VanUser October 2021

vanuser OCTOBER 2021

THE MAGAZINE FOR LCV FLEET OPERATORS

TOWNSTAR

NISSAN LCV OVERHAUL

News

News analysis

Fleet management

Used values continue to rise

Taking care of the grey areas

Stress: Can the van you drive make a difference?

Road to zero

A future for hydrogen?

Distributed by Nemesis Ltd

OCTOBER 2021

Contents 30

CONSTANT CHANGE While many companies will still be working out how, or indeed if, they can integrate electric vans into their fleets, the industry is already looking beyond pure battery electric propulsion. For some, particularly at the heavier end, Dan Gilkes, that could mean using hydrogen. editor Visitors to the CV Show this year will have seen a prototype Hydrogen Vivaro on the Vauxhall stand, showing a possible way forward, while the recent Cenex exhibition had a variety of vans and buses propelled by the fuel on show.

Traditionally talk of hydrogen meant employing a hydrogen fuel cell, which uses a catalytic reaction to create electricity, with the only emission being water. More recently however, manufacturers have also been looking at converting internal combustion engines to actually run on hydrogen as a fuel.

Of course, if you think that the infrastructure to support general EV use is struggling, finding somewhere to fill up with hydrogen is on a different level of complexity. That said, it is easy to see how the fuel could work for a bus company, or a local delivery truck business, where vehicles return to a depot that could be equipped with a filling station.

Adoption in more general van use would depend on a rapid improvement in hydrogen infrastructure, but all of those filling stations that are currently struggling to keep up with demand for petrol and diesel will have to sell something once demand for traditional fuels starts to decline.

All of which doesn’t make things any easier for van operators, who have to think about running costs and residual values three, four or five years down the line, while remaining profitable in today’s market. We at VanUser can’t offer much in the way of specific advice on an individual basis, but we do promise to try and keep you up-to-date on the various developments across the LCV industry, so at least you can make informed decisions.

NEWS

15

4 Used values continue to rise

Study reveals extent of tool theft risk

Top van operators named at awards

8 Hermes plugs in to Sprinter

Tevva launches UK EV truck

Spie extends electric option

4

24 Iveco joins forces with Nikola for electric trucks

Fering to build electric adventure pick-up

FLEET MANAGEMENT 27 Titan harnesses power of the sun 28 Importance of image 30 Driver stress: Can the van you drive make a difference?

NEWS ANALYSIS 10 Taking care of the grey areas

MODEL NEWS 12 Nissan updates model range 17 Ford adds to Fiesta van appeal

32 Safety: Construction sector needs to improve safety

LONG TERM TEST 34 Ford Transit Custom double-cab Sport

18 SsangYong updates Musso pick-up

ROAD TO ZERO 20 Cenex-LCV: A future for hydrogen beyond the fuel cell

CONTACTS Editor Dan Gilkes 07802 751473 dangilkes1@mac.com

Design and production Mark Shreeve 01502 725839 mark.shreeve@micropress.co.uk

Editorial assistant Jade Soanes 01502 725840 jade.soanes@micropress.co.uk

Sales Manager Laura Munnings 01502 725866 laura.munnings@micropress.co.uk

Published by Countrywide Publications, Fountain Way, Reydon, Suffolk IP18 6DH 01502 725800 www.vanuser.co.uk Printed by Micropress Printers Ltd

17

34 COVER Nissan unveils its Townstar

OCTOBER 2021 • VANUSER 3

News Used values continue to rise

S

econd-hand van values continued to remain strong in August, averaging £9,874 over the month, according to auction company BCA. Average monthly values have risen by 28% over the last year and in August alone average values exceeded price guide expectations by 3.3%.

“Traditionally August has been one of the quieter months for LCV sales, with school holidays and the late summer Bank Holiday impacting trade activity,” said BCA’s UK remar-

keting COO, Stuart Pearson.

“However, the normal seasonal patterns have all but disappeared in 2021 and competition remains incredibly strong for any vehicle that is ready to go to work.”

The strong demand for vehicles is not restricted to vans. Cox Automotive reports that average HGV selling prices at its Manheim UK division are up by an incredible 58% this year, with Euro 6 HGVs in particular up 42%.

A shortage of stock in the heavy truck mar-

ket mirrors the car and van sectors and a severe shortage is predicted in the run up to the busy Christmas period.

“Demand for Euro 6 HGV stock is the driving force behind these great numbers we are seeing,” said Chris Mynott, national HGV manager at Manheim UK. “There is such a shortage of late plated or nearly new HGV stock, with build times for new kit way off into the latter part of next year at the earliest, the clamber for this product looks set to continue.”

Top van operators named at awards

L

ogistics UK has announced the winners of its annual Van Awards. Supported by its Van Excellence Scheme, the awards recognise operators that have made a significant contribution to the industry over the last 12 months. All of the Van Award winners will automatically be shortlisted for the Van Operator of the Year category, at Logistics UK’s Logistics Awards in December.

“Throughout the Covid-19 pandemic, van operators and drivers played a vital role in supporting the nation. I am so pleased to have this opportunity recognise and reward their outstanding dedication, expertise and care,” said Kevin Green, marketing and communications director at Logistics UK.

The award winners

Study reveals extent of tool theft risk

A

study by Volkswagen Commercial Vehicles shows that more than half of all van drivers (57%) who own tools are at risk of overnight theft, as they leave their tools and equipment in the vehicle. However, a third of drivers (31%) have not invested in alarms, secondary locks or vehicle trackers.

London is reportedly the hotspot for tool theft, with 55% of tradespeople having equipment stolen from vans over the last year, followed by the West Midlands (33%) the North East (28%), North West (25%) and East Anglia (23%). On average, 20,000 cases are reported to police forces across the UK every year, with an estimated cost of replacement running at around £15m a year. There is often an addi4 VANUSER • OCTOBER 2021

tional cost however, as tradespeople have to take time out of work to replace tools and equipment, leading to lost income. VWCV predicts that this type of downtime can cost as much as £550 a day per van.

Menzies Distribution Best Pandemic Response Chamberlain Doors SME Van Operator of the Year Aspire Defence Services Winning at Wellbeing J Murphy & Sons Diversity and Inclusion Award Yodel Keeping Your Show on the Road Stagefreight Most Innovative Van Operator of the Year Menzies Distribution Sustainable Van Operator of the Year J Murphy & Sons Van Safety and Compliance Award

Day's rental free to move

V

ehicle hire company Day’s Rental has signed up to Free2Move’s Connect Fleet service, brining telematic technology to more than 1,500 Vauxhall, Peugeot, Citroen and DS vehicles across its fleet of more than 8,000 cars and vans. The telematic data will provide customers with geolocation information, fuel levels, mileages and maintenance alerts.

“The team at Day’s Rental will always embrace the next technology, so when the opportu-

nity arose to give our ‘Stellantis Fleet’ vehicles the ability to publish to us all mechanical alerts, including live odometer, fuel and charge status for EV’s, we added this,” said Michael McCarry, managing director of Day’s Rental.

“Now giving us 24/7 and 365 visibility, we can ensure that all alerts are actioned via our V-Check system, which in turn saves money, reduces downtime, but more importantly the vehicles remain safe and roadworthy.”

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NEWS

Hermes plugs in to Sprinter

P

arcel company Hermes has placed an order for 168 Mercedes-Benz eSprinter vans, all of which should be on the roads by the end of the year. The vans will operate through the Hermes ParcelShops service, which operates through more than 5,000 convenience stores nationwide. The move follows a successful trial of two eSprinter vans from the firm’s depot in Enfield, north London.

Those vans were supplied by local dealer Intercounty Truck & Van and the dealer will fulfil the larger order too, along with 132 diesel-engined Sprinter vans for longer haul work. Pod Point UK has been commissioned to install charging points at Hermes depots, initially in London and other cities with low emission zones.

“The transition to a zero-emission electric fleet is integral to our environment, social and governance agenda and we’ve been keen to take the next major step forward towards this goal,” said David Landy, head of fleet at Hermes. ”However, we are under no illusions, this will not be an easy journey. From a purely operational standpoint and given the current state of the technology, whichever way you look at it, whether in terms of range, payload or volume, a van with an internal combustion engine beats an electric one hands down.

“Only when it comes to tailpipe emission does the battery-powered vehicle outshine the diesel. So we know there are constraints and compromises to make and we recognise that this

is going to put extra pressure and increased demands on those colleagues out in our depots who are doing a difficult job, day in and day out.”

When specifying diesel Sprinters, Hermes takes an L3H2 van, offering 14m3 of load volume. However, the eSprinter is only available as an L2H3, with an 11m3 volume. This means that Hermes will have to allocate the electric vans to those routes best suited to the smaller cargo area and lower operating range. However, the deal with Intercounty not only allows Hermes to swap some of its diesel vans to electric as its charging infrastructure comes on line, but also allows the company to move to newer, longer range elec-

“

The transition to a zeroemission fleet... will not be an easy journey

TEVVA LAUNCHES UK EV TRUCK Electric truck company Tevva has unveiled a new 7.5-tonne truck designed to be mass produced in the UK. Offering a range of up to 160 miles in pure electric form, or 310 miles with Tevva’s range extender technology, which can now use a hydrogen fuel cell, the Tevva Truck can haul over 2-tonnes of payload in a body that can hold 16 Euro pallets. The company is establishing a new production facility in the London Thames Freeport area, with an 11,000m2 manufacturing plant that will provide up to 1,000 mechanical, software, engineering and manufacturing jobs over the next 24 months. The Tevva London facility is expected to begin manufacturing up to 3,000 trucks a year by 2023.

Spie extends electric option

T

echnical engineering solutions provider SPIE UK is aiming to replace 98% of its fleet with alternative fuel vehicles by 2025. To that end, the company has taken delivery of 60 Nissan e-NV200 vans. To maximise the efficient use of the vans, SPIE has equipped them with three accessories from Rhino Products, including the PipeTube Pro, SafeStow4 and the DeltaBar. Each of the vans is kitted out with two PVC-lined Rhino PipeTube Pros, to carry lengthy pipe and conduit safely and securely. The DeltaBar system 8 VANUSER • OCTOBER 2021

tric vans as the technology becomes available.

For now though, service and backup, from the manufacturer and from a network of experienced dealers, was key to the decision to go with MercedesBenz and Intercounty.

“This is a new technology, so product support will be crucial,” said Landy.

selected by SPIE is a durable roof bar system made of high tensile alloy steel, while SafeStow4 is a ladder storage and handling solution.

“Build quality, safety, security and reliability were the key areas of focus that we looked into when purchasing our fleet accessories,” said Keith Atkins, head of feet at SPIE UK. “We are notably impressed with the SafeStow4 ladder storage, installed to ensure our engineers can safely and securely stow and deploy their ladders from the roof of our vehicles, all from ground level.”

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OCTOBER 2021 • VANUSER 9

NEWS ANALYSIS

TAKING CARE OF THE GREY AREAS Association of Fleet Professionals’ chair Paul Hollick looks at the potential risks of grey fleet use

W

hen it was first released in 2002, the Health and Safety Executive’s Driving at Work document represented the first time that the authorities clearly explained what they expected from fleets in terms of risk management. The van was a place of work, it said, and employers had the same responsibilities as if the driver was employed in a factory or office. Failure to fulfil these by directors could lead not just to reputational damage and fines, but the possibility of a custodial sentence.

In the ensuing years, this has had a dramatic impact, becoming the risk management ‘bible’ for any business that operates vehicles. In our opinion, the approach that it codifies has probably saved many, many lives of people who work on the road.

Any changes to Driving at Work are therefore significant and we’ve just seen some quite major revisions.

For van operators, probably the most important is that any business that uses gig economy workers and other contractors, now has the same responsibility for those drivers and vehicles as any other part of the grey fleet.

For readers that might not be familiar with the term, grey fleet refers to any vehicle that is owned by an employee, but used on business. The important point is that, from a Driving at Work point of view, there is no difference between this and any vehicle that a company owns. They all fall under your duty of care.

This is potentially impactful. Increasing numbers of vehicles have been operated by a wide variety of businesses outside of usual fleet bounds in recent years, especially as we have seen 10 VANUSER • OCTOBER 2021

massive growth in all kinds of home delivery, ranging from internet retail giants to fast food. We’ve all seen instances of vans being used under these arrangements, which even from a cursory glance were not fit for purpose, so this is an important step forward we believe.

Really, the big question now is the degree to which businesses will move to comply? Levels of grey fleet compliance are arguably not that high and it is perhaps unlikely that your local sandwich delivery business will quickly adopt all of the appropriate measures. At the other end of the scale, there may also be resistance from large internet retailers, who might pursue a similar third party argument to that used by Uber in terms of employee rights.

However, our view is that no matter how small or how large your company, it is important that operators take these responsibilities very, very seriously. This is now a legal obligation and, we would argue, also very much a moral one. If you suspect that vans being used by contractors are not up to the job, just try imagining the potential consequences.

It should be noted that this is an area where those with fleet responsibilities can struggle to take control within their companies.

In large organisations, this happens because of a

“

Grey fleet refers to any vehicle that is owned by an employee, but used on business.

Below: Paul Hollick, Association of Fleet Professionals’ chair

lack of support from their board or other departments, but owners or directors in smaller businesses can often be equally slow to acknowledge the risks that exist and the need for compliance.

That is why, for operators of all sizes, the AFP has traditionally seen grey fleet as a major area of focus, with a range of webinars and guides available covering this area, as well as having a specialist Risk, Compliance and Health Committee. To us, the new Driving at Work developments make all of this work even more relevant.

Membership of the AFP is available from just £99, deliberately to bring it financially within reach of SMEs who might need more guidance and resource than larger enterprises with more in-house expertise. More information can be found at www.theafp. co.uk.

CHANGES TO TOWING ENTITLEMENT The Department for Transport (DfT) and the Driver and Vehicle Standards Agency (DVSA) are changing the rules concerning towing a trailer behind a car or van later this year. As currently, the rules will depend on when your drivers passed their test.

• If you passed the driving test before January 1, 1997, you are currently allowed to drive a vehicle and trailer combination up to 8,250kg maximum authorised mass (MAM).

• If you passed your car driving test between January 1, 1997 and January 18, 2013, then you can currently drive a van with a MAM of 3,500kg with a trailer weighing up to 750kg, or 4,250kg in total. Alternatively, you could tow a trailer over 750kg, as long as it didn’t exceed the unladen weight of the vehicle. You had to pass a separate car and trailer driving test to tow anything heavier.

Later this year, as long as you passed the test after January 1, 1997, then you will be allowed to tow trailers up to 3,500kg MAM. You will no longer need to take a separate towing test.

DVLA will update licences, with a category BE being added to your entitlement.

OCTOBER 2021 • VANUSER 11

MODEL NEWS | NISSAN

NISSAN UPDATES LCV RANGE AND REVIVES SOME FAMILIAR NAMES Nissan is updating its complete LCV line-up, with the launch of Townstar and the return of the Primastar and Interstar model names, says Dan Gilkes.

Townstar arrives Nissan is revitalising its European van range with the launch of the Townstar model. Based on Renault’s latest Kangoo, Townstar will only be offered as an electric vehicle or with petrol power, there will be no diesel versions.

The Townstar EV replaces Nissan’s pioneering e-NV200, one of the best-selling electric vans in Europe. It is powered by a 44kWh battery, delivering a potential range of up to 177 miles, which is a 43% improvement over the e-NV200. It uses a 90kW (122hp) motor delivering 245Nm of torque and will be offered with both AC and rapid DC charging capability. Nissan claims just 42 min for an 80% charge on a 75kW CCS charging station.

The van will also be offered with a 1.3-litre petrol engine, with 130hp and 240Nm of torque, for those customers not yet ready to make the move to a full EV. Both the petrol and electric models will offer up to 4.2m3 of load volume, with a maximum payload of up to 800kg. Towing capacity is set at 1.5-tonnes for either powertrain.

The vans will feature plenty of driver assistance and safety kit, with over 20 technology features available. This will include Side Wind Assist, Trailer Sway Assist, Intelligent Emergency Braking featuring Pedestrian and Cyclist Detection and Junction Assist, along with Hands-free Parking and Intelligent Cruise Control. Townstar will also come with an Around View Monitor, using a range of cameras to provide a 360° view around the vehicle.

Digital dash With a 10” digital dash and an 8” infotainment screen, the vans will have Apple and Android connectivity, plus wireless phone charging.

The electric Townstar will have standard LED headlights and the front grille will feature what Nissan calls a Kumiko pattern, similar to its Ari12 VANUSER • OCTOBER 2021

ya car. The petrol model has an interlock grille that features air curtains, designed to optimise airflow around the front bumper and wheels, reducing drag and improving fuel use.

As with all of Nissan’s LCV models, the Townstar will come with a five-year/100,000-mile warranty.

The electric models will also boast an eight-year/100,000-mile warranty for the batteries.

>>

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vanuser OCTOBER 20 21

THE MAGAZ

INE FOR LC

V FLEET OP

TOWNSTAR

NISSAN LCV

News

Used values continue to ris

News analys

e

is

Taking care of the grey areas

OVERHAUL

Fleet manag ement

Stress: Can th you drive m e van ake a difference?

Road to zero

A future for hydrogen?

ERATORS

MODEL NEWS | NISSAN >>

Interstar and Primastar return Those buyers who remember the days before NV300 and NV400, will recall that Nissan used to call its mid-weight model Primastar (right and centre) and its heavyweight Interstar (below). In line with the new ‘all star line-up’ theme, these names have returned for the larger models in the range. The updates are more than a change of label however.

The larger Interstar will feature an extended range of 2.3-litre diesel engines, with power outputs of 110hp to 180hp. These will be available in light cycle Euro 6d complaint form and in the heavy-duty cycle Euro VIe standard. Offered in panel van, chassis cab, single and double cab, and platform cab formats, Nissan will also have a range of factory conversions on offer, including Crew Van, Tipper and Dropside.

Primastar gets Euro 6d compliant engines too, with the option of manual or dual-clutch automated transmissions. The vans also feature a range of ADAS systems beneath that refreshed exterior. This includes Blind Spot Warning, Lane departure Warning, Traffic Sign Recognition, Adaptive Cruise Control and Intelligent Emergency Braking.

No reprieve for popular pick-up Nissan has confirmed that its Navara pick-up will no longer be sold in European markets, where engine emission requirements continue to grow increasingly stringent. However, with around 2m vans sold throughout Europe each year and 75% of Europeans living in cities, the company is keen to build its LCV presence. Indeed, Nissan’s aim is to double its van sales in Europe by 2025.

“By introducing the all-star LCV line-up, Nissan will continue to support business owners, today and for years to come. With versatile conversion options, the refreshed offering provides a solution to many business challenges,” said Emmanuelle Serazin, LCV and corporate sales director, Nissan Europe. “From the large tailor-made Interstar van, to the versatile and convenient mid-size Primastar and compact, innovative all-new Townstar, we’re listening to our customers and remain committed to addressing their evolving needs.”

OCTOBER 2021 • VANUSER 15

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MODEL NEWS | FORD FIESTA VAN

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ord has updated its Fiesta Van, with a redesigned exterior, improved efficiency and an enhanced technology package. Available in Trend and Sport trim levels, the styling includes a new bonnet and grille design. LED headlights are standard and the rear lights get black surrounds.

Sport models have a honeycomb grille with gloss black finish and wide, body-coloured vents. Lower sports suspension combine with 17” alloys, or optional 18” wheels, while inside the van there is two-tone red and ebony trim.

On the Trend vans there is a broad upper grille with horizontal strakes and a high-gloss chrome surround and 15” steel wheels are standard.

Sharing its body with the latest three-door Fiesta car, the van has a full height bulkhead with mesh upper. There is a flat load floor with four tie-down points and rear side glazing is replaced by solid panels. Maximum payload is set at 531kg, while the vans have a 0.96m3 load volume and a load length of up to 1,2843mm.

Driver assistance has been improved, with a Parking Pack that includes Active Park Assist. This system can detect a suitable parking space and control the steering for hands-free perpendicular and parallel parking. A rear-view camera helps with manoeuvring, while the standard LED lights can be upgraded to Matric LED headlights, capable of adapting their beam patterns to meet the driving situation.

This includes Manoeuvring Light and Bad-Weather Light settings, triggered by sensors, along with Glare-Free High Beam, that uses a front-facing camera to detect oncoming traffic.

The vans can also be equipped with Adaptive Cruise Control with Speed Sign Recognition, Blind Spot Information with Cross Traffic Alert and Active Braking, Lane-Keeping Aid and Pre-Collision Assist with Active Braking. Ford’s SYNC 3 infotainment,

FORD ADDS TO FIESTA VAN APPEAL which comes with an 8” touchscreen, can also provide Live Traffic updates and local hazard information.

Under the bonnet the Fiesta Van can be had with Ford’s 125hp EcoBoost 1.0-litre petrol engine, equipped with a 48V mild hybrid system. The 48V battery is powered by a belt-driven integrated starter/generator, in place of the standard alternator. This technol-

ogy can restart the engine in just 350 milliseconds, allowing greater use of the Auto Start-Stop system, even when coasting at speeds below 15mph. The Fiesta Van EcoBoost Hybrid promises up to 56.4mpg and CO2 emissions from just 113g/km.

Prices start at £16,715 for the Trend van and £16,790 for the Sport. First deliveries are expected early next year.

SHAPE OF RANGER TO COME Ford has released a teaser shot of an updated Ranger pick-up truck, to be shown later this year prior to launch in 2022. The truck is said to boast superior off-road credentials and more dynamic driving capabilities. While there is little detail yet, it is thought that the new model may boast a hybrid driveline option, as Ford moves to electrify its entire vehicle line-up going forwards. This fourth generation Ranger will also form the basis of the next Volkswagen Amarok, as the German manufacturer returns to the truck sector next year.

OCTOBER 2021 • VANUSER 17

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MODEL NEWS | SSANGYONG MUSSO

SSANGYONG UPDATES MUSSO PICK-UP

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sangYong’s Musso has been given a visual update, with a purposeful new chrome grille, enhanced shoulders that stretch out to the headlights and a stronger character line along the sides. Beneath the styling, the trucks also feature improved safety and connectivity, with a revised line-up of short and long body models on offer.

All are powered by a 2.2-litre diesel engine, delivering 181hp and 420Nm of torque. Buyers can choose between a six-speed manual gearbox or a sixspeed automatic transmission, with drive sent to the rear axle at all times and to the front when all-wheel drive is selected. Hill start control and hill descent are included, along with a high and low range transfer box.

The short-bed EX is the base model, yet even this truck comes with 17” alloys, a DAB audio system, six airbags, electric windows, remote lock-

ing, manual air conditioning and auto headlights and wipers. The Musso Rebel also uses the short pick-up bed, but adds roof rails and 8” touchscreen with smartphone integration, a rear-view camera, heated and ventilated front seats, a heated steering wheel, LED front fog lights and Rebel graphics.

The Musso Saracen is the highest trim model with the short bed, adding 18” black alloys, leather seating, power seat adjustment, heated rear seats, dual zone climate control, front and rear parking sensors and a 9.2” touchscreen with TomTom navigation. The safety count increases too, with Blind Spot Detection (BSA), Lane Change Assist (LCA) and Rear Cross Traffic Alert (RCTA) all included in the specification.

For those looking for additional carrying capability, as well as a higher trim level, the Musso Rhino comes with

“

We offer a full range of truly refined and highspec pickups that absolutely deliver on the road

a 310mm longer pick-up bed. The sixspeed automatic transmission is standard in the Rhino truck and it comes with 17” alloys, dual zone climate, front and rear parking sensors, BSD/RCTA and LCA, rear privacy glass and a new instrument panel.

All Musso models continue to be offered with a seven-year/150,000 mile warranty, providing long-term peace of mind for buyers.

“Along the way we’ve learnt a thing or two about what customers really need,” said Kevin Griffin, managing director of SsangYong Motor UK. “So instead of wasting money on marketing gimmicks or add-ons, we offer a full range of truly refined and high-spec pick-ups that absolutely deliver on the road. What SsangYong lacks in recognition, we more than make up for with vehicles that offer huge value without ever feeling compromised.”

OCTOBER 2021 • VANUSER 19

ROAD TO ZERO | CENEX-LCV

A FUTURE FOR HYDROGEN BEYOND THE FUEL CELL? With so many battery electric vans already coming to the market, the focus at this year’s Cenex-LCV event had moved to hydrogen, says Dan Gilkes

W

hile giving many potential customers a first chance to see an early example of the electric E-Transit on the Ford stand at this year’s Cenex-LCV exhibition, those looking further into the future were already exploring alternatives to full battery power. In most cases, that meant using hydrogen as a potential fuel.

Traditionally, opting for hydrogen has meant the use of a fuel cell to convert the gas into electrical energy, with the only waste product being water.

But many are now considering hydro-

20 VANUSER • OCTOBER 2021

gen as an actual fuel, that can be used in a converted diesel engine. There are a number of reasons for this move, not least that converting a current engine is considerably easier and faster than installing a fuel cell into an existing engine bay.

Punch Group Punch Group, through its Italian arm Punch Hydrocells, has already shown a hydrogen internal combustion engine in marine applications. Its latest con-

cept uses a Nissan Navara pick-up as the base vehicle. The engine’s individual cylinder glow plugs are replaced by spark plugs and the fuel injection system modified to deliver hydrogen.

The pick-up had been equipped with two hydrogen tanks, holding 6kg of gas at 700 bar pressure. This is enough for a driving range of around 280km. At present the tanks are simply bolted into the pick-up bed, in a production vehicle they would need to be installed below the load area within the chassis. Punch claims that the engine produces a similar power output to the regular diesel, with comparable efficiency.

The Punch Flybrid division was also present, with an F-Boost flywheel storage device installed on a Ford Transit Custom PHEV. Designed both to capContinued on p22

Punch Group has converted Nissan Navara's diesel engine to run on hydrogen.

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ROAD TO ZERO | CENEX-LCV Continued from p20 ture wasted energy and to protect the vehicle’s drive battery from high charging inputs, the F-Boost unit absorbs and stores energy from brake regeneration, delivering it back when the vehicle accelerates. The unit weighs just 50kg, yet is capable of storing up to 1 Mega joule of energy, to assist the hybrid driveline.

Ford For those that didn’t attend the CV Show recently, then Cenex would have provided a first chance to see Ford’s E-Transit in action. Though not available for sale until next year, the BEV van is already being tested by fleets.

Powered by a 68kWh battery, the rearwheel driven van will initially be offered in 25 different van and chassis cab variants, to suit as many operators as possible.

With weights of 3.5, 3.9 and 4.25-tonnes, the vans offer payloads of up to 1,758kg, while chassis cabs have a capacity of up to 2,090kg. Ford is claiming a WLTP range of up to 196 miles will be possible, with DC rapid charging of up to 115kW delivering a 15-80% charge in just 30 minutes.

The 11.3kW onboard charger will allow standard AC charging in 8.2 hours.

Both the AC and DC charge points sit just below the Ford badge on the grille. However, the company has already found that some customers would like to have charging inputs at the rear, to allow for charging while being loaded overnight. Ford is looking at options for chassis cabs, to add a second AC input to suit these fleets.

Delta Cosworth Another company using Ford’s PHEV Transit Custom as a base vehicle, was Cosworth, through its Delta Cosworth business. The company had removed the standard van’s three cylinder 1.0-litre petrol engine and replaced it with a catalytic generator (Cat-Gen), to use as a range extender to the van’s traction battery.

The Cat-Gen unit compresses the incoming air charge by 4.5 bar, taking internal temperatures to 200°C, this then passes through a heat exchanger taking the temperature to 500°C. The fuel, which can be petrol or a range of biofuels, is sprayed in at an 8:1 air to fuel ratio. Catalytic combustion burns the fuel to spin a generator, at up to 110,000rpm, creating energy that is converted to electricity.

Delta Cosworth claims up to a 50% WLTP emissions improvement over the standard van’s petrol engine, while the Cat-Gen unit is 100kg lighter than the engine, slowing the company to fit a larger 32kWh battery. This in turn doubles the available electric only driving range, without increasing vehicle weight.

AVL Ford is also working on alternatives to its existing and upcoming vans. One project, in cooperation with AVL, is looking at the possibility of a hydrogen fuel cell (FCEV) equipped Transit. Using the E-Transit as a base, AVL has installed a Bosch hydrogen fuel cell in the standard engine bay. The underfloor space used by the E-Transit’s traction batteries is repurposed to accommodate hydrogen storage tanks, containing 6kg of gas at 700 bar, various control systems and a smaller drive battery. Unladen weight is similar to the BEV and there is no loss of load volume, as the load floor remains at the same height. The FCEV Transit should offer a similar driving range to a diesel van, but with a refill time of around four minutes.

22 VANUSER • OCTOBER 2021

Above: Delta Cosworth replaced the petrol engine in Ford's PHEV Transit Custom with a catalytic generator.

Below: Working with AVL, Ford is looking at the possibility of a Transit equipped with a fuel cell (FCEV).

Right: Cenex also gave visitors another chance to get acquainted with Ford's E-Transit.

ROAD TO ZERO | NEWS

Iveco joins forces with Nikola for electric trucks

J

ust two years since Italian truck and van manufacturer Iveco and US electric vehicle specialist Nikola announced their cooperation, the two companies have opened their first new factory, in Ulm, Germany, with a second already in build in Coolidge, Arizona. The site in Ulm, which in the past housed various Iveco heavy truck models, has been completely rebuilt to assemble the Nikola Tre models.

The production line has been designed to build up to 1,000 heavy trucks per year, per shift, which could lead to up to 3,000 vehicles on a three-shift basis. Initially the facility will assemble two trucks a week in early 2022, rising to a truck a day by 2023. Early vehicles will be predominantly built for the North American market, until the Arizona site comes on stream.

The Nikola Tre tractor is based on Iveco’s S-Way platform, with a 753kWh battery pack that can be recharged in as little as 120 minutes. The battery delivers a motor power of around 645hp and the truck offers a 560km driving range. During the factory opening event, Nikola also unveiled a Tre hydrogen fuel cell prototype, for longer distance use. Offering a 10-30 minute refuelling time, the FCEV (fuel cell electric vehicle) is said to offer a range of up to 800km.

Both vehicles use an E-axle, designed and built by Iveco’s sister company FPT in cooperation with Bosch.

Nikola has also been working with a host of suppliers to deliver rapid recharging and hydrogen supply facilities across the US. In Europe, Iveco and Nikola have signed a memorandum of understanding with Hamburg Port Au-

thority, that will see up to 25 Nikola Tre trucks entering into trials within the port during 2022. The trucks will be built to the US standard, but with special permission to operate within the facility.

Fering to build electric adventure pick-up

A

British company has developed a range-extended electric pick-up, aimed at adventure drivers and the emergency services, rather than lifestyle users. The Fering Pioneer has been developed by a former Formula One engineer and uses racing technology to provide unrivalled offgrid operating capabilities.

About the size of a typical delivery van, the truck weighs just 1,500kg, or as much as a family hatchback. However, it also offers a claimed 1,500kg payload. Both axles are powered by electric motors, delivering up to 600Nm of torque. Lithium Titanate Oxide batteries deliver up to 50 miles of electric-only range, while an 800cc three-cylinder biodiesel engine is used as a range extender, to charge the batteries on the move.

With long range fuel tanks fitted, the company claims up to 4,300 miles of total operating range. If the driving range is not required, the tanks can be changed for water tanks if needed in off-grid travel. Likewise, the driveline can be tailored to the individual operation, with the engine replaced by a fuel cell for Asian markets, or with an alcohol-fuelled motor in countries like Brazil.

The truck runs on 22.5” wheels, not to 24 VANUSER • OCTOBER 2021

compete with the latest luxury off-roader, but because it is the most common heavy truck tyre size around the world. The company also claims that the Pioneer is not expected to have an end-of-life recycling prob-

lem, as it will be easy to repair and upgrade indefinitely.

Early prototypes are currently being assessed by potential customers. Production is expected to start during the first half of 2022.

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FLEET MANAGEMENT | CONVERSIONS

Titan harnesses power of the sun

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he Titan hybrid power system is the first product from Marshall Fleet Solutions’ recently launched Renewables Division. Designed to work on light commercial vehicles and with heavy truck trailers, the Titan system uses lightweight solar power panels, combined with a kinetic energy recovery system that recovers energy from braking, to power on-board lithium batteries. These batteries can then be used to operate onboard refrigeration, tail lifts and other electric systems.

“Delivery unrivalled fuel and CO2

savings, Titan is revolutionary for the future of the automotive industry and for temperature-controlled applications,” said managing director, Mark Howell.

“By using a combination of solar power, KERS and on-board energy storage, Titan provides 100% consistent power to the refrigerator system, reducing fuel costs, noise and emissions.”

The on-board batteries are charged overnight and then topped up using the solar panels and the energy recovery system throughout the day. The system

offers a one-hour key-out function, so there is no need to run the vehicle to power the fridge during lunch breaks or while undertaking deliveries.

FAIRFAX OPTS FOR NESMO Yorkshire rental company Fairfax Plant Hire has replaced seven delivery vehicles within its 40-strong fleet with three Isuzu Grafter 3.5-tonne trucks and four Isuzu 7.5-tonners. The Grafter N35.150s are equipped with bespoke aluminium Nesmo beavertail bodies, incorporating a winch. The larger trucks use Shawtrack beavertail bodies. All seven of the Isuzus will be expected to cover up to 40,000 miles a year, over a five-year ownership period.

OCTOBER 2021 • VANUSER 27

FLEET MANAGEMENT | CONVERSIONS Fifth Canter for Smith

Importance of image

T

he growth in home delivery is making fleets more conscious of the branding opportunities of their vehicles, according to fleet livery specialist Mediafleet. Companies are realising that not only are their vans the most visible representation of the business, but that they offer an effective marketing tool as well.

“The last 18 months have created a situation where a smaller number of people are stepping into retail stores and instead satisfying their shopping needs from home,” said Mediafleet managing director Barnaby Smith.

“For companies that place a high degree of importance on their image, this means ensuring that the home shopping experience reinforces their brand values and the delivery vehicle is part of this, along with factors such as the packing materials used and their online presence.

“Delivery from a vehicle that has a strong and creative branding is a priority for a growing number of fleets.”

Mediafleet reports seeing a recognition that the branding of the vehicle is a strong market-

N

ing opportunity that can be used not just to build and reinforce image, but also to carry sophisticated messages about products and services.”

Simon Mellin, founder and CEO of The Modern Milkman, agrees: “Distinguishable branding that is creative and memorable allows the brand to be more visible to more people. We’re on a mission to reduce waste, particularly plastic waste, through return and reuse grocery delivery. We can only do this if there is awareness of our brand.”

orthamptonshire solid fuel merchant KG Smith has added a fifth Fuso Canter to its fleet of 13 trucks serving customers throughout the East Midlands and Home Counties. The 7.5-tonne Canter is equipped with a dropside body from Commercial Vehicle Bodies (Northamptonshire) and has been supplied with a Mercedes-Benz Complete Service Contract, through local Fuso dealer Intercountry Truck & Van.

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FLEET MANAGEMENT | DRIVER STRESS Is an electric van less stressful to drive?

George Barrow goes back to back with a diesel van to test the science.

W

ith a temporary shortage of fuel heightening the anxiety levels of combustion engine van drivers, you’d be forgiven for thinking that the woes of an electric driver pale into insignificance. After all, the useable range of an electric van is in some cases more than 200 miles, which, providing there’s regular opportunity to charge, is ample for the majority of use cases. Electric vehicle range anxiety should therefore be reducing for drivers and perhaps as a result the overall experience of driving an electric vehicle is also becoming less stressful.

The big question though is whether an electric vehicle is less stressful to drive than its diesel equivalent, and will electric vans create a new breed of calmer, more relaxed van drivers?

With no gear changes, less noise and fewer vibrations, it’s long been hypothesised that EVs deliver a more relaxing drive, but how exactly can you qualify the stress levels of driving an electric van compared to a diesel model?

Medical-grade monitor Using a medical-grade wearable monitor, VanUser took part in an experiment to determine the relative stress levels of driving an electric van, benchmarking it against a diesel equivalent in mid-morning London rush hour.

By monitoring the biophysiological responses – that’s to say something akin to the blood, sweat and tears of the driver – a picture can be built up to show a driver’s reactions to the differing sounds of the diesel and electric vans. The vehicles in question were the new Fiat eDucato and the existing and soon to be updated diesel-powered Fiat Ducato.

The device to measure the stress levels was a wristwatch-like gadget called an Empatica E4 that’s not too dissimilar to a wearable health monitor like a FitBit. It uses a photoplethysmography sensor to optically monitor heart rate, electrodermal activity, body temperature and muscle movement.

The theory is that an increase in blood flow due to stresses will increase the recorded heart rate and body temperature, while the electrodermal activity measuring the moisture on the skin (i.e. sweat), will rise if the driving be30 VANUSER • OCTOBER 2021

comes more stressful.

Taking matters a step further, an electroencephalograph (EEG) can be used to estimate metrics of brain activity, which can be correlated to show restful or active mental states, which combined with the photoplethysmography sensor can estimate the emotional state of the driver.

Stress survey In a nutshell, if all the vital signs are elevated, you’re pretty stressed out, and while it might not be solely to do with the acoustics of the vehicle – after all London traffic is renowned for being slightly challenging at times – higher levels across the range of the data, along with a short and snappy stress survey after each drive will help determine the outcome. It’s science then, but with a healthy margin of error, educated guessing and a lot of applied knowledge from psychoacoustic expert Duncan Williams, CTO of biometric and psychoacoustic consultancy firm WaveTrace.

The route for this experiment was

STRESS through parts of London that will from October 25 fall within the recently expanded Ultra-Low Emissions Zone (ULEZ), making an electric van an ideal candidate for the job – despite still being a relative rarity even in this part of the city – while the diesel van will still be eligible for penalty-free admission by virtue of meeting the Euro6 emissions targets as well.

Of course, it wouldn’t be a proper experiment with just one test subject, so a total of 12 people took part in the driver stress level comparison, all of whom had varying levels of experience in driving vans, driving in busy cities or neither. In my case, it was very much a question of knowing both vans and

sweat, thankfully without any tears) backed this conclusion up with 4% fewer stress indicators for the EV than the diesel van.

“They certainly didn't hate the diesel,” Williams said in his report about the test.

Speaking about my individual results, he noted that I reported a total stress scored of -8 for the diesel van and -7 for the EV in the survey, making the EV slightly more stressful, something which was supported by the data from the biomarkers. Looking at the electric van data, Willaims explained: “We can see a huge amount of jagged line in the blue [graph] lots of variation in the electrodermal activity, or sweat.”

The diesel the data showed a much more relaxed drive according to the biomarkers.

Overall trend In truth, it’s far from the outcome I was expecting and while I personally

CAN THE VAN YOU DRIVE MAKE A DIFFERENCE? not only having experience in busy cities, but also these exact roads, by virtue of having lived not more than a few streets away from the test route. But, to simulate the rigours of a real working day behind the wheel for this otherwise idle journalist, there would of course be a series of package deliveries to perform, requiring not only finding parking, but also some nifty manoeuvring to keep out of the way of people actually going about their proper jobs.

Responsive A gambling man would likely predict that the electric vehicle would come out on top in this test for several reasons.

The Fiat eDucato’s quick and respon-

“

A gambling man would likely predict that the electric vehicle would come out on top

sive powertrain makes it well suited to city driving and the lack of a thudding diesel is noticeably more enjoyable – incidentally the diesel engine is nearly 10dB louder than the electric vehicle, the equivalent to four times the volume. However, the test results didn’t show the acoustic impact to be four times greater on my overall stress levels, in fact the diesel van was for this guinea pig moderately less stressful than the electric.

On balance, people reported the EV as being more enjoyable both in their answers to the survey and by a 0.1 point on the perceived stress scale across the test group. The data recorded from the biosensor (the blood and

bucked the overall trend of the group by appearing to be more relaxed in the diesel, the margin between the overall group reactions to the diesel and electric Ducato is surprising in its closeness.

Despite the improvement in driving range in many electric vehicles, perhaps we are still subconsciously aware of the range anxiety on some other level, which is hampering our enjoyment of electric driving. Or maybe a myth has actually just been busted, they are no more or less stressful than a diesel, and the argument for enjoying an electric van really does (at this moment in time) only come down to not having to queue up at a forecourt for diesel.

OCTOBER 2021 • VANUSER 31

FLEET MANAGEMENT | SAFETY

CONSTRUCTION SECTOR NEEDS TO IMPROVE SAFETY says National Highways' Mark Cartwright

T

he construction sector has made huge strides in terms of site safety and HGV fleet management, but vans remain the sector’s Achilles heel, putting companies, drivers and other road users at risk. During October, the police, the Driver and Vehicle Services Agency (DVSA) and National Highways will conduct enforcement activity focused on this sector, to highlight the issues, educate drivers and companies, and remove dangerous vehicles from the road.

The campaign was inspired by National Highways spot checks at key sites earlier this year, which showed a 40% prohibition rate among vans.

The most common issues were insecure loads, broken lights, tyre failures, fuel leaks, missing mirrors and unlicensed drivers.

National Highways head of commercial vehicles Mark Cartwright said: “The worrying aspect of these prohibitions is not just the illegality of the vehicles, but that they obviously had not been checked prior to use.”

He says that many drivers expressed ignorance of the law, suggesting broader systemic and management failings. A key finding was that company managers were not conducting proper licence checks. Many foreign drivers had not converted their licenc-

es for the UK. In some cases, drivers had been switched to larger vehicles, to allow for social distancing, which they were not qualified to drive.

“It should concern board members, managers and drivers that in the event of a collision, the lack of a valid licence is not only illegal, but will probably invalidate the company’s insurance,” said Cartwright.

The UK has 4.3m vans on the road and it’s likely that up to 1m of those belong to the construction or civil engineering sectors. There are 857,000 skilled trades people in England and Wales alone. Construction and civil engineering companies have a duty of care, to ensure roadworthiness and legal compliance for their own fleets and those of dependent subcontractors.

Van collision rates According to National Highways road casualty data, vans have the highest rate of other road user deaths per mile and were involved in 20 motorcyclist fatalities, seven cyclist fatalities and 33 pedestrian deaths in 2019. Nearly two thirds (64%) of those killed by vans were vulnerable road users. Moreover, van drivers themselves are at risk, for every 100 crashes, three of the fatalities were van drivers, with 43 losing their lives in 2019.

“

Many drivers expressed ignorance of the law

By contrast, 40 people lost their lives in construction in 2019, (with 10% of those hit by a moving vehicle).

“Driving is the single most dangerous activity these workers undertake in their day and they do not realise that risk, or how to mitigate it,” said Cartwright.

“We know that the construction and civil engineering sectors are capable of rising to this challenge because they have transformed safety on sites and in relation to HGVs. We now need them to step up and educate construction workers and put proper fleet safety management protocols in place.

“For smaller contractors, evidence of safety regimes helps you win work, and for larger companies, safety protocols should be an essential component of contractor choice.”

Construction sector issues Cartwright says there are sectoral issues which cause road safety problems for construction and civil engineering. These include: Those using vans are not vocational drivers, with their skills, qualifications and safety training.

There is often a corresponding disconnect between company management and transport activities.

This means the health and safety expertise applied centrally to the company’s core activity does not extend to their awareness of work-related road risk.

• •

32 VANUSER • OCTOBER 2021

• Driving is statistically the most

dangerous activity most workers in the UK ever undertake, yet it is not perceived as such.

Van use is far more lightly regulated than HGV use and many van drivers and managers are not aware of the regulations.

Companies fail to understand that if a worker causes a fatality on the road which can be linked to a lack of occupational educational or proper governance, management can be prosecuted under the Corporate Manslaughter and Homicide

• •

Act 2007. They can also be liable under the 1974 Health and Safety at Work Act, the Health and Safety Offences Act 2008 and the Provision and Use of Work Equipment Regulations 1998.

The sector is fragmented, with many tiers of subcontractor and a high proportion of self-employed or casual labour. Many workers own their vehicles, or keep their vehicles at home, which makes fleet management problematic.

Companies should deploy proper policies, such as daily walk round checks and ensure they are fulfilled.

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DOUBLE-CAB PRACTICALITIES

W

hile a double-cab pick-up is for many the perfect work and leisure vehicle, there is a lot to be said for a double-cab-invan design. You get that second row of seats to carry colleagues during the week and family at the weekend, plus a secure load compartment. Double-cab vans also come in a range of sizes and, in the case of Ford’s Transit Custom, can be ordered in a wide range of trim levels.

The mid-weight Ford double-cab can be had in L1 short wheelbase or L2 long wheelbase layouts, though both are only offered with the low roof option. The shorter van has a 3.5m3 load volume behind the fixed bulkhead, while the longer model offers 4.3m3.

Gross weights are 2.8-3.2 tonnes for the L1 van and 3.0-3.2 tonnes for the L2. This Sport L1 model runs with a max weight of 3.2 tonnes, giving it an all-important payload of 1,054kg, allowing the reclaiming of VAT. As with a pick-up, trim levels can be pretty extensive, with the doublecab-in-van offered on both Limited and Sport vans. More recently, Ford has made the second row of seats an option on the Trail and Active ranges too.

However, while the Trail model is offered with a choice of 130hp or 170hp engines and the Active comes with the 170hp motor as standard, the Sport van tops them all with a 185hp version of Ford’s EcoBlue 2.0-litre diesel.

You can pair that engine with a

six-speed manual or a six-speed auto and we’ve taken the auto for the full range-topping experience. It’s a pretty impressive combination, offering effortless pace on any type of road, as the engine delivers a hefty 415Nm of torque to back up that headline power figure. That’s not at the expense of fuel economy though, with Ford claiming up to 38.2mpg and 195g/km of CO2.

Well-equipped Of course, the Sport van wants for very little in the cab, with standard equipment including powered and heated door mirrors, electric windows, auto lights and wipers, SYNC 3 infotainment with an 8” touchscreen DAB radio and smartphone compatibility. You also get heated driver and front passenger seating, partial leather trim, a host of ADAS system, including Roll Stability Control, Lane Keeping Alert and a rear-view camera with Trailer Hitch Assist.

Ford’s press office had added a few options to the van, including Blind Spot Information and Cross Traffic Alert, Bi-Xenon headlights with LED daytime running lights, a tailgate rear door and that Chrome Blue colour scheme. Not that this level of luxury comes cheap of course. The 185hp Sport double-cab with the automatic transmission starts at £36,430 before Ford added a further £3,000 of options. That said, you’d be looking at a similar price tag for a top trim double-cab pick-up.

We’ll be reporting back on life with the five-seater Ford over the coming months. It’s certainly ticking a lot of boxes for now.

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COLLECT SAFE: Mainly used by roundsmen or retailers taking coins, notes and cheques. Fitted with baffled slot as standard.

COMMERCIAL SAFE: Medium size – ideal for regular collections from vending machines/rent payments etc. Automatically locks into base, and can be supplied with either one or two locks. The single lock operates both lid and base whilst the twin lock version has designated locks.

INDUSTRIAL SAFE: For collections of large amounts of valuables. Has optional tops, ie: roll top, coin chute etc. Two lock version available.

For more information, or to discuss your own specific requirements, please call 01308 423871.

www.checkmatesafes.co.uk Telephone: 01308 423871 Fax: 01308 458276 OCTOBER 2021 • VANUSER 35

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