The journey to EV fleets has begun –make sure you don't get left behind
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publisher Jerry Ramsdale jerry@fleetworldgroup.co.uk
editor Fleet World
John Challen john@fleetworldgroup.co.uk
editor-at-large
Alex Grant alex@fleetworldgroup.co.uk
business editor Natalie Middleton natalie@fleetworldgroup.co.uk
editor Van Fleet World
John Kendall john.kendall@fleetworldgroup.co.uk
account director Claire Warman claire@fleetworldgroup.co.uk
circulation manager Tracy Howell tracy@fleetworldgroup.co.uk
head of production
Luke Wikner luke@fleetworldgroup.co.uk
designers Victoria Arellano
Dan Bennett
head of marketing
Shona Hayes shona@fleetworldgroup.co.uk
Unsurprisingly, a lot of the car-related conversations I have these days tend to be about EVs. A few years ago, topics would typically be about the latest supercars, or the amazing economy and refinement of the latest generation of diesel engines. But all that’s gone and been replaced with battery chat.
That’s fine – there’s a lot that people want – and often need – to know about a type of vehicle that will be vastly different to what many of them are used to. And that includes you – the readers of this very issue, which is designed to help everyone be ‘EV-ready’. On the whole, I’ll either be objective or positive about most aspects of the new electric generation, but recently I’ve had my senses tested by a cacophony of beeps and chimes – all in the name of safety.
At this point, I will state that I think a lot of ADAS is fantastic – it’s a necessary addition in order to help make drivers safer and, ultimately, reduce the number of accidents and incidents on the road. However, when you’re behind the wheel of a car that starts chirping and you’re not quite sure why, I question the system integration. In the past couple of months, I’ve spent time in different vehicles that emit these sounds. In no particular order, reasons included: going a mile or two over the speed limit (officer); a change in the speed limit; approaching a speed camera; being clear of the speed camera; something potentially approaching me from the side; me potentially approaching something from the side and getting too close to something in front or behind me when parking. My biggest issue is that some are more obvious than others and I couldn’t say what some of the noises were with any conviction because I was, y’know, concentrating on driving!
The thing is, though, it does work, and I try my hardest not to set them off if I can – which I guess is the point. One noise I haven’t quite figured out is why I get a voice asking me if I want my emails read out. Gets quite irritating on an early morning drive, during prime inbox-filling time…
Something that definitely was worth shouting about was the Masterclass conference session at this year’s recent Great British Fleet Event. Back-toback presentations across fleet management, electric vehicles, sustainability and much, much more kept the audience engrossed throughout the day’s proceedings. You can read a review of the best bits from the stage on page 16 of this issue. Also, for a more in-depth review featuring all this year’s Great British Fleet Award winners and the industry’s best fleet suppliers, scan the QR code here to see our Great British Fleet Guide 2023!
“Recently I’ve had my senses tested by a cacophony of beeps and chimes – all in the name of safety”
What is your ambition in your current job role?
To continue my professional development in what is a new sector to me – and to make life easier for our customers.
What job did you want to do when you were growing up?
An architect. I liked technical drawing at school, so it seemed like an opportunity to do more.
What’s the proudest moment in your career?
My journey from a frontline role at a call centre to now. Also, during Covid, I worked at Green Flag and we won an award for offering free recoveries for NHS staff, which was a proud moment for me and my team.
The best takeaway food? Fish and chips – with mushy peas on the side. Followed closely by a curry.
Favourite James Bond?
Daniel Craig. The closest thing to ginger (like me) that there will be to a Bond!
If money was no object, what’s the first thing you would buy?
A place in the Lake District. We go once a year as a family and absolutely love it.
Three car dream garage?
Inspector Morse’s Jaguar Mk 2, an ID. Buzz and my first car – a gold Nissan Micra.
What are the biggest challenges facing fleets at the moment?
Sourcing vehicles that drivers want and also the time it takes to deal with maintenance and repairs. Whether it’s a small or large fleet, having a vehicle off the road affects the person and their mobility.
You’re on your dream holiday. Where are you?
The Inca Trail. I’ve never been but it looks spectacular.
Night in or night out?
Night out, because I have a lot of nights in! I like music and a bit of a dance, so anywhere good in Bristol will do.
Your supermarket of choice?
Lidl in store; Tesco delivery.
What car do you currently drive?
Tesla Model 3.
Tea, coffee or other?
Tea. Strong, no sugar.
Books or magazines?
Books. Richard Osman’s books are a favourite of mine.
Who is your idol in life and work?
Both sets of my grandparents. They all had tough beginnings but worked hard to change that, which is really inspirational. In work, it would be James Timpson, CEO of the Timpson Group.
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Red has also published its tips to help EV drivers extract the most miles from a charge:
By Natalie MiddletonThere’s been a bit of a twist in the road in the ongoing – and sometimes heated, if you pardon the pun – debate over whether electric vehicles suffer increased tyre wear than conventional cars.
It’s been the subject of much research, but now Red Corporate Driver Training has waded into the matter – and it says that poor driver behaviour behind the wheel is the biggest factor influencing excessive tyre wear.
Separate data published in the last month from FleetCheck indicates that tyre management is becoming the dominant factor in everyday fleet running costs – and it’s warned that growing uptake of electric vehicles will only make this more acute.
Meanwhile, ATS Euromaster has separately cautioned that the switch to electric vehicles is likely to bring increased tyre spend for fleets due to faster wear rates.
But now Red has said that although the extra weight and strong acceleration of EVs are reasons for increased tyre wear, it is a lack of understanding of how to drive them that’s a bigger contributor to costs.
The firm’s CEO, Seb Goldin, explained: “Because EVs tend to be
heavier than their ICE equivalents, they are more likely to be used in stopstart urban environments. With higher torque through the driven wheels, fleet managers may be expecting higher tyre wear rates.
“But driver behaviour is actually by far the most important factor too. EVs are able to get up to speed quicker,” he added. “While they are generally driven more slowly overall, from stationary they’re often accelerated harder, which wears the tyres out.”
To help businesses manage the transition to EVs, Red has launched an EV familiarisation training course – and it says that following training, its clients see no more tyre wear for EVs than usual, provided they are driven properly and the unique characteristics of these vehicles are taken into account.
“Not only does this have an effect on reducing costs and wear rates back to expected norms, but it also aligns tyre wear with servicing schedules. This has a safety benefit: those drivers wearing tyres out far quicker than servicing schedules may mean they are on the road with illegal, unsafe tyres far longer than they realise,” said Goldin.
The harder you accelerate, the more power you use. In urban areas you can use less by easing on to the accelerator gently. To be as efficient as possible, imagine a cup of coffee on the dashboard. Don’t spill it!
When your speed dips and bursts you use more power and spend more money than you need to. Many tests have shown that regularly varying your speed up and down by as little as 5mph can increase your efficiency dramatically.
Be nosey, and watch others
Look ahead to see what is coming up and keep a comfortable distance between your vehicle and the one in front. By looking closely at what pedestrians and other cars are doing, and imagining what they’ll do next, you can keep your speed as steady as possible and use less energy. It’s also safer to drive this way.
Lighten up
Consider the weight carried in the vehicle. Do you need to carry around all the items in your boot? Weight is the enemy of EV efficiency.
Don’t be a drag
Turning off the regeneration or using an Eco mode on long straight sections can reduce the drag from the vehicle and thus improve efficiency. Also, why have you still got the roof box fitted from your halfterm family holiday?
Increased tyre wear on EVs is not the EV’s fault, but is down to the driver, according to recent research.
What is it? Small premium electric SUV
When is it available? Customer deliveries Q1 2024
Biggest changes? New model for Volvo as it expands its EV line-up Fleet appeal? Three electric powertrains; competitively priced; driving range
EX30 will be available with a choice of three powertrains: a single-motor option boasting 272hp and a 51kWh battery; an extended-range single-motor version with 272hp and a 69kWh battery and a Twin motor model with 428hp and a 69kWh battery. Maximum driving range is 298 miles; consumption is 4.0 miles/kWh and recharging from 10-80% can be completed in 26 minutes.
Reading through the official blurb on the new EX30, it’s almost as if Volvo is embarrassed that the new model is its “smallest SUV to date”. However, in the next breath, the company notes that the new car is expected to become “one of its best-selling models”. It won’t be the last electric subC-segment SUV appearing and the price, which starts at £33,795, is sure to attract a lot of interest.
Trim-wise, it’s relatively simplified for the new Volvo, with just two grades: Plus and Ultra. There are also only five exterior colours, although things get a bit fancier inside when Volvo mentions ‘rooms’ and ‘interior treatments’. Spec-wise, even in the base model there’s a 12.3-inch touchscreen, dual-zone climate, front and rear parking sensors (and rear camera) and heated front seats and steering wheel. Ultra adds a load more goodies, such as a 360° camera and self-parking.
The EX30 enters the market at a time when manufacturers are looking to plug gaps in their line-ups – and smaller is sometimes better. More efficiency, decent range, but still oozing in technology and safety systems, the new Volvo is sure to be on many shortlists.
It might not be quite the USP that it used to be, but Volvo continues to stand out with its safety options. The EX30 debuts Safe Space Technology, which is designed to reduce the risk of accidents in urban environments. In reality, the car boasts front and rear Cross Traffic Alert with brake support, to detect and warn drivers of potential dangers close by.
In a world of clickbait headlines and social media soundbites, nuance is becoming increasingly rare. From politics to powertrains, the most complicated and important conversations often get bogged down in entrenched opinions and emotion, while solutions bob around, unnoticed, in the grey area. It’s a blunt way to solve problems – and the rise and fall of smart motorways is a shining example of the result.
There are three types of ‘smart’ motorway in the UK: controlled (using overhead signs); dynamic hard shoulder and permanent all-lane running. They were introduced in 1995, 2006 and 2014 respectively and now span a combined 269 miles of carriageway. These motorways are designed to improve traffic flow by managing speed and lane discipline, effectively (or actively) expanding road capacity without laying additional tarmac. I’m also told, frequently, that they’re lethal.
That sentiment is hardly surprising. Several prominent organisations launched high-profile campaigns targeting primetime media and the highest levels of government, often focused on the risks of drivers breaking down in live lanes. By last summer it had become an issue of such magnitude that both Rishi Sunak and Liz Truss promised to address it in their leadership campaigns. In April, all future schemes were scrapped due to “cost pressures” and a “lack of public confidence”.
The reality is less alarming. Although it hasn’t taken long for pre-pandemic congestion to return (total vehicle mileage is about 5% lower than it was in 2019), the UK has one of the world’s safest road networks. The latest European Transport Safety Council data shows only Norway
and Sweden had a lower accident rate per kilometre driven in 2021, while Department for Transport figures reflect a 22.6% reduction in people killed or seriously injured on the strategic road network (SRN) in the decade to 2019. Covid makes later years harder to compare.
Motorways are safer still. According to the DfT, they accounted for 20% of traffic (by miles driven) in 2021, but only 2.6% of fatal or serious injuries. Presumably, then, converting them to smart motorways tips the apple cart? National Highways data suggests otherwise. Between 2016 and 2020, smart motorways had a lower rate of serious and fatal injury rates per hundred million vehicle miles than conventional ones. For reference, serious and fatal injury rates are around two and half times higher still on the SRN’s A-roads.
So, what about live lane fatalities? Between 2016 and 2020, drivers were twice as likely to be killed in live lane collisions involving a stopped car on stretches with all-lane running or a dynamic hard shoulder than on a conventional motorway. However, those incidents are (thankfully) rare enough that it’s statistically difficult to
draw solid conclusions from them. You are four times more likely to be killed in a collision between two moving vehicles on a conventional motorway than one involving a stopped vehicle on a stretch with parttime or absent hard shoulders.
Of course, smart motorways also tend to be on the busiest, slowest sections of our motorway network, which will influence the severity of any collisions. The most recent analysis also misses out on the influence of new closed-lane enforcement cameras and radar-based stopped vehicle detection, rolled out last year. Yes, the Office of Rail and Road issued a damning and often-cited report about the latter not meeting its targets, but even this noted that a software update piloted on one stretch of road had closed the gap, adding that it was too early to make any conclusions.
If this comes across as blinkered smart motorway advocacy, then that’s not my intention. Every life lost is a tragedy and there is certainly room for improvement, but learning requires ongoing conversations rather than soundbites and political point-scoring. As usual, I suspect the solutions lie somewhere within the grey area.
“Between 2016 and 2020, smart motorways had a lower rate of serious and fatal injury rates per 100 million vehicle miles than conventional ones”
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The Great British Fleet Event’s Masterclass conference provided an opportunity for experts to offer advice, guidance and real-life examples of running fleets. John Challen reports
Addressing a packed audience, Paul Stephenson, strategic account manager at Fleet Operations, kicked off the day’s proceedings by offering a reality check when it comes to managing an ageing preEV fleet. He highlighted the challenges facing fleets, including vehicle supply and the transition to an EV fleet. Rising fuel and maintenance costs were not helping fleets be as efficient as they could be, he also noted.
Stephenson suggested moving from a reactive to a proactive approach within fleets, where there is more information gathered about the vehicles and their operation. Keeping a closer eye on drivers, he said, would also make them more valued to the business.
Finally, he urged fleet managers to embrace driver training, because it can help reduce wear and tear and also the time vehicles are off the road.
Next up was James Garlick, head of commercial, electric vehicles, at British Gas. He talked about the company’s Hive product, which now included home charging for EVs on the British Gas fleet. Garlick noted that vehicle chargers were often included by OEMs or as part of salary sacrifice agreements. Meanwhile, he revealed that, to help the transition to EV, British Gas had introduced interest-free credit schemes on its chargers for customers. The advantage with the Hive app was the ability to autoschedule cheaper tariffs to ensure charging costs are minimised.
The subject of net zero dominated the
presentation of the next speaker – Joshua Hooper, head of product development, Northgate. He started by focussing on the challenges of transitioning to an EV fleet, but added that the wider picture is the need for decarbonisation. Those people working in fleet had a big part to play in the drive to net zero by 2050, Hooper told the audience. With transport responsible for 24% of all greenhouse gas emissions, 19% was down to cars and vans.
The second session covered the subject of electric vehicles and began with Elizabeth Culwick, deputy head of the Office for Zero Emission Vehicles (OZEV) taking to the stage. She spoke about funding and regulations and the framework required in the transition to EVs. Culwick pointed out that the UK government’s targets for 2035 and 2050 are ambitious, but also achievable. The approach to decarbonisation and, ultimately, net zero, would “help cement the UK’s role as a leader in design and manufacture of electric vehicles,” she said. OZEV’s spokesperson went on to state that 16.6% of cars sold in 2022 were BEVs. She acknowledged that they cost more, but reminded the audience that grants had been offset to cover the cost of such price hikes. Importantly, Culwick added that grants were still in place for some commercial vehicles, taxis and motorcycles, as well as the van grant, which will run until 2024/5.
Next up was Dan Lawrence-Eyre, cofounder and COO of diode. His aim was to show how switching to EVs could be simplified – telling the audience he’d learned a lot from his time in the automotive sector, but also in the worlds of banking and energy.
According to Lawrence-Eyre, there are four Es to simplifying the switch to EVs: engage; educate; empower and enable.
The third speaker in the electric vehicle session at GBFE’s Masterclass was eLCV consultant Paul Kirby. He told the audience how he had set up his new business – EV Essentials – to give a voice to vans, especially as fleets are looking to transition to EVs.
Kirby pointed out that there were just over six years to create a new way forward for transport, warning that it was so much more involved than merely replacing the odd ICE-powered van with an EV.
The final speaker in the session was Joel Teague, CEO of Co-Charger, who reassured delegates that it was OK to not have all the answers when it came to knowing the right path to an EV fleet.
Elizabeth Culwick James Garlick Joshua Hooper Paul StephensonHe put forward the idea of community charging via Co-Charger – bolstered by a community that rents out their driveways and/or EV chargers for fleets to potentially use. Teague added that the network was to become the second largest one for electric vehicles in the UK. With 14,000 registered users – and one driver who had used CoCharger points more than 400 times – it is an area of the market that is one to watch. It could also be a big positive in the overall UK EV charging network.
The third session of the day concentrated on mobility and logistics, where Simon Cordery, senior property and commercial project manager, Transport for London (TfL) talked EV infrastructure – specifically, its role in decarbonising urban fleet networks.
He stated EV uptake in London had reached 30,000 units – around 3% of the car and van fleet. To support these vehicles, there were 820 rapid and 10,000 fast chargers in the region, with more on their way to fill some gaps in Zone 6 of the capital.
Cordery revealed that TfL had supported three rapid charging hubs – in Stratford, Woolwich and the City of London. He also added that over 70% of all of London’s chargers were used five or more times a day. Outlining the potential issues ahead, Cordery forecast that there would be up to 1.4m BEVs in London by 2030, which meant between 40,000 and 60,000 were required.
Geotab’s business development manager, Rick Nimbley was next up, talking cost control and the advantages of running an agile fleet. He stated that centralisation of data was key to success and then providing it to areas of the fleet
that can make a difference. Running a fleet in this way, Nimbley suggested, offered simplicity and provided the information required in a more agile manner. He stated that this approach would be especially helpful for fleets transitioning to EVs, because there, the information is vital to make important decisions.
and Move’ approach. The service was one of many vehicle valuation offerings that had been created in recent times and involved going to a driver’s house for a vehicle inspection and sending a message to a dealer (snap), the Engineius driver talking to the customer and the dealership (chat) and then, finally, taking the vehicle to its final destination (move).
Mark Dickens, managing director at Mobilize Power Solutions, then used his time on stage to remind the audience that there was no ‘one-size-fits-all’ solution to transitioning to EVs. He noted that AC charging is the most efficient, but DC is essential when drivers are short on time. With regards the latter option, Dickens said it was important to get the right vehicles for the job and to train the drivers in using the right equipment for their vehicles. As a result, he claimed driver training for EVs should be the main priority when moving away from an ICE fleet.
The final speaker in this session was Tristram Benson, commercial director at vehicle movement company Engineius. He used his time to talk about innovation and the disruption within the automotive sector.
Benson said Engineius existed not just to offer technology to market, but to also offer services, such as his company’s ‘Snap, Chat
A session on sustainability at GBFE's Masterclass followed, beginning with some real-life fleet experience from Addison Lee. Andrew Wescott, the company’s director of sustainability and regulation, explained how the company had started the shift to EV in spring 2021 and rolled out Volkswagen ID.4s from the autumn of that year. At the time of speaking to the audience, he confirmed that the company had ordered 2,000 vehicles and was half way to getting them all to drivers.
Wescott said there were initially three major groups of people in the project: drivers; customers and employees. While that focus hasn’t shifted, he said that lots of lessons had been learned. With drivers, he reported that range anxiety was the biggest concern – and still is.
Mark Dickens
Andrew Wescott
Tristram Benson
Moving onto customers, he confirmed a lot of businesses had got onboard with the change, partly because of their own sustainability targets and pledges. The biggest challenge was the difference in vehicle, but Wescott reported that there were no major issues and that the sustainability benefits outweighed the need to move from one model to another.
Next up was Chris Chandler, fleet consultant at Lex Autolease, who addressed misinformation around EVs and how to deal with it. He told the audience that 50% of Lex deliveries are BEV or PHEV and that one in 10 EVs on the market are funded by the company. He was quick to point out that Lex had run EVs for a number of years and suffered no issues with battery degradation, nor going through a car wash and no EVs had spontaneously combusted!
In Chandler’s experience, he said the drivers like driving EVs and many had realised that range anxiety need not be an issue because they effectively had a ‘fuel pump’ at their house. One thing he highlighted was the need to plan journeys carefully. Leaving more time leads to less stress and risk of running late, he argued, while charging also gave drivers a chance to catch up on emails, increasing their efficiency while out on the road.
Simon King, a partner at edenseven, then told the audience that sustainability done well should drive a company’s performance. If drivers aren’t doing things properly, he argued, there’s a cost to the business. When transitioning to an EV fleet, King argued that the area to
spend the least time on is the vehicle itself. The best strategy should be to concentrate on the infrastructure and, to a slightly lesser degree, driver awareness.
On infrastructure, King made the point that there was no use having rapid chargers if a business has long dwell times. In this situation, 7kW chargers would be a better option. However, to make an informed decision such as that one, it is imperative to understand the data involved.
when they are distracted, tired or using excessive acceleration or braking.
The penultimate speaker of the day was Antony Ursell, product manager, EV and green mobility, Michelin Connected Fleet. He first outlined the current practical challenges facing fleets, such as targets and expectations around adopting EVs, the need to prove a company’s environmental credentials and clean air zones that restrict vehicle movement.
The final session of the day looked, fittingly, at the future of fleets, where Aliaksandr Kuushynau, Gurtam’s head of Wialon, spoke first about how fleet management could be transformed with video telematics. Kuushynau said that, as a company, Gurtam wanted to make life easier for fleets, who typically have to juggle an everincreasing number of apps and programmes that are required for their work. The solution, according to Gurtam is the Wialon platform, which provides a single central place for all relevant information and apps. Kuushynau explained that the Wialon ecosystem included: tachograph; asset trackers; personal trackers; OBD tools; video monitoring and other additional hardware.
An important element for the future would be video, he told the audience – and Wialon’s integrated cameras use AI to identify potential issues or areas of improvement for fleets. For example, he said that the video can identify if a driver is smoking,
“It requires energy to make more effort,” he reasoned. “We’re looking at consequence planning with customers to drive success.” Ursell said that part of Michelin Connected Fleet’s role was to benchmark emissions, analyse data and then provide action steps to facilitate improvements. In one case study, looking at year-on-year improvements, Ursell explained that with his company’s help, one fleet had reduced fuel consumption by 13.4%, idling by 14% and CO2 emissions by 4%. At the same time, there was a 17% increase in the number of EVs on the fleet.
Closing the day’s proceedings was Paua’s CEO, Niall Riddell, who spoke about the optimisation of EV fleet charging. The emobility transition means ‘fuelling’ shifts from one location to three (compared with ICE): public; home and workplace. This situation presents many challenges, but Paua, he said, is aiming to get more chargers into the hands of drivers. “We want to help fleets on the road and we are building the Paua network to help make that happen,” he commented. “Charging isn’t about location, it’s about availability.”
THE BEST IN FLEET
Simon KingChris Chandler Antony Ursell Niall Riddell Aliaksandr Kuushynau
For 115 years, Ringtons Ltd has delivered tea, co ee, and sweet treats door to door to more than 220,000 customers, including cafés, restaurants, hotels, and workplaces around the UK.
With more than 45 million Ringtons drinks produced every week, the beverage specialist is steeped in British tradition. First delivering its goods from a horse and cart, a key distinguisher is its doorstep delivery service, now carried out by its 300-strong fleet.
Comprising of 260 vans and around 40 cars, Ringtons’ fleet typically avoids using motorway networks, instead focusing on delivering goods around smaller urban areas, completing low mileage trips. As a carbon neutral business, Ringtons has a focus on consistently improving its environmentally friendly
Following the success of utilising Allstar’s fuel cards for its petrol and diesel vehicles, the relationship has gone from strength to strength as Ringtons’ needs and its vehicles have evolved. Allstar was able to cater to its changing requirements, adding EV services and charging cards to support the new fleet. The beverage expert adopted the Allstar One Electric fuel card for its EV vehicles in the business’s portfolio, before being one of the first to pilot and then integrate Allstar Homecharge to harness the power of home charging to fuel drivers’ vehicles for a full day’s travel. Allstar Homecharge
e orts. Bolstering these e orts, the organisation has pledged to convert all vans to electric by 2034.
Challenge: Evolving fleet needs.
Ringtons has utilised Allstar Business Solutions’ fuel cards for more than a decade, having initially switched to benefit from its vast network, meaning drivers could refuel almost anywhere. However, like all fleets, Ringtons is now carefully considering its roadmap to a fully electric fleet ahead of the government’s 2030 deadline for ending the sale of new ICE vehicles.
The tea and co ee provider therefore integrated electric vans into its fleet, but the question of how to e ciently manage payments for charging these vehicles was soon
raised. Ringtons realised that it was not practical or possible for drivers to be only recharging the vehicles when on the road.
The challenge, therefore, was how to e ectively manage its mixed fleet of electric vehicles (EVs) and internal combustion engine (ICE) vehicles to ensure no impact to the deliveries the drivers were making while also not having any of its drivers out of pocket for refuelling or recharging their work vehicles.
helps simplify charging at home by accurately paying for drivers’ home charging directly to their energy supplier. With one consolidated view through one supplier, Ringtons have complete visibility of home charging and payments across their fleet. As it is hardware agnostic, Homecharge could easily and quickly integrate with the hardware already installed at drivers’ homes.
Stephen Killinger, Operations Manager at Ringtons Ltd, said:
“Allstar is our partner of choice for our mixed fleet as it can support both our traditional vehicles, our EVs and we know it will continue to serve our needs as we continue to evolve long into the future.”
Looking to the future, Ringtons aims to move away from diesel vehicles as soon as it can and instead have all drivers using EVs. Throughout its transition, it will continue to look to Allstar for tools that will support it, which will include further utilising Allstar Homecharge to ease the recharging process.
E.ON understands what other fleets are going through.
We’re a large fleet ourselves, with 1,500 commercial vehicles, as well as more than 500 company car drivers. In the process of electrifying our fleet, we have rolled out approximately 150 electric vans and more than 50% of our company cars are now fully electric. We’re also looking beyond that and encouraging our 10,000odd employees in the UK to get into an EV via our salary sacrifice scheme.
For fleets specifically, we offer a full end-to-end solution in how to electrify, by providing charge points, access to public charging and data reporting analytics. We also cover expense reimbursement and other important facts and tools fleet managers need to consider.
It’s important to prioritise in the EV shift. The biggest lesson we could offer is to not just think about the fleet. Consider all of the areas, including charging infrastructure and the use cases for the vehicles on the fleet. Looking purely at the fleet in isolation, might make switching to EV seem a very expensive and daunting task. But, with office charging, for example, if you consider the wider employee advantages – as well as potential opportunities for visitor parking and customer charging – there are benefits in terms of employee retention and customer satisfaction. That means you can often recover some of the costs in a different way, which makes the financial case very different. Look at the big picture, then do the easy bits first.
The benefits of EVs can be rewarding. Employee retention is a big plus from transitioning to EVs, as well as customer retention and satisfaction. More and more
employees and customers are becoming conscious of sustainability and really factor that into their decision-making. Proving that you walk the talk is really important. Financial benefits will really depend on the type of fleet and mileage but I think, even with the relative increases in energy costs versus petrol costs over the last sort of six to 12 months, it’s probably breakeven in terms of Total Cost of Ownership (TCO) for an average EV driver.
David Butters, head of B2B at E.ON Drive, explains how his company can deliver a onestop-shop when it comes to getting fleets EV-ready
E.ON’s USP is the ability to do everything in-house.
If a fleet is considering home charging, public charging or workplace charging, we can handle it all in one place, so it’s delivered by E.ON employees and engineers. For example, we’ve got 1,200 engineers doing smart meter installations every day and they are now being cross-trained to do EV charger installation. In the workplace, we can use our 350 lighting and grid engineers, who are currently working on low voltage street lighting grid connections and are also being trained to install EV chargers.
There is more to come in the EV space from E.ON.
Other advantages can be gained with smarter charging via the E.ON Home app, which allows any driver to schedule charging around their needs – and to also charge at the cheapest times. E.ON is looking at how to open up new tariffs for customers to access lower rates overnight, which will make a big difference. We also offer tools such as load management, which aim to ensure that chargers are not taking up any more capacity than they need. That is often a key constraint for office spaces and for larger infrastructure projects.
Vehicle to everything’ (V2X) is communication technology and part of a battery and energy storage system – and is something we’re very much looking at. In the UK last year, we delivered 60 vehicle-to-grid charge points for fleet customers as part of a trial through Innovate UK, working with Nissan. We’re currently collecting the data from that trial to understand the real opportunities and benefits of vehicle-to-grid. We’re also looking at how we can expand that towards future partnerships as well. There are also some smaller kinds of technologies around battery storage that we’ve already looked at and now have in place, too. That includes a booster product that we’ve delivered in conjunction with Volkswagen that is effectively a highpowered DC charger, supported by batteries. That means it only needs a lower voltage grid connection, which helps with capacity issues, where high power charging is required.
Strengths, weaknesses, opportunities and threats of four cost-conscious electric vehicles are analysed by the Fleet World quartet of industry experts
SH Not as much boot space as you might expect, and not as sophisticated on the road as its luxury appearance suggests.
MJ A relatively small number of sales centres may limit exposure and awareness of the product.
MW The name. There have been some pretty terrible names in car history, but this must be top 10.
JW The lack of brand awareness and credibility may be off-putting to UK consumers – and the interior quality falls short in areas.
MW A small affordable fivedoor, full five-seater EV hatch that, despite its badge, will attract new customers to EVs.
JW Great opportunity to prove itself as a credible brand, paving the way for future vehicles.
SH Better familiarity with the other brands here will clearly be a factor, but anyone trying the Funky Cat probably won’t be disappointed.
SH Cute looks and equipment levels make it appealing – and some people will love the name.
MJ Quality and fun retro interior including two colour tone faux leather interior, plus a distinctive exterior. Excellent safety equipment and a five-star NCAP rating.
MW A very credible small EV
from the all-new Chinese car manufacturer, but sold through the tried, tested and trusted IM Group in the UK.
JW A bit of a marmite design puts the Funky Cat on the shortlist for those looking for an affordable way to stand out from the crowd.
SH Overtly targets the MG4 on price versus equipment, which says a lot about where GWM Ora sees its chance.
MJ To move forward, the brand needs to have a wider product offering – unnamed saloon due next will not be in a volume sector.
mature brand in fleet than Vaux hall or Renault, but MG has a lot of good people and ideas.
MJ Could it be too competitively priced, from only £26,995, as buyers may think it is a budget offering? Rear visibility is limited.
MW It’s called an MG, but some traditionalists will just shake their heads at this MG.
JW The interior finishes could be a little better and you get a bit of road noise at speed. That said, let’s not forget the price point.
MJ MG4 makes a car from unknown brand ORA look expensive, in spite of the high level of equipment.
MW The exterior styling is a bit challenging – not the prettiest.
JW GWM is one of many Chinese car manufacturers due to launch in the UK – meaning a lot more price-point choice in the future.
MW Very affordable, will attract first-time buyers into the EV world.
JW Impeccably timed for entry into the UK market – MG4 is practical and affordable – the EV many families have been waiting for.
SH Like its Chinese rival here, could become a victim to geopolitical issues should China become subject to sanctions.
STRENGTHS
SH A familiar brand name and a lot of car for the money – anyone checking out the MG4 is bound to be pleasantly surprised.
MJ Bold looks, good build quality, equipment, seven-year warranty and a very competitive price mean MG4 is a compelling package.
MW Sharp and crisp styling,
good-sized interior – it’s difficult to find better value.
JW A highly affordable and attractive model boasting a great driving range, low running costs and strong residual values.
SH Really not too many. It’s a less
SH Previous MG EVs were SUVs, which might not have fitted with all fleet policies. A hatchback boosts appeal.
MJ MG has established itself as a serious player with ZS SUV in BEV/ICE, HS in PHEV/ICE and BEV-only MG5 estate – all before the arrival of BEV-only MG4.
MJ The company will no doubt wish to not experience the same ‘demand outstripping supply’ situation as the ZS EV.
MW Fit and finish could be better, which may put some off. Price probably counteracts this.
JW Budget EVs from China will be flooding the UK market soon but, as a recognised brand in the UK, MG should be OK.
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 specialistSH Space and performance are all superior, while Renault’s qual ity is as high as any other mainstream car brand.
MJ The SUV style looks great with super-slim LED Headlights and quality alloys. Dynamic handling through bends and the ride is also good. Rear-wheel
steering helps it feel much smaller in use.
MW Renault has been making EVs for a long time, so with all that experience, it has just about got the E-Tech right.
JW Desirable premium style cues and a great quality interior. Competitive residual values and low SMR costs.
SH A little strong on price for the company it’s keeping here, with a knock-on effect on depreciation costs.
MJ Rear cabin space is not great with limited room for rear passengers’ feet under the front seats – and no centre armrest.
MW Overall efficiency could be better, rear legroom for the size of car is also a little limited.
JW Cramped rear seats. However, price point is the only thing keeping the Megane away from the top spot here.
OPPORTUNITIES
SH The Megane could steal a march on many traditional rivals (Peugeot 308 and Vauxhall Astra) by getting an EV to market first.
MJ Megane possibly deserved a new name, as this car provides the chance to generate conquest
that won’t fix the fact that the Corsa is short on pace and space compared with these rivals.
MJ Reductions in trim levels mean entry Corsa Electric starts at more than the Peugeot 208 sister product.
MW Cabin space feels limited, compared to other similar sized cars. Looks a bit pricey on paper, not the most exciting to drive.
JW A little uninvolving to drive and space is restricted due to the battery packs. Expensive versus the petrol equivalent.
business for Renault in the UK.
MW A good-looking five-door hatch that doesn’t look like an EV will appeal to many buyers. Full of nice technology.
JW Renault has enjoyed previous success in the BEV market with the Zoe and that experience comes through in the Megane.
SH Potentially tough reestablishing itself as a contender, as its ICE predecessor’s popularity waned.
MJ Lack of awareness? Renault needs to get back on shortlists –Megane could be the catalyst.
MW Low-speed comfort is compromised, particularly over lumps and bumps in the road.
JW Renault (and others) needs to keep a close eye on the market landscape and be reactive.
MW The Corsa is a national treasure and looking almost identical to the petrol version will help.
JW If Vauxhall could get a little more creative with the price point or finance offering, then Corsa would be more attractive.
SH Although well equipped, Vauxhall’s recent repositioning attempts in the market are taking prices closer to larger cars.
STRENGTHS
SH Few brands know fleet better than Vauxhall – and the Corsa is a decent electric runabout for short to medium journeys.
MJ Range of 222 miles (WLTP), while the 100kW DC charging is important for corporate drivers. Decent equipment levels.
MW Good driving range and
performance, a classy-looking small five-door hatch and the Corsa name will always help sales.
JW It’s a Corsa – practical, versatile and a great choice for those nervous about shifting to BEV.
WEAKNESSES
SH A facelift is due, although
SH Could be some enticing deals in the run-out period for the current model, which would make it better value.
MJ A facelifted car arrives by the end of the year, although Corsa has a huge legacy in the UK and is currently still selling well.
MJ Badge snobbery will keep some buyers away, but Vauxhall is increasing desirability.
MW Prices have gone up, so looks a bit expensive now, which may put some off the Corsa.
JW Its petrol counterpart. In a market pushing EVs, having a much cheaper equivalent car is a tough upsell for any consumer.
Renault Megane E-Tech Vauxhall Corsa Electric“Bold looks, good build quality, equipment, seven-year warranty and a very competitive price mean MG4 is a compelling package”
MG4
P11D: £32,440
CO2: 0g/km
RV: £18,742 (57.77%)
BiK: 2%
SMR: £1,643
Fuel costs: £4,662
Insurance: £4,410
Finance: £4,379
NI: £321
VED: N/A
Cost per month: £810
Standard equipment:
Bluetooth, USB
Satellite navigation
Adaptive cruise control
360° camera
Privacy glass
Cloth/leather upholstery
Options:
Metallic paint: £545
P11D: £36,940
CO2: 0g/km
RV: £18,934 (31.26%)
BiK: 2%
SMR: £1,429
Fuel costs: £4,371
Insurance: £4,011
Finance: £4,987
NI: £365
VED: N/A
Cost per month: £923
Standard equipment:
DAB, Bluetooth, USB
Satellite navigation
Cruise control
Tyre repair kit
Lumber seats
Hill statt assist
Options:
Metallic paint: £650
P11D: £33,875
CO2: 0g/km
RV: £13,348 (39.40%)
BiK: 2%
SMR: £1,411
Fuel costs: £4,245
Insurance: £3,801
Finance: £4,573
NI: £335
VED: N/A
Cost per month: £971
Standard equipment:
DAB, Bluetooth, USB
Satellite navigation
Front camera
Heated door mirrors
Multifunction steering wheel
Autonomous emergency braking
Options:
Heated seats: £350
Panoramic sunroof: £500
Metallic paint: £600
P11D: £31,940
CO2: 0g/km
RV: £15,497 (48.52%)
BiK: 2%
SMR: £1,367
Fuel costs: £4,799
Insurance: £5,118
Finance: £4,312
NI: £316
VED: N/A
Cost per month: £900
Standard equipment:
DAB, USB, online services
Satellite navigation
Blind Spot assistance
Rear parking camera
High beam assist
Autonomous emergency braking
Options:
Solid paint: £795
Whether you’re managing HGVs, LCVs or E-vans, we get that you need a fleet partner you can rely on. One that understands all your needs and challenges.
We bring three decades of global fleet management expertise, with over 600,000 vehicles connected. Our dedicated experts work with you to make sense of your data and turn it into real world results. From reducing carbon emissions and increasing fuel efficiency, to real time alerts on tyre and brake performance.
Find out how MICHELIN Connected Fleet can help your business. connectedfleet.michelin.com Call
Got a fleet-related question or something on your mind? Let the team at Driving for Better Business know and it will (hopefully) make all your worries go away!
Our same-day courier delivery service operates 24/7. It’s impossible to ensure our drivers have had enough sleep to be fit for work, so how can we avoid the risk of anyone falling asleep at the wheel?
DfBB says:
Firstly – and most importantly – you need to know the law on drivers’ hours, which limits the amount of driving a van driver can do each day. These laws also require minimum rest periods. Drivers breaking these rules can receive large fines and even custodial sentences.
While driving when tired is not an offence, driver fatigue is a serious issue and can be a contributory factor in one in five road incidents, as well as one in four fatal and serious incidents. For reference, peak times for fatigue-related crashes are within the hours of 02.00-06.00 and 14.00-16.00.
Around one in five people suffer some form of sleep problem that affects their driving ability through impairing coordination, judgment ability and memory and causing longer reaction times.
It’s a huge risk for fleets, drivers and for the general public – and commercial vehicle drivers are vulnerable to fatigue due to demanding workloads and high mileage.
Fatigue can mean tiredness, loss or concentration, or sleepiness. It affects
your coordination, your reaction times and your ability to process what’s happening around you. For drivers, it can cause poor lane discipline, poor speed control, irrational responses and a host of other risky behaviours.
around you”
To protect drivers and the public from the effects of fatigue, there are a number of measures that those who manage and run fleets could – or maybe should – adopt.
Firstly, educate drivers about fatigue –using DfBB’s series of Toolbox Talks (available from www.vandrivertoolkit.co.uk) will help this process.
Also try to encourage good sleep
patterns and create a culture in which genuine fatigue is a legitimate reason for not driving. Finally, ensure that shift patterns and organisational pressures do not create undue fatigue in drivers
Needs some other tips to take driver fatigue?
Have adequate sleep before starting your journey.
Avoid heavy meals before starting driving.
Plan a 15-minute break for every two hours of driving. Avoid taking medication that causes drowsiness.
Stop in a safe place and take a break at the first sign of tiredness. Drink two cups of coffee or an equivalent caffeinated drink.
Take a short nap of around 15-20 minutes.
Got a fleet-related issue and want some advice? Email support@drivingforbetterbusiness.com
“Fatigue affects your coordination, your reaction times and your ability to process what’s happening
Whether you’re transitioning to an all electric fleet or looking for support for your existing vehicles, InstaVolt can help you manage your fleet’s needs.
Access to 1,200+ public rapid EV chargers nationwide
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Give drivers a chance to recharge their batteries with rapid chargers at some of the UK’s best loved brands
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Find out how InstaVolt’s Fleet Solution can support your business. www.instavolt.co.uk
Fleet Operations has enjoyed two decades of growth.
We celebrated our 20th anniversary last year and, in that time, the company has grown from offering fleet consultancy, then adding fleet monitoring and then finally moving into fleet management. With the introduction of fleet management in 2006/7, we could tailor solutions to customers, something we still offer today. We’ve certainly created a number of efficiencies around processes – and we have more standardisation – but we’ve managed to achieve that through technologies as opposed to processes. Now, the market has more division, in terms of the types of fleets that organisations are working with. Those specialist divisions have to exist because the traditional company car has changed massively in terms of policy and choice.
We’re on the cusp of launching a dedicated salary sacrifice product that will sit alongside our more traditional company car schemes. It might seem like we’re late to the market with that, but we wanted to use our own technology and platform, to ensure we built the right product properly. We’re also working on other things that will give corporate endusers more options around risk management. Meanwhile, the third release of our MOVE platform is planned for early next year, which will enable fleets to fully manage their own vehicles, without our service layer on top. We’ve seen more and more small, medium and large
organisations – as well as international businesses – wanting standalone software, as opposed to the service and consulting layer that we’ve got.
There’s also a mobility product under development.
We’re taking the core of what we’re doing with rental and transferring it into mobility to offer more options around business travel. The most important thing for us is to help people get from A to B in the most efficient way, using the mobility options available to them. We have a lot of drivers that need to access a vehicle quickly and that vehicle might be in another location. We need to find ways to bridge that journey and, beyond that, we need to develop other core mobility options for drivers travelling for business.
Consultancy plays a big role in the move to EVs.
Our customers have required a lot of strategic and consultancy support around what they do next, which has meant creating roadmaps for electrification, decarbonisation and getting through to 2030 and beyond. That first stage of building the roadmap with a customer has been very important, but it’s ongoing. I’d say half of our customers are very much on track with that – the LCV customers less so, but that’s more to do with the maturity of the product in that sector.
We’re looking at things from the perspective of range, charging and managing the extra weight onboard vehicles. Those roadmaps might need to be
re-engineered – and who knows what might happen with hydrogen – but we’re prepared to be flexible.
Decarbonisation presents opportunities for improvement.
We’re working on a project with a global fleet for an international customer, predominantly around fleet and mobility, but also involving corporate decarbonisation. It’s been very interesting, because we’ve approached it from a fleet and travel perspective, but the remit goes beyond that and into scope one, two and three emissions reporting. We’re building a solution that will measure, report, manage and reduce carbon output across scope one, two and three, which is very interesting. We’ll be looking to support all our customers with that journey, as we move through the next few years.
In two decades’ time, Fleet Operations will be very different.
I think, by our 40th anniversary, we’ll certainly be a tech-led organisation, or possibly a technology company. It’s absolutely paramount to the future of automotive that organisations embrace technology. From our perspective, we’ll always have service and consulting layers on top of that – it’s more about how much the technology can encroach in those layers but also retain a human element at the same time. We’re seeing a lot of AI coming – and a lot of vehicles are like computers on wheels – but we have to maintain some level of control over all of that.
Our range of fuel cards provide competitively priced fuel where you need it.
Visibility of all fleet data on Miles Monitor helps improve efficiencies and reduce costs.
Consultancy for a successful transition to EVs and other sustainable alternatives.
To find out how Silvey Fleet can help improve your fleet’s performance, contact our customer service team:
01454 333 022
priority@silvey.co.uk
You’ve moved around the Volkswagen Group in recent years, how does it feel to be back at Audi?
WR: After time as Audi’s national contract hire and leasing manager – and then national corporate sales manager –I moved across to Škoda and then to Group in an aftersales role. Returning to Audi after eight years has been great –especially coming back into Audi fleet; it feels a little bit like coming home. The people are lovely and seeing some familiar faces was great.
What are your biggest challenges in the role and what would you like to achieve?
WR: The biggest goal is to get back to basics. Fleet is all about relationships and looking after customers. That means making sure they’ve got clarity and transparency about what they’ve ordered, when it’s due and when it’s coming. Then, the fleet manager can pass that information onto the drivers, who also have absolute confidence that their car is going to arrive
at the time that they expect. Confidence in that whole chain of communications is critical. Over the past few years, it’s been tough, because of production and supply chain issues, to provide that information because we haven’t had it ourselves. So, I want to build confidence in the fleet managers – and also the leasing industry – that we can actually supply cars within a reasonable timescale. While we haven’t been able to do that in the past couple of years, we are now getting back on track.
How important is the fleet market to Audi, now and in the future?
WR: We’ve been number one in true fleet for the past couple of years and I’d love to maintain that, if possible. Again, the way we do that is by giving the customers confidence that if they order cars, we can deliver them. Keeping on top of the fleet market is another key challenge for us, but we’ll be helped by a number of new models, including Q8 e-tron, Q6 e-tron
and A6 e-tron next year. Then also there’s a smaller A3-sized e-tron model in 2026/27, which is part of a pretty heavyweight portfolio coming up: between now and 2027 we’ll launch 20 cars, of which 10 will be BEVs.
How is Audi able to help fleets in their transition to EV?
WR: While a lot of fleets have already moved – in part or completely – to EVs, there are still fleet managers who have concerns over it. Specifically, what it means for them and whether their drivers are ready for the change. That’s where various Audi teams can help because of their expertise in not just fleet, but also BEVs. The fleet team operates as consultants, helping customers and fleets to understand where the foibles are, what businesses need to think about and give them the confidence to transition into fleet. We’ve made good progress in that – 92% of fleets have got some kind of electric vehicle on their list, so there is definitely confidence out there.
What about the 8% who haven’t made any move to EVs?
WR: Customers will decide when it’s right for them. Our job is to ensure that they get full information about what it means to own and drive a BEV and what it means for their business and understand why they haven’t chosen to do so. Often, it’s just the idea of changing from an ICE car – there’s some nervousness about it.
How will the Audi model range change in an electric world?
WR: The new electric models previously mentioned give a flavour of what the intention is. We don’t want to have a restricted range of models – quite the opposite, in fact. The strategy that we’ve always had is to offer lots of models to fit in with the individual requirements of drivers – and that will remain with EVs. The smaller EV will open up a new set of opportunities for fleet drivers, user-choosers, sal-sac drivers; the whole range.
“The strategy that we've always had is to offer lots of models to fit in with the individual requirements of drivers –and that will remain with EVs”
Car daily rental is one of those products that is deeply self-descriptive. You rent a car, a day at a time. Simple.
The beauty of the concept is that if you want to keep the car for 24 hours or a year, you’ve historically been able to do just that. While not the cheapest way to acquire a vehicle, it was relatively cost-effective and the trade-off was supreme flexibility in fleet applications where that factor was valued above everything else.
Now, however, it seems that daily rental in that traditional sense is just about dead. Like many other products in the postpandemic world, demand is exceeding supply by an extreme degree.
Across the AFP, we hear that one- to twoday hires – the kind that once upon a time tided fleets over when a vehicle was taking longer to repair than originally envisaged or provided transport to an employee with a short-term transport need – are almost never available. Unless you are talking in terms of weeks, daily rental companies are probably not going to be able to help and in many cases, once fleets have gotten hold of a daily rental car, they are simply keeping it because finding another is so difficult, which kind of defeats the object and is expensive.
This is, like a lot of post-pandemic problems, not really anyone’s fault. Daily rental companies are having issues buying cars in much the same way as everyone else. And, like everyone else, they are fighting hard to keep their existing vehicles working in a roadworthy condition as the miles pile up
and another year passes. The situation is unlikely to change quickly.
So, what are the alternatives for fleets that need short-term vehicle provision? In instances where it is possible, grey fleet is an obvious choice and, as long as robust policies and systems are in place, can serve as a good solution. However, it’s very important to realise that the cars that employees own are ageing at the same speed as the overall vehicle parc and, as such, are potentially in a worsening condition day-by-day. It is crucial that vehicles are regularly checked to ensure that they meet maintenance and general safety standards, especially at a time when employee personal finances may be under pressure and corners being cut.
For larger organisations, pool fleets are an idea from the past that appears to be reemerging. At some point, probably a couple of decades ago, they fell out of favour because having assets sitting in a car park looked like a waste and daily rental companies stepped into the breach. Now, we hear of more fleets buying cars that are intended to be used on a flexible basis, rather than being allocated to specific drivers. This isn’t a cheap solution but it is one that is probably going to fulfil your needs most successfully at short notice, as long as the vehicle is at the right location.
Looking further beyond, some businesses are looking at products that fall under the general umbrella of mobility solutions. Some of these – such as car clubs
and ride-hailing apps – certainly have their uses where they are available and there are signs that they are becoming more popular with fleets. However, they do have obvious operational limitations, such as only really being available in specific localities.
Further down the line in mobility, some AFP members are finding that the best way to cover for unavailable cars is to use other forms of transport, with rail generally being the most favoured option. Again, this is a good solution for certain employees making certain journeys at certain times but doesn’t tend to work when, for example, the person making the journey lives more than a handful of miles from their nearest station.
This seems, to us, very much the story of the current restrictions in daily rental. There are alternative business transport options available, all of which have a potential place when it comes to identifying a solution – but for the majority of employees who need the unrivalled flexibility of a daily rental car and employers who appreciate their cost-effectiveness, there are no direct substitutes. Really, what we need is car daily rental to become just that, once again.
“For larger organisations, pool fleets are an idea from the past that appears to be re-emerging”
Cutting emissions is increasingly important to businesses and individuals – not just to cut costs but to make a difference to the environment. However, there are still numerous barriers that are making the transition challenging. To understand these barriers and how they can be overcome, a recent Europcar study of 300 professionals responsible for fleet and business travel revealed what they have changed, and what the future holds for their business mobility.
The results, published in a report ‘Switching sustainability from buzzword to business benefit’, revealed that businesses intentions are positive when it comes to going green. Over half have some fully electric vehicles on fleet; 54% have some hybrids. And more than half of workplaces provide charging facilities on the premises.
It’s clear that businesses are making great strides, but there is still a long way to go before the average fleet can boast zero emissions.
Business mobility can have a significant impact on budgets and carbon emissions. Cutting down on how often and how far employees are required to travel and changing their mode of transport can provide substantial savings on both fronts. Indeed, the increasingly popular hybrid working model is changing many aspects of business travel. But people and goods still need to get from A to B and employers are looking to their fleet and business travel managers to think about how this can happen with sustainability as a core driver.
Very few businesses are able to make a wholesale switch to electric right now. Instead, a transitional strategy, reducing emissions alongside testing new powertrains, is a tactic being widely adopted. And this will become ever more important as the current vehicles on company fleets get
older. Employers also need to adapt their mobility choices to ensure the growing number of Clean Air Zones coming into force in cities across the UK this year doesn’t hit their bottom line. Being able to access compliant cars and vans as and when they’re needed makes a lot of sense.
The Europcar road to zero emissions
Flexible vehicle usage – from Corporate Car Sharing to vehicle rental by the day, week, month or year – helps businesses reduce emissions in a practical, accessible and cost-efficient way. Plus providing access to the newest, most environmentally friendly vehicles as and when required, rental allows organisations to try-before-theybuy. It is commitment-free and can help provide reassurance that the investment in a greener fleet will work with operations and bring business benefits. And renting electric vehicles can dispel concerns drivers have regarding charging infrastructure and driving range as well as help businesses understand what is right for them now and in the future.
To find out more about how Europcar can help your organisation on your sustainability journey call 0371 384 0140 or visit
www.europcar.co.uk/business/electric
Industry experts are on hand to ensure the most informed decisions are made when it comes to preparing a business and its drivers for the electric future
Nick Hardy, sales and marketing director, Ogilvie Fleet
The challenge of transitioning to an electric fleet might seem a daunting one to fleet managers, due to the ever-changing regulations, constant evolutions in technology and the rapidly expanding range of available electric vehicles.
To combat these challenges, Ogilvie Fleet has introduced an open-source hub for EV knowledge, the MiNextEV electric vehicle database. The online tool allows users to explore and compare all passenger cars and vans either currently on the market or soon to be launched. Vehicles are searchable by price, range, efficiency, charging speed and battery capacity.
It contains information and guidance on regulations, tax implications and infrastructure surrounding the purchase and running of EVs, including a vehicle tax guide, featuring an online BiK calculator app.
Furthermore, in response to the vehicle delays due to the global parts shortage, Ogilvie realised a fresh approach was needed to manage an unprecedented situation for our customers.
To avoid frustrations of long and unpredictable delivery dates, particularly around EVs, a lead-time generator tool was developed. Using rolling analytics gathered from our own order bank –and data from across the industry to generate a lead time estimate for vehicles – it can accurately show current lead times per manufacturer and model. Allowing forecasting accuracy of between 2-3 weeks, it removes guesswork from fleet managers looking to ensure mobility for their drivers in the year ahead.
As the transition away from internal combustion is one that will affect all motorists in the UK, not just Ogilvie Fleet drivers, it was decided from the outset that the MiNextEV tool would always remain open-source and free to use for all. While we constantly strive to provide our customers with the latest EV technology, advice and support, we are happy to help other motorists, whether private or business drivers, along the electrification journey.
Matthew Lumsden, CEO of Connected EnergyMore EV vehicle chargers are needed in the network, including those with higher capabilities. But the grid was not designed to supply this much power.
If demand exceeded current supply, fleet managers previously had two options. The most straightforward and affordable option is load-balancing, where a network of smart EV chargers divides the energy available to ensure that all EVs will still receive some charge, but at a slower rate. However, this can lead to driver frustration or disruption to workplace operations.
The second option is paying for a connection upgrade from the distribution network operator (DNO). However, this can cost a lot and entail long lead times as DNOs are working flat out to address growing demand. These costs and delays are leading to fleets postponing or slowing down electrification.
But there is a third way. If a DNO upgrade is cost-prohibitive or timeconsuming, fleet managers should consider battery energy storage systems (BESS) as an alternative. BESS can provide the buffer a site needs, ensuring vehicles can be charged at their full rate and removing the ‘charge anxiety’ of load balancing. It can also integrate with on-site solar to make the most of renewable energy generation, storing that
energy for use during peak periods.
When a site is constrained and requires additional power at certain times, a BESS can act as a reservoir to supplement the power drawn from the grid. This is especially useful for depots which can experience peaks and troughs in demand.
BESS can help make grid-constrained sites suitable for EV charging hubs by ensuring the business case stacks up. They can also help the circular economy by reusing batteries from end-of-life EVs, which can still have up to 80% of their original energy storage capabilities.
Alan Bastey, decarbonisation and sustainability consultant, Zenith
Fleets have a shared objective — to transition to zero-emission vehicles. The need and desire for sustainability is ever present, but economics will always come first, so the move must work for drivers and businesses alike. However, as a fleet changes, so too does the landscape in which you operate.
Using the favourable Benefit-in-Kind position for ZEVs and enabling a driverled transition for drivers, either through an open choice policy or salary sacrifice scheme, can build some momentum towards the switch. This can be cost neutral, has low operational risk and is the ideal testbed for managing mileage reimbursement and charging policy before tackling business-critical fleets.
Vehicle choice is also improving, particularly for cars. In our recent EVXperience survey, which looked at the lived experiences of over 3,000 electric car drivers, only 15% mainly use their EV for trips of more than 60 miles.
Getting the right solution on how drivers will access and pay for the energy they need is key. Fleet operators must consider the full charging ecosystem, covering home, office, hub and the public network. There is also a great opportunity in the digital nature of energy consumption to centralise and automate payment or reimbursement.
Decide where to draw the line on providing essential infrastructure and financial support to clearly define what is an operational requirement of the
business and what is the employees’ responsibility. And particularly when it comes to supporting the commuter or benefit of home charging.
Fleets must evolve – and it is important to keep the objective within reach and at a pace that can be achieved. Collaboration is key to a successful transition, so speak to leasing companies and specialists who can provide the right technical support to meet both cost and sustainability targets for the business.
The widespread adoption of electric vehicles will play a pivotal role in securing a greener, more sustainable future, particularly as businesses look to reduce their carbon footprint.
The transition requires care and consideration. There will be bumps in the road – and businesses will need to make smart choices to make the EV motoring switch as seamless as possible. Choosing the right vehicles is imperative. It’s important to consider factors such as range, payload capacity and charging time. Consider the routes drivers take and choose a vehicle with enough range to cover them comfortably. And make sure it has enough space to carry the goods or equipment
Battery energy storage systems (BESS) can help vehicles charge at their full rate
required. Renting an EV prior to purchase is a good idea.
It’s also crucial to understand the infrastructure of a business as well as future plans to evolve it. Charging infrastructure is critical when it comes to the successful adoption of EVs. Ensure that the right charging points are installed in convenient locations for drivers, such as at depots or customer locations. Currently, the lack of infrastructure to support EV adoption on a wider scale is a nationwide problem, so businesses need to consider whether they have the facilities and infrastructure to fully support a transition to electric.
Finally, businesses need to optimise their operations. Initially, making the switch to EVs will require a large upfront cost to purchase the vehicles. While renting prior to purchase can help reduce costs initially, eventually businesses will have to make the permanent switch. Having business operations aligned with the EV switch will greatly help make the process smooth and painless. Optimising the routes a fleet will follow, so that there are charging points on that route if needed – monitoring vehicle performance and driver behaviour – can help businesses organise their operations and fleets better with this information to hand.
“Economics will always come first, so the move must work for drivers and businesses alike”
Jon Timmis, director of risk & acquisition, EZOO
To ensure the most informed decisions are made when preparing a business and drivers for the electric future, consider the following:
• Instead of committing to long-term leases or purchases right away, consider short-term business EV leasing. This option allows fleets to assess whether EVs are suitable for the business before making an investment.
TELEMATICS & TRACKING
Webfleet Solutions
Tel: 0208 822 3605 www.webfleet.com
• Seek assistance from EV experts, who understand the range and capabilities of the available models and can assist in selecting the right EVs.
• Consider how many miles each vehicle will do and with what payload so that charging can be planned in.
• It will always be cheaper (and often more effective) to charge a fleet on the company’s own charging infrastructure, ideally in combination with creating ‘fuel’ with the use of wind/solar panels.
A reliable partner for installation is essential here.
• Transitioning to EVs involves educating drivers on how to maximise vehicle efficiency and range. It is vital to provide good quality driver training programs that help your team understand EV technologies, charging protocols and optimal driving practices.
Europcar Mobility Group UK Tel: 0371 384 0140
www.europcar.co.uk/business
Geotab Tel: 0800 0885482 www.geotab.com/uk
Fleetloc8
Tel: 01698 515104
EV FLEET SOFTWARE
GKL Electric Leasing Tel: 01844 852252
www.evcarleasing.co.uk
NORTHGATE Tel: 0330 042 0903
Arnold Clark Vehicle Management Tel: 0141 332 2626 www.acvm.com/electric-vehicles
SOGO Tel: 01908 101100 www.sogomobility.co.uk
FUEL MANAGEMENT
Fleetmaxx Solutions Tel: 01227 936 936 www.fleetmaxxsolutions.co.uk
Lex Autolease www.lexautolease.co.uk Tel: 0344 824 0115
BP Fleet Solutions Tel: 0345 603 0723 www.bpplus.co.uk
FLEET MANAGEMENT
Fleet Operations Ltd
Tel: 0844 567 8000
www.fleetoperations.co.uk
www.northgatevehiclehire.co.uk
Windsor Vehicle Leasing Tel: 01753 851 561 www.wvl.co.uk
Venson Automotive Solutions Tel: 0800 328 0370 www.venson.com
www.fleetloc8.co.uk Drivetech (UK) Ltd Tel: 01256 610907 www.drivetech.co.uk
RISK MANAGEMENT
Isaid in my previous report that since hitting 2,000 miles in the Formentor, it had freed up noticeably – and so this continues, with that average mpg figure nudging even higher than the official WLTP benchmark.
A thousand miles on and my
I’m still not entirely convinced the sat-nav takes me the optimum route each time – frequently opting for the long route (because it’s a millisecond shorter in time) and occasionally getting confused by new road layouts too.
admiration for the Cupra as an allrounder continues to grow. Familiarity is breeding content and I’m now used to the relatively firm ride and am still enjoying the terrifically supportive front seats.
In fact, the interior as a whole is an excellent place to be. Stylised,
for sure, but ergonomically straightforward and everything is where it should be. As on other Cupras (and some rivals’ touchscreens) the lack of actual buttons for the infotainment will polarise opinion but once you get used to this, it becomes second nature.
ioned estates, but at the same time can’t help but admire their sheer practicality – particularly as I’ve moved house during the Kuga’s tenure. And, while I haven’t undergone a lot of longer journeys in the Ford, it has still performed well on them. As documented, some judicious attention to regular charging has meant that I’ve returned an average of 87.4mpg which I’m quietly very happy with.
It sounds like a minor gripe but I think Google Maps on my phone does a better job, so I find myself sanity-checking there for unfamiliar journeys.
A couple of those trips recently have involved 6-footers in the back seats, where both head and legroom are as they should be. Another feather in the Formentor’s all-rounder cap.
Luke WiknerP11D £38,855
BiK* 12% I £78 (20%) /£156 (40%)
ECONOMY 256.8mpg
CO2 EMISSIONS 26g/km ON FLEET 87.4mpg
My short time with the Fleet World Ford Kuga PHEV has come to a close. It’s fair to say that I’ve had something of an epiphany during the time with the Kuga.
As I said in my first report, the Kuga might have been pushed
into the shadows somewhat by the popular Puma, but with the ever-growing success of crossover sales in the UK, it’s still doing the numbers for Ford.
Personally though, I have rather mixed feelings about crossovers. As family cars, I prefer old-fash-
However, while that fuel economy has been undoubtedly impressive, it’s the Kuga’s small touches that have really won us over. Everything from the Quickclear windscreen, the automatic pop-out door edge protectors and the Quad Projector LED headlights, they have all helped in a small way to make everyday life that much easier. We also love the ‘energy returned’ percentage that comes up on the dashboard to show how efficient your regenerative braking has been.
On the face of it, none of these may be deal-winners, but they are
the sort of thing that make the difference between liking and loving a car.
Not that it’s been perfect mind you. I struggle to be convinced by the cheap-feeling fabric in place of a conventional rear parcel shelf and some of the plastics lower down in the Ford’s cabin feel a bit cheap and cheerful.
Overall though, I definitely passed the Kuga back with regret as the experience has been overwhelmingly positive and it has proved itself both as a family car and as a plug-in hybrid. Perhaps the shadows aren’t such a bad place to be after all…
Nat BarnesFollowing the departure of the Karoq midsize SUV, we’ve stayed with Škoda but switched to the C-segment for our Scala long-termer. And, as has always been the case with our Škoda test drives recently, it’s proving a pleasant surprise already.
Launched in 2019, the Scala sits between the Fabia and Octavia, replacing the Rapid to bring a more direct challenger to main players such as the Focus and Astra.
It’s officially in the same class as its Octavia sibling but positioned to sit nicely under it – both in terms of size and price – to provide a complementary compact option. It’s also only available as a hatchback, unlike the Octavia, and priced very attractively compared to rivals.
The engine line-up in the Scala range focuses solely on conventional petrols; there’s no hybrids nor a fully electric option and the sole diesel at launch has since been dropped.
1.5
Ours is the 110hp 1.0 TSI three-cylinder that is married up with the six-speed manual that comes as standard, rather than the optional DSG. It’s a combination that we’ve tested extensively in other models and found to nicely straddle the line between economy and allround performance.
We’re also in the fleetfocused mid-range SE Technology spec, which brings a lengthy list of equipment. Already, the Scala has shown that it’s a competent, comfortable and likeable addition to the fleet, delivering many merits.
Natalie MiddletonThe SUV is, we’re told, the default option for userchoosers, which is why Volkswagen offers so many of them in the UK. But aside from looks and that awful ‘lifestyle’ rating, how should businesses steer their drivers to ensure they’re opting for the best SUV?
Poking around on Volkswagen’s website I discovered a couple of excellent calculator tools giving you lots of running cost and taxation information. And our T-Roc scores well when compared to other similarly sized models in this sector from Volkswagen.
The best tool for businesses is the ‘monthly life cost’ calculator, which factors in all costs associated with running a vehicle –depreciation, VED, National Insurance, SMR (service, maintenance and repair), finance, insurance and fuel.
Over three years and 30,000 miles, our T-Roc 1.5 TSI R-Line DSG will have a monthly cost of
£932 – that’s £156 a month cheaper than the identicallyengined and equipped Tiguan and £217 a month less than the identical Taigo.
So, there is a solid running costs advantage for the T-Roc, helped by its strong residual value prediction – the Volkswa-
gen is estimated to retain 46% of its cost new after three years and 30,000 miles. In comparison, the Taigo’s lower 39% figure hits its whole-life costs.
The Taigo does lead the way in BiK tax, costing a base-rate tax payer £162 a month compared to £182 for the T-Roc and £220
THE NUMBERS
P11D £33,275
BiK* 33% I £182 (20%) /£364 (40%)
ECONOMY 46.3mpg
CO2 EMISSIONS 138g/km
ON FLEET 34.5mpg
for the Tiguan. However, having spent six months in the Taigo I would suggest drivers would be willing to pay an extra £20 a month in tax for the T-Roc as it’s a better car all round.
And finally, a reminder that not every user-chooser decision has to be an SUV. The same calculators show that a new Golf 1.5 eTSI R-Line DSG will cost just £160 a month in company car tax.
It would appear that Volkswagen really does have all bases covered in this small family sector – the only problem (albeit a first-world problem) is selecting which model to go for.
Julian KirkIt’s farewell to the Volvo, having racked up many thousands of trouble-free (although not glitchfree) motoring. As a product, the V90 Cross Country does so many things so well. Many have been
entering a new phase in its evolution – one that is causing people to think about how they drive and plan ahead, in an age where drivers will ultimately be powered by electricity, not fuel. With the Volvo, such considerations are not an issue – especially when the indicated range of the fuel tank was nearly 1,000 miles –as was the case on more than one occasion. No, you almost certainly wouldn’t do all those miles (if the range stayed like that for the duration, which is doubtful because it’s based on the optimal conditions, speeds, etc all the time), but you could do if you REALLY wanted to!
adjustable, which means that the 900-mile road trip in one go would probably be a very relaxing affair all round.
covered within these pages over the past few months, but the practicality, space and overall comfort are definitely worth highlighting again.
The automotive industry is
Estates might be an unfancied segment of the market and diesel might be public enemy number one when it comes to many vehicle fleets (and people in general). However, this V90 is a car that ticks so many boxes, it is arguably up there with the best in class. The seats are supportive, wellmade, comfortable and easily
There are the aforementioned glitches though – a random loss of indicator ‘ticking’ noise and an overactive safety system that kicked in when there was literally no danger in sight. But those elements don’t take anything away from what a class act the Volvo is. Will it be the last diesel long-termer I run? Who knows, but it’s a possibility.
And now, as ‘they’ used to say, for something completely different: a BMW iX1…
John ChallenThere’s yet another option for those drivers looking for a C-SUV. By John Challen
The Renault Megane E-Tech made a big impression when it was introduced, kick-starting the French OEM’s journey to electrify its range. Now there’s an addition to that lineup – and it comes in the form of a full hybrid C-segment SUV (yes, another one).
Austral is the first Renault to be built on the Alliance-developed CMF-CD platform and features a more powerful and efficient version of the E-Tech full hybrid system. In reality, that delivers a combined 200hp from a 1.2-litre turbo petrol and electric motor. It’s the only powertrain offered with Austral and Renault says it enables up to 80% of city driving to be completed in EV mode. The carmaker is claiming fuel economy of up to 60.1mpg for the range and as little as 105g/km CO2 (110g/km for the top-spec car).
There is also a big improvement in quality inside and out, with loads of technologies and 30 ADAS examples. Such was the importance placed on the UK market that a specialist team of 20 test engineers were deployed as part of developments tailored to the country.
One of the biggest changes over previous Renaults is the third generation of the company’s four-wheel steering system. Dubbed 4Control Advanced (and
standard on the range-topping car), it offers much improved manoeuvrability, thanks to up to 5° of travel from the rear wheels. As a result, a turning circle of 10.1m is possible, compared with 11.2m from the two-wheel steering versions. It does take some getting used to, though –because, combined with the relatively light steering, there’s a lot of movement on initial inputs that might catch some drivers by surprise.
There are three trim levels in the Austral range, starting with the £34,695 Techno.
here, as is Alpine detailing, reinforcing the ‘sporty’ link with Renault’s sister brand. Esprit Alpine is a £2,000 price walk up from the base model, or £396 a month (compared with £367).
Finally, there’s the Iconic Esprit Alpine, which adds that four-wheel steering as standard, along with a Harman Kardon stereo, 360° camera, panoramic sunroof and wireless phone charging. It’s just under £40,000 for the range-topper, or £435 a month.
Here, you’ll find 19-inch alloys, a 12-inch multimedia screen, 12.3-inch driver information screen and a 9.3-inch head-up display. Make no mistake – Austral is designed to offer a lot of screen space for your money. There’s also Google systems as standard and matrix LED headlights.
Move onto the Techno Esprit Alpine and there’s bigger wheels, heated front seats and steering wheel, and electric front seats with driver’s massage function. Adaptive cruise control is included
Overall, Renault’s latest addition is a welcome addition to the C-SUV segment. But it arrives at a time when it will face a lot of competition from some very capable cars. The full hybrid option will appeal to many, although the gearbox can be quite sluggish to react to throttle inputs. But on the whole, refinement is pretty good and there is plenty of power when required. Certainly a step in the right direction from the French OEM
WHAT IS IT? C-SUV Hybrid
HOW MUCH? From £34,695
ECONOMY? 57.7-60.1mpg
EMISSIONS? 105-110g/km
Key fleet model Iconic Esprit Alpine
Interior tech and displays; economy
Firm ride; sluggish gearbox
7-word summary Super spec and hybrid tech from Renault
Also consider Ford Kuga / Kia Sportage / Toyota RAV4
“One of the biggest changes is the new fourwheel steering system”
A new direction for the brand as Jeep introduces its first electric vehicle. By John Challen
If there was any doubt among drivers that an all-electric Jeep couldn’t retain the company’s core competences, the manufacturer was quick to dispel it at the European launch of the car. Despite Jeep being an American brand, Avenger is a car designed for markets on the other side of the Atlantic – but it still retains “100% Jeep DNA in [its] four metres”, according to Christian Meunier, the company’s CEO.
Overall quality is improved from previous Jeeps – the interior offers upgraded materials throughout, features a well thought mix of buttons and screens and there is plenty of storage space. At 34 litres, there is more than twice the volume of the average for the C-segment.
At the heart of the Avenger’s performance is a 400V e-motor, which delivers 156hp and 260Nm and works alongside a 54kWh battery.
The all-new electric motor and battery – as well as the car’s heat pump – have ensured an improvement in driving range. The range-topping Summit and Altitude boast 245 miles (combined) and 356 miles (City) on the WLTP cycle. The base Avenger – Longitude – offers marginally more, with 248 and 360 miles respectively.
Charging up to 100kW DC is available, enabling the battery to be replenished
from 20 to 80% in 24 minutes. For domestic purposes, drivers can charge up to 11kW AC, with a zero to 100% battery charge being reached in 5.5 hours. For everyday driving, Jeep also highlighted that a three-minute DC would generate 18.6 miles (30km).
There are three packs available: Tech and style (£1,400); Infotainment and convenience (£1,000) and Winter (£350). Most options within those packs are included in the Summit. In addition, electric seats with massage functionality –and a panoramic roof – will be available to order from the second half of 2023.
There will be three models in the Avenger range from launch, starting with the Longitude, priced from £34,800. Standard spec includes a 10.25-inch infotainment screen, wireless smartphone connectivity and rear parking sensors. Safety technologies onboard include traffic sign recognition, lane departure warning and vulnerable road user recognition.
Building on the Longitude is the Attitude (starting from £36,500), which adds in a 10-inch driver display, larger alloy wheels, adaptive cruise control and leather steering wheel.
Finally, topping off the range is the Summit, which starts at £39,100. For the extra £2,600 there’s level 2 autonomous driving technology, heated front seats, LED lighting front and rear and parking sensors all round.
There is a lot to like about the new Avenger – and proof of that is with the 20,000-plus orders that had been placed for the car before it had even gone on sale. In the SUV-heavy UK (and European) market, this Jeep offers something different for drivers, but in a package that will be familiar – especially to those who have sampled other Stellantis products.
Performance is good and, some wind noise aside, Avenger is comfortable, steers well and offers plenty of room and storage options inside. While few Avengers will ever venture far from the Tarmac, it can handle tougher terrains.
WHAT IS IT? C-SUV
HOW MUCH? From £34,800
RANGE? 211.3-270.3mpg
CHARGE 20-80%? 24mins (100kW)
Key fleet model Altitude
Interior and storage; driving dynamics
Wind noise; rear leg room
7-word summary A small but very capable electric Jeep
Also consider Kia Niro EV / Peugeot e-2008 / Vauxhall Mokka-e
“There’s a lot to like about the new Avenger”
Remember the days you used to hear “Electric cars are so boring”? A time when people who wanted to go green by choosing battery power were faced with a choice between a G-Wiz and a decommissioned milk float?
Oh, how times have changed – and a perfect illustration of how things have shifted dropped into my inbox as we were putting this issue of Fleet World together. The Nyobolt EV has been created by design and engineering operation Callum and Nyobolt, a business that is dedicated to the creation of ultra-fast charging batteries. And when I write ‘ultra-fast’, I really do mean ultra-fast –the two companies state that the 35kWh battery in the aforementioned EV can be fully charged in just six minutes! In case you were wondering, that’s not a typo – it really is six minutes. Around the time it takes to brew and drink a decent cup of coffee. Or, to put
it another way, just five seconds longer than Queen’s Bohemian Rhapsody. For automotive-specific context, it’s the equivalent of charging at over 1,600mph, which is more than double the fastest charging possible on the road today (hello, Hyundai Ioniq 6!).
But instead of pondering what else you could be doing in the time it takes to charge the car, you might be thinking it looks familiar. That’s because the designer is Julian Thompson, who conceived the Lotus Elise in 1994 and has had a burning design to create a more modern interpretation. The Nyobolt is 100mm wider and 150mm longer than the original, but retains much of the overall appearance of the original model from nearly 30 years ago.
But, bringing it up to the modern day, there’s LED lamps front and rear, HD ultralow latency cameras and a Type 2 charging port seamlessly integrated into the B-pillar. Then there’s the cuttingedge battery technology, which enables the blink- and-you’ll-miss-it recharging experience.
Nyobolt says the ‘readyto-deploy’ technology –which will go into production in early 2024 – ‘unlocks the holy grail’ of charging using a proven 10C (six-minute) charge lithium-ion setup that is capable of both
Price £TBC
Wheels 19-inch
Weight
‘closer to one tonne than two’
Battery 35kWh
Driving range
155 miles (250km)
Time to charge 6 minutes
Twinned with Lotus Elise
Likelihood of making it onto the fleet? 3/10
immediate application and rapid scale-up. Although it’s still a concept, a dynamic version of the Nyobolt EV will be revealed by the end of 2023, with volume production plans very much dependent on the level of demand for the modern-day Elise. Meanwhile, the company is working with OEMs to fulfil the potential of the ultra *ultra* rapid charging capabilities in a wide range of future models. Whether you’ll be able to take advantage of those sorts of speedy sixminute stops in your C-SUV, saloon or small hatch by 2026 remains to be seen, but there’s a chance...
“The 35kWh battery in the Nyobolt EV can be fully charged in just six minutes!”
At the recent Fleet World Great British Fleet Event 2023 (GBFE), it was interesting to hear a range of speakers discussing when van fleets should electrify. I think there was agreement that where as electrifying car fleets is a straightforward matter, electrifying van fleets needs to be handled on a case-by-case basis. Duty cycles are really the driving factor. Longdistance motorway work is probably best left to diesels for now.
My own recent experience with electric vans has been instructive too. I travelled to GBFE 2023 in a VW ID. Buzz Cargo. With a WLTP combined range of 256 miles, my 120-mile trip to the event, where rapid charging was available, required no charging or scrutiny of remaining charge.
More recently, with a Mercedes-Benz eVito on test (WLTP combined range of 162 miles) and back-to-back events on successive days, I needed more careful planning. This involved travel to Gatwick Airport and back, (125 miles each way), then to the Millbrook test track (over 140 miles each way). The Gatwick trips were fine, but a late-arriving flight meant a recharge after landing at Gatwick in the early evening, meaning I didn’t reach home until late. Ideally, I needed to leave at around 5.00am the following day. Although the eVito calculated that it would be fully charged by 7.15am on my faithful Pod Point charger, it wasn’t quite there, which meant I set off later and arrived later than planned, partly because I needed to re-charge on the way.
So, I was very interested to attend a press conference this week where Nyobolt revealed a new battery technology, which could enable rapid charging in six minutes (see p42 of this issue of Fleet World), barely enough time to order your skinny latte. With the Callum design and engineering consultancy in Warwick, road testing will begin later this year. If it results in smaller batteries and cheaper electric vehicles, it will be a breakthrough. We will be watching with interest.
“Electrifying van fleets needs to be handled on a case-by-case basis”
LCVs play a salient part in fleetbased businesses, travelling from site to site and transporting goods on Britain’s busy roads. In the event of an accident, claims can take a long time to file and can cause downtime. However, being able to show accurate video footage may accelerate a claim and insurance companies often provide discounts to those who have cameras installed too. While an accident can happen, there are also active crash scams that can be difficult to prove without a dashcam. According to insurance firm LV, personal injury claims relating to crash-for-cash incidents in Scotland increased by 60% between 2021 and 2022 – staged incidents that can prove costly for fleets.
Dashcam technology has advanced in recent years and video quality no longer resembles that of a Nokia 7650, with a lot of camera systems now offering 4k resolution. Various systems also deliver GPS integration which feeds information back to fleet managers, ensuring drivers stick to their predetermined routes.
Unlike older systems, cameras no longer require data to be extracted from an SD card – a way that could prove unreliable as the card could be misplaced or damaged. Instead, modern cameras can send information about a driver’s journey: how heavyfooted they have been or how frugal, if any sharp braking or turns have been recorded, engine diagnostics and more, alerting the fleet manager or administration staff via a notification. In many instances, software even allows for staff to view a live feed of the driver’s journey, which can be helpful for drivers who are lost and need directions from the back office.
Cameramatics offers an all-in-one fleet management system; Mervyn O’Callaghan, CEO, says: “I think what we do well is pull all that information into a meaningful score and summary, so someone can analyse which drivers
need to be spoken to and which drivers are performing well. Our system has been built around the premise of engaging more with the driver, rather than the company, so it’s about empowering the driver.”
Cameramatics’ new I-Coach module also sends video clips to the driver to review with comments, the driver will then be sent training material that’s linked to the specific driving behaviour. Vans that carry loads, act as a recovery service or store equipment can also have security camera systems mounted to the rear of the cab or inside the load space. The footage can then be sent live to the driver via an in-cab monitor and can be recorded. This not only allows the driver to keep watch over a secure load but can also prove valuable in the event of a break-in.
In recent years, companies have developed further by integrating artificial intelligence into their new camera systems and it is becoming increasingly popular – but what does this mean for fleets? There are various levels of AI available from companies such as Inseego, Cameramatics, Vison-
track and Radius, through which cameras can detect environments and any harsh movement will be recorded as an event and fed back to the fleet manager automatically, via a cloudbased user interface.
However, for larger fleets this may be troublesome. If every van in a fleet hits a pothole large enough to set off the detection system, the fleet manager will be flooded with events which will take some time to dig through. Intelligent systems, such as VisionTrack’s NARA, can automatically go through recordings to rule out any false alarms, giving the fleet manager only relevant footage. Companies will also offer different packages when it comes to cloud storage and how long footage can be saved before having to upgrade.
Cameramatics has recently built video analysis that can be used through either an Android or Apple mobile phone. The phone will be mounted in a cradle and will use its own camera to record video, acting similarly to a dashcam. Before the driver sets off on their journey, the phone has to be put into a ‘drive mode’ which turns off features
such as messaging but still allows for hands-free services.
There are AI cameras that also record the driver – if the camera recognises that the driver is distracted or fatigued, it will feed the information back to them in real-time to help prevent an accident.
Of course, this can also raise a concern in drivers that they are under surveillance and may feel untrusted. Inseego managing director, Steve Thomas says: “Most drivers, we find, are fine with a forward-facing dash camera. People have privacy issues when it comes to having a camera on them but it’s all about using the system properly. We offer a lens-as-a-sensor solution which still points at the driver and will detect risky driving, beeping at the driver whenever they are distracted. Of course, the camera can be turned on if required or left as a sensor. Our camera systems can be configured in different ways to suit the fleet manager.”
The Information Commissioner’s Office claims: “You can use a camera in your business vehicle, as long as you can justify it. You need to tell people you’re recording them, handle the footage responsibly and check your data protection fee payments are up-to-date. You should also be aware of people’s rights because you have a role to play in protecting them.” Camera audio can be found intrusive but in most camera systems this can be turned off. If an employee complains to the ICO, the company in question could face a fine. Companies that are looking at hardwired dashcam installations can
approach organisations such as Inseego which will guide them through the process. Inseego will also offer trials to customers that are interested in exploring the technology. If they then wish to go ahead with a system, an arrangement can be made for the work to be done at the customer’s location rather than having to visit a branch.
Radius managing director, Greville Coe, shares: “Vulnerable road-users accounted for 50% of fatalities. This is compared to car occupants which accounted for 44% of road users killed in Great Britain.”
Manufacturers nowadays often equip their vans with a plethora of safety tech as standard, or this is available as an optional extra. Intelligent blind spot warning and intervention systems help detect objects in a van’s blind spot, applying slight braking force when required to keep the van in its lane. Intelligent forward collision warning and emergency braking systems give audible warnings when a vehicle in
front has slowed and will automatically apply the brakes, if required, to help avoid accidents. Intelligent cruise control helps keep the distance between the van and other road users by automatically slowing the van. Finally, 360° cameras give the van driver an all-round view.
VisionTrack offers a vulnerable road user (VRU) AI-powered camera for those fleets that don’t have a 360camera system. The camera will detect pedestrians, cyclists, motorcyclists and scooter riders around a van’s blind spot and will alert the driver – a worthy solution for fleets that are often in busy town centres or congested areas. An audible system can also be installed on the exterior of the vehicle to alert pedestrians that the vehicle is making a turn. Radius’ subsidiary company, Vue, is also trialling a pedestrian AI camera system.
“If the camera recognises that the driver is distracted or fatigued, it will feed the information back to them in real-time”
The TGE range welcomes a raft of upgrades and revisions to further appeal to fleets, says John Kendall
The 100,000th MAN TGE van recently rolled off MAN’s production line in the Polish town of Wrzesnia, following six years of production. At the same time, MAN has announced a range of upgrades and revisions to the TGE range.
These include a rear-wheel drive model with single tyres on the rear axle with gross vehicle weights up to 5.0 tonnes and a ZF eight-speed automatic transmission. With this model, MAN will be targeting the conversions market, because rear-wheeldrive is better suited to these models which tend to operate with more weight over the rear axle. Some 30% of TGE sales are currently converted vehicles. Factory conversions for the TGE include tipper and box bodies and combi bodies for passenger conversions. Rack extensions for workshop trolleys can also be provided to order. Two minibus conversions are available with capacity for up to 19 passengers.
MAN will also introduce a chassis cowl with flat-topped frame for the conversions market. This will feature two-bag rear air suspension and a wide track axle for 3.5tonne GVW models.
New electronic architecture
Among a range of vehicle modifications will be a new electronic architecture for the TGE, introducing new sensors and
control systems. This will be accompanied by a new dashboard for the 2025 model year with all-digital instruments. Other changes will include a new steering wheel and new assistance systems. These will include more accurate traffic sign recognition and a fatigue system which will provide warnings to the driver and monitor driver attention levels.
dashboard. The SimplePay portal will include MAN’s Fuel and Go. Currently BP is a UK partner for Fuel and Go. Further functions are planned, including payment for tolls and others that will be added as they become available.
The current battery electric eTGE will be phased out next year, with the end of production scheduled for May 2024. A second-generation eTGE will then replace the current model. No further details are yet available. There will also be further diesel engine tweaks in time for the EU 7 Light Duty emissions legislation that will take effect in 2025.
Digital enhancements will include improved cybersecurity designed to prevent hacking. Over-the-air software updates are also planned. There will be a new driver app, designed to extend functionality for models equipped with tachographs. It will include a feature enabling the driver to scan the vehicle controls with a smartphone camera, which will then provide information about them. MAN plans to introduce Fuel and Go, a new mobile fuelling app, by the end of this year that will enable drivers to pay for fuel directly from the app, with SimplePay as a partner. It will be available with all MAN TGE models, providing a fleet manager
These are partly driven by the requirements of WLTP emissions testing. WLTP requirements have caused MAN to revise its TGE Light and Heavy Duty ranges. Effectively, this means that the only models homologated under Light Duty regulations will be front-wheel drive and 4x4 models. FWD standard panel vans and conversions will retain Light Duty status. This would not prevent these models from being classified as Heavy Duty, provided they have the correct Reference Mass (RVM). The advantage is that, in general, Heavy Duty models face less stringent fuel consumption and emissions homologation requirements.
The new rear-wheel drive single rear wheel models will all be classified as Heavy Duty, which means they must have a Reference Mass (RVM) greater than 2,355kg. Five-tonne GVW models will also be classified as Heavy Duty but would need a RVM of at least 2,585kg. Box van conversions would also need the correct wind deflector for Heavy Duty classification. MAN TGE dealers would be able to guide van customers through the relevant requirements.
All-new compact high-cube van delivers tangible improvements, says John Kendall
The latest Mercedes-Benz Citan is, as you might expect, the result of the ongoing collaboration between MercedesBenz and the Renault Alliance. The result is the Citan, Renault Kangoo and Nissan Townstar, all based on the same bodyshell and power options, with each manufacturer deciding which engines they will use.
For Mercedes-Benz, the power choices are either the 95hp 1,461cc four-cylinder turbodiesel, as tested here or the electrically-powered eCitan, scheduled to arrive later this year. The diesel engine will be familiar to previous model Citan owners and drivers. It is based on Renault’s longrunning 1.5-litre diesel engine, which has developed a reputation for reliability and durability over the years.
Panel van variants are available in two lengths, as with the previous model, while a five-seat crew van will also form part of the range. In design terms the more rounded appearance of the original model has made way for a sleeker look. Inside, there’s a new dashboard, which echoes the features and design elements of the larger Vito and Sprinter models.
There are two trim options: Progressive and Premium. Progressive trim includes a multifunction steering wheel, adjustable for rake and reach,
smartphone integration and an armrest with storage compartment beneath. Our test van was in Premium trim, which brings LED headlamps and front foglamps, 16-inch alloy wheels, bodycoloured bumpers and metallic paint. Inside, the interior trim features high gloss black and chrome detailing. There is a fullheight bulkhead and plastic floor covering in the load compartment. In terms of driver convenience, Premium trim also includes heat-insulating glass, useful at the time of writing, a reversing package including camera, cruise control with speed limiter, high-beam assist (automatic headlamp dipping) and an alarm. The MBUX multi-media package is also part of the Premium specification, featuring a seven-inch touchscreen. In addition, there is USB C and Bluetooth connectivity, a WiFi hotspot and Apple CarPlay and Android Auto to connect your phone. It’s a useful specification, without being overdone. The new bodyshell succeeds in offering tauter handling and reduced noise on the road, compared with the previous model. Our test mileage included local and longdistance running and the Citan was a comfortable vehicle for both. Like its predecessor it is easy to drive with light controls and slick gearshift. Mercedes
offers an automatic option too if your routes involve stop/start city driving, or you just want the convenience of an automatic. Fuel consumption got close to the official combined figure during our test, observing the speed limits for a light CV over 2,000kg gross vehicle weight. We returned an indicated 52.3mpg on test, a good result and comparable with its rivals. Performance was good, running lightly loaded and there should be adequate performance in all loaded conditions. Our shorter L1 test van includes a side sliding load door and asymmetric rear doors which will open to 180°, enabling loading with a forklift. The load space has been designed to ensure there is minimal intrusion from the wheel-arches, providing a good regularshaped load area and relatively low loading height.
WHAT IS IT? Compact high-cube van
HOW MUCH? From £23,285 (ex-VAT)
GROSS PAYLOAD? 666kg
ECONOMY? 54.3mpg (WLTP)
DRIVE? 1.5-litre diesel engine, frontwheel drive, 95hp/260Nm of torque
The new Mercedes-Benz Citan delivers notable improvements compared with its predecessor and offers fleet operators a comfortable van that should be easy on drivers and fleet budgets.
