Fleet World - May 2023

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 directors

Claire Warman claire@fleetworldgroup.co.uk

Ian Frost ian@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

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John Challen editor

WELCOME

Get a move on...

There was a lot of talk about getting used to the ‘new normal’ in the aftermath of the pandemic, but certain aspects of life have very much returned to the ‘old normal’. For example, you only have to venture onto the M25 between junctions 10 and 15 – something I do with increasing regularity –on a weekday morning to realise that traffic levels have returned to the good old days. Great news for service stations, fuel providers and tyre repair shops, which are called upon by drivers who have fallen foul of potholes. Less good news for the drivers stuck in traffic, workplace productivity and the drive to reduce CO2 emissions.

Mobility is an ever-evolving subject, with an increased range of vehicle choices and travel options. For fleet managers, having more visibility over the movements of your drivers – and understanding of their needs – will benefit all parties. This issue of Fleet World will shine a light on technologies, services and initiatives that can be adopted in order to boost efficiencies, cut costs and improve driver productivity.

In an industry that relies on vehicles to operate – and where the value of face-to-face conversations cannot be underestimated – mobility solutions could make a big difference. Those fleets open to fresh ideas and different approaches will be the ones to benefit the most, so check out what our contributors have to say on page 16 onwards and see if their suggestions fit the needs – current and future – of your business and drivers.

...and get on the road

One journey that you SHOULD be making, however, is to Milton Keynes on 25 April 2023 for the new and improved 2023 Great British Fleet Event! With an extended, high-level conference schedule and a wide range of exhibiting companies, it is the perfect opportunity to save your fleet time, money and energy. New for 2023 is an evening black-tie gala dinner, where vehicle manufacturers and industry service and product providers will be recognised at Fleet World’s 2023 Great British Fleet Awards. Honouring achievements is important and our expert panel of judges have been blown away by the calibre of the entries this year. Make sure you’re in the room on the night to find out who walks away with one of the sought-after trophies.

In the meantime, enjoy this issue and hopefully see you on the day in MK!

“Those fleets open to fresh mobility ideas and different approaches will be the ones to benefit the most”

– FUEL CONSUMPTION AND CO 2 FIGURES FOR NEW DS 7: MPG L/100KM: COMBINED 48.7/5.8 TO 250/1.1, CO 2 EMISSIONS: 106 - 26 G/KM. ELECTRIC ONLY RANGE UP TO 43 MILES (WLTP). The fuel consumption or electric range achieved, and CO2 produced, in real world conditions will depend upon a number of factors including, but not limited to: the accessories fitted (pre and post registration); the starting charge of the battery (PHEV only); variations in weather; driving styles and vehicle load. The plug-in hybrid range requires mains

FLEET15

What is your ambition in your current job role?

To grow the fleet business within MG and provide a competitive offering for our current and future clients.

What job did you want to do when you were growing up?

Police officer. But that soon changed when I realised that the force was offering a way of life, not a career.

What’s the proudest moment in your career?

Right now, because I’ve taken the MG fleet department from a small entity to what it is today.

The best takeaway food?

Indian. My local takeaway does a chicken tikka dish with spinach that I’ve never seen anywhere else. Mind-blowing.

Favourite James Bond?

Daniel Craig. He’s of my era and I feel more connected to him than any of the others.

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

A Morgan for my dad. He’s always wanted one but never been able to afford one.

Three cars dream garage?

Bentley Bentayga, Porsche 911 and Aston Martin DB9 Volante –I need a convertible in the list!

What are the biggest challenges facing fleets at the moment?

Government policy dictating changes, without the infrastructure to support it. There’s a big push on EVs, but the charging stations aren’t there to enable it.

You’re on your dream holiday. Where are you?

New Zealand is somewhere I’ve always wanted to go.

Night in or night out?

It depends on the company and the venue. I like a quiet night in, but also enjoy going out with friends – but not to a nightclub!

Your supermarket of choice? Sainsbury’s.

What car do you currently drive?

An MG HS plug-in hybrid. I’ve had about 10 of them – it suits me right down to the ground.

Tea, coffee or other? Coffee.

Books or magazines?

I’m not a big reader, although I do read news online every day.

Who is your idol in life and work?

Obviously, Guy Pigounakis [MG commercial director] – especially if he’s reading this!

Geraint Isaac head of fleet, MG Motor UK

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ZEV mandate clarity or yet more delay?

The Government has pledged to introducing an ‘ambitious’ Zero Emission Vehicle (ZEV) mandate from 2024 with a new consultation, while also including e-fuels in the 2035 ICE ban.

The consultation – announced as part of the new ‘Powering Up Britain – The Net Zero Growth Plan’ – seeks views on the final proposed regulatory framework and will help finalise the design of the ZEV mandate and CO2 emissions regulation.

The long-awaited legislation will require carmakers to have a minimum percentage of their new car sales as zero emission to help drive net zero goals through increased electric vehicle take-up.

Importantly, the consultation retains the same trajectory figures for cars –despite fears they’d be watered down –and actually increases them for vans.

The legislation will cover the 2024-2030 period; further legislation spanning the years to the 2035 ICE ban will be introduced at a later point.

The ZEV mandate was first announced in 2021’s UK Transport Decarbonisation Plan and the Government committed to introducing it from 2024 in the Net Zero Strategy later that year. But while it opened a technical consultation in April 2022, there had been no further updates since, despite hopes for an announcement in the Autumn Statement.

The Government has also reaffirmed its commitment to cease the sale of new ICE vehicles by 2030 and confirmed that it’s not looking to factor in e-fuels, despite the change of plan seen within the European Union.

A DfT spokesperson said: “E-fuels are

not proven technology, have expensive and complex supply chains, and emit much of the same pollutants as petrol and diesel. They might have a role for specialist vehicles, but we are not looking at them as a solution for normal cars and vans.”

CONTINUED LACK OF CLARITY ON ‘WATERSHED REGULATION’

The Society of Motor Manufacturers and Traders (SMMT) welcomed the long-awaited consultation on a “watershed regulation” for the UK new car and van market.

Chief executive Mike Hawes said: “We want regulation that gives consumers choice and affordability, and enables manufacturers to transition sustainably and competitively.”

But he added: “While the proposals rightly reflect the sector’s diversity, late publication and lack of regulatory certainty make product planning near impossible, and the continued lack of clarity as to what technologies will be permitted beyond 2030 undermines attempts to secure investment.”

The BVRLA said the new ZEV mandate consultation showed that the Government had “delivered essential clarity and certainty for the fleet and mobility services sector and its supply chain”.

Chief executive Gerry Keaney commented: “The ZEV mandate is a critical tool in the UK meeting its ambitious net zero targets. The clarity given will

By Natalie Middleton

give fleets and motorists the confidence to continue their decarbonisation journey and accelerate the transition to zero emission transport.”

The association added that the Government had also responded to its request to make the zero-emission van sales target trajectory more ambitious, with much less reliance on hybrid vehicles.

“We look forward to working with the Government as it implements this mandate and monitors the impact on the new vehicle market,” Keaney added.

MORE MONEY FOR CHARGE POINTS

Other announcements in the Powering

Up Britain plans included the launch of the £381m Local Electric Vehicle Infrastructure (LEVI) fund alongside an additional £15m for the On-Street Residential Charging Scheme (ORCS).

The DfT said the funding will support the installation of tens of thousands of new chargers across the country, increasing EV infrastructure in every area and “ensuring the UK’s charging network can support the increasing number of EV drivers and those considering the switch”.

The Government also published its response to the 2021 consultation on consumer experience at public charge points, confirming it will impose requirements on public charge points concerning the methods of payment and reliability, and that it will appoint an appropriate body to enforce the new regulations.

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Compass 4xe: CO2 emission (weighted, combined) (g/km): 48 – 44. Fuel consumption (weighted, combined) (l/100 km): 2.0 – 1.8; Values calculated on the basis of WLTP procedure (Regulation (EU) 2018/1832).

Fuel consumption and CO2 figures are provided for comparative purposes only and may not reflect real life driving results, which will depend upon a number of factors including the accessories fitted (post-registration), variations in weather, driving styles and vehicle load. Only compare fuel consumption and CO2 figures with other cars tested to the same technical procedure.

^ These figures were obtained after the battery had been fully charged. The Compass 4xe is a plug-in hybrid vehicle requiring mains electricity for charging. Figures shown are for comparability purposes. Only compare fuel consumption, CO2 and electric range figures with other cars tested to the same technical procedures. These figures may not reflect real life driving results, which will depend upon a number of factors including the starting charge of the battery, accessories fitted (post-registration), variations in weather, driving styles and vehicle load.

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INCOMING

VOLKSWAGEN ID. 2ALL

What is it? A near-production low-cost electric hatch

When is it available? 2025

Biggest changes? Volkswagen’s entry into the mass-market with a BEV offering

Fleet appeal? Big driving range, low cost, brand/model loyalty

Platform popularity

Volkswagen’s MEB platform is the gift that keeps on giving and the production version of the ID. 2all is built on a variation of it – MEB Entry – which will, says the company “set new standards in terms of technology and everyday useability”. In reality, that ultimately means a highly specified vehicle with the familiarity of iconic VW models.

A winning formula

With the ID. 2all (official model name is TBC), Volkswagen has realised the importance of cars that are Polo/Golf-sized, even if they aren’t as popular as they once were. Compact cars and electric powertrains will appeal to a large number of drivers, reckons the German manufacturer and this one will be around £22,000.

Behind the wheel

When it launches, the ID. 2all promises a range of 280 miles (WLTP), helped by advanced battery and drivetrain technologies. The 223hp motor will ensure that ample performance is provided, with recharging rates as part of the package. Specific details about the design are limited, but the ID. 2all includes a “new interpretation” of the C-pillar signature that featured on the first Golf.

Lead the charge

The ID. 2all is more than just a single new model for Volkswagen – it is the first of 10 models that will be launched by the German OEM by 2026. Those vehicles include a new ID.3, the forthcoming ID.7 saloon and another car that will slot in underneath (price- and size-wise) the ID. 2all. With that line-up, Volkswagen is aiming for an electric care share of 80% in Europe, which up up from the previous 70% calculation.

VERDICT

It’s true that compact cars have been a huge success in the automotive market and, despite the dwindling number of models, this should continue with the likes of ID. 2all. Certainly the company’s heritage in this domain will help it, as will the strong base it has already built up with its existing range of electrified vehicles.

Alex Grant

Don’t be too quick to wish away those dull motorway journeys – disconnecting from our always-on lifestyle can be healthy, says FW’s editor-at-large

Call it professional curiosity, but I’m fascinated by the speed at which news spreads in today’s social media age. With camera phones and 4G everywhere, stories often go viral before local newspapers could possibly arrive on scene, but the push to be first has a dark side.

During a recent doom-scrolling session, my thumb paused on a chaotic image set against a familiar backdrop; the back end of a dump truck, detached from its chassis and wedged at a 45° angle against one of the M4 smart motorway gantries near Bristol. Noteworthy because I’d driven that stretch the previously, but also because the image –which had been widely circulated on local news websites – was shot from the outside lane and had a rear-view mirror in the top left of the frame. It had been taken while driving.

The timing was interesting. It’s almost exactly a year since the Department for Transport closed a loophole that had enabled drivers to avoid penalties for hand-held phone use if they weren’t making a call. Avon and Somerset Roads Policing tweeted saying eight drivers had been booked for filming the battered dump truck and reminding others not to do so.

However, the thirst for interaction is a dangerous thing. Documenting the sun rising over the dashboard binnacle during an early morning drive, snapping a rare car on the motorway or grabbing a selfie in traffic seem to be socially acceptable despite the risks. Drivers’ willingness to share illegally photographed images and have them republished (with

a byline) by local newsrooms suggests the message isn’t getting through. It’s an interesting litmus test for a society that’s ever-more connected. An autonomous vehicle engineer told me a decade ago that tomorrow’s kids will

have the potential to further that trend. Mercedes-Benz has already got approval to offer hands-off, eyes-off highway assistance in Nevada, for example, which means boring journeys can be productive at last. Precious time to fire off a few e-mails, catch up on breaking news, or even dial into a Zoom meeting – and yes, that’s already in the pipeline for future models.

Perhaps I’m out of touch, but I’m not sure I’m behind this vision for the future. E-mails and social media have found ways to interrupt our home lives, break through the darkness of cinemas and theatres and pierce the hum of conversation on public transport. The driver’s seat, and the rarity of its enforced downtime, has become the final retreat for the notification weary. Surely we owe ourselves that break?

regard driving as a distraction from social media, rather than the other way around. I’m sure he’s right, but fighting an urge to check TikTok on the M4 feels like the thin end of the wedge. After all, not all connectivity is recreational.

Our smartphones have blurred the boundaries between work and social life – and increasingly automated vehicles

This isn’t the perspective of a social media hermit – far from it, I’m a frequent Twitter scroller and I don’t go long between inbox catch-ups – but I also value my downtime. For all the traffic jams and lane-hogging, driving focuses my eyes and mind on my surroundings, but also leaves enough capacity to mentally de-tangle. With a good playlist, or the latest episode of The Motoring Podcast, I’m quite happy to let my notifications pile up silently in the glovebox.

I’ll miss that if, or when, it goes. Lockdowns and remote working mean we’re doom-scrolling more and travelling less. And I think we’re in danger of losing one of the last areas where you’re expected to switch off. Embrace it while it lasts, or you could end up being the star of your own viral news story.

“The driver’s seat, and the rarity of its enforced downtime, has become the final retreat for the notification weary. Surely we owe ourselves that break?”

Teague CEO Co Charger

King partner edenseven

Paul Kirby eLCV consultant EV Essentials

Elizabeth Culwick deputy head, OZEV Dept. for Transport

Andrew Westcott director of sustainability Addison Lee

Simon King commercial manager Transport for London

Aliaksandr Kuushynau head of Wialon Gurtam

Tristram Benson commercial director Engineius

Niall Riddell CEO PAUA

Mark Dickens managing director Mobilize Power Solutions

Dan Lawrence-Eyre co-founder & COO diode

HOW TO HIT YOUR MOBILITY TARGETS

The number of mobility options continues to increase, but how can efficiency improvements and costs savings of different modes be best managed? John Challen investigates

INDUSTRY INSIGHT

Despite headwinds, fleet managers are making real progress in driving change to get their organisations in good shape for decarbonisation.

Europcar has recently commissioned research of UK fleet managers to find out how they’re progressing when it comes to delivering greater sustainability. The full results will be published in a new whitepaper ‘Switching sustainability from buzzword to business benefit’ later this month. Ahead of the publication, I can say that the signs are pretty positive.

Over half already have electric vehicles on fleet; the same goes for hybrids. The numbers might be quite small, but it’s a clear sign of intent that the transition is already underway. However, the reality is that very few businesses are able to make a wholesale switch to electric – partly because of supply issues; partly because of cost and partly because of a lack of understanding about the real impact. Instead, a transitional strategy, reducing emissions alongside testing new powertrains, is being widely adopted and will become ever more important as current fleet vehicles age.

The hybrid working model, which has become increasingly accessible and popular since the first Covid lockdown, is certainly changing some aspects of business travel. And more and more, businesses are asking what forms of mobil-

Mark Newberry commercial director Europcar Mobility Group UK

ity can be used for a trip. Even small changes add up – every petrol or diesel vehicle mile removed from the road reduces carbon emissions.

HEROES OF THE HOUR

Confidence in charging infrastructure also needs to be addressed and our research threw the spotlight on just how much businesses are becoming the heroes of the hour in this respect. We found that firms are offering a range of vehicle charging options to employees.

Over half either provide charging options on the business premises or a contribution to at home charging; 50% provide a company charging card for use ‘on the go’ And for those that don’t currently offer charging facilities on the business premises, 88% say this will definitely or probably change in the next three years.

Of course, there are still challenges but there is a real willingness for change. At Europcar we are encouraging and supporting our own company car drivers to transition to EV. Indeed, 90% of orders for company car vehicles in the last year have been EV or hybrid.

So now really is the time for fleet managers to act.

www.europcar.co.uk/business

INNOVATIONS AND IDEAS FROM INDUSTRY EXPERTS...

David Savage, vice president, UK and Ireland, Geotab

The progression towards zero-emission transportation is moving steadily, but it can always do with an extra push. While carbon neutrality is an all-important goal, it needs marrying with cost-effectiveness, timing and just ‘getting it right’. In the meantime, it’s important to maximise the efficiency of what you already have so that when it comes to implementing change, the right foundations are in place.

Always start by understanding how your vehicles are being used on a dayto-day basis. This can present opportunities to reduce costs and utilise your assets to the maximum advantage. Some changes are simple, such as reducing fuel usage by monitoring inefficient driving behaviours such as excessive idling or harsh acceleration.

Other changes are more thorough like car-sharing based on vehicle utilisation over a given period – but both improve overall efficiency whilst directly reducing your environmental impact, something our fleet sustainability suite is designed to do. Another inevitable cost is servicing, maintenance and repair. In last-mile delivery operations, unscheduled downtime of a vehicle can cost as much as £2,000 a day in lost revenue. Predictive maintenance is a much better way of managing your fleet – what if instead of responding to a fault and bringing a car off the road for diagnosis, the fleet operator was notified remotely of early warning signs automatically?

Once your vehicle operations are optimised, the journey to electrification can begin with confidence. Seeing how and when a vehicle can be switched to an electric vehicle (EV) alternative based on real-world cost and range

information is key to minimising disruption in the long term. Our studies show six-in-ten vehicles could make the switch to electric today, saving companies millions of pounds in costs.

All of these methods to optimise and future-proof mobility are available now but must be led by data. To truly futureproof both public and private transportation, connectivity must be at the centre, with businesses such as Geotab dedicated to interpreting the data accurately and providing the insight.

Tori Jennings, marketing manager, Shell Fleet Solutions UK

Many fleet businesses are overwhelmed with all the mobility options available on the market. At times there can be so much competing information that it can be easy to fall into a trap of seeing all the things you

HOW TO HIT YOUR MOBILITY TARGETS...

can’t do, instead of focusing on what is possible. Shell Fleet Solutions works on the understanding that trusted cooperations are key to getting impartial expert advice, and not simply going for offers that don’t provide you with an understanding of your current and future business needs.

Starting with a simple overview can determine where the fleet is now and then prioritise the company objectives. We often see fleet managers who want to decarbonise but have a more urgent need to manage their costs. Other fleet managers will focus on the cost of fuel without considering other factors which determine fuel consumption, such as vehicle performance and overall total cost of ownership. And there may be different stakeholders in the same business with different objectives.

ment and fraud alerts. Importantly, the card can be used to pay for both traditional fuels and EV charging. One card, one invoice for your whole fleet.

In addition, Shell Tap Up is a mobile refuelling service, which refuels fleet vehicles at the depot. This has multiple benefits including skipping rush hour queues at the fuel station, reducing fuel consumption and increasing operational efficiencies. It provides optionality in switching to lowercarbon fuels such as HVO and GTL.

Oz Choudhri, head of mobility solutions UK & Ireland, Enterprise

The travel policy sits at the heart of flexible mobility provision. Many organisations are developing smarter and more flexible travel policies to ensure the best outcomes through a period of immense change for employees and as the number of mobility options burgeons.

Businesses are looking for external consultancy to help develop their policy in a number of areas, from assessing emerging mobility options to understanding new travel habits to driving behaviour change.

We can then use this information to design solutions that support hybrid and remote workers while enabling businesses to achieve other goals such as decarbonising company travel.

Prior to the pandemic, office-based employees used pool cars located at their place of work for business journeys. Far-reaching changes to working practices mean that it may now make sense for businesses to consider replacing pool cars with short-term rental or dedicated car club vehicles, the numbers of which can be scaled up or down as needed.

The increase in home or hybrid working means that access to vehicles close to home can be vital for employees. This highlights the importance of a rental provider having an extensive network, and not just focused on airports.

Many organisations are now looking to add new solutions such as car clubs and bikes as options for business travel, as well as examining how best to combine modes to make trips shorter, cheaper and with less environmental impact.

It might be that more information is needed such as an overview of network requirements and fuel and energy price considerations. Or, an assessment of telematics data or a free trial of telematics to gather insights might be required.

Using a carbon calculator to work out the emissions of the fleet and identify potential opportunities of changing to cleaner lower carbon fuels is also an important step in finding out the best way forward.

Shell is able to help fleets manage mobility challenges in numerous ways. For example, the Shell fuel card gives access to Shell Fleet Hub, which provides insights and direction on efficiency gains, fuel spend manage-

As well as examining how employees currently travel, it’s important to engage and benchmark with other organisations to determine what the policy should look like, what best practice exists and how it ties into business objectives such as efficiency, cost reduction or decarbonisation.

As the choices available to fleet decision-makers evolve, the first step is often the identification, collation and interpretation of the right data on existing and future employee travel behaviours, both regionally and nationally. This is where platforms such as Enterprise Travel Direct (ETD) can both help capture employee mobility habits and also guide behaviour change by linking booking options to the travel policy.

Beverley Wise, Webfleet regional director, Bridgestone Mobility Solutions

There has been much talk of a mobility revolution over recent years, bolstered by a growth in transport innovations, connected technology systems and journey optimisation tools.

In truth, however, the trend is proving to be more evolutionary. There are signs that UK organisations are slowly developing more flexible approaches to travel, with staff being encouraged to use different transport options. Traditional fleet management is gradually giving way to smart mobility – but we are just out of the starting blocks.

Mobility allowance schemes may be becoming more commonplace in countries such as Germany, the

“We often see fleet managers who want to decarbonise but have a more urgent need to manage their costs”

Netherlands and Belgium, but their introduction in the UK has been slower. Here, it is the drive to net zero that is bringing about the biggest change to the mobility landscape, with fleets at the very epicentre of electrification.

A flexible approach is proving key to this transition, with many businesses dipping a toe in the water. We are seeing electric vehicles (EVs) being tested to prove the use case, while software solutions such as Webfleet are being leveraged to model potential Total Cost of Ownership (TCO) gains.

Planning reports are offering visibility over the typical mileage and type of journeys undertaken by drivers, signalling which vehicles to switch to EV alternatives and helping shape the most effective charging strategies.

Caroline Sandall-Mansergh, consultancy and channels development manager, Alphabet (GB)

Mobility preferences have undergone a major transformation over the past few years. When looking at convenience alone, cars remain a top preference for many drivers, especially those living outside of urban areas. However, post-pandemic and in a more climate conscious world, many are investing in alternative mobility options where the length and environmental impact of their journeys can be reduced. As a result, businesses are scrutinising their reliance on cars for travel, but it is important to strike a balance between this and ensuring all employees have access to the necessary transport options for the role.

Determining mobility options that are best suited to drivers requires agile and flexible thinking, coupled with an in-depth understanding of each employee’s mobility needs. This doesn’t necessarily mean investing in detailed

modelling or telematics. Fleet managers can already make use of the tools and data that’s available to them. This can come from collaborating with travel, finance, and operations teams to provide insight into current cost profiles and business requirements. Surveying drivers on their travel preferences and routes can also help glean as much understanding as possible to allow fleet managers to assess changes that need to be made.

Making the best decisions for the business also requires a good knowledge of the travel marketplace. For this, fleet managers can lean on the expertise of leasing providers to gain a better understanding of how business mobility is changing, and then properly assess the alternatives available. Overall, managers must recognise that offering a greater mix of travel options is becoming the norm. As such, fleet decision-makers must create a framework that can offer employees alternative mobility options if they are a better fit for certain journeys.

Connected vehicles are a key topic in the automotive industry and many modern vehicles are now manufactured with connected sensors embedded inside, enabling geolocation, vehicle health and servicing data, amongst others, to be collected remotely in real-time. Targa Telematics has deep expertise in using information provided by these embedded sensors to deliver a wide range of innovative digital mobility solutions to its customers, without the need to install aftermarket hardware.

In time, TCO – which calculates the costs of vehicles over the period they’re retained, from leasing and purchasing costs to fuel, maintenance, tax and insurance – is sure to increasingly make way for Total Cost of Mobility (TCM) decision-making. TCM not only takes account of all modes of transport, but also wider expenditure such as parking and travel management.

Telematics insights are already being used to improve everything from fleet composition, to how and where vehicles are maintained and wider business planning – all of which have particular import amidst the current cost of business squeeze. This telematics data that will provide the cost and behaviour insights needed to optimise the financial, efficiency and environmental impact of all mobility decisions.

One of the main challenges in deriving value from this new trend is the lack of consistency between the data provided by different manufacturers. With no agreed standards, the data provided by carmakers differs, not only in terms of the information provided, but also the structure and frequency of the data. For fleets containing vehicles from a variety of manufacturers, this lack of homogeneity can be an obstacle to benefiting from the connected data within their fleet.

Targa Telematics enables its customers to overcome the technical, commercial, and legal complexities of sourcing OEM vehicle data from multiple providers, allowing full visibility of their fleet, regardless of vehicle make or model, and avoiding downtime and additional costs for hardware installation. Furthermore, where the customer has vehicles in their fleet not equipped with embedded sensors from the manufacturer, Targa Telematics can quickly install its own manufacturer-approved devices to augment the fleet’s connected capabilities.

Chris Horbowyj, UK sales director, Targa Telematics

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invoice.

Strengths, weaknesses, opportunities and threats of four premium plug-in hybrid SUVs are analysed by the Fleet World quartet of industry experts

WEAKNESSES

SH Not too many really, although BMW currently doesn’t have a seven-seat PHEV in its line-up.

MJ No seven-seat option on this powertrain.

MW Sharp handling, quick, so stable – very easy to get points you don’t want.

JW Despite boasting competitive RVs, X5 struggles to compete with some other models (that arguably carry more brand appeal) here.

OPPORTUNITIES

looks, reliability and luxury.

JW The recent mid-life refresh offers big improvements to interior quality, electric range, and onboard technology, positioning the X5 as one of the best all-round large SUVs in the marketplace.

THREATS

SH Class-leading for EV range when the PHEV was launched a few years ago, it has fallen behind – key when range can impact BiK.

MJ Competition is strong – brand bias will direct some decisions.

STRENGTHS

SH The all-round competence of this generation of X5 still shines thorugh, along with the back-up of BMW’s corporate sales team.

MJ Spacious, comfortable, wellequipped with a quality cabin. Air suspension delivers a compliant yet dynamic ride. Efficient battery is rated at 68 miles WLTP range.

MW A range of up to 68 miles on electric power alone, is very impressive, eye-watering acceleration. Air suspension as standard.

JW Stand-out interior quality, up -to-date infotainment, a competitive price and modern battery technology makes the X5 a very strong contender in this line-up.

SH While others grab headlines for ‘best’ in certain areas, the X5 is still a thoroughly good product, balancing cost with driver appeal.

MJ A PHEV version is important – particularly for the corporate sector where its 8% BiK applies.

MW The X5 is still going strong after over 20 years, and people still want this large SUV, for its

WEAKNESSES

SH Older PHEV tech and a performance focus lets it down, with 75g/km and 20% BiK tax. Out of its depth in this company.

MJ No seven-seat option and modest driving range on electric. High CO2 and MPG for a PHEV undermines operating costs.

MW It’s a lot of money – add on some essential options and it’s very expensive.

MW Off-roading has been sacrificed slightly in favour of handling. Not as spacious or practical as some of its rivals.

JW It’s increasingly difficult to stay on top of such a busy segment, especially when end users have a wide range of requirements.

MW Who wouldn’t want a Porsche? The e-Hybrid will attract buyers who generally would never consider a Porsche.

JW Despite its age the Cayenne stacks up well on paper thanks to strong RVs. Expect the face-lifted car to be far more competitive.

THREATS

STRENGTHS

SH The Porsche brand has few that can match it for image, although the Cayenne is now a familiar sight on our roads.

MJ Arguably the most dynamic large SUV, and certainly worthy of the Porsche badge. Excellent build quality.

MW Big strengths are a Porsche

badge on each wheel, the boot lid, the bonnet and the steering wheel. Great handling too.

JW The Porsche brand carries a huge amount of heritage and as such makes the Cayenne more of an aspirational and emotional choice for drivers versus the competitors.

JW The Cayenne is showing its age. Dated battery technology leaves the Porsche lagging in terms of electric range and the infotainment and interior are feeling tired.

OPPORTUNITIES

SH There are some drivers out there who really like the idea of having a Porsche company car.

MJ With powerful diesel powertrains discontinued, awareness of the PHEV’s strengths should grow.

SH The Cayenne isn’t a comfortable fit as a fleet choice any more, with so many appealing, more tax-averse alternatives available.

MJ Both Range Rover Sport and X5 offer dynamic alternatives –and bigger batteries.

MW Expensive to run, no sevenseat option, big wheels expensive to replace for careless drivers.

JW Despite most competitors having a fully electric large SUV option, Porsche is holding off.

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

Simon Harris > SH Head of valuations, UK Vehicle Data

Mark Jowsey > MJ Head of TCO AutoTrader

Martin Ward > MW Manufacturer relationship specialist

BMW X5 • PORSCHE CAYENNE • RANGE ROVER SPORT • VOLVO XC90

BMW X5

Porsche Cayenne

STRENGTHS

SH Hugely popular for its style and image, the latest Sport is best in class for plug-in range (70 miles), giving it a BiK tax advantage.

MJ Latest generation is an accomplished vehicle, with many new Range Rover strengths at a lower price. Class-leading 70-mile electric range from 31.8kWh battery.

Rear-wheel steering helps it feel much smaller in use.

MW Long range on pure electric, frugal on fuel, very usable, good financial appeal.

JW Excellent pure electric driving range, luxury interior, comfort and the ability to take it pretty much anywhere off-road makes the Sport a front runner.

WEAKNESSES

SH The latest design language has perhaps made the car more anonymous than its predecessors. Looks more slabby than before.

MJ Only five seats, but Range Rover platform means the cabin is very spacious. Pricing could be a potential obstacle, although forecast RVs mitigate this.

MW Reliability record still a problem, main competitors are more fun to drive.

JW Not as engaging to drive as some of the competitors in this line-up. Let’s hope historic reliability issues have been resolved. Range Rover theft rates are high.

OPPORTUNITIES

SH Many company directors who can’t use a fully electric car might well be tempted by the 5% BiK tax.

MJ Likely to attract far broader interest than previous generations.

keeping the XC90 up to date, but we know it will be replaced soon.

MJ No standard air suspension. The 9-inch centre touchscreen was initially sector-leading but controls too much functionality in lieu of switchgear.

MW Once the battery has run out, the XC90 is a bit thirsty. The infotainment system takes a bit of getting used to.

JW The XC90 is on run-out and its age shows in the dated hybrid system – cumbersome when the engine joins the electric motor.

MW Offers full Range Rover qualities but at a lower price. Brilliant off-road abilities.

JW Still very much an aspirational brand and the Sport model is no exception. The P440e is powerful yet efficient – a logical financial choice for a company car driver.

THREATS

SH Criticism for JLR around electrical problems and warranty issues over the years, creating downtime, has been justified. Affected drivers/fleets may lose interest.

MJ Few challengers – given the strength of the package on offer.

MW Reliability may put some potential buyers off.

JW Like others, lead times are an issue. It’s more important than ever to ensure quality is not impacted by production pressures.

credentials. Seven-seats as standard will help draw in customers.

JW As with most vehicles on runout you’re likely to find some very competitive finance and lease packages available.

THREATS

SH It’s the only four-cylinder engine here and, for some, it might not have the gravitas to compete with six-cylinder rivals.

MJ Some actually think XC90 as older than it is – and all-electric EX90 arrives in 2024.

STRENGTHS

SH Launched in 2016 as the only seven-seat PHEV. And equipped with a spare wheel. Has a puncture repair kit now.

MJ Instrumental in lifting Volvo to premium status. Good levels of ADAS equipment. Seven seats.

MW Cheaper to buy than some of its competitors, low tax bracket

for a full seven- seater. Great level of standard equipment.

JW XC90 has been around for some years now but still looks fresh. It is spacious, comfortable and a great all-rounder.

WEAKNESSES

SH Volvo hasn’t done a bad job of

OPPORTUNITIES

SH Look out for more incentives on the horizon as the replacement becomes closer to reality.

MJ Spacious cabin, large loadspace and seven-seat flexibility.

MW A Volvo has always been regarded as the go-to estate and SUV, with top-of-the-class safety

MW Bit of a noisy interior from road and suspension, might be a bit too sensible and steady for some drivers.

JW Volvo has already marked the end of the XC90 and released the EX90 electric replacement – how the brand sees the future.

Range Rover Sport

Volvo XC90

“Range Rover is still very much an aspirational brand, and the Sport model is no exception”

THE VERDICT

BMW X5 xDrive50e 3.0e PHEV

P11D: £79,210

CO2: 18g/km

RV: £44,234 (55.84%)

BiK: 8%

SMR: £4,112

Fuel costs: £6,169

Insurance: £6,657

Finance: £10,693

NI: £2,623

VED: £1,020

Cost per month: £1,842

Standard equipment:

DAB, USB, online services

Satellite navigation

Cruise control

Rear parking camera

High beam assist

Leather upholstery

Options:

Premium sound system £4,000

Lane departure warning: £4,000

Metallic paint: £795

P11D: £87,475

CO2: 18g/km

RV: £56,948 (65.10%)

BiK: 5%

SMR: £5,382

Fuel costs: £7,928

Insurance: £6,897

Finance: £11,809

NI: £1,811

VED: £1,020

Cost per month: £1,817

Standard equipment:

DAB, Bluetooth, USB

Satellite navigation

Traffic sign recognition

Wireless phone charging

Adaptive cruise control

Towbar

Options:

Head up display: £1,080

Intelligent park assist: £250

Privacy glass: £475

P11D: £83,075

CO2: 31g/km

RV: £35,888 (43.20%)

BiK: 8%

SMR: £3,580

Fuel costs: £8,179

Insurance: £6,303

Finance: £11,215

NI: £2,751

VED: £1,020

Cost per month: £2,230

Standard equipment:

DAB, Bluetooth, USB

Satellite navigation

Wireless phone charging

Blind spot assist

Privacy glass

Leather upholstery

Options:

Towbar: £1,250

Integrated child seat: £200

Premium sound system: £590

22-inch alloys: £750

P11D: £79,632

CO2: 75g/km

RV: £46,131 (57.93%)

BiK: 20%

SMR: £6,061

Fuel costs: £13,039

Insurance: £6,897

Finance: £10,750

NI: £6,594

VED: £1,035

Cost per month: £2,165

Standard equipment:

Bluetooth, USB

Satellite navigation

Audio system subwoofer

Cruise control

Heated windscreen

Autonomous emergency braking

Options:

Wireless phone charging: £413

Intelligent park assist: £972

Towbar: £858

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

Simon Harris > SH Head of valuations, UK Vehicle Data

Mark Jowsey > MJ Head of TCO AutoTrader

Martin Ward > MW Manufacturer relationship specialist

Volvo XC90 PiH 2.0 Recharge T

Porsche Cayenne 4wd 3.0V6 PiH

When you are operating critical services, you need a safe pair of hands.

When you rely on your electric vehicles for your business, downtime simply isn’t an option. Our clients value us because we refuse to let them down.

Contact us today for an initial, no-obligation audit by our team of specialist electrical engineers. We promise: no slip-ups.

SEIZE THE MOMENT

Despite being around for some time, Mobilize is relatively new in the UK. The reason we brought the company to the UK in 2021 is because we’re becoming increasingly concerned that corporate customers are buying and installing EV infrastructure for the present, not the future. Some products available today have technology that will be old in three or four years’ time. No business is going to thank you for selling it charging infrastructure that will need replacing in under five years. We’re not beholden to any one make of charging manufacturer; we procure several R&D-approved solutions for businesses.

Don’t delay, get involved today.

Businesses need to take action right now when it comes to EV charging. There are a number of issues, one being the regulations in the UK for us to physically instal every charger in the workplace, which are huge. When you consider the power itself, the storage and other factors, it can be six months before a spade is put in the ground on a project. Then you have to factor in supply issues to prevent any further delays – we don’t want people waiting 30 weeks for DC chargers to arrive.

A lot of high points since 2021...

Making sure we’ve got the right experts in the business to deal with inquiries has

been important. In the EV world, some experts have been only an expert for a few years, whereas there are people within the Renault Group with decades of experience, having worked on the Renault Zoe and Twizy as well as the Nissan Leaf.

Another highlight has been the successes we’ve had in the public sector, where there has been a lot of investment. The growth in the sector is eye-watering in terms of the amount of business that comes our way. The difficulty of that, however, is keeping a close eye on how and where councils are looking to install chargers. As much as we’d like to help everybody, we can’t because the requests are so disparate.

Technology, innovations and actionable data are key to success.

We brought to market our own proprietary back-office management system, which allows public workplace depots to have tiered charging. That means it can be free for some employees, but chargeable to the general public. The beauty of the system is that each individual charge point – and the charge point sessions –can be managed. What’s more, you can manage the home charging of your employees all within the same business model. Plus, the technology allows fleet managers to report on carbon reductions. It’s really important for fleet

managers to be able to see what’s going on with each of their employees.

Trust the people – and the process. When you’re owned by any kind of manufacturer, people automatically associate you with them. But we’ve created a completely separate Mobilize domain and now we supply leasing companies and other independent businesses, who are confident they’re dealing with a brand-agnostic company.

One of the biggest challenges we have today is building and maintaining good business relationships. As a fleet director, I had access to a robust database of businesses and company contacts for all different vehicles, but here it’s not just the fleet manager we have to talk to, it’s facilities, procurement and other departments. We’re bringing a degree of expertise on fleet to this whole conversation, but others might not be as invested in it as we are.

We’re looking forward to GBFE 2023

We know the technology that’s coming and can talk about it from an informed point of view. Right now, we have the resources to supply brand-agnostic charging infrastructure that is fully financed, which is quite rare – if not unique – in the industry. The people on the Mobilize stand are experts who will listen to customer needs and advise on what solutions can be implemented for businesses.

Mobilize Power Solutions might be part of the Renault Group, but Mark Dickens, managing director of the business, is keen to help drivers of all vehicles

Dear DfBB...

Dear DfBB,

We’re a courier company using just under 100 liveried vans to deliver across the UK, plus about 60 employees using their own vehicles for deliveries and other work journeys. We already have a clear zeroalcohol policy, but I’ve read about a growing concern on drug use –particularly cannabis – and think we may have a small number of drivers affected. How do we go about testing without looking as if we are targeting individuals?

DfBB says:

There is growing evidence that drug use among drivers is widespread. Plenty of companies have a driving for work policy, which explicitly forbids drink or drug driving, but they don’t do any testing. This is the scope of the issue: out of around 500 arrests by Merseyside Police in the six-week period before Christmas last year, 350 of those were drug drivers; 150 over the legal drink driving limit. Perhaps more worrying still, 50% of those tested last year were at work driving a company vehicle or would have been driving for work the next day.

Of illegal drugs, 80 to 85% of detections are using cannabis, which slows down the brain and therefore reactions times; or cocaine, which is likely to increase risk-taking. In one of our most listened-to podcasts, Lesley O’Brien, managing director of Freightlink Europe, mentions a couple of cases of

suppliers finding drug and alcohol testing specified as a condition of being awarded a contract – resulting in finding half of their employees testing positive. If testing isn’t something you’ve done before, your main concern is probably your drivers’ reactions. Therefore, it’s important to communicate that you are introducing systematic or random testing and give a grace period so people can clean their act up. You might find

one or two resignations at this point –and it might be quite an eye-opener who those people are.

Once your organisation has developed a culture of safety and zero tolerance of drugs and alcohol, you need to underline this with continued random tests throughout the year or after any incidents. Treat any positive test as a breach of contract, which will probably mean termination if the company is to avoid being seen as soft on the issue.

Wipe-style testing – as used by all 43 police forces in England, Wales and Scotland – can screen saliva for recent use or skin for longer-term use, as well as surfaces, and give a result within minutes.

It’s tough and hard-line but if you employ people who are operating machinery or driving on the road, it is your legal responsibility to ensure they are fit to do so.

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!

“If testing isn’t something you’ve done before, your main concern is probably your drivers’ reactions, so it’s important to communicate that you are introducing systematic or random testing”

FROM THE

INDUSTRY

HOW AI ANALYSIS IS KEY TO ANY EFFECTIVE VEHICLE TELEMATICS SOLUTION

Artificial Intelligence (AI) is having an ever-greater influence on our everyday lives, so unsurprisingly, it has a growing, and key, role in how fleets approach road safety and reduce risk. AI video telematics – using vehicle cameras connected to a cloudbased platform – has massive potential within the sector.

AI vehicle cameras have been around for several years. They are enabling fleet operators to maintain safety levels for both their drivers and other road users by automatically monitoring hazards on the road as well as high-risk behaviours and distractions. This makes it possible to provide real-time feedback straight to the driver, but there is also the added benefit of gaining valuable insight into fleet risk.

These intelligent vehicle camera systems have proven safety benefits, but they are still limited by the processing capacity of the device, so it is in the cloud where the true value of AI will be realised. The challenge for many fleet operators is simply the volume of video and data that is captured, which makes timely and efficient manual review almost impossible.

G-force settings for cameras are highly sensitive to ensure collisions are picked up. As a result, triggered video can exceed hundreds per day, many of which are false positives caused by speed bumps, potholes and other harsh driving events. Effective analysis is crucial for any video telematics solution, yet a manual process – whether delivered in-house or through a third-party service – rarely provides the accuracy or responsiveness to take full advantage.

With cloud-based AI, it is possible to cut through all the noise, so fleets are presented with the information that requires immediate attention. A 1,200-strong fleet has been able to reduce priority videos needing human validation and intervention from 12,300 to just 15 using our NARA AI post analysis software, making it possible to check in less than five minutes.

The latest advances in computer vision can be used to review huge amounts of data, automatically identifying different types of vehicles, cyclists and pedestrians to achieve accurate incident validation within seconds. This added layer of analysis enables emergency assistance to be quickly summoned in the event of a suspected injury, while targeting a reduction in associated fleet costs.

Meanwhile, the ability to detect, monitor and analyse collisions, near misses and harsh driving events in seconds, without human intervention, supports data-driven safety decision-making and problem-solving. Using insight into driver behaviour, fleets can achieve proactive risk intervention that makes it possible to improve driver performance, reduce collisions and most importantly save lives.

Richard Kent President of Global Sales, VisionTrack

“With cloud-based AI, it is possible to cut through all the noise, so fleets are presented with the information that requires immediate attention”

STRENGTH IN DEPTH

Mazda believes that one of its USPs is offering something for everyone. Head of fleet, Steve Tomlinson, explains to John Challen how the approach could be a winner for drivers

How is Mazda positioned as a fleet brand?

ST: While we are very much a fleetfocused brand, as a manufacturer that has historically been constrained by supply at a global level, we obviously look to generate the best possible return for the corporation in every single national sales company across Europe and the world. If we had a factory in Europe, there might be more of a focus on fleet but, in Germany and the UK, it only accounts for about 30% of our volume, compared with the 50% market average.

As head of fleet operations for Mazda UK, my role is to develop a volume plan and then deliver it almost to the unit. The role itself has always been about feathering the throttle and making sure that the run rate is at the appropriate level to hit the plan in all the different channels and across all the models that we sell. Getting the balance right is the skill in the role

that we are performing here. This year we will deliver 30% fleet of our total volume, while the plan next year is for a similar mix but 8,000 more units. As a result, we’ll achieve year-on-year fleet growth and around 10,000 fleet units.

What are the vehicle and customer plans for the near future?

ST: If you look at our product range, we’ve got a nice balance between hybrids, plug-in hybrids and BEV. There will be more PHEVs coming, by virtue of the MX-30 R-EV (a range-extender version of the EV), which is a car that we feel will be attractive to company car drivers due to the BiK benefits and the driving range, It’s not necessarily the case that we are going to build lots of extra relationships than we currently have today. I’m sure we will have more end user customers next year than now, but what is more

likely is a greater penetration within the fleets we sell cars to currently.

What fleet-friendly models are proving the most successful for Mazda?

ST: We tend to find that our best years selling a product is usually the second and third ones. In the first year, it can take a little bit of time for visibility and the critical mass of people seeing them on the road. So our first six months tends to be a little bit of a slow burn, which is what happened with CX-60. But we’re now hitting plan consistently with that car in the fleet sector each month. We over performed in March and April – and May is looking very promising, too. It is now doing what we expected it to and maybe we, as the manufacturer, get a bit carried away with a new car and will it to be a huge success from day one.

We’re equally confident with MX-30 R-EV.

The EV-only range is over 50 miles and the combined range is more than 400 miles. We think it’s going to tick quite a lot of boxes, especially for drivers who live close enough to work to be able to drive without ever using the engine, but who want the convenience factor of engine power for longer journeys.

Are you seeing any other opportunities for Mazda within the fleet market?

ST: Because many manufacturers have come out of the B-segment in recent times, Mazda2 is comfortably overselling to a point we won’t be able to sustain because it is proving very popular in fleets right now! Despite the fact that it’s a 24V mild hybrid and good on CO2, drivers are having to look at what cars are still on the market and Mazda2 is proving very popular. There are certain B-segment car names that roll off the tongue, but drivers are now finding our car and liking it. The SKYACTIV technology in our Mazda3 and CX-30 means that, for an internal combustion engine car, there’s decent performance, CO2 and fuel efficiency. They might not be what a typical fleet driver is looking for, but versus other hybrid products they stack up really well.

So there are no plans to exit that segment too, like others have done?

ST: No, we’ve recently launched the 2023MY version of Mazda2, with residual

values set on the product at the beginning of April. We’ve upgraded the car with new front and rear end differentiation, new alloys, interiors – essentially a full refresh – so long may it continue. We don’t want to make any rash decisions on cars or powertrains. We might only have two diesel models in our range – the CX-5 and CX-60 – but we are committed to what we are calling a multisolution approach to future transport. So we believe, for the time being, there’s a requirement for a range of powertrains because not everybody wants a BEV, for example. There are customer requirements that mean we just need a bit of everything, so we are committed to continuously developing and improving the internal combustion engine to make it as efficient as possible. Even if the future requires a lot more electrification, but you can still use ICE as the base technology, the more efficient the engine is the better. Because it gives an overall package that is an improvement on everything else out there.

It’s been a challenging few years, so how has Mazda coped with supply issues?

ST: Obviously we have been affected and

we can’t claim that we weren’t. But the feeling we have – and the feedback that we’ve had from our dealers, leasing companies and end users – is that we fared better than most. If you wanted any car today, we are quoting the same lead times as we were pre-pandemic. That means if someone orders a car now and we don’t have it in stock, we promise it will arrive here from the factory in Japan within either 12-16 weeks or 16-20 weeks, depending on the model line. Availability is a big thing that we are promoting. If you’ve got people looking for a vehicle that has a lead time of up to 12 months, why not offer them a Mazda instead?

What’s Mazda’s main message at GBFE?

ST: We just want to put Mazda into the consciousness of the company car drivers, fleet managers and leasing companies. We have some great products that should meet the needs of the majority of drivers – perhaps more than we ever have done. It is about awareness of the brand, which is always our biggest challenge. The Great British Fleet Event is the ideal opportunity to meet with the target market, with the right kind of messaging about our products.

“We are committed to a multi-solution approach to future transport”

One of only two diesel models in the Mazda range, the CX-60 features PHEV technology, too

Popular B-segment models being discontinued has led to more demand for the Mazda2, which has been refreshed this year

A forthcoming range extender version of the MX-30 BEV will boost the car’s fleet appeal

industry insight

Paul Hollick chair, Association of Fleet Professionals

LOW-CARBON LEGISLATION LOOMS LARGE

What the new Transport Committee report could mean for fleets

The House of Commons Transport Committee has recently reported on the future of low-carbon fuel strategies in the UK and it makes fascinating reading. Road transport only makes up part of the document – aviation, rail and maritime are also covered – but it does fill in some of the strategic blanks that have been identified by fleet managers as our sector moves rapidly towards electrification.

If I was asked to sum up its ethos in a couple of words, it would be ‘ethically pragmatic’. This is a report promoting the idea that where no zero carbon practical solutions exist, the next-best alternative should be used instead.

Perhaps the biggest real-world point for fleets is the idea that the Government should be relatively relaxed about use of petrol, diesel and hybrid cars in the future – especially in geographically isolated areas where electrification is likely to be difficult. The argument is that ICE vehicles will relatively soon form only a tiny part of the overall vehicle parc. Therefore, forcing EV use where it is not practical makes little sense. This approach could be interesting news, for example, for fleets that operate emergency vehicles in remote places.

A related argument is the backing of synthetic and biofuels. This is a technology that gets relatively little attention in fleet

discussions but is seen by the Transport Committee as a means of reducing carbon emissions from older vehicles for motorists who simply can’t afford to electrify, being described as a “socially equitable” option after 2030 for people who continue to drive ICE. More widely, it is also seen as a partial solution to problems that could arise from shortages of battery production or issues with grid capacity.

It will be interesting to see whether there is any momentum behind this line of thought. Certainly, the types of low- or zeroemission synthetic fuels that are being trialled by Bosch and Porsche, for example, are currently expensive. However, if costs can be reduced, it is not impossible that they might find a place – albeit probably a limited one –in the fleet mix of the future.

The final section that has relevance to fleets is the future of fuel for commercial vehicles. There is a recognition that no meaningful guidance has been given on which direction the Government wants manufacturers and fleets to head for bigger vehicles, as well as an acknowledgement electrification might not be suitable. Again, there is an argument

for a pragmatic approach to be taken.

This is an area where the AFP has made its view clear in the past, with the almost complete absence of a hydrogen refuelling infrastructure making that choice unviable (although it is worth noting that a new 30station network was announced recently) while today’s electric power is simply unsuitable for large vehicles travelling long distances. It is an area that needs intensive and sensible discussion – and soon.

Of course, this paper does not represent government policy, being essentially a discussion document written by members of Parliament. However, it could undoubtedly prove influential.

Perhaps the most notable point is that this is the first serious document to emerge from Westminster in some time that does not see electrification as the answer to all low-carbon transport solutions. This is a conclusion that fleets have arguably been stretching towards over the last couple of years, that while the vast majority of road transport applications can be electrified, there remain a number where other solutions are needed. Perhaps now, that dialogue can begin.

“Certainly, the types of low or zero emission synthetic fuels that are being trialled by Bosch and Porsche, for example, are currently expensive”

ACHIEVING GREENER MOBILITY

According to Government statistics, transport is the largest emitting sector of greenhouse gas emissions, producing 24% of the UK’s total emissions in 2020. With sustainability remaining a hot topic, businesses of all sizes recognise the need to run greener fleets, in order to reduce carbon emissions and meet their sustainability targets.

The growth of hybrid working since the first COVID-19 lockdown has had a positive impact on emissions but, as discussed in a new Europcar research report ‘Switching sustainability from buzzword to business benefit’, more can be done to lower mobility emissions.

The study reveals the findings of feedback we received from 300 professionals responsible for fleet management and business travel decisions. We wanted to find out what they have changed, what challenges they face, and what the future holds as

they work to reduce the impact of their business mobility.

Sustainability targets

The most common target among survey respondents was increasing the use of other forms of mobility such as walking and cycling (29%), followed by increasing the fully electric fleet (28%). For those looking to go more electric, 29% are challenged by fleet supply issues, while a lack of understanding around maintenance, running costs and charging is holding back 28%.

Solutions fit for purpose

Recognising the on-going barriers to change, Europcar is supporting many organisations in their sustainability journeys. We believe the answer is to reduce emissions by moving to younger, more modern cars and vans; not just trying to switch all motorists to fully electric immediately.

It also means adjusting motorists’ behaviour to use the right vehicle for the job, rather than own one larger vehicle for all jobs, when it is not necessarily the

most efficient solution. Operating one of the youngest rental fleets in the market, Europcar enables motorists and businesses to access vehicles that are less polluting and more efficient than many vehicles on UK roads.

Flexible vehicle usage – from Corporate Car Sharing to vehicle rental by the day, week, month or year – also helps motorists and businesses reduce emissions. And Europcar solutions help businesses understand the impact of low and zero emissions mobility in a practical, accessible and cost-efficient way. ‘Try-before-you-buy’ gives drivers and employers a real-world picture of all areas of electric vehicle driving and ownership with long-term rental commitment-free for an important safety net; businesses are not locked into agreements before they know what works for them.

The new Europcar whitepaper will be available soon. Readers can follow Europcar on LinkedIn to be alerted when it’s released linkedin.com/company/europcar

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

It also means adjusting motorists’ behaviour to use the right vehicle for the job.

Audi Q8 e-tron

Premium EV motoring has a familiar look and feel, but a new name, with Audi’s latest offering. By John Challen

The first Audi e-tron offered an aspirational glimpse into what electric vehicle driving offered. Typical Audi high quality and pleasant surroundings, mixed with an impressive powertrain housed within the popular SUV body. For 2023 and beyond, that car has been superseded by the Q8 e-tron, which is available in standard SUV and Sportback forms.

Aside from the name change, one of the most noticeable differences between this and the outgoing car is an increased battery capacity. Available in 50 and 55 battery specifications, the Q8 e-tron gets a dual-motor setup, with the battery options of 89kWh or 106kWh respectively. In the lower-powered model, figures of 335hp and 664Nm are recorded, enabling the Q8 e-tron to reach 62mph from a standstill in just 6.0 seconds. Take things up a notch to the 55 and the 106kWh battery allows 402hp, 664Nm and a zero to 62mph sprint in 5.6 seconds. There is also a range-topping SQ8 e-tron, which is the first fully-electric Audi SUV to feature three electric motors.

Visually, not a huge amount has changed on the inside, while the exterior benefits from some upgrades that help reduce the drag coefficient to 0.26 (SUV) and 0.24 (Sportback). These include an

adjustable front air inlet and wheel and underbody spoilers. It also includes the option of the camera-based virtual mirrors, although these modern-day twists take some getting used to.

There are four grades within the Q8 etron range: Sport; S Line; Black Edition and Vorsprung. As you might imagine, even the base Sport option offers a wealth of technology and safety systems, from Matrix LED headlights and dual-zone automatic air conditioning, to cruise control with speed limiter. Step up to the S Line

two main ones are the Technology (£2,995) and Technology Plus (£5,995). The former offers sound system and lighting upgrades, head up display, a 360° camera and parking assistance. The more expensive Technology Plus adds in ambient lighting, four-zone climate control, panoramic sunroof and heated rear seats.

and there are bigger (21-inch) wheels, adaptive sports suspension and a leather multifunction steering wheel. Moving onto the Black Edition brings, unsurprisingly, black touches to the wheels, door mirrors, roof rails and rear e-tron logo. Finally, the top-of-the-range Vorsprung gets 22-inch wheels, sports seats, virtual door mirrors and head-up display

Audi has added four product pack options into the mix (all standard on the Vorsprung) for the new Q8 e-tron. The

On the road, the Q8 e-tron’s upgrades to suspension and steering can be felt. The ride is much more compliant – important, given the UK’s multiplying potholes – and the steering has more feel. The extra battery capacity – and subsequent longer driving range – is another much-needed improvement from the outgoing car. Elsewhere, the fact that few other major changes have been made is a plus point as the e-tron was an impressive base from which to start. With a product offensive of 20 new cars in the next 18 months – including 10 BEVs – the Q8 e-tron is a good start to Audi’s electrified next generation.

IN BRIEF

WHAT IS IT? Premium SUV

HOW MUCH? from £67,800

RANGE? 330 miles (340 in Sportback)

CHARGE 10-80%? 28 mins (150kW DC)

Key fleet model S Line

Improved range; interior; charging times

Lack of buttons; unfamiliar mirrors

7-word summary Bigger batteries

boost another aspirational Audi’s appeal

Also consider BMW iX / Jaguar I-Pace / Mercedes-Benz EQE

“One notable Q8 e-tron difference is an increased battery capacity”

Lexus RX 450h+

The new RX is a big car for Lexus – in every sense, says John Challen

Here in the UK, it’s often difficult to comprehend the impact that the Lexus RX has had on the brand since it was introduced in 1999. The SUV has sold more than 3.5 million units, some 57,000 of which have been in the UK. For 2023, the company has unveiled the all-new model, the line-up of which includes the fleetfriendly 450h+ plug-in hybrid.

Lexus says there were five key focus areas for the new RX, which is ‘95% new’: packaging; design; powertrain; driving experience and cabin quality. The packaging improvements include more legroom (up 10mm), a longer (+50mm) boot and a lower centre of gravity, boosting both driver comfort and also practicality.

The design is dominated by a new larger front grille and a sleek appearance, which – thankfully – doesn’t impact on rear headroom. There’s an extensive range of colour options, including the popular new addition of ‘Sonic Copper’!

The RX is offered in 350 and 500 form, as well as the 450h+, but the mid-spec hybrid is going to be the dominant seller, accounting for 55-60% of RXs on the road. Lexus argues that there are very few Esegment BEVs around and the combustion-engined models are still the dominant player in the sector, hence no

full EV offering. Instead, the RX is the Japanese manufacturer’s second PHEV, after the NX, which shares the same powertrain. That means a 2.5-litre petrol engine and 182hp electric motor, providing a combined 309hp and 0-62mph in 6.5 seconds. The electric-only driving range is between 40-43 miles, with CO2 emissions of 25-26g/km (100g/km in the previous car). All of which helps to give a stated fuel economy figure of 235.4 -256.8mpg.

Lexus knows that those figures are not likely to be achieved, but believes the stated EV range is enough for many commutes and journeys made by

(set to account for 65% of RX orders) adds in bigger wheels, an upgraded safety package, leather seats and steering wheel, head-up display and a panoramic roof. Finally, the flagship Takumi model features adaptive variable suspension, an upgraded Mark Levinson sound system, heated rear seats and remote parking.

drivers. The 18.1kWh lithium-ion battery can be fully charged in around 2.5 hours, when equipped with the RX’s 6.6kW onboard charger.

There are three grades in the new RX lineup: Premium; Premium Plus and Takumi. Standard on the base Premium model are 19-inch wheels, blind spot monitor, 14-inch touchscreen heated front seats and wireless charging. Premium Plus

The RX is one of those cars that does everything very well. To start with it’s a lovely place to be – Lexus has upped its interiors game – but on the road it is comfortable, with ample performance for a big car. The steering, brakes and dynamics are all decent, although we were driving the Takumi spec, so lower grades might create a different experience. At 35 miles, the indicated electric range was slightly down on the 40 miles suggested, but it was accurate on our journey. Once exhausted, the CVT creates a little noise, but the cabin is mostly serene, providing a comfortable driving experience.

IN BRIEF

WHAT IS IT? E-Segment SUV

HOW MUCH? from £64,950 (350h from £59,950)

ECONOMY? 235.4-256.8mpg

EMISSIONS? 25-26g/km

Key fleet model Premium Plus

Interior quality; electric driving range

Competitive segment; no BEV option

7-word summary An impressive addition to the Lexus line-up

Also consider BMW X5 / MercedesBenz GLE / Range Rover Sport

“The RX is one of those cars that does everything very well”

BYD Atto 3

It’s an oft-used phrase, but BYD might just be ‘the biggest company you’ve never heard of’ – especially in the car world. Formed in 1995, Build Your Dreams (you can see why it chose to use the short form BYD) calls itself the world’s leading manufacturer of new energy vehicles. In 2022, the Chinese company – which employs over 600,000 people across 70 countries – sold more than 1.8 million passenger cars, an increase of 212.8% compared with 2021. Those vehicles were split relatively evenly between PHEV (946,000) and BEV (911,000), the latter leading the charge in the UK and other European markets.

BYD has extensive experience with lithium-ion batteries – its products are found in the vast majority of mobile phones on the market and other electronic devices. In fact, the Chinese company claims to be the only manufac-

turer to design and manufacture all of the core components in its electric vehicles, which means the electric motors, semiconductors and electronic control systems as well as the batteries.

The brand’s debut into the European market, Atto 3, is – unsurprisingly, some might say – a C-SUV. The car comes with a decent pedigree, having been the best-selling SUV in China every month for nearly a year and recently repeating that feat in Israel.

There is a nice mix of familiarity and also quirkiness about Atto 3. For example, there are physical buttons on the dashboard for the major controls and a full length sunroof – two elements that many drivers will welcome and appreciate. On the flip side – literally – the SUV’s touchscreen (12.8 or 15.6-inches) rotates, giving drivers the choice of landscape or portrait layout. Furthermore, there are other

twists on the conventional (again, literally), with round door handles mounted on the speakers and guitar strings across the door bins, instead of a solid panel. It might be a bit too much for some, but at least BYD is daring to be different.

Underpinning the car is BYD’s e-Platform 3.0, which features BYD’s blade battery, an 8-in-1 electric powertrain and heat pump. The battery features lithium iron-phosphate as its cathode material, which offers safety advantages over conventional lithium-ion batteries, with thermal stability benefits, too. The technology is the result of BYD’s 27 years’ R&D involvement in batteries for vehicles. As well as safety advantages, it also provides an impressive range of 261 miles (WLTP) and up to 351 miles on the city cycle. The batteries work with a 204hp electric motor to propel the car to 62mph in 7.3 seconds and onto a top speed of 99mph.

A new name for the UK’s automotive market, but BYD is a huge global player with big plans for a fleet-friendly vehicle line-up. By John Challen

“The brand’s debut into the European market, Atto 3, is a C-SUV. The car comes with a decent pedigree, having been the best selling SUV in China every month for nearly a year”

Space-wise, the Atto 3’s boot boasts 440 litres and, with the seats folded flat, a total of 1,538 litres is available for storage. Vegan leather seats come as standard as well as a flat floor, Spotify and voice control. The quality of the interior is to be commended, too. BYD has clearly understood that to gain traction in the European market means obviously competing on price, but not at the cost of low-grade materials or build quality.

There are three grades of Atto 3 –Active, Comfort and Design – with one powertrain option that comprises a 204hp motor and 60.5kWh battery. Keeping things relatively simple, there’s a choice of just five colours: green; grey; red; white and blue.

Even in base ‘Active’ guise, drivers have a very decent spec in their Atto 3. Yes, there’s the smaller central infotainment screen, but there’s also automatic head-

lights, wireless charging, heated front seats, USB charging ports and voice control. Interestingly, the (long) list of safety tech is common across all three grades – and features the likes of lane keep assist, ACC and front and rear parking sensors. Active does come with a 7kW onboard charger, unlike the 11kW unit found on the Comfort and Design models. There’s only a £500 price walk up to the Comfort model, which gets drivers the aforementioned upgraded charger, but also a three-phase charging cable.

In contrast, the extra £2,000 for the Design is money well spent. The larger infotainment screen comes in, as well as an electric tailgate, ambient lighting, an air purification system and an 11kW AC charging unit.

The driving experience is also impressive, with good ride quality, swift acceleration and responsive steering. It

wouldn’t be described as a driver’s car, unlike some others in this segment, but the job it is designed to do, it does very well. The brakes don’t have as much feel as many would like and there is limited regenerative braking – certainly no onepedal option, unlike other models on the market. Engineers say that such a setup is not welcomed by all EV drivers and it would prefer to have an alternative that offers a smoother driving experience. It certainly shouldn’t cloud any judgement of the Atto 3, which is an impressive debut into the UK market for BYD.

The firm has also understood the growth strategy and has forged partnerships with the likes of Octopus for salary sacrifice, Sixt for rental opportunities and Shell Recharge for easier access for drivers to a ready-made charging infrastructure. Visibility-wise, BYD is working with a number of dealer groups to ensure it hits its target of between 20-30 locations around the UK by the end of 2023, before getting up to 100 before 2026.

As for more BYD models in 2023, it’s a case of watch this space. At the launch event for Atto 3 there were a few other models on display, but no other cars have been confirmed for launch just yet.

VERDICT

BYD’s debut is an impressive one with the Atto 3. The SUV is an accomplished product and, even though it joins a crowded segment, it stands out by daring to be different with many interior elements. Expect to see plenty of new Chinese models on the roads in the near future.

IN BRIEF

WHAT IS IT? C-SUV

HOW MUCH? from £36,490

RANGE? 261 miles (WLTP)

CHARGE TIME FROM 30-80%? 29 minutes (150kW DC)

Key fleet model Design

Interior quality; driving range; screen Brakes; Lack of brand awareness

7-word summary An impressive debut with some interesting innovations

Also consider MG4 EV / Renault Mégane E-Tech / Volkswagen ID.3

After nine months behind the wheel of a fully electric Cupra, life with an ICE vehicle –even one as accomplished as the Formentor – take a little adjusting.

Gone are the absolutely silent early morning cold starts, while route planning around charge -

CUPRA FORMENTOR V2 1.5TSI 150PS DSG

THE NUMBERS

standard equipment for drivers.

In mid-range V2 trim here – and likely the most popular fleetfriendly spec – leather seats are standard, alongside a 12-inch infotainment system (whose voice control is somewhat over-eager to get involved), sat nav, reversing camera and a host of other active and passive safety systems.

points has also temporarily been consigned to the history books. In their place, non-electronic fuel receipts, zero range anxiety and a significantly higher BiK tax proposition.

Having run a Formentor plugin hybrid 18 months ago, I’m very

familiar with Cupra’s first all-new model, and the styling, particularly in our test car’s ‘Nevada White’, still looks as crisp as when it first hit UK roads. And lots hits the road too, testament to genuine user-chooser appeal, strong practicality and excellent

FORD KUGA PHEV ST Line X Edition

Ispoke too soon when I thought about the weather warming up and improving the electric range of my plug-in hybrid Ford Kuga. Cue a cold snap, sub-zero over-night temperatures and snow. In March.

That meant digging out the ice-scraper and reaching for the Kuga’s windscreen defrost button once more. It also meant that the electric range took a tumble, delivering the slightly odd experience of seeing a full charge show as 27 miles and 34 miles within a handful of days as the temperature fluctuated.

What that winter motoring has taught me though is the brilliance of the Kuga’s automatic Quad Projector LED headlights, part of the optional £550 Technology Pack and head-up display system.

Now, I’ll be honest, I’m not a huge fan of automatic headlights that adapt their beam according to oncoming traffic. In theory, they all give the driver the maximum amount of light on the road ahead,

V2 trim also means sharp-looking machine-cut 19-inch alloys as standard, which are a boon for the looks, but make the ride firmer than it probably needs to be.

The Formentor certainly feels taut and well-made though, giving it a genuinely premium feel.

Luke Wikner

THE NUMBERS

P11D £38,855

BiK* 12% I £78 (20%) /£156 (40%)

ECONOMY 256.8mpg

CO2 EMISSIONS 26g/km ON FLEET 82.7mpg

while not dazzling oncoming traffic. In practice though, we often find they don’t work very well.

That’s certainly not the case with the ones in the Kuga however. They’re nothing short of brilliant and there’s two bits of praise here that don’t sound like they are. The first is that it took a while to realise that the auto high-beam lights were even switched on until we noticed the light beam pattern changing on a dark country road. The second is that since then, we’ve left them on as they always adapt quickly and, more importantly, accurately to surrounding traffic. Technology at its best.

Nat Barnes

Our Karoq has headed back to base, now replaced with the Scala hatchback.

In its six months with us, it’s proved to be thoroughly dependable, practical and helpful.

Škoda’s midsize SUV has proved its solidity and reliability – everything has worked well

during our time behind the wheel and generally felt robust. Moreover, despite six months of family life, it goes back without a scratch to the interior, which has stood the test of time well.

That tall SUV shape has brought plenty of head room and leg room has been great, while

1.0 95hp

NUMBERS

ment, is easy to use on the move.

Our 110hp 1.0-litre TSI model has also proved easy to drive, able to hold its own on the motorway while composed in all conditions and with good visibility.

Design wise, it's fairly muted but I've grown to like its more understated approach.

boot space has taken care of our every need, from hospital visits for my disabled mum through to tip trips, without having to think twice about how to fit everything in. An abundance of storage has also made life onboard easy and I've appreciated the fact that everything, including infotain-

VOLKSWAGEN T-ROC R-Line 1.5 TSI 150 DSG

My only regret is that it won’t be around for the summer holidays where its space and practicality would have helped with the annual headaches over fitting in a sheer arsenal of holiday accoutrements and keeping everyone happy on the move.

The task falls to the Scala… Natalie Middleton

THE NUMBERS

P11D £33,275

BiK* 33% I £183 (20%) /£366 (40%)

ECONOMY 46.3mpg

CO2 EMISSIONS 138g/km

ON FLEET n/a mpg

Our T-Roc is pretty much at the top of the tree in terms of specification – R-Line trim brings navigation, the user-friendly digital cockpit, bigger alloy wheels, sports body styling and some zingy interior trim upgrades.

As one Volkswagen SUV leaves the office car park, another one swiftly arrives… taking the place of our Taigo is its slightly bigger T-Roc stablemate.

There are some immediate differences between the two –the T-Roc looks much more of a chunky SUV than the slightly ‘weedy’ Taigo, while inside it feels a level above in terms of

interior trim. And it doesn’t take many miles behind the wheel to realise the T-Roc is a much better all-rounder than the Taigo, too.

The T-Roc’s 1.5-litre petrol engine has so much more ‘oomph’ than the 1.0 TSI in the Taigo, while in terms of emissions and economy, there isn’t much to choose between them – the more powerful T-Roc returns a claimed

average of 46.3mpg and emissions of 138g/km, while the Taigo records 47.8mpg and 134g/km.

On the road and the differences become much clearer – the T-Roc feels much more planted and its ride quality is so much better than the Taigo’s. It feels like a proper junior Tiguan, whereas the Taigo feels like something of an interloper to the SUV party.

There are some optional extras which swell the price upwards towards £38,000 though – the rear-view camera is £275 well spent to avoid those careless parking dings, Dynamic Chassis Control is a debatable £1,065 investment, while the IQ.Light LED matrix headlights and illuminated front grill is £1,650 (we’ve had no chance to test these out yet).

Julian Kirk

VOLVO V90 Cross Country B5 AWD Plus

strong for those people not willing to jump on the battery bandwagon just yet. Comfort, smoothness and an abundance of space are just three of the big plus points in this car, but there are many more.

At the risk of hypocrisy – as someone who rails against those who complain about range anxiety in EVs when they only do very short journeys – there is some-thing very satisfying about filling up a car with fuel and it showing a possible 900+ miles. Obviously, I would never need all of them in one go, but it looks very impressive.

THE NUMBERS

P11D £51,660

BiK*

The Volvo continues to do its duties admirably as events take me all over the country. I

know EVs are firmly the future, but cars such as the V90 are proof that the ICE game is still

However, one of the ‘features’ I’m less fond of is the visibility –around the A-pillar, specifically. For a brand that has built its reputation on safety and a commitment to protecting its passengers, the combination of a thick pillar and huge wing mirror creates a big old blind spot. It’s more noticeable these days because of the lower seating position

HONDA CIVIC E:HEV Advance hybrid

compared with the plethora of SUVs on the market, but I often find myself stretching to look over the top of the mirror when edging out at junctions. The irony is that the aforementioned mirror contains the blind spot warning light, but the unit as a whole creates its own blind spot!

That design issue is the only real bone of contention about this car because pretty much everything else is impressive. Meanwhile, the fuel economy average, thanks largely to those longer runs, has been dragged up and I’ve regularly seen trips of close to 60mpg.

John Challen

THE NUMBERS

P11D £35,625

BiK* 27% I £160 (20%) / £320 (40%)

ECONOMY 56.5mpg

CO2 EMISSIONS 105g/km ON FLEET 50.1mpg

Dislikes? I’m still trying to set the sat nav up to not send me along single track roads, but I’m not there yet.

Is this the best long-term test car I have ever run? If it isn’t, it is doing a very good impression of it. The 11th-generation Civic comes only in e:HEV hybrid form, combining a 143hp 2.0-litre petrol engine with a pair of electric motors delivering 184hp. It offers four drive modes – Normal, Eco,

Sport and Individual – and variable regenerative braking, adjusted using the steering wheel paddles. That means the driver can choose to either optimise economy, maximise performance, or pitch it somewhere in between.

Our test car comes in top-spec Advance trim, which means a

comprehensive equipment list, including LED matrix headlights, heated front seats, heated steering wheel, induction phone charger, glass sunroof, all-digital instruments, reversing camera, Bose sound system and 18-inch alloys. The fit and finish are excellent and the driving experience a pleasure.

On the road, the Civic offers a good compromise between firm suspension for good handling but with enough compliance for a good-quality ride. Given our deteriorating roads that’s a good thing. Engine noise is well muted but the downside of wide, stiff tyres is that road noise does get through, but it’s not as intrusive as in some cars.

Unfortunately, the Civic is only with us for a couple of months, but perhaps if I stop answering phone calls and emails from Honda, they might just forget about it…

John Kendall

FANTASY FLEET

MOBILITY OUTSIDE THE BOX

Ground vehicles aren’t the only ones going through the switch to electrification – Eviation is just one of a growing number of aircraft manufacturers that are busy developing battery-powered beauties for the air. And these aren’t the runof-the-mill ‘flying cars’ you might have seen. These are the real thing – proper private jets that are truly fit for purpose.

The Eviation story began in 2015 when it was founded by Omer Bar-Yohay and Aviv Tzidon, both of whom served in the Israeli military. The first product to come out of the business was the Orca in 2017 – a 1:4 scale drone that was inspired by the mammal of the same name. Fast-forward to 2020 and the company shifted its headquarters to Arlington WA in the US, ahead of planned manufacturing requirements.

One year later, the all-electric Alice was unveiled and, at the time, the company was looking at a market introduction of 2024. Subsequent announcements have seen aircraft delivery dates pushed back to 2027 as production is ramped up. The Alice is a sixpassenger, two-crew member aircraft that offers the triple benefits of zero carbon emissions, quiet (relatively speaking) operation and lower running costs than a traditional jet. Last year, the Alice successfully took to the skies in a test flight and the company believes it is on the right path to offering a true zeroemission offering in the aviation world.

Powering the Alice are two Magni650

propulsion units – each offering 939hp – from MagniX, while fly-by-wire technology from Honeywell is also onboard. The aircraft’s battery system is made from currently available components, so is not dependent on future technological developments. The added benefit of that scenario is that pilots will not be required to undertake any form of new training on any innovative kit in order to fly Alice. Which is great for them because they will no doubt be champing at the bit to be in control of crafts that are potentially on the cusp of an aerospace revolution.

By November 2022, the company had received orders for more than 300 aircraft. While that might seem like a relatively small number, there are some reputable clients on the list who have pledged their (financial) support to the new electric machines. DHL Express kicked off the order bank back in the middle of 2021 and its deposit was soon joined by similar ones from the likes of Cape Air, GlobalX and EVIA AERO. Meanwhile, a partnership with Clay Lacy Aviation has been signed for charging facilities at its Fixed Base Operator (FBO) sites around the world.

What’s the Alice like? Luxurious, as you might expect. Just because the power source has changed, the demands of customers haven’t. There’s a fully equipped galley with toilet and sink and, according to Eviation, Alice boasts the widest cabin in its class. Panoramic windows measuring 22inches high and 16.5-inches wide provide

Eviation Alice electric jet

Price £3.24m

Hourly direct operating cost £162.24

Length 17.40m

Width 3.84m

Height 19.20m

Max cruising speed 298mph

Passenger spaces six Flying range

440 nautical miles

Noise

100 times quieter on take-off than a jet-fuelled model

Likelihood of making it onto the fleet? 1/10

great views from the air, while passengers need not worry about baggage allowances as the Alice offers 100 cubic feet of space!

As far as mobility solutions go (keeping with one of the themes of this issue of Fleet World), a private jet might not be the most conventional, but “never say never”. You never know when you might need room for you and five colleagues to arrive somewhere in style and a seven-seater passenger car – or even a limo – just won’t cut the mustard.

“By November 2022. the company had received orders for more than 300 aircraft”

words John Challen

I’m a fan of: save & drive.

(Get long-term rental discounts now at sixt.co.uk/logistics)

John Kendall VFW editor

Showing off...

The Commercial Vehicle Show is almost upon us and despite being somewhat diminished compared with CV Shows from some years ago, there will be a number of new launches, as we tell you on page 6. Expect to see several Fords you won’t have seen on the road yet, including the new Transit Courier. There will be another new electric van this year from Maxus, the eDeliver7, ready to take on rivals in the medium van sector. It will face stiff competition from established rivals such as Citroën, Fiat, Mercedes-Benz, Peugeot, Toyota, Vauxhall and VW, not to mention Ford, when the E-Transit Custom arrives.

The Iveco eDaily is joining the Daily line-up and will make its first appearance at the CV Show, following its launch last year at the Hanover CV show. Iveco didn’t have a lot of luck with an earlier electric Daily, but technology has moved on and eDaily is a flexible offering that can be adapted according to your range and payload requirements, even in its second life and beyond. Security is a constant concern for fleet operators, either to prevent theft of, or from, the vehicle, or to keep thieves away from items such as catalytic converters, stolen for their expensive metal content. Apart from keeping the unauthorised away from your vehicles, fleet managers also want to know where they are, how they are being driven and by whom. In all cases you will find companies ready and willing to help. In terms of software, be prepared to hear the terms “artificial” and “intelligence” quite often. They seem to have become the new buzz words.

A better description seems to be machine learning, where software can be programmed to identify certain things or events. This could mean anything from driver behaviour to delivery/collection patterns. From these it might be possible to identify shorter delivery routes or some other means of reducing cost.

We shall be at the CV Show – as well as at the Great British Fleet Event 2023 on Tuesday 25th April 2023 – and hope to see you there too.

“Expect to see several Fords you won’t have seen on the road yet, including the new Transit Courier”

INFRASTRUCTURE EV

It may be daunting to fleets, large and small, when it comes to making the shift to electric LCVs before 2030. Many questions will be at the forefront of fleet operators’ minds such as the level of the supporting infrastructure, depot charge point installation costs, and of course, with current electricity prices, what can be done to keep costs as low as possible.

According to Nexus Vehicle Rental director, Mike Palmer, price alone can deter businesses from transitioning to an electric fleet although there are various discounts available to support this, such as the plug-in grant (PiVG), which saves up to £2,500 from the purchase of a small van that is less than 2,500kg gross vehicle weight (GVW). To further entice fleets, however, further incentives may be required.

An additional big concern among fleet operators is charging. If drivers return their vans for an overnight charge after their shift, then a basic 7kWh may be the solution. But if a quick charge is required, then a 100kWh-plus rapid charger system may be necessary, provided the vehicles can support it.

Charging hubs are popping up around the country and Gridserve plans to roll out hundreds more this year, including the Electric Forecourt at London Gatwick Airport, having already opened four locations with 32 High Power chargers in 2023. It is also working on an Electric Highway motorway charging system, which covers 85% of the UK’s motorway service areas and provides Dual Charging. Currently, this supports charging via CCS, CHAdeMO and Type 2 connectors, features contactless payment and offers real-time updates through apps such as Zap-Map.

The Department for Transport reported that 51% of all vans in the UK stayed within 15 miles of their base, on average, highlighting that for a vast majority on-road charging isn’t really required on a regular basis. For those who are out on the road, there are further facilitating options such as the Radius Charge Card, allowing you to manage charge payments easily. Ben Thomson at Radius says: “Radius’ EV charge cards allow you to pay at thousands of public charge points.”

Another barrier that fleets may come up against when considering installing EV infrastructure is power, as most buildings have been set up to feed power to the building itself rather than the car park, which means that power output may need to be increased to appropriately feed the car park chargers, affecting cost. Smaller operations may get away with the infrastructure they already have in place, fleet size dependent, as the power may be able to be smartly diverted to the LCV chargers overnight, but those who need rapid charging solutions may only be able to organise one or two chargers on their current infrastructure.

Natasha Fry at Mer Electric Car Charging Solutions says: “There are limited solutions available for organisations right now. I think looking at infrastructure from a future-proofing point of view is very wise at this stage – get the experts in early for consultations.”

There are no definitive costs to install charging infrastructure as this depends on numerous factors such as how far the depot is from a substation and if the

Inside the world of charging networks for electric LCVs and how they re growing ahead of the ICE ban. By Matt MacConnell

Distribution Network Operator (DNO) can indeed connect, which will require surveyor work. Bobby Sanderson at Novuna Vehicle Solutions says: “The cost is very dependent on site but could range from £5,500 to £6,500 per socket for the hardware and a simple install. In this scenario, there are options to utilise charge scheduling, to take advantage of off-peak tariffs”.

Fleets, however, need to be ready for initial costs as prices for connections could start from £10,000 or stretch to 20 times that amount. At the end of a shift, drivers may also be tired and if the charging cable is not plugged in correctly, the vehicle won’t charge, resulting in downtime the next day. Fraser Crichton of Dundee City Council explains: “There are still people trying to put petrol into diesel engines. Why do we think people will put the cable into the charger and believe it will still work? As a backup, we’ve seen ourselves install some 100kW rapid chargers for resilience.”

To keep costs low, fleet operators can look at different contracts on offer such as those that limit your power, which means that the DNO could offer a lower price. There’s also the option of a partnership agreement if your depot is positioned near a factory – the depot and factory could share the connection and when the factory is closed for the day, the fleet could use the electricity at night for charging.

Jonathan Murray at Zemo comments: “Fleets can take extra energy when the network has too much and feed it back into the grid when there’s not enough

via a vehicle-to-grid system. This gives a return on investment for infrastructure installation costs.”

There’s also the option of dynamic load management which automatically controls power to the chargers, depending on demand. This means that at peak times the power can be reduced and at off-peak times power can be increased.

Fleets can also look to install renewable energy sources such as solar panels at their depots. Justin Meyer at Swarco talks about the Dundee power generation: “Charging provisions in Dundee are covered with a solar carport solution and we capture it via two 360kWh energy storage solutions. What’s impressive is that we re-use electric car batteries when they come to the end of their first life, giving them a second life as an energy storage solution.” Dundee has already set the benchmark for sustainable city infrastructure, having saved 1,840 tonnes of CO2 through its innovative framework. So far, it has 170 EVs in its fleet and it’s set to receive its most innovative charging hub this spring.

Fleets that have larger vans, however, are often met with both parking and charging predicaments. Either spaces have been installed with electric cars in mind, and are simply not large enough for bigger vans, or the charging cable is

too heavy, due to cooling jackets, or not long enough to meet the various charge points found on the sides or rear of larger LCVs. Gridserve has combatted these issues at various sites by designing them like a traditional petrol station where van drivers can parallel park in sizeable bays next to a long-reach-cable charger that also features a levered harness to help reduce weight.

When buying an electric van, the charging cables should be provided by the manufacturer, although in some instances the cables are too short. Installation companies such as Mer can assist fleets by sourcing extension cables if required or help to install reel systems that sit permanently at the charger allowing for full charge point reach.

It’s also worth preparing a smart back office as the amount of data that can be fed back to the fleet operator, such as how many kWh have been used to charge the fleet, how much CO2 they are saving and how well the vans are performing, is significant. Training the van drivers is also imperative as they need to know how to charge the vans, what the batteries are capable of, as well as how to maximise the vans’ range. Fleets that are due to make the change don’t have to do so alone as installation companies can support the transition.

“Charging hubs are popping uparound the country and Gridserve plans to roll out hundreds more this year, including the Electric Forecourt at London Gatwick Airport”

SHOWTIME!

Van manufacturers will be thin on the ground at the CV Show this year with just five manufacturers: Ford, Isuzu, Iveco, Maxus and Nissan, but there will be a number of new vehicles for stand visitors.

VEHICLE LAUNCHES

/ Ford Transit Courier

Ford will be unveiling the new Transit Courier, the smallest van to carry the Transit name plate at the Show. Full details are not yet available. Ford will also be showing the new Ranger pickup at the Show for the first time and expect to see the forthcoming E-Transit Custom too.

/ Maxus eDeliver7

Maxus is set to unveil another new electric van at the CV Show this year. Smaller than the Deliver9/eDeliver 9, the eDeliver7 is set to take on the eTransit Custom and Mercedes-Benz eVito, says Maxus general manager, Mark Barrett. Expect two lengths and two roof heights, with load volumes up to 9.2m3. There will be a choice of 77kWh and 88kWh batteries. Production is due to begin in August, with UK sales expected from December 2023. The new T90EV electric pickup will also be on display

/ Iveco eDaily

Unveiled at the Hanover CV Show last autumn, CV Show visitors will have their first opportunity to see the eDaily on the Iveco stand. Iveco says that eDaily will offer up to 20m3 cargo volume, up to 4.6t payload and up to 3.5t towing capacity. It will be offered in the same body styles as the diesel variants, including van, chassis cab, chassis cowl, crew cab and minibus. Power comes from a modular battery pack offering a choice of one, two or three 37kWh battery modules, depending on range and payload requirements. The modules can be changed as needed throughout the life of the vehicle. Batteries are covered by an 8-year/250,000km warranty.

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CATrak

CATrak claims to offer the only catalytic convertor anti-theft device that will notify the vehicle owner that a theft is in progress. The device incorporates a 140dB alarm and provides a GPS location of the vehicle to the owner via the CATrak app. “Converters can be stolen in less than two minutes and enormous losses are being borne by insurance companies and fleet operators, as well as the disruption and loss of revenue from vehicles being undriveable,” says CATrak founder John Rollins, “Criminal gangs are targeting vehicle depots and that’s why we’ve developed a system that allows each device with vehicle ID to be paired with the mobile app,” CATrak will be on stand 4C13 in Hall 4 at the Show.

/ Fleet Operations Driver Companion App

Fleet Operations will be demonstrating its new driver companion app at the CV Show, said to combine a suite of vehicle and safety management tools. The app is the latest addition to the company’s MOVE software platform. “Our new app, which we’ve tagged as the only passenger you will ever need, digitally transforms everyday tasks by providing key vehicle information alongside intuitive, automated processes to make working lives safer, easier and more productive,” said Jayne Pett (right), sales and marketing director at Fleet Operations, “It simultaneously helps businesses manage costs, vehicle downtime and establish a best practice approach to risk management.” Visitors to the stand will be able to use the app to mock up defect inspections on a van being displayed.

/ FleetCheck

FleetCheck will launch a new version of its fleet management software at the CV Show. The new version is designed to be easier to use and is said to provide future flexibility for artificial intelligence and management information enhancements. It will be rolled out this year.

“Our developers have been working hard on this new version of FleetCheck for more than a year and we are very pleased with the results. It uses a completely new technology stack”, says FleetCheck MD, Peter Golding (above). The new software integrates over 250 data streams and generates an audit trail to support legal requirements. It includes more than 600 different types of fleet report as standard.

Among other products Safetymax includes a 360-degree Detection System, which uses up to 16 ultrasonic sensors to detect obstacles around a vehicle. The system is activated at speeds below 10mph and the visual display uses a traff ic light system to warn of collision risk around the vehicle.

/ VisionTrack

VisionTrack will be launching an artificial intelligence detection camera for vulnerable road users (VRU) on its CV Show stand and will also be demonstrating its AI powered post analysis software NARA. VisionTrack says the VRU detection camera will be able to identify pedestrians, cyclists, motorcyclists and scooter riders and disregard street furniture. Information will be displayed on an in-cab monitor, backed up by a spoken warning. Demonstration of the company’s NARA software will be running throughout the show. VisionTrack says the system can save time, cost and lives by providing proactive risk intervention and accurate incident validation.

/ Brigade

Brigade Electronics, which manufactures alarms, sensors and camera systems to improve safety around a vehicle, mainly for large commercial vehicles, has launched a range of products for vans. Known as the Brigade Van range, products include high-definition cameras, sensors, dashcams and digital recording systems, designed for vehicles where space is at a premium. Although more van manufacturers are offering systems for vans, it is not always possible to integrate such systems on a converted vehicle. Brigade Van can improve visibility for the driver along the side of a vehicle, monitor the road ahead, the driver and provide a view to the rear when a vehicle is fitted with unglazed rear doors.

/ Motormax

Motormax produces a range of safety and warning systems for vehicles, drivers and fleets and their CV Show stand will demonstrate a range of products. These include systems to detect and provide warnings for driver fatigue, distraction, smoking, using a mobile phone or that the seatbelt has not been fastened, using artificial intelligence. The driver can be alerted in cab and the fleet manager alerted by email and the data generated can be used to produce driver training programmes.

/ Locks4Vans

With more vans now available featuring composite bodywork, Locks4Vans is using composite reinforcement methods to help shield vehicles against break-in attempts. The company has also increased the size of its lock shields by 30% to give better protection. The Locks4Vans stand will also feature demonstrations from security experts using the company’s “anti-peel” kit to prevent unauthorised vehicle entry.

The company will also be announcing a new partnership with the AA. Locks4Vans customers will be able to benefit from Key Assist, an emergency roadside service for drivers who have lost or broken their keys, or become locked out of their van. Key Assist will help them to gain entry to their vehicle.

/ Tell TVL

Tell TVL’s Crime Prevention Zone will be returning to the CV Show one year on from its launch at last year’s Show. Official supporters of Tell TVL, a GDPR compliant web form enabling companies and van owners who have had items stolen from their vans to report the full details, including images (www.telltvl.co.uk), as well as reporting the crime to the police. The gathered data is then used to create a real-time national database capturing the scale and nature of van crime across the UK. The Crime Prevention Zone will be based at TVL Group’s stand. TVL Group will be unveiling a range of new specialist security products at the Show.

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