of vehicle valuation services, CDL Vehicle Information Services

Simon Harris > SH Head of valuations, UK Vehicle Data

Mark Jowsey > MJ Head of TCO AutoTrader

Martin Ward > MW Manufacturer relationship specialist

Audi e-tron

BMW iX3

STRENGTHS

SH A fairly mature model in this sector, offering strong perfor mance and a luxurious feel.

MJ Smooth styling helps provide a particularly quiet, refined, comfortable environment. Offers a well-appointed interior.

MW Three-year subscription to Mercedes Me Charge across

Europe makes billing easy.

JW Fantastic comfort, loads of tech, great residual values and very competitive service, main tenance and repair costs.

WEAKNESSES

SH Not cheap and is a little pricier than the German rivals

here. Lower maintenance costs partially offset that.

MJ Boot space is smaller than you might expect. Feels a bit heavy on the road.

MW Driving range could be better between charges. Not as versatile or practical as some of its main competitors.

JW Very heavy, resulting in bland driving dynamics. Interior space is limited compared with some of its competitors.

OPPORTUNITIES

SH The Mercedes-Benz EQ range is expanding rapidly, which could potentially help attract more fleet customers.

MJ Vehicle demand is currently outstripping supply and EQC carries a respected badge.

MW Mercedes-Benz now has a range of impressive EVs. EQC boosted by good looks and the

produced by Tesla has been involved in at least one recall.

MJ Ride can feel a bit harsh and handling is not as dynamic as some. Few buttons and most controls are via the centre screen.

MW Many will see the Model Y as simply a ‘pumped-up’ version of the Model 3, not a true SUV like its competitors.

JW Interior build quality is a vast improvement, but still not at the same level as its closest rivals.

three-pointed star on the bonnet.

JW Sort the price point and the EQC would stack up as one of the best financial options in this comparison.

THREATS

SH EV customers might realise the EQC has poor energy effi ciency (worse mpg in old money) than rivals.

MJ EQC is quite costly and oper ating costs are not helped by the modest range.

MW Mercedes-Benz fell out of favour with many customers –particularly the younger end –in past years, which may not help sales.

JW Volume brands are now producing comparative vehicles with more range at a far lower price point.

STRENGTHS

SH Still the best battery technol ogy on the market. Driver access to the Supercharger network is a big bonus.

MJ Acceleration is startlingly quick. Interior much better and feels more durable than the Model 3.

MW Longer range than most of

its rivals and quicker charging than most. Rapid acceleration.

JW Range, performance and the charging infrastructure are hard to overlook.

WEAKNESSES

SH It isn’t a great accolade that every car that has been

OPPORTUNITIES

SH A new segment for Tesla, so there’s potential to bring new customers to the brand.

MJ Well-established Super charger network supports the suitability for higher-mileage drivers.

MW Not everyone will put the Model Y top of the sshopping

list, but easy charging – through the company’s Supercharger network – could be the factor that sways many.

JW Tesla has a loyal following and is getting good volumes of cars out to customers.

THREATS

SH Increasingly, fleets will be aware of issues with Teslas and see the many alternatives avail able.

MJ Tesla supplied vehicles when others couldn’t. But an increas ing number of competitors are now available.

MW The amount of Teslas now on the road means RVs may suffer due to over-exposure.

JW The only choice for a premium EV used to be Tesla. Now there are plenty to choose from.

Mercedes-Benz EQC

Tesla Model Y

“The Mercedes-Benz EQ range is expanding rapidly, which could potentially help attract more f leet customers”

SWOT

4th

THE VERDICT

BMW iX3 SUV 80kWh

OTR: £62,865

P11D: £62,810

Range: 286 miles

CO2: N/A

RV: £30,004 (47.77%)

BiK: 2%

SMR: £3,629

Electricity costs: £4,103

Insurance: £6,177

Finance: £8,479

NI: £567

VED: £0

Cost per month: £1,550

Standard equipment:

DAB, Bluetooth, USB Apple CarPlay/Android Auto Speed limiter

Heated steering wheel

Auto dimming rear view mirror Collision warning system

Options:

Trailer stability assistance: £850 Towbar: £850

OTR: £72,030

P11D: £71,975

Range: 245 miles

CO2: N/A

RV: £32,961 (45.80%)

BiK: 2%

SMR: £3,120

Electricity costs: £5,192

Insurance: £6,897

Finance: £9,717

NI: £650

VED: £0

Cost per month: £1,796

Standard equipment: DAB, BT, USB Apple CarPlay/Android Auto Keyless entry Power tailgate High beam assist Rear diffuser

Options:

Adaptive cruise control: £1,695 Speed limiter: £1,695 Semi-autonomous steering: £1,695

OTR: £67,990

P11D: £67,935

Range: 319 miles

CO2: N/A

RV: £31,553 (46.45%)

BiK: 2%

SMR: £3,324

Electricity costs: £3,938

Insurance: £6,897

Finance: £9,171

NI: £613

VED: £0

Cost per month: £1,677

Standard equipment: DAB, Bluetooth, USB Apple CarPlay/Android Auto Rear spoiler

Panoramic sunroof (fixed)

Traffic sign recognition Wireless phone charging

Options: Semi-autonomous steering: £3,400 Metallic paint: £1,100

Towbar: £1,090

OTR: £68,835

P11D: £68,780

Range: 196 miles

CO2: N/A

RV: £27,967 (40.66%)

BiK: 2%

SMR: £3,360 Electricity costs: £5,273 Insurance: £6,897 Finance: £9,285

NI: £621

VED: £0

Cost per month: £1,842

Standard equipment:

DAB, Bluetooth, USB Apple CarPlay/Android Auto Lane departure warning Rear parking sensors Voice control Acoustic windscreen

Options: Premium sound system: £1,895

Adaptive cruise control: £1,950 Metallic/pearlescent paint: £750

Jon Wheeler

of

Simon Harris

Mark Jowsey

Martin Ward

Mercedes-Benz

Tesla

TAKING THE DIRECT ROUTE TO EV CONFIDENCE

The current uncertainty surrounding new vehicles and parts is putting the spotlight on relationships right across the supply chain. And that is especially the case when it comes to planning ahead for EV integration. Now more than ever Fleet Managers need to have confidence in supply, or at the very least, a good understanding of where the barriers are and how they can be managed.

At Europcar Mobility Group UK, we have always maintained a collaborative partnership with our clients, with clear and direct communication helping both organisations. And ‘going direct’ with Europcar will help any fleet manager plan effectively for their future mobility needs. Our consultative approach, matched with our extensive range of mobility services that go beyond simply daily rental, enables us to keep our clients’ business moving.

A partnership for the road to zero When choosing a mobility partner there are probably a few key questions that should be asked:

• What sort of fleet do you have?

Pretty obvious but critical to understand fleet mix as the drive to zero accelerates and businesses need to be able to test new motoring technologies before making serious long-term financial commitments.

Through our strong manufacturer relationships Europcar has maintained a comprehensive fleet, from cars to vans, with an ever increasing proportion of low and zero emissions vehicles.

• Do you offer flexibility?

One size certainly doesn’t fit all. Europcar offers the ultimate flexibility in vehicle use, from hourly to yearly including on-demand, daily rental to long-term 28 days plus, enabling businesses to select the mobility solution that’s fit for purpose.

• How responsive can you be?

A comprehensive network of locations and strong logistics is crucial to meet the sometimes unpredictable mobility needs of business drivers. Our Delivery and Collection service, facilitated by our strong network of locations, is integral to what we do for fleet and corporate customers. And our connected vehicle strategy helps us know whether vehicles are ready for collection and are situated at the intended pick up point.

• Can you adapt for market conditions?

The last two years have also shown just how important it is for supplier partnerships to be founded on adaptability.

A great example of this is Europcar’s innovative corporate car share solution that helps businesses make better use of pool cars. Part of the benefit of engaging directly with Europcar, the innovative ‘Tap and Go’ technology can be installed into a company’s pool cars, supported by an easy to use booking platform for a well-managed and clever way to keep employees mobile when they need to be, without relying on their own vehicles.

To find out more about how Europcar can help your business transition to zero call 0371 384 0140 or visit www.europcar.co.uk/business

One size certainly doesn’t fit all. Europcar offers the ultimate flexibility in vehicle use.

It’s been quite a journey for ElectrAssure.

I founded the company in 2004, having spent 12 years in the Royal Navy and then some time in IT. I was a control engineer in Royal Navy submarines, which, combined with my IT back ground, has been useful in developing our service offering.

My son Alun – who is co-director –joined ElectrAssure soon after leaving university nearly 12 years ago and we are still very much a family operation. We’re self-funded so still have full control of the business.

We were ‘early entrants’ in the EV charging space.

I set the company up as a commercial electrical contractor. We moved into EV charging nine years ago, when that was a very small industry. Local funding agencies were offering government incentives to put in charging points and we went down the formal route of getting all our engineers trained. In fact, they were on the first City & Guilds course in the UK for electric vehicle charging. That set us off in the right direction, but our EV charging business picked up pace in the last three years.

A key event was when the Jaguar I-Pace was released.

One of our customers was British Car Auctions, which won the contract to run Jaguar’s demonstrator fleet. We installed

supplier stories

Loyd Davies service development director

QUALITY ASSURANCE

Loyd Davies founded ElectrAssure 18 years ago. He talks about the exciting opportunities for the business within the EV sector

the charging system and we still manage and maintain it today with charging rates of up to 120kW for around 40 vehicles a day from multiple manufacturers.

That system has been extremely reli able, so the people at BCA were kind enough to recommend us to Volkswagen UK. We then won the tender for charging systems for Volkswagen’s UK PDI centre – four 100kW rapid chargers charging all new VW Group EV models coming into the UK – as well as the smaller systems in the east coast ports of Tynemouth, Grimsby and Sheerness.

ElectrAssure has consistently punched above its weight. At Volkswagen we successfully competed for the tender against large established players and the project has been very successful, which gave us a great deal of confidence. That project confirmed that we had found our natural space –mission critical, high availability, charg ing systems. The BCA and Volkswagen systems reliably charge large numbers of vehicles per day, all at high power.

We have continued to evolve and grow. In 2020, we installed 30 DC rapid charg ers for Western Power Distribution across its sites and we were invited to bid for a National Grid contract.

As with the previous bids, National Grid was a challenge that required us to step up to new levels of certification, including a full two-day on-site verification of our

competence. We welcome these chal lenges because the more of these that we do, the fewer competitors can follow.

The contract with National Grid will deliver a business critical EV charging infrastructure. The infrastructure will cover 300 National Grid UK sites. It had 160 exist ing chargers, most of which didn’t work fully. ElectrAssure’s first task was the ‘mobilisation phase’ – to repair or replace those units and bring them onto our management system. Those 160 chargers now work correctly and National Grid was happy to publish a case study on that phase earlier this year.

The mobilisation phase was completed in October last year. The main roll-out will be around 1,400 chargers across 300 sites. It’s a five-year contract so, once installed, ElectrAssure will manage the charging infrastructure for National Grid.

Delivering bespoke solutions. Working with one of our major customers, ElectrAssure has recently completed a temporary installation of 125 dual 7kW chargers for an event. We will then manage and maintain the chargers for the duration of the event before bringing the chargers back into the customers infrastructure rollout. It’s a sustainable solution that benefits every one and demonstrates ElectrAssure’s flexibility and solution ethos.

INDUSTRY

How to manage electricity as fuel

Electricity is unlike any other fuel. Electricity comes from different sources and rates based on each charging facility, utility provider, seasonal changes, time of use, overall demand, and other factors. Your fleet can easily spend more on elec tricity than diesel if it is not managed efficiently. One of the largest pitfalls is software and hardware integration. The software integration is an issue because chargers, networks, and vehicles usually come from different entities which means data is not pulled into the same platform creating a siloed management process. However, electric fuelling is manageable and there are aspects which you can control to ensure operational efficiency. Here are some recommendations to consider for your fuel management:

1) Understand your charging requirements. Analyse your data to understand which vehicles are best fit for your operation. Vehicles can have significantly different charging requirements which will affect your fuelling strategy.

2) Schedule vehicle charging. Charging rates vary dramatically depending on what time you charge. To get the best rates confirm the time of use rates with your supplier and then set charging schedules, usually, the best rates are after 9pm. You should also plan your routes and make use of free charging facilities.

3) Assess your charging speed. Demand charges can equal half of the total cost to charge. To avoid this, you can analyse load balance as it can lengthen the time to charge and reduce costs. Alternatively you can investigate battery energy storage, solar, or other power generation which reduces peak demand charges.

4) Change your utility rate. It’s likely that your fleet will use different rates at different facilities. Review utility rates and consider alternatives to demand charges such as subscription fees, seasonal, demand holiday or special rates.

Charging costs are difficult to track without software and impossible to analyse without integration, making software capability critical to any fuelling solution. All fuel management requires a fleet management software that compiles data from different sources to produce an efficient strategy. Ultimately your software must deliver advanced analysis to help you avoid excessive costs from poor charging decisions that impact your fleets performance. AssetWorks provides a fleet ecosystem that supports the road to sustainability and carbon neutrality by analysing your operations with data led strategies.

Sarah Kennell Product Manager, AssetWorks

FLEETS IN FOCUS

Covid and the lockdowns (not a band name) scuppered numer ous events that were planned for 2020 and 2021 – many of which were rescheduled for this year. One example was the first Association of Fleet Profes sionals (AFP) conference, but it proved worth the wait when key players in the industry gathered together at the National Motor Museum in early Summer.

Chair of the AFP – and Fleet World contributor – Paul Hollick set the scene for the day, updating the audience on the current and future projects being worked through by the fleet association. He highlighted kerbside charging, Clean Air Zones, the desire for BiK tables for 2024/5 and road tolling as urgent areas that required investment, clarity or both.

INFRASTRUCTURE INVESTIGATIONS

The first session of the day was focused on the country’s EV charging infrastruc ture, both at home and the workplace.

Alex Potts, head of sales at BP Pulse, told the audience there were three ways of derisking when it came to installing infras tructure: breadth of service, enabling optimisation and charging as a service.

He challenged delegates to set highlevel objectives when embarking on such a project and to stick to them, but also to assess programme metrics and monitor how costs, investment and

output are being measured throughout.

Potts also said that future-proofing a workplace or home needed detailed planning: “Make sure all of the necessary work is done up front to prevent issues further down the line,” he stressed.

Ashley Tate, CEO and founder of Mina, explained that while the cost of installing chargers at homes might seem high, it can pay for itself after 5,000 EV miles. But, more importantly, he high lighted the convenience aspect, as the home is where the majority of drivers will want to charge their vehicles. “Think about the driver and what is best for them,” he elaborated.

Peter McDonald, mobility director at Ohme, explained to the audience that vehicle charging costs could be reduced by integrating one of the new types of dynamic tariff. He added that CO2 levels could be reduced by drivers charging overnight or when renewable energy was used for the process.

Next up in the session was John Clif ford, CCO of Paythru, the mobile payment operator. He said he had witnessed a huge growth in demand from fleets to access chargers and what they needed was reliable and unblocked facilities to prevent any delays in the charging process. As such, Paythru solutions such as the grazeEV can help drivers see specifically where they can charge and how long it will take.

“It is dynamic, so routes can be altered to ensure the smoothest journey,” Clif ford explained. “From a fleet manage ment point of view, you are just supplying the app and the driver does the rest.”

For an operator perspective, James Romey, fleet engineer at Centrica (parent firm of British Gas), told the audience about the experiences of going electric on 1,200 of the company’s 9,000-strong van fleet.

He admitted that getting to that point had been a challenge. The main aim was to do the simple things first, such as home charging, but that hadn’t always proved straightforward.

“Home charging is expensive and public charging often proves difficult, so we’re pushing ahead with kerbside charging,” he outlined.

Advising the audience, he stressed that it was essential to start thinking about the switch to EV sooner rather than later. “You will need plenty of advice and guidance as you move forwards,” he claimed.

Bringing the session to a close was Duncan Webb, head of fleet and travel at ISS, who exclaimed it was a “crazy but exciting time to be a fleet manager”.

He urged companies to push car drivers to be EV advocates and revealed that ISS had started that jour ney nine months previously, with a very positive response.

Webb talked about the company’s van fleet, which had started the EV journey earlier and had managed to cut the fleet’s CO2 emissions by 35% since 2019. He revealed the biggest challenge within the fleet was a lack of home charging.

“We don’t have depots, so the reliance on DC chargers is going to be huge,” he admitted.

CHARGING ON THE MOVE

The second conference session looked at charging challenges on and around the UK’s business roads, including the expansive motorway network. Four main challenges were highlighted by chair and AFP board member Ric Baird in this area: geography, availability, reli ability and ease of use.

Kicking things off was Tom Rowlands, the then VP of strategy at FleetCor and now its MD of global EV solutions, who said his company was building a proprietary network for fleet managers to use the electric fuel card from FleetCor subsidiary Allstar. He also revealed that a partnership with the app Zap-Map was designed to break down challenges and prepare people before they got to the charger. Rowlands also stated there was a need to lobby government because Europe has a different landscape and charging is far easier there than in the UK.

Alex Potts from BP Pulse returned to

the stage to call for more infrastructure, reliability and a move to vehicle identi fication to aid seamless charging. He also said dedicated B2B charging hubs were needed, where drivers could simply pull in and charge up. He cited the example of Park Lane’s Q-Park site, which had a dedicated hub for Uber drivers and is looking to add more at other locations around the country.

One company going large in the world of kerbside charging is Appyway. The company’s head of sales, Matt Terry, said he and his colleagues wanted to make sense of kerbside charging and, specifi cally, what drivers can and can’t do.

Terry took the opportunity to high light the company’s app, which tells users where they can park, how long charging will take and how much it will cost the driver. “We save fleets money by looking at the last metre, not just the last mile,” he claimed. He also revealed a partnership agreement had been signed with Liberty Charge and that the company was looking to combine Appy way’s smart parking solutions with Liberty’s charging capabilities.

Matt Dale, transport lead consultant at Mitie, was next to speak to the AFP dele gates and revealed that the company had 1,100 EVs on order. Mitie has worked on infrastructure projects with Gridserve and Osprey, so had a fairly good idea of what is required when it comes to high

way projects and what works and, more importantly, what doesn’t.

“We have to accept that we are still growing and developing – and that there will be a delay in getting the right infras tructure,” Dale said. “But we do need to collaborate to help the situation and we also need to recognise that the needs of electric vans and cars are very different.”

Following Dale was Chris Jackson, technical director, zero emission fleets at WSP, who acknowledged the amount of work that had gone into the charging network by the Government and those advising it. He said that while infras tructure was being improved through the Rapid Charging Fund and the Local Electric Vehicle Infrastruc-ture, it’s “not perfect”. But he added that “I think we’ll be surprised at how quickly things improve.” He also said that the current vehicle supply issues might allow the infrastructure to catch up, with more chargers being added without a huge increase in the demand for them until further down the line.

Jackson was also another speaker who urged collaboration in order to solve problems for companies and drivers.

“Fleets need a long-term plan and advice on who to work with and how to understand energy. We will start with the low-hanging fruit and nurture the early adopters on their first steps of their EV journey.”

The first Association of Fleet Professionals conference took place recently, with a focus on the future of the industry as it faces up to the shift to EVs. John Challen was in attendance

“Fleets need a long-term plan and advice on who to work with and how to understand energy”

Chris Jackson, technical director, zero emission fleets at WSP

industry insight

Paul Hollick chair, Association of Fleet Professionals

COMMERCIAL OPPORTUNITIES

There’s a good chance that, as a reader of Fleet World, you already operate at least some electric cars. Hopefully, this is proving to be a rela tively painless process – your average driver has almost certainly had a charger fitted on their driveway and is finding that a real-world range of perhaps 250 miles answers almost all their business and personal needs.

With vans, however, the situation is nowhere near as simple...

Let’s start with the vehicles themselves. We are now starting to see a few vans appearing with a driving range over 200 miles but a number around two-thirds of that figure is much more common. Plus, payload makes a sizeable dent in that potential, depending on what you need to carry. For many operational requirements, this is a tough problem to overcome.

The situation is improving and there is a sense of growing momentum. But there is simply not the kind of choice that many fleets require, with some notable and important limitations in vehicle availability. For example, there is only one electric pickup. This situation is also acting as an inhibitor to adoption.

However, the real stumbling block is charging. AFP’s estimates show that something like 65-70% of van drivers employed by our member fleets do not have off-road parking at home, so there is nowhere for a domestic charger to be fitted. Without overnight charging avail able, driving an electric van becomes very difficult – especially because many charging points open to the public aren’t large enough to contain a van. Kerbside chargers (as discussed in the most recent issue of Fleet World) are the answer but, so far, there are relatively few of them fitted across the UK.

PLUG THE GAP

We’ve recently been proactively working on this problem at the AFP with the creation of a new national map that shows – for the first time – where UK businesses need kerbside charging close to the homes of company van drivers. The underlying database contains 75,000 driver records and the map is aggregated to postcoded local authority level. Overall, nearly four out of 10 homes have no off-road space for a charger, we have found.

What the map does, for the first time, is provide fleet operators with the evidence they need to engage in direct conversa tions with national and local government, as well as charging providers, to talk about where they need facilities. Our ultimate aim is for kerbside charging to be made avail able within a safe 4-5 minute walk for all of these employee drivers.

We’re very keen for more fleets to add their data to make the map ever more complete and we’d like to hear from busi nesses who would be able to contribute

their van driver information. This is anonymised and handled in accordance with all relevant data regulations.

These electric van problems were discussed in depth at the recent Associa tion of Fleet Professionals’ annual confer ence and the message from operators was they were confident most could be solved but some would take time. This prompted an important further point: don’t be afraid of reaching for the lower-hanging fruit first. If you have vans that fit easily within the current profile for easy electrification –meaning the right vehicle, with adequate range, and convenient charging availability – make your move now. The rest of your light commercial fleet can follow later.

Finally, just a reminder that the issues mentioned here are very much live with the situation changing on a week-by-week basis. They’re all part of our current work at the AFP, with members benefiting from shar ing their experiences and solutions so, if you’d like to come on board and take part, we’d be very pleased to hear from you.

Van drivers face a number of challenges as the industry moves over to electrified vehicles...

“AFP’s estimates show that something like 65-70% of van drivers employed by our member fleets do not have off-road parking at home”

INCOMING

Keeping up appearances

It might be a slightly different departure in bodystyle, but the Peugeot 408 retains the now familiar look associated with the French brand. Up front there’s a dominant lion logo and distinctive LED light setup as well as a colour-coded grille. Based on the EMP2 V3 platform, the 408 features an extended wheelbase (2,787mm), which offers ample room for rear passengers.

What a performance

Let’s get one thing cleared up straight away: an electric version of the 408 ‘will follow’, according to Peugeot. For now, though, drivers have the choice of two plug-in hybrids – one with a 180hp petrol engine, the other with a 150hp unit – as well as a 1.2-litre 130hp petrolpowered option. Both hybrids use an 110hp electric motor and the e-EAT8 gearbox.

Tech fest

The 408 is packed with a total of six cameras and nine radars that help run 30 driver assistance systems available in the fastback. Peugeot says that the tech nologies will lead to smoother and safer driving – and also provide more engagement for those behind the wheel. Systems available include: active lane departure warning; night vision; 360° parking assistance and driver attention assist, which analyses micromovements of the steering wheel.

Quality treats

As you might expect, Peugeot’s i-Cockpit system has been deployed in the 408, but with improved ergonomics and practicality. It works with the French OEM’s i-Connect info tainment system, which offers bespoke user profiles, wireless smartphone functionality and boasts four USB-C sockets. The system is run though a 10-inch central touchscreen, which is also fully customisable. Peugeot says the system has been designed with the front passenger in mind, as well as the driver.

VERDICT

Judging by the positive reactions online to the 408, Peugeot has a potential winner on its hands. It might be down to the fact that it isn’t yet another contender in the congested CSUV segment, but it’s an attractive proposition for many drivers. When it hits the market, it will be joined by Citroën’s ë-C4 X, although that uses a different platform to the Peugeot.

Nissan Ariya

W hat do you get when you combine two of the biggest hitters in the Nissan lineup – the Leaf and its EV capa bilities and the hugely successful Qashqai? The answer is the Ariya, Nissan’s first electric crossover and the new flag ship model for the Japanese brand.

Although a great deal of the develop ment work on the car was done in Europe – including the company’s Cranfield tech nical centre in the UK – there is plenty of Japanese influence. Aside from being produced at Nissan’s Tochigi plant, the interior of the car was inspired by ‘tradi tional Japanese houses’, says the company, with a lounge-like environment being one of the most striking aspects when you step inside. In fact, the spaciousness is befitting of a car in a

higher, more luxurious, vehicle segment, but Nissan wanted to push the boundaries on what it offers in an electric vehicle.

Staying inside the cabin, there’s a sensi ble mix of touchscreen operations and haptic buttons on the powered centre console, which can also move up to 15cm, creating more spacious feel for with front or rear passengers. Two 12.3-inch screens run alongside each other, displaying everything from infotainment choice, to available range to navigation, which in the Ariya includes ‘Intelligent Route Plan ner’. This system enables users to transfer route information from smartphone to the car and will track, monitor and reroute the driver if necessary. There might be a great deal of information across the widescreen setup, but it is well laid out

and easy to consume. Nissan says the configuration chosen minimises driver distraction from the road with a quick glance down at the screens.

More customer-focused elements of the car include extra space in the boot for charging cables – a change made after feedback from Leaf drivers suggested there was room for improve ment. There has also been a big empha sis on driver engagement, with ride, handling and steering key priorities for the development team. The challenge to make a ‘fun-to-drive’ electric crossover weighing in at more than two tonnes started with the use of Nissan’s CMF-EV platform. A base that is, according to the Japanese, “optimised to deliver unparalleled performance”.

Challen samples the new kid on the block

“The interior of the car was inspired by ‘traditional Japanese houses’, says the company, with a lounge-like environment one of the most striking aspects when you step inside”

Ariya is available with three battery and powertrain combinations across two- and all-wheel-drive options. Choose the smaller battery of the two – a 63kWh unit – and it will generate 215hp through the front wheels. It also provides 300Nm of torque, a zero to 62mph time of 7.5 seconds and a theoretical driving range of up to 250 miles.

Those drivers looking for a bit more power can opt for the larger (87kWh) battery, which is mated to a 239hp singlemotor in two-wheel-drive guise and a 302hp dual-motor e-4orce powertrain. The former offers the same 300Nm of torque, but theoretical driving range jumps to a maximum of 329 miles. The e-4orce option returns slightly fewer miles (310), but double the torque (600Nm) and a 0-62mph time of 5.7 seconds. Fast enough in any car, but very impressive for a big crossover.

More Leaf knowledge has meant the

Ariya’s battery – comprising 16 cells – is 33% thinner than the smaller Nissan EV, generating more space in the cabin. Charging times using a 22kW unit are 3.5 hours for the 63kWh battery and five hours for the larger one. Rapid charging can be accommodated up to 130kW and the batteries can be replenished from 20% to 80% in 28 minutes (63kWh) and 30 minutes (87kWh).

There are two grades for Ariya –Advance and Evolve – although the range-topping e-4orce offers just the higher spec. That model also gets bespoke badging, entry plates and differ ent coloured window mouldings.

The base Advance model still offers plenty, such as full LED lighting, automo tive dual-zone climate control, heated front seats and wireless connectivity. Safety-wise, drivers get Nissan’s ProPilot technology, lane keep assist, blind spot intervention and forward collision warn

ing technology. Move up to Evolve and Nissan adds the likes of a panoramic sunroof, the powered centre console, a 10-speaker Bose sound system and heated rear seats.

The brand says it has nearly 2,000 preorders for the car, which starts at £43,845 and goes up to nearly £60k. It also stated a CAP-derived RV figure of 57%, which, Nissan has claimed, is better than a number of its competitors in its class.

On the road, Ariya is very impressive for a car of its size and mass. Getting a two-tonne-plus crossover to handle exactly like a Qashqai (which was Nissan’s overall goal) might have been a step too far but it’s an admirable attempt. Acceleration is smooth and plenty quick enough and the steering is compliant and direct. Inside, Nissan has created a spacious, almost peace ful, space, with plenty of Japanese influences within.

VERDICT

The success of the LEAF is likely to have a positive impact on its new Nissan stablemate. However, independent of that association, Ariya ticks lots of driver-focused boxes and an impressive theoretical driving range.

IN BRIEF

WHAT IS IT? C-SUV BEV

£43,845

Key fleet model 63kWh Evolve Interior space; infotainment layout; RVs High seating position; low-speed ride

summary Lovely lounge-like space with plenty of tech

consider Kia EV6 / Škoda Enyaq / Volkswagen ID.4

Honda Civic e:HEV

At a time when so many car model names have gone to the ICE scrapheap in the sky, it is heartening to see Honda keeping faith with the Civic. Launched 50 years ago, the car is now into its 11th generation, having racked up 27.5 million sales around the world since 1972.

Despite sharing the same name, the latest Civic hatchback looks nothing like the Mk I – inside or out. The Japanese have really pushed the boundaries on not only the design, but also the technology, comfort and performance characteristics of the new car.

There’s no choice of powertrain – it’s a hybrid or nothing (new Civic is the last car in Honda’s range to get the hybrid treat ment). The setup is a departure from traditional approaches, with a 2.0-litre direct injection Atkinson-cycle engine working alongside two electric motors (powered by a lithium-ion battery), a newly developed power control unit and an ‘intelligent power unit’.

The Civic’s e:HEV powertrain generates 181hp and 315Nm of torque. At the same time, the car will return fuel economy of 50mpg (WLTP) and emit 108g/100km. Town driving typically uses all-electric power, while higher speeds see Hybrid Drive take over, where the wheels are

propelled by the electric motor, with the engine generating the required electric power. Head out onto motorways and Engine Drive takes over, the petrol unit taking over completely, assisted by the electric motor when necessary.

Elsewhere, there is a big focus on the driving dynamics of the new Civic. In

beginning at £29,595 or from £349 a month through Honda Finance. All models come complete with Honda Sensing, the company’s safety technology package. Elegance drivers get 17-inch wheels, a 7inch infotainment display and navigation as standard. Move up to Sport and Honda adds in seats that are a fabric/sythetic leather combo, sports pedals, LED gos lights and gloss black mirrors. The rangetopping Advance showcases a 12-speaker Bose sound system, panoramic sunroof and a larger (10.2-inch) screen.

comes upgraded suspension and steering for a more driver-focused offering. Specif ically, the power steering and Honda’s Agile Handling Assist has been tuned for European roads and drivers. The stability is improved thanks to a 35mm-longer wheelbase and 18mm-wider rear track, compared with the outgoing car. To improve rigidity, an aluminium subframe and new dampers now feature.

There are three grades available –Elegance, Sport and Advance, with prices

It might be in a shrinking segment –Honda is managing expectations and expects between 8-10k UK Civic sales – but the new model is a huge improvement. Even aside from the clever hybrid system, the Honda is refined, spacious and features a wide range of clever functions. Whether fleets will be willing to pay the price premium over some of the Civic’s competitors remains to be seen.

IN BRIEF

WHAT IS IT? C-segment hatchback HOW MUCH? from £29,595 ECONOMY? 60.1mpg EMISSIONS? 108-114g/km

Key fleet model 2.0-litre Sport

Refinement, dynamics, interior quality Limited powertrain options; big rivals 7-word summary Driver-focused upgrades and clever hybrid tech

Also consider Ford Focus / Toyota Corolla / Volkswagen Golf

“There is a big focus on the driving dynamics of the new Civic. In comes upgraded suspension and steering for a more driver-focused offering”

A Japanese stalwart of the car industry celebrates its half century with a nod to the future. By John Challen

CUPRA BORN

THE NUMBERS

all-rounder with the potential to travel from London to Leicester and back on a single charge.

I

’m going to make a bold state ment... After a few weeks with the all-new battery-electric Cupra Born, I think it might just be the best company car you can buy (BCCYCB) right now... both from a driver’s perspective and that of a fleet operator.

Having waxed close to lyrical at

times about our previous FW Fleet members messrs Seat Leon PHEV and Cupra Formentor PHEV

I also accepted, after 6,000 miles with each, that they came with some compromises. Mainly an all-electric range of 40 miles or so, and that real-world efficiency could tail off if drivers are not dili

gent in their charging patterns.

With the Born’s official range of 260+ miles, assuming you have access to charging points, there really appear to be no compromises. We have been getting 280+ miles to a charge given the clement weather, which underlines that it’s a great

In fact, the only time when the Born hasn’t felt like the BCCYCB was when it developed a software fault which had to be reset at my local Cupra dealer. It was the first Born they had seen for any form of work, but the technician there looked at it straight away even though it wasn’t booked in and it’s been faultless ever since.

The Born could be viewed as a restyled Volkswagen ID.3 but the overall effect, the driving dynamics and the stunning Aurora Blue paint (£840) are hugely appealing. Luke Wikner

A petrol-engined, automatic, four-wheel drive SUV wouldn’t be the first choice for cost-conscious user-choosers, but for those doing limited mileage it’s not the terri-ble deci sion it appears on paper.

OK, so 26.2mpg economy isn’t exactly great, but that’s as much a reflection on the nature of my short, start-stop journeys rather than because of any obvi ous flaws in the car. While a diesel would certainly be a more

fuel-efficient choice, diesel at the pumps is now about 10ppl more than unleaded, so it’s a case of swings and roundabouts.

Delve a little deeper into the on-paper performance and our TSI Tiguan Allspace narrows the

gap to a diesel counterpart.

Our Tiguan has a P11d value of £41,585, giving a monthly BiK bill of £512 for a 40% taxpayer. Compare that with the £525 a month it would cost the same taxpayer in a 2.0 TDI 150engined Allspace R-line and that’s a saving of £156 a year in tax for the petrol Tiguan driver. While it may not be a huge saving, the figures demonstrate that the gap between petrol and diesel-powered cars is narrow ing as the taxation system shifts to penalise traditional internal combustion engines and reward electric vehicles.

ON FLEET

PEUGEOT 508 PSE SW

over the next six months, I’m trying out the 508 SW in plug-in hybrid guise to see if it can stand up to that crossover onslaught in the family car market.

I’m also doing things a little different. The first three months will be spent trying out this flag ship Peugeot Sport Engineered version, tuned for performance and handling along with packing a 360hp punch, then we’ll be swapping into a more traditional plug-in hybrid SW model.

THE NUMBERS

P11D

I

t’s a measure of just how far the company car market has come that us running a Peugeot 508 SW on our long-term fleet might now be seen as a little unusual.

Without wanting to get too wistful, not so long ago, office car parks would have been full of family saloons like this. And yet now, the Nissan Primera and

Renault Laguna are long gone, Vauxhall’s Insignia has just departed and the Ford Mondeo range is a shadow of its former self. All have been slain by the ever-continuing popularity of the crossover.

Except not the Peugeot 508, which has stood firm. I’m a big fan of traditional estate cars so,

No, I haven’t had one too many sips of Top Deck (to keep up the retro theme…) and I’m not about to pretend that the PSE is exactly prime fleet market material, but as a halo model to tempt drivers, it has to be applauded – nobody ever complained about the Mondeo ST or Sierra Cosworth after all.

The good news for business drivers is that the PSE still boasts 46g/km emissions, putting it into the 14% BiK bracket with a 26-mile all-electric range. With

Hybrid

that electric power focused on performance rather than parsi mony, I’m planning on keeping the battery topped up with elec tricity as frequently as possible to maximise its economy.

And, while I know looks aren’t everything (or so Mrs B keeps telling me), I think the 508 SW PSE is a stunning look ing car. The standard SW is pretty easy on the eye anyway, but the PSE takes that a step further. We’ve already had pedestrians and other drivers asking us about it – and that’s not something you normally get in a family estate.

Nat Barnes

e-CVT

A

long-termer is a first for me. I have never run one before, even though I have long admired the company’s engineer ing skills. So being able to spend some time with the latest CR-V is something to look forward to.

First impressions are that the CR-V is a large car these days, with

a huge boot and abundant legroom for rear seat passengers.

Meanwhile, I’m still getting to grips with the dashboard menus. For instance, the tyre pressure monitor warning came up after a few days and although I’ve checked the pressures and adjusted them, I haven’t yet

managed to work out how to clear the warning, which still comes up every time I switch on.

The Honda hybrid system is based on a serial hybrid, which means that the two-litre petrol engine does not drive the wheels directly at lower speeds, it only drives a generator to supply power

to the battery and electric motors. Above a certain speed, which I have not yet verified, Honda has modified the serial hybrid concept to provide direct drive to the allwheel-drive transmission system through a simple clutch that deliv ers direct drive above this speed and disengages when the speed falls again. It feels a bit odd to start with, but it works seamlessly.

Long travel soft suspension means the accent is on comfort rather than sharp re-sponses. Ride over poor surfaces is the winner here, with the Honda handling pot-holed and uneven surfaces with confidence.

John Kendall

The Škoda Fabia joined our test fleet this spring, tapping into prevailing trends for petrol powertrains and superminis.

Launched at the end of 2021, it’s the fourth generation of Škoda’s supermini, which has built up a reputation over the years as the “practical” and “sensible” one in its class. So even after having seen the reveal pics, I was pleased

to spot some nice design touches in the flesh that jazz it up – particu larly for our Colour Edition model. Sadly, there is no vRS variant, but a sporty Monte Carlo version is due later this year.

Ours also comes with an optional (£610) race blue metal lic paint and extra features that push the OTR price to £21,055.

We’ve opted for the 95hp

REPORT

THE

As fuel prices continue to rise, we seemed to have got lucky with the likes of the iX3 on the fleet. As I take Challen Jnr to work at the local supermarket, one glance at the numbers on the fill ing station’s display are often a nice reminder that, while refu elling cars with electricity isn’t fast enough for some, the cost advan tages are not to be scoffed at.

One feature of the iX3 I’ve been making very generous use of in the recent high temperatures is the pre-cooling function via the BMW app. It’s a very efficient system – even five minutes is enough to nice and chilly.

Meanwhile, I’ve got into the habit of topping up on charge –often sneaking a cheeky 10-15 minutes here and there – to make sure I’ve got a decent amount of range at all times. It might be frowned upon by some, but I think it’s a good habit to get into. Especially if you are risk-averse (like me) and a potential sufferer of range anxiety (not like me). A

1.0-litre TSI petrol with fivespeed manual only – it’s one of three petrol-powered engines at the moment and one down from the range-topping 110hp 1.0 TSI.

The new-gen Fabia certainly reinforces its focus on practical ity. Thanks to a new platform, it’s quite a lot bigger, increasing onboard space while boot capacity, which was already the

BMW G08 iX3 Premier Edition

recent example was during a trip to the debut of 3ti’s mobile charg ing unit in Guildford. Constructed from a shipping container, these units are designed to overcome challenges with workplace charg ing (you may have read the story online in our sister publication, EV Fleet World Digital Magazine)

and it is a model that has real momentum behind it. A quick 10 minutes in a free bay towards the end of the event was enough for me to see the technology in action and witness the seamless linkup between the iX3 and 3ti’s Papilio3 charger.

John Challen

largest in the segment, is up 50 litres to 380, rising to 1,190 litres.

The new Škoda on the block also debuts enhanced Simply Clever features along with new infotainment and safety and assis tance systems.

It’s already proving its capabili ties with mixed usage; from longhaul overnight work trips to family outings and managing to trans port a disabled member of the family. I’ve also been putting the fuel consumption to the test and I’m easily getting fuel consump tion into the 50s on mixed routes.

So, practical, frugal and with a touch of flair.

Natalie Middleton

THE

Fans of big vehicles that go offroad – or, let’s face it, anywhere you want them too – are probably going to have a bit of a soft spot for the Unimog. A completely unrealistic choice for daily drivers – in most instances – but an essential item for numer ous individuals and businesses around the country. Therefore, for some readers, the ‘fantasy’ element of this page’s title might be obsolete because Unimogs have played and continue to play – a vital role for utility companies, local authorities and farmers

More likely to be at home in the Highlands than the High Street, the Unimog is an imposing thing. Typically more than six metres long and more than 2.5m high, it certainly stands out from the crowd. In the UK, the heavy-duty 4x4 is offered with a choice of two cabs, two engine options (with five outputs between 156 and 299hp) and the ability to haul up to 36 tonnes. They certainly don’t shy away from main roads, but it’s in more rural settings that Unimogs are at their most impressive – and useful.

The Unimog story goes back nearly 80 years – the first prototype being developed in post-war Germany (1945) by Boehringer.

Back then, it was designed to be used with various bits of agricultural equipment. As a traditional ‘tractor’ – of the farming variety – it ticked a lot of boxes, but had equalsized wheels and fixings for attachments front and rear. As a result, it was ideally suited to use in farmer’s fields, but also out on the public roads (at more respectable speeds than farm tractors).

Just five years later, Mercedes-Benz got in on the act, having already supplied Boehringer with diesel engines from 1947. A production agreement between the two parties followed, the three-pointed star having seen the potential in the iconic vehi cle. Then began a series of improvements and developments to the Unimog over the decades to improve driveability, comfort and off-road capabilities.

The current model entered production in 2013, with a redesigned cab, Euro VI engines and a top speed of 55mph. There are numer ous appliances that can be fitted to the Unimog. In a relatively short space of time, the off-road king can go from being one of the world’s most powerful lawnmowers to a flat-bed truck. Coming up to winter and need

a snowplough on the fleet? No problem, the German giant can handle that. Implement carrier, fire engine or rescue vehicle – the Unimog can do it all.

Last year, as it celebrated its 75th anniver sary, further upgrades were made to the Unimog, such as a ‘comfort’ steering option and self-levelling suspension for the rear axle. These improvements show that, even as vehi cles with gross weights of up to 14.5 tonnes, efficiency is still a big issue.

There is no doubting that the Unimog is capable and essential to some fleets. However, the sheer joy it brings to so many people when they see it, let alone drive it, is something to behold.

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Van

is in the spotlight:

John Kendall VFW editor

The semiconductor problem...

The latest van registration figures from the SMMT will probably not come as much of a surprise. Following the trend set in earlier months, registrations have declined in June, just as they have in the previous five months this year. For June, registrations were down 23% in the month to 26,443 compared with June 2021 and for the first half of 2022, the decline is 24.6% with a total of 144,384. The decreases have been across all LCV sectors. On the positive side, registrations of electric LCVs have increased by 60% during the first half of the year.

The reason for the overall decline is the now well-known story of semi conductor shortages, exacerbated by a lack of other materials and the disruption to global supply chains that has meant that items such as ship ping containers are not in the places they should be. The logistical prob lems should right themselves as Covid-related lockdowns around the world are lifted. The semiconductor supply issues will take longer to fix, with more capacity needed in the European area.

Against that background it was gratifying to visit Bosch’s new semicon ductor production facility in Dresden recently. It’s the first plant to produce 300mm diameter semi-conductor wafers in Europe since 1999. Bosch aims to double its semiconductor production in 10 years, involving further expansion at its Dresden plant.

That said, Bosch is only responsible for 10% of global production now, so 90% still comes from elsewhere. The company also told us that new cars currently carry around €200 worth of semiconductors. It is reasonable to suppose that the figure is fairly similar for vans as the safety legislation respon sible for the presence of many semi-conductors in vehicles also applies to LCVs. The value of semiconductors in a car is set to quadruple by the end of this decade to €800, so stepping up production in Europe, although welcome, will still have to deal with all-round increased demand.

“The value of semiconductors per vehicle is set to quadruple by the end of this decade to €800”

The role of telematics in fleet operations is expanding rapidly and nowhere more so than for LCV fleets. As new AI technology develops, fleet operators will only get more data to enhance safety, as John Kendall finds out...

Many older drivers were attracted to van and truck driving because once they were in the cab and on the road, they could go about the job in the way they chose. As long as the work was done satisfactorily and on time, fleet manager and driver were happy.

As costs have risen – the seemingly onward march of the price of fuel, as well as the rising price of vehicles and greater legislative requirements surrounding vehicles and drivers fleets have inevitably sought out ways to contain those costs. Telematics was a solution that many fleets were drawn to, initially as a means of reducing expenditure.

Although an added cost in itself, telematics has shown that the potential savings can far outweigh the costs. Since costs don’t stand still, smarter systems have come along, initially camera-based to provide added infor mation surrounding incidents, but now enhanced with machine learning and artificial intelligence (AI).

As several people that we have spoken to have said, AI and machine

learning have become buzzwords, so it’s worth explaining what they are and how they can be used. Effectively it is developing software so that it can recog nise certain patterns. Much of the focus is on driver behaviour, but there is much more that the systems can do besides. James Dewhurst, corporate sales manager for the UK and Ireland at Webfleet (right) gives an example: “We have a tyre pres sure monitoring system. It takes a couple of factors in, it takes the temper ature and it measures the pressure and warns if a tyre is going to blow, so we’re stopping a potential blowout. AI can warn the driver and tell him he needs to pull over.”

Craig Allan, director strategic partnerships at ABAX suggests another, “If you are taking on a new delivery contract, AI/Machine Learning will be able to quickly review all the routes required to be taken to service that contract and cross refer ence this with the historical safety records of that route. This will provide

your fleet with the statistically safest routes and times, cutting down on acci dents, keeping your employees safe and your fleet downtime to a minimum.”

Damian Penney, vice pres ident EMEA at Lytx (right) sums up what most fleets will see as the principal benefits: ‘‘By providing a proactive approach to fleet safety, MV+AI technology is empowering drivers and managers to mitigate risks before they become incidents. Drivers don’t have to wait until they get back to the depot to be told they had a momen tary slip-up where risk increased. Instead, the power is put in their hands to make instant changes to driving behaviours. As well as keeping drivers safe, this FNOR (First Notification of Risk) -based approach is also helping fleet managers to reduce insurance costs. Insurers can get an accurate risk profile of the fleets they cover, helping them to make smart, data-backed deci sions when calculating risk and adjust premiums accordingly.’’

Penney refers to MV Machine Vision rather than Machine Learning, but it is

effectively machine learning applied to camera-based systems, where cameras can be enhanced by algorithms that can recognise specific things that the camera records.

Picking up on his point about insur ance, Craig Allan at ABAX makes an inter esting observation: “Currently when you hire a driver, you know their age, you can access the DVLA records and that’s about it. Imagine if you could, using AI, look at their entire driving history and use this to obtain a better insurance premium.

“AI/Machine learning can take a full driving history where, when, how and provide an individual score that is much more accurate than date of birth and penalty points, meaning that your fleet has a much more accurate (and hope fully cheaper) premium.”

While telematics systems can be an important tool for helping to manage risk, Barney Goffer, UK product manager at Teletrac Navman (right) underlines how AI can also help fleets to iden tify good behaviour on the road too, “As a manager, when you’re debriefing somebody or you’re doing an analysis on risk within the business, we’re focused on the things that really are the riskiest. It’s using AI technology, it’s using machine learning as well so the camera itself is constantly working out what good looks like and what bad looks like on driving conditions.

“And as a manager you can reject events as well. So if something came through that was deemed severe, say it’s a speeding event for example, let’s say the road speed data was incorrect on that particular road and you knew that as a fleet manager. You can reject that event, then next time, the system learns that and it’s got the ability to recognise road speed signs, traffic lights, all these different things and it builds up a really realistic picture of what that individual is like in the cab, be it good or bad, but in particular the good stuff and that’s really the focus for us.”

Fleet managers using their judge ment about what is most important was an issue raised by Steve Thomas, managing director of Inseego (right), until recently known as Ctrack: “If you’ve got a large fleet of several hundred vehicles you’re going to have a lot of speeding incidents. The vast majority will be 1, 2, 3mph over the limit and whilst we’re not condoning that, it’s not as risky as someone doing 40mph in a 20mph zone past a school at 3.15pm in the after noon, when there are hundreds of kids

“Cameras can be enhanced by algorithms that can recognise specific things that the camera records”

lining the streets, all potentially looking at their mobile phones, all potentially about to step into the road without look ing. It’s allowing our customers to see where the real issues are first. If you’ve got 200 drivers and they’re all speeding, which one are you going to talk to first? It’s the ones that are speeding the most in the highest risk environment and that’s what we’re helping people to do.”

Geotab has been using AI to help identify various vehicle-based matters. This includes assigning the work that a van is used for to each vehicle, so that meaningful comparisons can be made between vehicles on similar duty cycles. Aaron Jarvis, associate vice president sales and business develop ment at Geotab (right) discussed how the company is using AI to help fleets transitioning to electric vehicles, “Some companies have asked, ‘Where are our vehicles parked overnight?’, because that’s where they want to put their charging infrastruc ture. Lots of customers ask that so we build it as a tool into the portal, so you can click on it and see where your vehi cles are parked.

“Another question we get asked is, “What’s the average idling for a similar fleet? We’ve built that into the portal based on customers’ requests so it’s important and it’s important to imple ment it in the right way – to either try

and sell people something or you can build something that adds value.”

Using AI to bring in data from other fleets is also an advantage that James Dewhurst at Webfleet raises: “You might have a list of all the harsh braking and harsh steering events. What you don’t have is what the weather was at the time of that event, or the road conditions. We can then bring in additional data and we’re already doing this with some customers and maybe also looking at the type of road they’re driving on a motorway, urban roads?

“We did this exercise for a customer’s fleet in the Netherlands. We looked at their data and we added in these extra algorithms and then came up with a more accurate risk-based factor and we ran 16 different machine learning models to make sure it was correct.

“We were able to show them that their fleet was twice as risky as other people in the industry because we took the data from all the other fleets we had in their industry and also all the vehi cles we had in the Netherlands and benchmarked it against them. To do that manually would take thousands and thousands of working hours,” he concludes.

Richard Lane, commer cial director at VisionTrack (right) illustrates the large numbers that fleets can be faced with once you start to consider the data that

telematics systems can deliver, “Just to think of one particular customer, they’ve probably got around 850 vehi cles on our system, covering roughly 1.2 million miles a week. That’s 45,000 hours of driving, or 47,000 trips roughly in that time. If we just look at the raw data coming out of the device – where it has breached a driver behaviour thresh old, that has happened around 170,000 -180,000 times in a week.”

VisionTrack has used AI to develop a system that will analyse video clips. Again, while it may concern driver behaviour, part of the intention is to make rapid decisions about what needs to be done in the event of an incident.

In those circumstances, AI can be used to take action that could save someone’s life, as Lane outlines, “A computer vision service that operates 24/7, 365 days a year will effectively, within a matter of eight seconds make a determination on a crash. This could include whether or not the driver needs urgent medical assistance or to start a First Notification of Loss (FNOL) process. That is a real game changer in terms of the utilisation of the machine learning and computer vision technology.”

image credit: ABAX

MAGAZINE

Toyota Corolla Commercial

The 2021 CV Show provided the debut for Toyota’s Corolla Commercial, designed to gauge public reaction to Toyota’s proposed new van for the UK. A year later and Toyota has brought the new van to market, introducing a new carderived van model based on the Corolla Touring Sports estate car.

There are now comparatively few carderived vans on the market providing space for tools or light deliveries and none based on a family estate car. The Corolla Commercial has the added advantage of being built in the UK, at Toyota’s Burnas ton plant near Derby. The company has carried out the conversion in-house at its Business Revenue Centre on the Burnas ton site, removing the rear seats and replacing them with a load floor with rubber lining and full height steel bulk head (solid steel lower half with mesh upper) as well as opaque film covering the rear windows to keep loads out of sight. This provides a useful 1.3m3 of load space and maximum payload of 425kg. The load space can be accessed through the rear tailgate and through the rear side doors.

As might be expected from a carderived Toyota model, power comes from a petrol hybrid drivetrain, using Toyota’s fourth generation parallel hybrid system,

enabling either the engine or electric motor to drive the front wheels. The system combines a 1.8-litre Atkinson cycle petrol engine with an electric motor/generator and lithium-ion battery pack. Toyota quotes a combined output of 120bhp (90kW), with maximum torque of 142Nm from the engine and 163Nm from the 53kW electric motor. The drive is transmitted through a CVT automatic transmission. There is no diesel alterna tive. Since Toyota quotes a combined WLTP fuel consumption of 55.6 – 61.4mpg and with fuel prices currently sky high, the good fuel consumption potential and lower price of petrol could be an advan tage for the Corolla Commercial.

The small van comes with an impres sive list of standard equipment. This includes Apple CarPlay and Android Auto and Toyota’s Safety Sense with pre-colli sion system. The pre-collision system will warn the driver of a collision risk with the vehicle in front and prepares the brakes to provide maximum stopping power.

Other standard features include adap tive cruise control, Lane Trace Assist with Sway Warning and Road Side Assist, Lane Departure Alert, heated and adjustable door mirrors, reversing camera, dual zone automatic air conditioning, heated height

adjustable seats, automatic headlights and power adjustable lumbar support. It’s an impressive list with both safety items and driver comfort high on the agenda.

Behind the wheel it’s no surprise that the Corolla Commercial feels like a car to drive. The CVT system, with no stepped gear changes, makes the van almost as smooth as an electric vehicle, which it can be for short bursts. Like any conventional hybrid, you won’t get more than a mile or two of pure electric driving, but the impor tant thing is that it reduces fuel consump tion and emissions overall. It can be a brisk performer when you need it to be, helped by tidy handling and a comfortable ride.

The Corolla Commercial is the only hybrid van with a conventional parallel hybrid powertrain that does not require re-charging from a power socket.

IN BRIEF

VERDICT

With few competitors in the carderived van sector now, the Corolla Commercial could easily find a ready market. The load area is modest but could prove just what’s needed for some small business operators.

Good

Renault Kangoo E-Tech

At last, the new Renault Kangoo is set to arrive in the UK. Winning the 2022 International Van of the Year award has only made the waiting seem longer. Of course the delay is for the same reason van regis trations are low so far this year the short age of new electronic components.

We should not have to wait for too much longer now that Renault has staged the international launch of the vehicle, start ing with the E-Tech electric variant. As before there will be two lengths for the Kangoo offering load volumes of 3.9m3 and 4.9m3 and payloads of up to 600kg and 800kg for E-Tech models. Standard length models will be first to arrive.

The load volume is an immediate chal lenge to the only electric rivals currently on the market the Stellantis Citroen ëBerlingo, Peugeot e-Partner and Vauxhall Vivaro-e, not to mention it’s close relative the Toyota Proace City Electric. These models offer up to 3.3m3 in load volume, but offer higher payloads than the Kangoo, at up to 1,000kg.

One ingenious feature that Renault has devised for the new Kangoo is “Open Sesame by Renault”. This removes the BPillar on the passenger side, enabling the installation of Renault’s “Easy Inside Rack”, effectively a swivelling bulkhead

with racking that can be accessed from the passenger side of the vehicle. It could go down a storm with mobile techni cians and others who do not need a larger vehicle, but want racking.

The only trouble is that Renault will not be building the system for righthand-drive markets. So, if you think UK Renault van buyers are being shortchanged, now is the time to start lobby ing your dealer or fleet sales contact.

As you would expect, the Kangoo E-Tech offers similar controls and instrumenta tion to the latest electrified range of Renault cars, with an identical steering wheel to the car models and similar controls for drive selection. This includes the gear stick drive selector for choosing forward or reverse with an additional position for enhanced regenerative brak ing. Plan ahead and it’s possible to drive the Kangoo E-Tech without using the brake pedal, by pulling the selector lever back to the B position. It might not be as neat as the push button selector in Stellan tis rivals, but it is just as effective. The 186mile range is impressive and we shall have to see how that stands up in service.

First impressions from the driving seat are that build quality is much improved over the previous model. In common

with its rivals, a large central display screen controls many of the infotainment functions from the radio to the satellite navigation. Heating and ventilation controls are separated from this, with controls on the dashboard to set temper ature and distribution. Renault claims there is 60 litres of storage space in the cab and there seems to be plenty, includ ing a lidded compartment over the instruments. The cab is available with either two or three seats.

On the road, the left-hand-drive Kangoo E-Techs that we drove at the launch did not disappoint. The van feels solidly assembled and provided good ride and handling with the brisk performance and low mechanical noise levels you would expect from an electric van. Expect further details closer to the UK launch.

IN BRIEF

VERDICT

The Kangoo E-Tech looks set to provide new competition in the small electric van sector. Let’s hope that the innovative Open Sesame feature will be available in right-hand-drive.

Kangoo E-Tech looks set to step up the competition in the small electric van sector, reckons John Kendall