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CONTROLLING FUEL SPEND A look at how fuel cards can help fleet managers with their role


MODERN MOBILITY How connectivity is facilitating new mobility trends and aiding fleet management

Decarbonising our cities GreenFleet York takes place on 12 October. Read the preview on page 43






CONTROLLING FUEL SPEND A look at how fuel cards can help fleet managers with their role


MODERN MOBILITY How connectivity is facilitating new mobility trends and aiding fleet management

Decarbonising our cities GreenFleet York takes place on 12 October. Read the preview on page 43


Visit v fleet.t green ative video rm for info tent on t con tal flee nmen enviro agement man



Follow and interact with us on Twitter: @GreenFleetNews

A good year for electric vehicles So far, 2016 has been a record year for electric vehicles sales, with many manufacturers posting record sales. Renault for example, has handed over the key to its 100,000th electric vehicle. BMW has reported a total of 34,664 electrified vehicles sold so far this year, beating total sales figures for 2015. Meanwhile in the UK, Nissan has reached 15,000 sales of its electric Leaf. The Mitsubishi Outlander PHEV continues to dominate the plug-in electric vehicle market with 21,708 of the vehicles licensed in the UK at the end of Q2 2016 – an increase of almost 10,000 compared to the same period in 2015.

GreenFleet York takes place on 12 October. Read the preview on p43

With sales of electric vehicles on the rise, GreenFleet looks to its expert panel on whether the UK’s charging infrastructure is well equipped enough to support greater uptake, on page 23. This issue also sees us round-up experts in the fuel card market to see how the industry is helping fleet managers with their role, on page 47. We also report back to our telematics experts to find out how connectivity and new mobility trends are impacting and helping the fleet market. Angela Pisanu, editor

P ONLINE P IN PRINT P MOBILE P FACE-TO-FACE If you would like to receive 10 issues of GreenFleet magazine for £200 a year, please contact Public Sector Information Limited, 226 High Road, Loughton, Essex IG10 1ET. Tel: 020 8532 0055 GreenFleet® would like to thank the following organisations for their support:


226 High Rd, Loughton, Essex IG10 1ET. Tel: 020 8532 0055 Fax: 020 8532 0066 Web: EDITOR Angela Pisanu FEATURES AND ROAD TEST EDITOR Richard Gooding ASSISTANT EDITOR Tommy Newell PRODUCTION CONTROL Sofie Owen PRODUCTION DESIGN Jacqueline Lawford, Jo Golding WEB PRODUCTION Victoria Leftwich PUBLISHER George Petrou ACCOUNT MANAGER Kylie Glover ADMINISTRATION Vickie Hopkins REPRODUCTION & PRINT Argent Media

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Contents GreenFleet 97 19

09 News

Euro 6 diesel cars over legal limits in real‑world conditions, study suggests; Lords Committee launches inquiry into driverless vehicles; winners of £2.45 million green technology competition announced

19 Grey fleets

The BVRLA’s Gerry Keaney addresses the costly state of grey fleet management, looking at how best to reduce any financial burdens, environmental damage and unnecessary mileage


23 Expert panel: EVs

Electric vehicles continue to go from strength to strength with manufacturers seeing record sales thus far in 2016. GreenFleet and its panel of experts evaluate how well quipped the UK’s charging infrastructure is to support greater uptake

29 Expert panel: Telematics Technology is changing the way we travel. GreenFleet quizzes its telematics expert panel on how connectivity is facilitating new mobility trends, aiding fleet management, and reducing CO2 emissions

35 Commercial vehicles: Low CVP 43

The LowCVP’s Dan Hayes explains how the updated Low Emission Van Guide and supporting Cost and Carbon Calculator can help van operators to cut costs while reducing emissions

39 Commercial vehicles: retrofit


When reducing carbon from the HGV sector, how do you know what retrofit technologies will actually deliver on their claims? LowCVP’s Andy Eastlake explains how a new accreditation scheme will test fuel saving products in realistic HGV operating scenarios to give fleet managers trustworthy and accurate information

43 GreenFleet York

GreenFleet York on 12 October will allow fleet managers to hear the latest updates in the electric vehicle and infrastructure market, with keynotes from the Office of Low Emission Vehicles and City of York Council, as well as test drive opportunities

44 Green bus fleets

Following on from the last issue which looked at the LowCVP The Journey of the Green Bus report, GreenFleet reports on the latest low emission bus sector developments in the UK, including a new £30m Low Emission Bus Scheme fund for England and Wales, and a new fleet of electric buses for London

47 Fuel cards

How do fuel cards help fleet managers with their role, and what should they consider when choosing one? GreenFleet gathers together industry experts to get their views

52 Road test: Jeep Renegade Limited

The Renegade is Jeep’s first model built outside the US. Big on style and choice, the baby Jeep faces tough rivals in the fiercely fought compact crossover market. GreenFleet sees if it can ride rough shot over the competition

54 First drive: Fiat Professional Fullback

Fiat Professional hopes its new Fullback model will give it a foothold in the buoyant Europe, Middle East and Africa medium-duty pick-up market

56 PHEV diary: month seven Richard Gooding reflects on just over six months and 6,843 miles with the Mitsubishi Outlander PHEV, crunches the numbers, and finds both an economical and likeable first step into part-electric motoring



GreenFleet magazine Volume 97 | GREENFLEET MAGAZINE




If your more adventurous side chooses the scenic route, Wade Sensing will safely guide you across. Inside, clever 5+2 seating offers room for either more explorers or 1,698 litres of stowage for more provisions. Little wonder Discovery Sport is considered one of the most versatile compact SUVs on the road, or off it come to that. To view our latest offers or to book a test drive search ‘Discovery Sport’.

Official fuel consumption figures for the Discovery Sport range in mpg (l/100km): Urban 44.1 (6.4) – 50.4 (5.6), Extra Urban 60.1 (4.7) – 62.8 (4.5), Combined 53.3 (5.3) – 57.7 (4.9). CO2 emissions 139 – 129 g/km. Official EU Test Figures. For comparison purposes only. Real world figures may differ.




Toyota to test practical use of its electric i-Road concept

Euro 6 diesel cars over legal limits in real-world conditions, study suggests Euro 6 diesel engines across the board do not comply with latest air pollution limits when driven in real-world conditions, according to a new study from Transport and Environment (T&E). The study was released to coincide with the one year anniversary of the ‘dieselgate’ scandal, where german manufacturer Volkswagen (VW) was found to have used a defeat device to trick emissions tests in its Euro 5 engines. T&E’s analysis took data from investigations conducted by the British, French and German governments, as well as the EQUA Air Quality Index, and found that effectively all Euro 6 diesel car brands were over legal limits. Greg Archer, clean vehicles director at T&E, said: “One year after the US caught Volkswagen cheating, all carmakers keep selling grossly polluting diesel cars with the connivance of European governments.

The automotive industry has captured its regulators, and European countries must now stand up for their citizens and stop this scandalous cover up. Only a recall of all harmful diesel cars will clean up our air and restore credibility in Europe’s legal system.” He added: ”The true scandal of dieselgate in Europe is national regulators turning a blind eye to the glaring evidence of test cheating with the sole purpose of protecting their national carmakers or their own business. This is killing tens of thousands of people annually. We need a European watchdog to stop EU member states protecting their national champions and to ensure the single market for vehicles operates in the interests of all citizens.” READ MORE

Toyota is set to start the second round of its Open Road Project, testing the practical use of its i-Road ultra-compact concept electric vehicle (EV). The project will see Toyota provide the i-Road to general consumers to assess their mobility needs. Additionally, this stage of the project will also see businesses test the concept EV to help Toyota assess the i-Road’s acceptability in the market, including how it will be used in shared-use environments and their usage purposes. The trial will run from 17 September 2016 to 31 March 2017, with vehicles made available to general consumers in Shibuya and Setagaya Wards and businesses in central Tokyo.




Mercedes-Benz to focus on electric mobility in Paris

Commercially available solar EV in development

Mercedes-Benz has announced plans to place a spotlight on electric mobility at this year’s Paris Motor Show, including a number of world premieres of innovative electrified vehicles. The german manufacturer said its presence at the show would show a ‘specific vision of a completely new vehicle generation with battery-electric drive system’, with its ‘E-Mobility Lane’ running through the centre of its display. There will be several world premieres at

the show from smart, Mercedes-Benz and Mercedes-AMG. This will include the new electric drive versions of the new smart fortwo, the smart fortwo cabrio and, for the first time, the smart forfour. The Mercedes E-Class All-Terrain will be on show, as will the all-electric Vision Mercedes-Maybach 6, which has a range of over 200 miles. READ MORE


2,000 new charge points for POLAR Plus members Chargemaster has announced that POLAR Plus members will now have access to the Charge Your Car (CYC) public network, providing an additional 2,000 charge points. Existing POLAR Plus members will be able to access the CYC network through existing memberships using their RFID cars or key fobs, which includes more than 300 rapid charging stations. Chargemaster has been working hard to

form a partnership with CYC to simplify public charging and the new deal gives POLAR Plus customers access to over 90 per cent of the CYC chargers as no additional cost, with the remaining stations costing just 9p per kWh. READ MORE

Australia’s Clenergy Team Arrow has announced that it plans to develop a commercially available solar powered electric vehicle (EV). The company has a history of competing in Australia’s World Solar Challenge and has said that it will use the vehicle it enters into the 2017 challenge as a base to develop a commercially available solar EV. The Arrow STF (Sports Touring Framework) is a two seater, solar electric racing car and Clenergy Team Arrow designed it from day one with compliance to road regulations in mind. Planned specifications for that car include 5sqm of 24.4 per cent efficient custom made solar arrays, as well as a fast charger compatible plug, which can be used to charge the lithium-ion battery. It will reportedly be capable of traveling from 300-400km at highway speeds, and in excess of 1,000km at city driving speeds. READ MORE





UP TO 76.3MPG**





Official Fuel Consumption in MPG (l/100km) and CO 2 emissions (g/km) for the New 2008 SUV Range are: Urban 47.1 – 65.7 (6.0 – 4.3), Extra Urban 65.7 – 85.6 (4.3 – 3.3), Combined 57.6 – 76.3 (4.9 – 3.7) and CO2 114 – 96 (g/km). MPG figures are achieved under official EU test conditions, intended as a guide for comparative purposes only and may not reflect actual on-the-road driving conditions. Model shown is a New PEUGEOT 2008 SUV Allure 1.2L PureTech 110 S&S, with Ultimate Red Varnish. *Calls to 0800 numbers are free of charge from all consumer landlines and mobile phones. If you are calling from a business phone, you should check with your provider whether there will be a charge for calling. ^BIK figure quoted available on the New PEUGEOT 2008 SUV Active 1.2L PureTech 82 ETG S&S. **MPG figure and CO2 emissions quoted available on the New PEUGEOT 2008 SUV Allure 1.6L BlueHDi 120 S&S. † Grip Control® function is model/engine specific.




Rolec EV launches pay‑as-you-go charging system

Lords Committee launches inquiry into driverless vehicles The House of Lords Science and Technology Committee has launched a new inquiry into the future uses of driverless vehicles in the UK. The Committee believes that the UK has the potential to become a world leader in developing autonomous technologies and invites contributions on the potential uses and benefits in contexts such as road transport, farming and even space exploration. The inquiry will look at what the potential applications for autonomous vehicles are, what the user benefits and disadvantages are, and the revisions needed to insurance, regulation and legislation. Lord Selborne, Committee chairman, said: “We will examine what the government is doing to support research into developing autonomous vehicles in the UK, as well as the real world implications as these

vehicles start to appear on the roads and in the work place. If the UK is to be at the forefront of this transport revolution, investment into research is vital to ensure the technology is perfected, allowing the public to embrace the use of autonomous vehicles. “There are potentially considerable economic opportunities and public good benefits from this technology. We will look at whether the government’s actions are appropriate in supporting these opportunities. We welcome submissions of written evidence – and later oral evidence – to ensure that we can carry out the most thorough and informative inquiry possible.” READ MORE


Electric Nation project to test how EV charging impacts on electricity networks

Electric vehicle (EV) drivers across England are invited to become part of the Electric Nation project, which aims to test local electricity networks’ ability to cope with increasing numbers of EVs. The project was officially launched at LCV2016 and is looking for 500-700 EV drivers to be a part of the trial. It will initially take place in the Western Power Distribution (WPD) network areas in the South West, South Wales, West and East Midlands and will test a new smart charging solution between domestic charge points and the local electricity network.

The UK electricity grid has sufficient capacity to deliver power to EVs, but there are concerns that if clusters develop in local areas it could overload some local networks. Participants in the trial will be given a free smart charger and Electric nation hopes that the findings of the trial will help electricity network operators manage the effect of the additional load caused by charging EVs on the local electricity network whilst allowing electric vehicle numbers to grow. READ MORE

A new public facing ‘pay-as-you-go’ charge point management system has been developed by Rolec EV. It allows electric vehicle (EV) drivers to charge with no additional membership commitment or charges. The ‘EV Charge Online’ system was developed to remove financial burdens placed on drivers by many existing charge point network providers which require expensive membership fees and monthly subscription fees. The system will allow EV drivers to pull up to the charge point and pay using their mobile phone, tablet or in-car connectivity and pay on the spot for its use. READ MORE


Volvo launches ‘Drive Me’ autonomous driving experiment Volvo has launched its ‘Drive Me’ project, which it has described as ‘the world’s most ambitious and advanced public autonomous driving experiment’. The Drive Me project aims to collect feedback and input from real customers by handing a series of autonomous cars to families to drive in real world conditions. The manufacturer claims that ‘the customer-focused approach’ sets the Drive Me project apart from other autonomous driving experiments, and it believes that it will facilitate further fine tuning of autonomous driving technologies and make Volvo’s offering as relevant as possible to customers ahead of a commercial introduction around 2021. Volvo autonomous XC90 SUV will be used in the project, which is the first in a series of autonomous cars that will eventually be handed to real families in Gothenburg to be driven on public roads. Erik Coelingh, senior technical leader, active safety at Volvo Cars, said: “This is an important milestone for the Drive Me project. Customers look at their cars differently than us engineers, so we are looking forward to learn how they use these cars in their daily lives and what feedback they will give us.” READ MORE





Winners of £2.45 million green technology competition announced Over 50 businesses have been awarded a share of £2.45 million to invest in low carbon vehicle development and demonstration projects. The winners were announced at LCV2016 and will receive grant funding from the Niche Vehicle Network run competitions, supported by Innovate UK, the Office for Low Emission Vehicles (OLEV) and the Advanced Propulsion Centre (APC). All of the winning projects are collaborative between at least three UK-based companies

and will receive 50 per cent of their project costs. Winning projects include the development of a prototype hydrogen fuel‑cell range‑extended electric double‑decker bus, and the development of novel carbon/flax hybrid composite components to reduce the weight, cost, NVH and environmental impact of vehicle body structures. READ MORE


University of Birmingham enters MPG marathon with hydrogen car A Hydrogen fuel cell-powered Hyundai iX35 will enter the UK’s premier eco-driving challenge by a team from the University of Birmingham, Lex Autolease and Fuel Cell Systems – who will be supporting the event with its own mobile refuelling unit to ensure the iX35 completes the eco-driving challenge with no inconvenience. “The University of

Birmingham is thrilled to be entering the Hyundai iX35 Fuel Cell into the MPG Marathon,” said Monica Guise, Sustainable Logistics Manager at the University of Birmingham. “The university will be driving the only hydrogen vehicle in this exciting marathon next month.” READ MORE


76 percent of millennial-buyers would switch to driving an eco car A survey conducted by Nissan has show that 76 per cent of millennials – the generation group aged 18 to 34 – say that switching to drive an eco-friendly car is the primary action they would take to make their lives greener. The survey of more than 2,500 millennials aimed to investigate their attitudes towards electric and hybrid vehicles. The results show a positive future for cars using electrified powertrains, with a large proportion of the younger generation open to new low

emission technologies. The survey also found that as a generation millennials are willing to try new things and think differently about the future, with 62 per cent saying they would be willing to make bold changes such as switching to an energy provider dedicated to eco‑friendly solutions and 52 per cent saying they would support brands that are committed to being more environmentally‑friendly. READ MORE

LowCVP’s Andy Eastlake

Joined up government: the ‘Spectrum of Support’ Navigating your way around the different areas of support, grants, policies and incentives for the adoption of low carbon vehicles and fuels can be a challenge for anyone. Even working closely with government and many of the agencies tasked with accelerating the agenda, it can be hard for me to keep up with everything that’s going on. That’s why the LowCVP has worked to play our part to bring different government and associated stakeholders together and has organised events, for example, to show SME innovators the range of organisations that can provide them with support at different stages on the innovation pathway. I’ve just returned from this year’s excellent Low Carbon Vehicle Event, run by Cenex (LCV2016). The event, held at Millbrook, is the UK’s largest industry event to showcase the next generation of low carbon vehicles and fuels. At LCV2016, the LowCVP participated in the ‘UK Government Pavilion’ in which all of the UK funding bodies supporting UK motor industry innovation came together to provide delegates with a ‘one stop shop’ to government and associated support bodies. The UK Pavilion housed almost the entire UK innovation support ecosystem, from blue sky academia and research support via the EPSRC and Innovate UK, through to commercialisation and in use policy development from OLEV. In addition to the LowCVP, the Advanced Propulsion Centre (APC) and its ‘spokes’ brought a range of technology to show both physically and virtually; the new Centre for Connected & Autonomous Vehicles (CCAV) added the tantalising prospect of autonomous vehicles (several of which were on show around the event), and of course the Automotive Council and UK Trade & Investment (UKTI) represented the significant opportunities for UK industry from the burgeoning developments in low carbon vehicles. Nick Hurd MP, the minister responsible for this agenda at the new Department of Business, Energy and Industrial Strategy (BEIS) visited the UK Pavilion, providing a helpful further high level signal of the government’s ongoing commitment to low carbon innovation and growth in the UK’s automotive sector. The Pavilion provided a good, practical demonstration of all the low carbon automotive support mechanisms working together to achieve our common goal of a – ultimately – decarbonised road transport sector and successful UK industry. It was helpful, too, on a practical level to renew – and make some new – contacts and to develop our shared thinking about collaboration on the way ahead. There was a real sense of dynamic, even revolutionary, change taking place at this year’s event, and I am confident that this government support is helping fuel the enthusiasm we see displayed at each of the Greenfleet events around the country where the fleets at the coal face are able to put these innovations to the ultimate test of true low carbon transport operation. FURTHER INFORMATION For more information on the Low Carbon Vehicle Partnership, visit:



Commercial Vehicle News



Longer lorries trial saves 3,000 tonnes of CO2

Jersey Post adds Nissan e-NV200 to its fleet

A trial that saw longer lorries used on British roads is expected to have saved over 3,000 tonnes of CO2 while reducing congestion. Around 1,800 lorries were involved in the scheme, which has saved around 90,000 journeys and cut up to 10.6 million vehicle kilometres. The economic benefits are estimated at at £33 million over the next 10 years, with British hauliers saving up to one in nine journeys with lorries that are up to 15 per cent longer than standard 13.60 metre vehicles. Despite the increased length, the lorries still meet existing

Jersey Post has received a delivery of 15 all-electric Nissan e-NV200s that will be used to deliver mail on routes across the island. The purchase of the vehicles from local dealer Freelance Nissan follows an extensive 18 month trial and Jersey Post expects the new vans to reduce its carbon footprint by 35 tonnes a year. Andy Jehan, director of operations at Jersey Post, said: “The Nissan e-NV200 was the right vehicle for us on every level. The vans are going to make a very significant contribution in our ambition to lower the

manoeuvrability requirements and maximum weight limit of 44 tonnes for 6-axle vehicles. Transport Minister John Hayes said: “Lorries are the engine of our economy and this pilot scheme is helping hauliers deliver the day-to-day goods we need more efficiently. “This is good news for onsumers, a boost for motorists as it is helping cut congestion with fewer vehicles on the road and it is also helping the environment.” READ MORE


environmental impact of our fleet and help preserve the beauty of our island – both in terms of carbon emissions and noise – and they’re also ideal for the short distance, stop/start driving that the job involves. “The value is exceptional too, our decision to switch being ultimately based on the financial projections we have made on whole life costs. If our projections prove accurate, then there’s no reason why many more of our vehicles shouldn’t be electric.” READ MORE


Mayor unveils first fully electric bus routes for central London

Self-driving ‘robovans’ for last mile deliveries Starship Technologies, designers of a fleet of friendly sidewalk robots, has announced its partnership with Mercedes-Benz Vans to develop ’Robovan’, the world’s first transportation system. It integrates specially-adapted vans with autonomous delivery robots to allow efficient delivery of goods in neighbourhoods. The semi-autonomous transportation system will see Mercedes-Benz Sprinter vans act as ’motherships’, hosting eight delivery robots. The vans will drive through neighbourhoods, stopping in


designated locations, based on delivery density and demand, to drop off and pick up robots to complete customer deliveries. Instead of completing door‑to‑door delivery, the vans will drive to pre-agreed locations to load and unload goods and then dispatch the robots in the final step for on-demand delivery. Upon making the customer delivery, the robots will autonomously find their way back to the van for re-loading. READ MORE


Mayor of London Sadiq Khan has unveiled plans for central London to have two all-electric bus routes by the end of the year. The 507 and 521 are scheduled to exclusively run a 51-strong fleet of all-electric buses by the end of 2016, as part of plans to dramatically improve air quality. The fleet of 51 all electric buses, made in Britain by Chinese company BYD and British manufacturer ADL, will join the 22 all-electric buses already in operation in outer London, taking the capital one step closer to Khan’s aim of 300 zero emission buses by 2020. Khan said: “It’s vital that we act now to clean-up our capital’s toxic air and do everything we can to help prevent the thousands of deaths it causes each year. “I’ve set out a comprehensive plan to improve our air, and the transformation of London’s bus fleet will play a key role in making our transport cleaner and healthier. “These first two electric bus routes right through the heart of London are another step towards the end of

conventional diesel buses on our roads. This will deliver extensive air quality benefits and position us as a true world leader in adopting ultra low emission vehicle technology.” Leon Daniels, TfL’s managing director of surface transport, said: “These are the first two electric routes that travel through the heart of the capital. They will mean better air quality and better journeys for customers – with less noise and vibration than traditional buses. Today is a real game-changer in the drive to green the capital’s transport network.” E Green bus fleets, page 44 READ MORE

Commercial Vehicle News



Renault Kangoo Van Z.Es for the University of Kent The University of Kent has added six Renault Kangoo Van Z.Es to its fleet for maintenance teams to work around the 300‑acre grounds of its Canterbury campus. This takes the total number of electric Kangoos to 15. The University is

working towards Carbon Trust Strategy targets, where it aims to lower its carbon emissions by 23 per cent by 2020. READ MORE


Mercedes-Benz to invest €500m in next generation vans

Mercedes-Benz Vans has announced plans to invest approximately €500 million over the next five years for digitalisation, automation and robotics in vans. The adVANce initiative will look to adapt the Mercedes‑Benz Vans offering to meet the needs of its customers’ changing requirements, with a focus on delivering innovative mobility solutions through increased digitalisation and automation. Mercedes-Benz also revealed its all-electric Vision van study, which has been developed as part of the adVANce initiative. The Vision Van combines

various innovative solutions for last‑mile delivery in urban and suburban environments and is the first van to fully digitally connect all people and processes involved, from the distribution centre to the consignee. The Vision Van is equipped with a 75 kW electric drive and has a range of up to 270km. It also features a fully automated cargo space and integrated delivery drones, which will enable delivery of multiple packages to nearby consignees autonomously by air. READ MORE

Trial shows benefits of longer semi-trailers Figures released recently by the Department for Transport (DfT) show that longer semi-trailers (LST) pose no greater safety risk than normal HGV trailers and are valuable in reducing HGV miles and making carbon savings.

Rachael Dillon, climate change policy manager, FTA

LSTs are up to 2.05m longer than standard 13.6m units. Freight operators have been able to apply to take part in a trial since 2012. The trial permits up to 1,800 vehicles with a Vehicle Special Order (VSO) to participate over the 10-year life of the trial. Longer semi-trailers (LSTs) allow more goods to be efficiently transported on one trailer, thus potentially reducing the number of vehicles on the road network. Some road transport operations, particularly lighter consumer goods carried in roll cages, tote boxes and on pallets, tend to reach the trailer’s volume capacity before the vehicle combination’s gross vehicle weight is reached. Such operations can potentially make use of the additional cubic capacity or deckspace offered by longer semi-trailer lengths, allowing more cargo to be carried within the existing gross vehicle weight restrictions of 44 tonnes. Higher capacity vehicles in the right operating circumstances can play an essential part in efforts to tackle climate change and improve air quality. DfT’s Longer Semi-Trailer Trial Evaluation Annual Report has looked at their impact in terms of efficiency, emissions and safety. On average, the report says operators are saving one journey in 19 as a result of using LSTs, compared with 1 in 22 at the end of 2014. At the top of the range, some are even saving one in nine journeys. Between 8.7 and 10.6 million vehicle kilometres have been saved as a result of the operation of LSTs since 2012. This equates to removing 75-90,000 journeys by 13.6m trailers, leading to lower carbon emissions. Empty running for LSTs was only about 19 per cent compared with a figure of around 29 per cent shown in general articulated HGV data. As of July, DfT reports that 98 per cent of the trailer allocations (1,800) for the trial had a vehicle special order (VSO) and 83 per cent of LSTs allocated were on the road at the end of 2015. The most common LST design is 15.65m box or curtain-sider. FTA awaits the outcome of a Freight Carbon Review later this Autumn from DfT which will outline the Government’s view on what policies and interventions are needed to help the freight sector reduce carbon emissions. The Association submitted a full response to the Review earlier this year highlighting the role of its Logistics Carbon Reduction Scheme, a voluntary initiative to record, report and reduce carbon emissions from freight transport. The LCRS is sponsored by industry partner, Bridgestone and is providing crucial evidence to Government that industry can decarbonise without the need for additional regulation and tax. The LCRS is open to both large and small hauliers and is free to participate in. Further details are available at: FURTHER INFORMATION For further details on how to the join the LCRS or to download a copy of the report see: or contact Rachael Dillon at



Compare the tax savings of running a Mitsubishi Outlander PHEV as your company car against these market leaders.


























































Find out more. Search PHEV | Visit to find your nearest dealer

PHEV Manufacturer of the Year

PHEV Manufacturer of the Year Outstanding Achievement Award


With luxuriously smooth driving dynamics, the intelligent Mitsubishi Outlander PHEV decides when it’s more efficient to use petrol or electricity, giving it the ability to deliver a staggering 156mpg2. And with ultra-low CO2 emissions there are significant savings that your business can make. You’ll be able to write down 100% of the cost of an Outlander in year one3, saving £1,000s in Corporation Tax4 – and you’ll save money on your associated Class 1a National Insurance Contributions5. Business users will only pay 7% Benefit in Kind taxation6 and the Outlander PHEV is exempt from Road Tax and the London Congestion Charge7. The battery can be charged in just a few hours via a domestic plug socket8, a low-cost home Charge Point9 or one of over 8,500 Charge Points found across the UK. There’s even £2,500 off the list price through the Government Plug-in Car Grant which means an Outlander PHEV will cost you from just £31,74910. We call this Intelligent Motion.

Compare the corporation tax savings of a Mitsubishi Outlander PHEV against a typical company car.





























FROM £31,749 - £42,999

Including £2,500 Government Plug-in Car Grant10


1. Outlander PHEV GX4h compared with Honda CR-V, BMW X3, Audi Q5 and Mercedes E-Class – average saving £5,665 for a 40% taxpayer. The savings for business drivers with a company fuel card are higher. 2. Official EU MPG test figure shown as a guide for comparative purposes and is based on the vehicle being charged from mains electricity. This may not reflect real driving results. 3. Outlander PHEV qualifies as low CO2 emissions vehicle for the purpose of Capital Allowances. 8% write down allowance used for comparison. 4. Savings achieved due to lower Profits Chargeable to Corporation Tax (PCTCT). 5. Class 1a NI only payable on 7% of list price compared to 25%+ average. 6. 7% BIK rate for the 2016/17 tax year. 7. Congestion Charge application required, subject to administrative fee. 8. Domestic plug charge: 5 hours, 16 Amp home charge point: 3.5 hours, 80% rapid charge: 30mins. 9. Government subsidised charge points are available from a number of suppliers for a small fee - ask your dealer for more information. 10. Prices shown include the Government Plug-in Car Grant and VAT (at 20%), but exclude First Registration Fee. Model shown is an Outlander PHEV GX4hs at £38,499 including the Government Plug-in Car Grant. On The Road prices range from £31,804 to £43,054 and include VED, First Registration Fee and the Government Plug-in Car Grant. Metallic/pearlescent paint extra. Prices correct at time of going to print. For more information about the Government Plug-in Car Grant please visit The Government Plug-in Car Grant is subject to change at any time, without prior notice.

Outlander PHEV range fuel consumption in mpg (ltrs/100km): Full Battery Charge: no fuel used, Depleted Battery Charge: 51.4mpg (5.5), Weighted Average: 156.9mpg (1.8), CO2 emissions: 42 g/km.


Its Adaptive Steering keeps it light on its feet. Its Active Noise Control keeps it light on your ears and its low CO2 keeps it light on your wallet. To help your business Go Further contact our Business Centre on 0345 723 2323.




CO 2


£29,795 - £37,260

30% - 29%

152 -149g/km



Official fuel consumption figures in mpg (l/100km) for the New Ford Edge range: urban 43.5-44.1 (6.5-6.4), extra urban 51.4-52.3 (5.5-5.4), combined 47.9-48.7 (5.9-5.8). Official C02 emissions 152-149g/km. The mpg figures quoted are sourced from official EU-regulated test results (EU Directive and Regulation 692/2008), are provided for comparability purposes and may not reflect your actual driving experience. Vehicle shown is the New Ford Edge Titanium in Oxford White. 20́́alloy wheels available at additional charge.

The UK economy relies on the fleet industry to ensure that people and products get where they need to be, when they need to be there. Public and private sector organisations operate fleets of vehicles to deliver products and services, and while these are some of the newest, cleanest and safest cars on UK roads, there are other vehicles used for work purposes that aren’t as good. This hidden part, the story that never gets told, is the ‘grey fleet’. A grey fleet vehicle is one that is owned and driven by an employee for business purposes. The company then reimburses the employee on a pence-per-mile basis for using their own vehicle for these journeys. In 2002, HM Revenue & Customs (HMRC) set an Approved Mileage Allowance Payment (AMAP) rate of 40 pence-per‑mile for the first 10,000 miles travelled by employees in their own cars, and 25 pence for each subsequent mile thereafter. In the 2011 Budget, the Chancellor of the Exchequer increased the rate to 45 pence per mile, to reflect the increasing costs in running a car. These AMAP payments are intended to reimburse the cost of fuel and contribute to the overall running cost, including depreciation. Financial clarity In many areas of the public sector, grey fleet has become the primary mobility solution to enable services to be delivered to local communities. It provides flexible, easily administered transport for employees who need to travel on business. Traditionally, the actual mileage rates paid have been set by bodies representing both employers and employees in their respective sectors. However, findings from a number of studies have shown that many organisations are unaware of the costs, environmental impacts and duty of care risks associated with employees using their own vehicles in the course of their work. Thanks to a ground-breaking report, compiled by the Energy Saving Trust (EST) with the help of the BVRLA and its members, we now have a much clearer view of the scale and scope of grey fleet use in both the private and public sector. The findings are shocking and represent an urgent call to action for anyone

involved with UK work-related road transport. According to the report, some 12 billion business miles are driven each year on Britain’s roads by 14 million employee‑owned cars. Our comprehensive research revealed that this costs organisations more than £5.5 billion a year in mileage claims and car allowances. A typical greenfleet profile Using government figures and fleet data, EST researchers developed a profile of a typical grey fleet vehicle and compared it to alternatives, such as rental cars, car club vehicles and company cars. They found that the average grey fleet car was older, more polluting and potentially more dangerous than its counterparts. The average employee‑owned car used for work purposes is 8.2 years old, and emits 152g/km of CO2. In total, grey fleet vehicles emit 3.6 million tonnes of CO2 and 8,150 tonnes of NOx – more than twice the annual emissions of London buses. In contrast, the average company car provided under a salary sacrifice agreement is just 1.3 years old and emits only 103g/km CO2. The total cost of grey fleet use in the public sector is £786 million, which is generated from the 1.5 billion miles driven by staff. More than 40 per cent of this cost is generated from NHS trusts driving 624 million miles in employee owned vehicles, at a cost of £317 million. A further 34 per cent comes from local authorities undertaking 491 million miles at a cost of £266 million. The Civil Service accounts for 16 per cent of the cost, with police, emergency services and education organisations responsible for the rest. The entire public sector is under considerable pressure to reduce spending while maintaining existing services, and the millions of pounds spent on grey fleet mileage each year represent a fantastic opportunity to save money, preserve public sector jobs and add value for the taxpayer.

Written by Gerry Keaney, chief executive, BVRLA

Focusing on the public sector, the BVRLA’s Gerry Keaney addresses the costly state of grey fleet management, looking at how best to reduce any financial burdens, environmental damage and unnecessary mileage

Grey Fleet

Taking on the grey fleet issue

A wider transport strategy It is also an opportunity to cut carbon emissions and tackle the UK’s air quality crisis, as well as an opportunity for UK businesses to take a more responsible, sustainable and cost‑effective approach to their transport needs. These opportunities may be obvious, but one of the reasons they have remained so elusive in the past is that they are not always easy to grasp. That is why the BVRLA has focused on some of the barriers to tackling the grey fleet and provided organisations with some simple and straightforward advice on doing so. We are also calling on the government to tackle these issues in its transport strategy. The AMAP system used for reimbursing grey fleet drivers is the only part of the motoring tax regime that provides no incentive to drive fewer business miles or use cleaner vehicles. This blind spot is wasting taxpayer money, costing businesses millions of pounds, damaging our environment and making our roads more dangerous. There is no one-size-fits‑all solution, but there are a number of alternatives, including car club vehicles, rental cars, company cars and those provided under salary sacrifice schemes. Understanding at a granular level the journeys being made by employees will enable a public sector organisation to begin to tackle the issue. This might require a significant increase in administration, or a significant investment in new technology, but an alternative would be to employ the services of a fleet management company. Once the scale of the issue has been identified, a company can then introduce stricter controls on its grey fleet management. This would eliminate ‘claims inflation’, where employees round-up their journey mileage. Furthermore, tighter fleet management could reduce unnecessary or poorly planned journeys, such as by transferring grey fleet journeys to non-travel options such as audio and video conferencing. 2

In total, g fleet ve rey hicl emit ov er 3.6 mes ill tonnes of CO ion and 8,1 tonnes 50 of NOx

Racking up mileage For the public sector, significant mileage could be transferred to alternative solutions to reduce costs. Drivers covering more than 10,000 business miles annually should be transferred to company cars. For most journeys of more than 55 miles, a rental car is more cost-effective. Cutting grey fleet mileage by just 15 per cent would be the equivalent of taking 225,000 cars off the road in emissions terms. There are other benefits too. As well as the £5.5 billion of potentially unmanaged costs from mileage claims and car allowances, our research indicated that grey fleet vehicles account for a significant portion of the £2.7 billion costs associated with work-related road accidents. Of the 14 million grey E Volume 97 | GREENFLEET MAGAZINE


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Case study: London Borough of Croydon When the London Borough of Croydon (LBC) wanted to reduce its grey fleet costs, carbon emissions and traffic congestion to relieve local parking pressures, it carried out a comprehensive review which found that 1,284 employees (30 per cent of staff) were travelling 1.1 million miles a year in their own cars on business. The cost of this grey fleet travel equated to £1.3 million per annum, generating 324 tonnes of CO2 emissions. LBC implemented a pay-as-you-go approach to travel, and initiated a pilot of the Zipcar pool car scheme. LBC now has access to 28 vehicles that emit less CO2 than private cars, and are publicly available to Croydon’s 2,139 Zipcar members outside of working hours. The council also implemented Cycle to Work, corporate Oyster cards, lift‑share (for commuting), flexible working and working-from-home policies. The results of these initiatives were impressive. Employee transport costs were reduced by over £500,000 in the first year. Carbon emissions fell by 32 per cent, and business miles were reduced by 42 per cent. Case study: Aylesbury Vale District Council During a period of tight public sector budgets, Aylesbury Vale District Council (AVDC) worked with Enterprise Rent-A-Car to analyse the most popular grey fleet trip destinations, distances and frequency of these trips. The analysis determined that 81 per cent of those trips were shorter than 50 miles while 71 per cent lasted for fewer than four hours. AVDC has installed seven charging points on site, and now uses eight Enterprise pool cars, including three electric vehicles, two plug-ins and a hybrid. Staff can also use daily rental vehicles when their trip is longer than 75 miles or eight hours in duration. As a last option, the mileage reimbursement rate for staff using their own vehicles was reduced to £0.15 pence/mile to discourage the use of private vehicles. Within one year of the car share scheme being introduced, the council has saved £90,000 on travel costs and reduced annual mileage by over 100,000 miles. CO2 emissions have decreased by more than 50 per cent as journeys are now undertaken in less polluting, more fuel efficient cars. Case study: Derbyshire Community Health Services NHS Foundation Trust Derbyshire Community Health Services (DCHS) NHS Foundation Trust serves a patient population of more than one million. A large percentage of its work involves clinical staff driving across Derbyshire to deliver patient care at home. These Care in the Community teams have recently expanded, due to the NHS strategy to have more care in the community, which puts pressure on travel requirements. The trust has 4,500 staff, with around 2,500 claiming expenses for travel using their own vehicles. It now has a pool car fleet of 20 vehicles (including one EV and seven hybrids), and has revised both its expenses and lease car policies. The trust also replaced its old paper‑based mileage claim system with an e-pay system which includes manager checks to confirm the validity of driver and vehicle details. The results speak for themselves. 400 staff have registered for the pool cars, which have travelled 75,000 miles, saving over 6.5 million tonnes of CO2 emissions. The introduction of teleconferencing has also led to a three per cent reduction in mileage claims, while the revised lease car policy has encouraged the adoption of low emission vehicles, and led to average CO2 emissions of 105g/km for new lease cars ordered in 2015. L FURTHER INFORMATION

Mobile driver apps could help the management of grey fleets

Grey Fleet

 fleet vehicles on UK roads, our research suggests that only nine per cent achieve the 5 star EURO NCAP rating. This is compared with 87 per cent of all car club vehicles. The BVRLA would like public sector fleets to set ambitious targets for reducing the impact of their grey fleet by increasing the portion of ultra-low emission grey fleet cars (with CO2 of 75g/km or less) to 50 per cent by 2020. They should also cut total grey fleet mileage by 50 per cent by 2020 – a reduction of 750 million miles per annum. This would not only have huge financial implications, but also improve air quality and road safety. We hope that our research will enable organisations to tackle this issue, and take a more responsible, sustainable and cost-effective approach to their transport needs.

The management of grey fleets has become an ever increasing challenge faced by organisations as the number of work related journeys undertaken in privately owned or leased vehicles continues to grow. It is estimated that there are a staggering 14 million grey fleet vehicles on Britain’s roads, with a significant proportion (up to 62 per cent) of work related journeys undertaken in privately owned or leased vehicles. What is of particular concern is that these employees are not professional drivers and most likely have never had any driver training. It can therefore present a huge issue from a risk exposure, cost, duty of care, environmental and reputational perspective. It is thought that many organisations are not always aware that they are under the same obligations as for a company owned fleet and, as such, grey fleets are coming under increasing scrutiny. Under the terms of the Health & Safety at Work Act, organisations are required to manage fleets including grey fleets ‘appropriately’. It is therefore vital that they have suitable risk management procedures in place. However as managers and HR departments know only too well, imposing stringent polices on grey fleet drivers is not always the most popular of measures and can be met with considerable resistance. So what to do? One effective route is to introduce a mobile solution which is both cost effective and flexible yet produces measurable results. There is more of an appetite for mobile solutions amongst grey fleets as most drivers will already have smart phone devices. Further such an offering allows for easy deployment, is highly effective and offers a plethora of benefits. Not only does a mobile solution improve driver safety, it can also be used to classify mileage claims between commute, business or private mileage and will even alert managers that a phone is not being cradled whilst driving. Providing total ease of use, all drivers have to do is download it, install it, run it, log in and then find the OBD-II (On Board Diagnostics) port within the vehicle and plug the mobile device in. Serving as a ‘coach in the cab’, supported by a robust after sales service, the system has the capability of monitoring 150 vehicle movements and detects and records risky manoeuvres such as sharp cornering, swerving, sudden acceleration and harsh braking and reports to managers. Drivers too receive immediate feedback which means that as soon as they stray from safe, smooth driving they are alerted, the by-product of which is instilling good driving habits resulting in lower fuel bills, fewer incidents and reduced insurance premiums. A win win solution for managers and drivers alike! FURTHER INFORMATION Tel: 01133 570 090



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Electric vehicle charge points from energy services company, Everwarm Group Working in close partnership with utility companies, Everwarm has installed energy efficiency measures in over 140,000 households over the last four years, including over 2,500 Electric Vehicle Charge Points (EVCP) Everwarm is one of Scotland’s largest energy services companies, employing over 340 staff and delivering contracts for over half of the local authorities in Scotland. It carries out a variety of services including solid wall Insulation (both internal and external), gas, electric & renewable heating systems, solar thermal & solar PV systems, and electric vehicle charging points. Helping you save money and the environment You want to save money and cut your carbon emissions, and so you’re looking at the installation of an EVCP. More and more home owners and businesses, like yourselves, are signing up to have them fitted – and Everwarm have been with them every step of the way. Being an OLEV-approved supplier and installer means the firm can offer expert advice to help you determine exactly the right solution for you. Everwarm will also take care of your installation from start to finish, meaning you can relax and benefit from support at all the key stages. Quality and affordability – why compromise? In our challenging economic climate, making savings can make all the difference for many businesses. But you know that quality is equally important. That’s why Everwarm has partnered with market leaders in the electrical field: Elektromotive & ABB. Together with these two companies, Everwarm will give you access to all the latest innovations. And it’ll ensure that you receive the highest quality hardware. Whatever your circumstances, Everwarm will provide the solution that gives you the greatest benefits.

Everwarm delivers a full service that includes your electrical survey, site survey and installation. All work is fully tested and commissioned by our qualified electricians on the road – its chargers also offer the option of a rapid charge function. Safety by design To install the EVCP, you must provide a suitable location for it – one which is within a reasonable distance of your electricity distribution board. The ergonomic design not only looks great but is weatherproof, and specifically addresses the issue of reduced-access locations. If you’d like, Everwarm can even work with you to provide a unit with your own company logos. Looking after you each step of the way Everwarm deliver a full service that includes your electrical survey, site survey and installation. All work is fully tested and commissioned by our qualified electricians to 17th edition BS 7671 standard. It’s also in line with the IET Code of Practice for electrical vehicle charging equipment installations. You’ll be given a full communications package to help you get the best from your new charge point. It doesn’t stop there though.

The option is yours Every home and business is a different size, location and demand. All these things determine what options will work best for any given scenario. That’s why with Everwarm, you can choose from a full selection of wall mounted and post‑mounted charging points, with either single or double-headed applications. The company also knows that as a busy business, you need to keep your vehicles



Everwarm knows that you may need support after installation. Because of this, it will give you a 12-month warranty as standard, with the option to extend to a three year warranty with service plan. Making the most of government funding schemes Funding is available for both domestic and commercial charging points. The Office for Low Emission Vehicles will provide funding towards the installation of an EVCP at your property if you have an electric vehicle. Commercial properties in Scotland may qualify for funding from the Energy Savings Trust, which will allow for the installation of a 7kW, 22kW or 50kW (depending on their location). Why not join the growing list of businesses and home owners who are working with Everwarm to save money and significantly cut their carbon emissions? L FURTHER INFORMATION For more information visit or email


Expert Panel: Electric Vehicles

EXPERT PANEL Electric vehicles continue to go from strength to strength with manufacturers seeing record sales thus far in 2016. GreenFleet and its panel of experts evaluate how well-equipped the UK’s charging infrastructure is to support greater uptake

Mark Bonnor-Moris, director of business development, Chargemaster Plc Previous to his current role Mark was head of electric vehicle infrastructure (EVI) for UK and Ireland for Siemens. Mark has now joined the senior management at Chargemaster with a remit to strengthen its market leading position. Mark is well respected within the EVI industry and sits on a number of industry groups and committees

Gary Stirling, operations support manager, Everwarm

Poppy Welch, head of the Go Ultra Low campaign

Gary has grown Everwarm’s electric vehicle charge point sector from strength to strength. He has worked with charge point manufacturers and with various schemes and has been key in developing the current EVCP infrastructure. He has managed installations at high-profile locations including the House of Commons

Poppy started her career in communications at top advertising agency J Walter Thompson, working on the global Vodafone business. After a number of different roles in advertising, she went client side at Vodafone UK. After leave to have children, she returned to head up the Go Ultra Low campaign at SMMT in July 2015

Thus far 2016 has been a record year for electric vehicles (EVs), with manufacturer after manufacturer posting record sales and uptake steadily increasing among fleets, as well as for personal use. As of August 2016, BMW has already sold a total of 34,664 electrified vehicles globally, including all-electric and hybrid vehicles, beating its total sales figures for the whole of 2015. This growth is being led by innovative vehicles such as the BMW i3, which saw 2,848 deliveries in the month of August alone, up 73.2 per cent compared to the same month last year. The record sales were not just limited to BMW, as Nissan sold its 15,000 all-electric Leaf this September, marking a major milestone for the world’s best-selling all-electric vehicle. Renault also handed over the key to its 100,000th EV in September, as

Norwegian Åsmund Gillebo picked up his all‑electric Zoe, five years after the French manufacturer launched its first EV. The picture in the UK mirrors the strong global sales, with 9,657 ultra low emissions vehicles (ULEVs) registered in the UK from April to June 2016, according to figures published by the Department for Transport (DfT) – this represents an increase of 49 per cent compared to the same period last year and 253 per cent compared to 2014. The Mitsubishi Outlander PHEV still reigns as the UK’s top selling vehicle eligible for the Plug-in car Grant (PiCG), posting sales of 21,708 in Q2 of 2016, an increase of almost 10,000 compared to the same period in 2015. It was followed by the Nissan Leaf, with 12,837 Q2 sales, the BMW i3, with 4,457 Q2 sales, and the Renault Zoe, which saw 4,339 sales in Q2. The Tesla Model S has also gained

Sander van der Veen, country manager UK, the New Motion Sander has a strong belief that it is this generation that needs to solve climate change, which is what gets him out of bed every day. Trained as an engineer, his previous experiences include strategy consulting as well as launching a startup in South East Asia. Sander is UK country manager at EV charging company the New Motion

significant ground, with 3,312 units sold in Q2 2016, compared to 1,047 for Q2 2015. Public charging This progress is a positive sign for the uptake of new low emission technology in the UK and will have to continue if the government is to reach its target of almost all cars and vans to be zero-emission by 2050. However, an increasing number of plug-in vehicles will require the charging infrastructure to grow at a similar pace to ensure that electrified vehicles remain a practical solution for British motorists. The government currently operates an incentive scheme that provides EV drivers up to £500 off a home EV charger, but a large proportion of the British public do not have access to off-road parking – so if EVs are to become a truly widespread mobility solution, public charging infrastructure will need to E Volume 97 | GREENFLEET MAGAZINE


Expert Panel: Electric Vehicles


 develop to a point where customers are confident they can easily charge their vehicles. Chargemaster’s Mark Bonnor-Morris opines that network operators will need to provide a number of different solutions to accommodate for different EV user groups. He says: “The fact that not all EV drivers have access to off street parking (especially in cities) means that there will always be a requirement for a public charging network. To encourage and increase the uptake of EVs, network operators need to provide solutions for the different EV user groups, from low power on street overnight charging to high power rapid charging for the next generation of 80kW+ batteries coming to market.” Mark believes that customer confidence in a public network is crucial, meaning that charging networks have to be underpinned by “exemplary levels of reliability” and supported by up to date data to help drivers select the correct location and type of charger to match their needs. This is a feeling echoed by the New Motion’s Sander van der Veen, who also highlighted the issue of providing charging facilities to families without a private drive. Sander explains that the majority of early adopters were drivers with their own private drives and an increasingly important issue will be providing charging facilities to families without one. He says: “As mass market electric vehicles are coming to market in the next two to four years, more and more families without private drives will be dependent on on‑street ‘domestic’ charging, essentially public

charge points used for private charging.” An innovative solution that could prove useful is charge points that can be fitted into existing lamp posts. A trial took place in Hounslow last year which saw the council trial the new technology developed by German company Ubitricity. The points cost just £70 and utilise existing infrastructure and so could go some way to tackle to issue of on street charging. Alternatively, Go Ultra Low’s Poppy Welch believes that roadside charging is an important, “but not critical”, facility for most EV owners. She says fleet managers should be “encouraged by the fact that there are already more than 11,000 publicly‑accessible charge points located across the UK and the fact that Britain already has the best rapid charger network in Europe”. Poppy also believes that EV drivers travelling further afield can be reassured by the fact that 96 per cent of motorway service stations now also have rapid charger facilities. Gary Sterling of Everwarm, however, believes there are still a number of issues that need to be addressed. He draws attention to the fact there are still “blank zones”

where there is no charging coverage for a significant distance throughout the country. While he can clearly see that the UK has “taken huge strides in recent years” to develop its charging infrastructure, Gary warns “there is still work to be done” because, quite simply, “if there are no chargers there are no electric vehicles”. Current challenges Gary believes that a major challenge facing EV drivers in the UK is the reluctance of charge point providers to offer a “transparent network”. He says: “There are EV drivers in this county who will have a wallet full of RFID cards for various networks just so they have security that when they get to the charger they can actually use it. When you compare this with countries across Europe, they will allow you to charge a vehicle from a single card because the networks have an agreement to allow roaming on each other’s networks.” Gary adds that there is “no reason” why this kind of system cannot be implemented in the UK, as it would likely be a big step to improving the practicality of EVs on British roads. Sander of New Motion also lists this lack of interoperability as a major issue, again citing the issue of drivers needing to carry around a variety of different RFID cards.

An ngly increasi t issue n importaproviding will be facilities to g chargin s without a familie te drive priva

Range anxiety Concerns over public charge point coverage lead into one of the biggest barriers to adoption for EVs – range anxiety. The fear that a driver may not be able to easily re‑charge their vehicle, which would limit their ability to freely travel as they are accustomed to in a conventionally fuelled car, is a big hurdle that needs to be overcome. Sander van der Veen thinks that the ‘simple answer’ to this problem is to increase charge point density, however, he believes that enabling roaming on different networks could also be a “much more practical step.”

Expert Panel: Electric Vehicles

Sander believes that these networks could still profit through roaming and suggests issuing a “mark-up for the cost of other charge cards,” which he thinks could be a “simple and straightforward solution that needs limited adjustments to today’s technology.” He adds: “One easy way to enable roaming is to create a central charge card database with real-time authentication. Of course, the various networks will need to agree on the commercial conditions first. A more advanced option is the implementation of a decentralised solution called Open Charge Point Interface (OCPI): an independent charging standard to exchange charge point information between charge point operators and/or mobility service providers. “In terms of operating charge points, some networks seem to go down the route of purely app based charging, which may work but I would for the short- to mid-term advocate still having the option to simply swipe a card/ tap your phone, purely because of the ease of it. In the long run the electric vehicle will most likely identify itself at a smart charge point and start and pay for charging itself.” Another key challenge identified by the panel was coverage, Gary says: “We need to ensure an infrastructure exists which allows EV drivers to commute with as little disturbance to their journey as possible.” Mark Bonnor-Moris singles out gaps in the public network in more rural locations, such as Wales and the South West, as presenting a significant barrier to drivers in those areas adopting EVs, and admits it will “take time for these gaps to be filled.” Poppy Welch has a positive outlook on the current state of EV charging in the UK, as there are currently over 11,000 charge points around the UK, which is set to increase with the allocation of government funding through the Go Ultra Low City scheme. The scheme has seen a total of £40 million allocated to promote EVs in Nottingham, Bristol, Milton Keynes and London and will help to fund around 750 new public charge points. Discussing the practicality of EVs and charging infrastructure, she adds: “Research has found that currently more than a third of UK motorists never travel more than 80 miles in a single trip, comfortably within the 100‑mile range of most pure EVs. Therefore, many drivers do not have to go out of their way to recharge an EV when it is easy to refuel from the comfort of their own home, simply by plugging their vehicle in overnight.”

“The ‘next generation’ of EVs will come with bigger capacity batteries and much higher ranges of around 200 miles, which will make range anxiety less of an issue” Sander suggests that along with greater interoperability, greater “transparency” is also required – meaning EV drivers need to be able to see real time charge point status and pricing. One of the best sources for this information is Zap-Map, which covers charging networks in the UK and provides EV drivers with key charge point information, as well as its ‘Zap‑Chat’ function, which allows users to provide status updates and last-mile information. However, Sander believes there are still “significant improvements to be made” and that charge point providers can do more to achieve the goal of having ‘one single view of seeing the complete charge network in the UK.” Mark from Chargemaster opines that “confidence in the public charging network” is the key to tackling range anxiety and echoes Sander’s thoughts that drivers need to be able to locate all nearby charging stations. He says: “Smartphone apps or in-car navigation systems need to allow drivers to locate nearby charging stations and their prices, and check availability. To make this happen EV network operators need to provide accurate and up to date data on their networks, in terms of locations, type and availability.” In addition to greater confidence in charging infrastructure, Mark also suggests that

the “next generation” of EVs will come with bigger capacity batteries and much higher ranges of around 200 miles, which will make range anxiety less of an issue. We are already seeing these kind of technological developments with Tesla’s recently unveiled Model 3, which will reportedly boast a range of up to 215 miles and start at around £30,000. Despite drivers’ reservations over the practicality of EVs, Gary Stirling believes that greater education could go a long way to tackle range anxiety, regardless of improvements to EV batteries and better charge point coverage. Gary says: “I believe taking the time to offer some advice to people with range anxiety would go a long way to settling their concerns. When I’ve spoken with potential EV owners, a number of them have expressed concerns over both vehicle range and charging infrastructure. When the time is taken to show these people the vast coverage of chargers available to them and just how far the vehicles can travel on a single charge it soon changes their mind.” Poppy Welch also believes that better education is key to assuaging range anxiety and advises fleet managers that “most pure electric vehicles have a duty-cycle perfectly suited to the needs of millions of operators running small and medium-sized vans as back-to-base or short-haul vehicles”. E Volume 97 | GREENFLEET MAGAZINE


Expert Panel: Electric Vehicles

Expert final thoughts  She adds: “Recent research from the RAC Foundation found that EV drivers will now never be more than 20 miles from a service station charge point on 98 per cent of the motorway system in England, on 98 per cent of the motorways in Scotland and on 100 per cent of the motorways in Wales. As well as this, following the Road Investment Strategy, Highways England also pledged £15 million to ensure that on our major roads there is a rapid charge point at least every 20 miles. “But driver education is key. Many drivers cite range anxiety as their main issue for not making the switch, but the technology is here and the infrastructure is constantly growing. Recent research from Nissan found that public charging locations will outnumber the amount of petrol stations in the UK by 2020, meaning charging on the go will be even easier. Also, new US study by MIT found that range anxiety is overblown, and that 87 per cent of personal vehicles could be replaced with an electric car today. As more drivers understand that these vehicles are cars for today and are fit for many purposes, a time when electric vehicles become the norm seems that much closer.” Looking to the future Both Gary Stirling and Sander van der Veen are in agreement that we will see the continual development charge point technology, which will likely lead to an increase in rapid chargers that will soon be able to charge your car in 10 minutes or less. Gary points out we have already seen the development from 3kW chargers to 50kW rapid chargers, as well as

125kW Tesla superchargers in some areas. Mark Bonnor-Moris thinks that a lot of Local Authority based schemes are likely to transition to the private sector over the next few years, which he believes will result in increased investment and higher levels of customer service. Go Ultra Low is confident that the majority of charging will continue to happen at the home, and Sander sees an increase in charge point integrated solutions, either with street furniture (such as street lights), which would help to accommodate those drivers who do not have access to off-road parking. One exciting possibility we could see in the future is the introduction of wireless charging, as Gary highlights a 20kW wireless charging system has been developed over the past three years by the government-backed Oak Ridge National Laboratory (ORNL) with Toyota, Cisco Systems, Clemson University and Evatran. Wireless charging systems built into roads could revolutionise the practicality of EVs and effectively put an end to range anxiety, but, as Gary notes, “only time will tell” if this really is future of EV charging. Until then, charging infrastructure is steadily building and is already in a position to support the vast majority of drivers if they were to purchase an EV. It appears that better education could be the key to greater adoption in the immediate future, as many are unaware of the number of charging solutions available to them. L FURTHER INFORMATION

Mark Bonnor-Moris Currently there are too many small regional schemes and gaps in national coverage. However over the next few years I expect a lot of the Local Authority based schemes to transition to the private sector and for the remaining networks to consolidate. These networks will benefit from a higher number of users and transactions, resulting in increased investment and higher levels of customer service. The EV driver will benefit from a more extensive and robust network. Gary Stirling We’re seeing the continual development in the technology behind the charge points to try and reduce charge times. We also see a wireless charging system has been unveiled in the US that has the potential to match the power output of plug-powered fast-chargers and is capable of charging electric cars on the go. The 20kW wireless charging system, has been developed over the past three years by the government‑backed Oak Ridge National Laboratory with Toyota, Cisco Systems, Clemson University and Evatran. Is this the future of EV charging? Only time will tell. Poppy Welch We expect that the majority of charging will continue to happen at home, where drivers can conveniently charge their EVs. In addition to the many publicly‑accessible charge points already installed at locations across the UK, many more new units are being installed in urban and rural areas in the coming months. Around 750 extra new public charge points will be delivered across the UK through £40m government investment in the Go Ultra Low City scheme. Sander van der Veen As technology progresses we will see an increase in rapid chargers that will be able to recharge your car in 10 minutes or less. There will still be 22 kW fast chargers as these are cheaper and less demanding on the power grid, which will charge your car in a few hours. As the industry is installing more and more hardware into the public environment we will see an increase in charge point integrated solutions, either with street furniture (such as street lights) or in the ground (such as inductive charging). With increased strain on the energy grids, all these charge points will need to be smart‑connected to be able to participate in Demand Side Response.


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quodi blaborum ut molorem nos laboribus Motorists in the UK are buying more electricaut ationse figures from Lexeumque Autolease illustrate how vehicles (EVs) thandolo ever. Since higher P11Ds are more thannullacianti offset by et quoditiat qui2011, de when volecab orerisqui nitibusdae the first plug-in car grant application significant fuel savings, notwithstanding rest, sitiatis ut idem quodi consequat facimagnime pernatemquae was received, the number of EVs on our recent falls in the pump price of petrol nimus esannet et 20-40 per cent roads has earibus, risen steeply.tem More ipsaest and more moluptatium and diesel, estimated motorists are switching to electric and reduction in SMR costs and tax benefits. xoxoxoxo from low running costs, tax benefiting For example, Lex Autolease data from July incentives and a great driving experience. 2016 (Table 1, below) reveal sthat running a FURTHER By the end INFORMATION of June 2016, there were Nissan LEAF Acenta over four years/60,000 more than 70,000 electric vehicles on our miles will deliver a potential saving of £70 a xxx This rapid surge in uptake has been roads. month over a Ford Focus 1.5 EcoBoost Zetec S. primarily driven by the UK fleet market – This equates to £3,360 over a four-year with private and public sector organisations’ operating cycle – multiply that by a fleet EV purchases making up 72 per cent of of just 10 cars and the savings increase to the market. Additionally, 45 per cent more nearly £34,000 over four years. The data electric cars have been registered to corporate (Table 1) also show how the Volkswagen buyers during the first half of 2016. Golf GTE and BMW i3 offer an equally The reason for this is clear. As any seasoned compelling whole life costs proposition fleet manager will tell you, fleet best practice when compared to similar models. dictates that vehicle operating choice decisions should be based on whole life costs, because Smart business they provide the best forward estimate of the Smarter businesses are well on the road real costs to an organisation, in delivering to emission-free and low-cost motoring, business mileage over a replacement cycle. taking significant numbers of EVs onto their Never has this been more relevant than fleets, learning how they work and where in respect to electric vehicles – despite their they are fit for purpose. The organisations higher P11D values, EVs are cheaper to that have gained ‘Go Ultra Low Company’ operate than petrol or diesel equivalents and status are perfect examples of how to fleets are realising this in record numbers. make EVs work within a business, while Don’t just take my word for it. Latest laying the foundations for a massive

Aims and objectives One of the aims of Go Ultra Low is to encourage every business in the UK to adopt electric vehicles into their fleets and offer their employees the chance to drive or own one. Not only are they cleaner, but, as the whole life costs numbers show, they can save businesses and employees money. Go Ultra Low Company status If you’re reading this and run electric vehicles on your fleet – we want to hear from you. Visit our website ( and apply for Go Ultra Low Company status – together, we can promote the work you’re doing, and encourage others to follow your lead. Any public and private sector organisations that already use EVs, or offer them to employees as company cars, are eligible for Go Ultra Low Company status, providing there’s a commitment for EVs to make up at least five per cent of their vehicle fleet by 2020. We’re making excellent progress, and we need to encourage more fleets to be bold and see the multiple benefits that EVs can bring. Let’s work together to build on recent momentum and continue to lead the electric revolution. L

Written by Poppy Welch, Head of Go Ultra Low

More and more UK fleets are realising the multiple benefits that electric vehicles can bring, and can now promote their work through the Go Ultra Low Companies initiative

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Leaders 800 WORD of the EDIT HEADLINE electric revolution HERE AS TIGHT AS POSS

technology step-change in the future. The Go Ultra Low Companies initiative recognises organisations that are leading the electric motoring revolution by using electric vehicles (EVs), and pledging to buy even more. The response to the scheme has been excellent, from both the private and public sectors – ranging from small businesses like Spacestor to the 800-year-old University of Cambridge. No matter the size of your organisation or fleet, we encourage you to follow these companies’ lead and consider switching vehicles to electric.

FURTHER INFORMATION www.goultralow/fleet



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Telematics take-up almost doubles in less than a year, says report The number of UK businesses which are using telematics vehicle tracking technology in 2016 has almost doubled since last year, according to the findings of a new report from RAC Telematics The RAC Telematics Report 2016 found almost two thirds (65 per cent) of all businesses surveyed now use telematics devices in their vehicles (including black box and smartphone apps) compared to 38 per cent in 2015. Businesses across all sectors have increased their use of telematics according to the survey with business services the highest at 70 per cent, retail at 67 per cent and construction take-up at 66 per cent. While in terms of business size, 51 per cent of sole traders say they are using the technology now compared to 14 per cent last year, and 58 per cent of small firms with 50 staff or fewer said they use telematics compared to 25 per cent last year – more than double the percentage. Usage At the other end of the scale, in the corporate sector, (1,000 to 5,000 employees) usage has gone from 29 per cent to 67 per cent. Businesses which say they use telematics cite benefits such as lower fuel costs (55 per cent), fewer accidents (43 per cent) and a reduction in maintenance costs (31 per cent) among the top reasons for introducing telematics to their fleets. The report also looks ahead to what businesses want to see from the technology in the future, such as greater integration with other motoring services, including breakdown and accident management. RAC Telematics MD Nick Walker said that businesses are now much more accepting of the technology because they recognise the business benefits far outweigh previous concerns there may have been about tracking. He said: “We see that the world has moved on from a slight fear about telematics, the old ‘Big Brother’ image that is well behind us now, as people are seeing the benefits, and looking at how they can bring those benefits into their own fleets. “One of the very clear factors that we are seeing from the report, and from what we’re hearing from customers, is that telematics is now being associated with cost reduction, cost benefits, more insight and duty of care, than it is about pure tracking and the older benefits of telematics. “People are looking now for things like vehicle condition monitoring and vehicle diagnostics. When vehicles have faults


fleet managers want to know so they can anticipate and plan downtime, so vehicle health is a real key part of the future of telematics, and that is really nicely aligned to what we’re doing at the RAC. “We are heavily focused on vehicle diagnostics because the core of our business is keeping vehicles and customers on the road. So the diagnostic capability of telematics is a key feature we’re investing in. “We’ve also invested in the technology to deliver this to fleet managers so they can get that genuine insight, so they can keep their fleets on the road, minimise downtime and maximise uptime.” Enabling Integration Walker said that with the increased focus on the ‘connected car’, businesses are expecting telematics technology to enable more integration with other motoring services. For example, half of those surveyed say they want direct reporting of faults from the telematics device to their fleet manager or chief mechanic, so they know as soon as possible when there is a problem with a vehicle. Following the acquisition of Nebula Systems early in 2016 the RAC Telematics black box device is now able to read and analyse significantly more data from the vehicle’s on-board computers, from a much wider range of vehicle makes and models, compared to competitor solutions. Using telematics to help prevent faults and breakdown by receiving alerts when a part or component such as a battery is starting to fail, is part of the RAC’s vehicle health monitoring function.


Walker adds: “Telematics has delivered a huge amount of power into the hands of the fleet manager or business owner who can now see what is happening with their vehicles and be proactive in terms of how they deal with it. “What our research suggests is a very strong level of telematics take-up in the UK, and our message to businesses is that with this level of technology available, it is vital that fleet managers make the right choice and get the right solution for their business. “With RAC Telematics for example, customers can monitor vehicle health, driver score, and track location, and they have market-leading crash detection technology. RAC Telematics can detect when an incident has happened at very low speeds with more than 90% certainty, so that hitting speed bumps or kerbs does not register falsely. “Drivers themselves are able to keep in touch with how they are driving by downloading the RAC Telematics smartphone app, and a personal Bluetooth key fob is also available which means they can switch to private mode for non-work journeys, which is key for grey fleet and pool car users. “It’s no longer about just keeping tabs on staff or vehicles, it’s much more about managing the vehicle as an asset.” L The report was commissioned and carried out among two samples of 500 UK businesses, in September 2015 and May 2016, by 3Gem Media. For a copy of the report, go to: FURTHER INFORMATION

Expert Panel: Telematics

EXPERT PANEL TELEMATICS Technology is changing the way we travel. GreenFleet quizzes its telematics expert panel on how connectivity is facilitating new mobility trends, aiding fleet management, and reducing CO2 emissions

Yon Copitch, managing director, Traffilog

Nick Walker, managing director, RAC Telematics

Martin Kadhim, director, Lightfoot Partnership

Jack Palmer, senior project manager, TU-Automotive

Having spent more than 20 years in the Location Based Services and security industries, Yon brings a wealth of market experience to the Traffilog team. He joined the company in 2007 and has assisted in the creation of hugely successful distribution partners in the Nordic and Russian regions before becoming managing director

Nick joined the team in 2015 from Masternaut, where he was managing director of their central European business. In a career that includes 28 years working in mainland Europe and the USA, Nick brought with him a wealth of experience in growing fast-paced technology businesses

Martin has extensive knowledge in IT, advertising and is passionate about the use of technology and psychology to improve driver behaviour, lower costs and reduce harmful emissions. He has been a pioneer in the sector since 2006, playing a key role in the development, evolution and commercial growth of Lightfoot

Jack Palmer is a senior project manager at TU-Automotive, a communications and research hub for the connected and automated vehicle and mobility ecosystem. Jack oversees the research, marketing, sales and logistics of a portfolio of global events, focusing on this evolving space

According to Department for Transport’s road‑use statistics, 64 per cent of our journeys are done in the car, making it still the preferred mode of transport. But in the digital, smart phone age, the way we travel is changing. We are no longer restricted to a choice of either car or public transport, and at the mercy of traffic or transport delays. We can now plan a journey taking in the bigger picture – traffic, parking, transport delays, congestion zones – and choose to get to our destination using an efficient mix of travel modes. The traditional idea of car ownership is also being challenged. For city dwellers especially, where parking, congestion, and low-emission zones are an issue, alternative travel services, such as car clubs and car sharing, offer an easily accessible

alternative. Or if that is a step too far, these services can at least provide another option to owning a costly second vehicle, especially if it is only used on occasion. This new way of viewing mobility is facilitated by connectivity – cars that are equipped with the internet that can communicate with their surroundings and the driver. On a basic level, this could be the car communicating to the driver via a smart phone; in the future however, this could be vehicles communicating with other vehicles, as well as the road infrastructure around it – making ideas such as self driving cars a reality. “Connectivity has allowed us to be more informed, up to date, and be able to make better choices about travel,” says Nick Walker, managing director, at RAC

Telematics. “In many ways we are still at an early stage in the journey when it comes to the connected car, but we can already see things like traffic information connected to vehicle location and route planning already providing benefits. If you think that the mid 1990s was all about the launch and development of the internet, 20 years later we have moved to the development of the Internet of Things, and the connected car is very much part of that evolution.” Martin Kadhim, partnerships director for Lightfoot, said: “Our road travel is already being heavily influenced by integrated technologies. Remote monitoring of traffic conditions inform variable speed limits to keep traffic moving through congestion; overhead matrices are able to warn of obstructions and hazards, and number E Volume 97 | GREENFLEET MAGAZINE


Expert Panel: Telematics

maintenance schedule will allow operators to book vehicles in where abnormal trends in engine data indicate a potential fault brewing. Developments such as these lead to reduced emergency down-time and enhanced scheduling for vehicles being off-road.” Jack Palmer from TU Automotive says: “Fleet management has always been and will always will be about saving costs and saving time. This can be enhanced through connectivity by diagnostics/prognostics data that aids in maintaining a fleet. For example, if you can identify that a tyre is losing grip or air before it becomes a problem, you can be proactive in booking the vehicle in for maintenance, thus avoiding time off the road in the future, which may present a bigger problem and higher costs.” For delivery and logistics companies, tracking, routing and scheduling systems can make operations much more efficient, in terms of getting goods to where they need to be in time. Jack Palmer adds: “The connected vehicle has given trucking fleets the ability to improve how routes are planned – often away from traffic hotspots or routed in a way which is the most efficient for picking up loads.”

 plate recognition is detecting pre-payment of toll charges, and capturing untaxed vehicle, speeding and car crime data.” Yon Copitch from Traffilog said: “In the past getting lost was a regular hazard, taking wrong turns, missing junctions and getting stuck in traffic. Today we use satellite navigation to find the fastest route and rarely get lost.” According to research firm Gartner, by 2020, one in five vehicles will have some sort of wireless network connection, accounting for more than a quarter of a billion cars on global roads. At the moment, most new cars have some form of connectivity, the challenge however is getting the driver to use the technology and its data to its full potential. Jack Palmer, senior project manager at TU‑Automotive, said: “We really are at the tip of the iceberg in regards to how connectivity can influence the way we travel. New models of passenger and commercial vehicles are coming off the assembly line with built-in 4G capabilities and a connection to the industrial IoT and cloud. But how many people own these cars, and if they do, how many people actually utilise the connected services that these cars possess? The answer to both questions is not many, or not enough. Until


we reach a critical mass of connected cars/ trucks on the road, used to their full potential, real innovation will not be realised.” Fleet benefits Connectivity, and the data it creates, gives fleet managers more visibility into how their fleet is run, allowing them to identify where improvements can be made. It allows managers to see where drivers are and how they are driving, what potential vehicle faults are coming up, and what the best routes to take are. RAC’s Nick Walker said: “Connected vehicles provide fleet operations with much more insight than ever before, enabling them to be proactive with their vehicles. For example, fleet operations can optimise the planning of vehicle servicing, repairs and maintenance through access to vehicle fault data and service indicators. Also, greater insight into fleet performance enables more informed decision making about which types of vehicles can perform better for the business than others.” Martin Kadhim from Lightfoot agrees: “Being able to gather data from a vehicle based upon its current service status and work to a preventative rather than fixed-time


Driver insight Another fundamental benefit connected technology has for fleets is the insight it gives into the driver. An organisation can buy the most efficient vehicles, but if they are being driven badly, this negates any good intentions at the procurement stage. Telematics systems send data back to head office on how staff are driving – whether they are speeding, or braking and cornering too harshly. Many systems give real-time feedback to drivers too so they can modify their driving style whilst on the road. Data on driver performance allows managers to give the appropriate training to staff, and in some cases, provide incentive schemes that reward good driving. Martin Kadhim from Lightfoot says: “We believe that where technology is at its most exciting and powerful is where it actively influences an individual to change their behaviour in a positive and sustained manner – not from the point of view of increasing brand loyalty to a particular retain outlet on a motorway service station, but in terms of making better, safer, more efficient drivers. This is where our customers are seeing biggest gains – where they are using technology to connect the driver with the vehicle’s engineering, so that the driver is being coached by the vehicle to drive in the manner in which the vehicle was designed. Improve the driving behaviours and many of your other problems are immediately reduced.” Jack Palmer from TU-Automotive said: “Connected vehicles are a tremendous asset to fleets as they can now track exactly how well driver and vehicles are operating. On the driver behavioural side, telematics service providers offer fleets the ability to see how long drivers are on the road, how well they are driving (hard braking statistics, incident reporting) and data can even be provided on work performance

facilitating journeys. How far electric vehicles can travel, where they can recharge, and how long it will take means drivers need to think more carefully about their journey than if they were driving a conventionally fuelled car. Technology can help by connecting the vehicle to the outside world, letting drivers know where nearby charging points are and keeping them updated on battery life. Connectivity in electric vehicles can also help with journey planning should the range not be enough to reach the final destination. For example, the system could suggest driving to a train station with a car park with charge points, doing the remainder of the journey on train, and then returning to a fully charged vehicle. All with real‑time information on how trains are running and whether

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Environmental benefits Connected vehicles and new mobility trends have great potential to reduce emissions and air pollution. Being able to monitor and coach staff so they drive more efficiently reduces fuel use and therefore emissions. What’s more, efficient routes which avoid traffic, means less stopping and starting whilst letting out fumes. Martin Kadhim from Lightfoot says: “Technology alerts managers to excessive idling, and highways traffic management technology is assisting with maintaining traffic flow through congested areas. By having drivers lighter on their right foot, better aware of gear selection and more sensitive to long periods of idling at complex traffic lights or roadworks all play a major part in driving down CO2 levels.” Nick Walker from RAC said: “Connectivity is helping drivers and fleet managers to better manage fuel usage which in turn reduces CO2 emissions. By deploying connected services that monitor driver behaviour and by introducing a system that gives direct feedback and advice to drivers, it is helping to create safer drivers and reduce CO2 emissions. But CO2 is not only about better driving. Well maintained and regularly serviced vehicles will minimise emissions. Connected technology today can alert fleet managers and drivers to vehicle servicing and maintenance needs.” Yon Copitch from Traffilog said: “Primarily connectivity has seen, through driver behaviour, a reduction in fuel costs as drivers become safer and more efficient. Diagnostic solutions help fleet managers to keep vehicles in better shape, predicting failures and maintaining vehicles to higher standards. These solutions all provide a reduction in CO2 emissions.”

there is traffic on route. This connectivity to the outside world can play a significant role in reassuring those unsure of buying an electric vehicle because of concerns over range and limited charging infrastructure. Data from diverse sources Looking to the future, Martin Kadhim from Lightfoot believes increased integration of data will bring about significant developments. “Huge developments are likely through the integration of data derived from telematics with data that comes from other sensors and connected devices,” he says. “Quite what this looks like no one yet knows, but there will surely be a boom in the provision of timely, relevant and location specific information to assist both fleet managers and drivers.” Nick Walker believes that interpreting E

Expert Panel: Telematics

metrics (such as percentage on time, medical history) that can help fleets inform their HR strategy and company culture so that they can attract and retain good drivers.” Yon Copitch from Traffilog says: “Our company has over 250,000 connected vehicles in 28 countries. All our customers are reducing costs, saving money and reducing downtime of vehicles. Driver behaviour feedback and preventative maintenance ensures that fleet managers are kept up to date in real time and allow them to react quickly to any issues and maintain safety.” What’s more, tracking, camera and safety systems means the driver is safer, with head office knowing where they are at all times, with many systems or cars themselves notifying back office if a collision has occurred.

A greener way to travel New mobility trends which challenge the idea of traditional car ownership, such as car sharing, are helping to reduce the amount of vehicles on the road, therefore easing congestion and air pollution. When it comes to electric vehicles, connectivity can play a major part in



Expert Panel: Telematics

Expert final thoughts

New mobility trends which challenge the idea of traditional car ownership, such as car sharing, are helping to reduce the amount of vehicles on the road, therefore easing congestion and air pollution.  the data created from connectivity is key if anything meaningful is to come out of technology. He said: “Connectivity is providing a very high level of insight into the vehicle and how the vehicle is driven. This will increase over time. But modern mobility requires that insight to be interpreted into meaningful information, and the presentation of that information needs to be instant and convenient. Apps will become ever more important as they link vehicle data, driver data, and useful information together to help manage modern mobility. Apps covering route planning, fuel stops, and journey advice will turn connected data into more and more compelling services for all.” Yon Copitch from Traffilog believes that the information from connected cars should be available as one solution: “The connected vehicle is the future with intelligent satellite navigation, CCTV, WiFi, passenger counting, alcohol testing, tachograph download, accident reporting, and messaging already available as one solution. It is inevitable that fleet managers will look to single supplier technology and the avoidance and expense of multiple sims.” The future In February this year, the UK government announced it is to invest £20 million to develop the next generation of autonomous vehicles. The projects will research and develop enhanced communication between vehicles and roadside infrastructure or urban information systems, including new ‘talking car technologies’. The UK government, and indeed many others around the world, believe self driving cars can lead to less congestion, air pollution, and improved road safety For fleets, this could also lead to improved productivity, as staff can spend time working on a laptop or making calls instead of driving. Whilst this vision may seem futuristic and unrealistic, many vehicles already have


self‑driving functions, such as auto parking. What’s more, autonomous vehicles are already being tested on roads in Bristol, Coventry, Milton Keynes and Greenwich. Jack Palmer from TU Automotive comments: “The IoT outside the vehicle will be realised by connecting to the smart city – road signs, traffic lights and crossings – so that the vehicle can paint a fuller picture of its surroundings. This will be especially relevant for the autonomous vehicle which will need connectivity to be truly realised.” Nick Walker from RAC shares his vision of the future: “Looking forward we may live in a world where the traveler summons their autonomous pod from the touch of a button on their smart watch or device, and gets taken to their destination, without having to think about where they’re going or how to get there, as the connected vehicle will do all the thinking for them. This leaves us free to work or catch up with people while we’re travelling, so that time commuting or crawling through traffic, which is often seen as dead time, can be eliminated.” Jack Palmer, TU-Automotive believes connectivity will improve other areas of our lives. He says: “Cross ‘smart-industry’ collaboration will be seen much more in the next few years. Connected home features (thermostats, lighting, white goods) will be able to be controlled from the vehicle. Likewise, connected healthcare and retail will find use cases in the car. Already, we are seeing driver monitoring (such as tracking blood sugar levels for diabetics) entering the vehicle and in-vehicle digital media and commerce (through targeted advertising or POIs) are presenting another way for brands to reach consumers. And that’s just within the vehicle.” L FURTHER INFORMATION


Yon Copitch The connected vehicle is the future with intelligent satellite navigation, CCTV, Wi-Fi, passenger counting, alcohol testing, tachograph download, accident reporting, and messaging already available as one solution and provided by Traffilog. It is inevitable that fleet managers will look to single supplier technology and the avoidance and expense of multiple sims. Nick Walker Connectivity is providing a very high level of insight into the vehicle and how the vehicle is driven. This will increase over time. But modern mobility requires that insight to be interpreted into meaningful information, and the presentation of that information needs to be instant and convenient. Apps will become ever more important as they link vehicle data, driver data, and useful information together to help manage modern mobility. Apps covering route planning, fuel stops, and journey advice will turn connected data into more compelling services for all. Martin Kadhim We see the biggest opportunities for adding value likely to come in the area of driver well-being. For example, we are already developing enhancements that will bring a whole range of additional features to drivers ranging from automatic connection to emergency services in the event of an accident, to forwarding location and fault details to breakdown services in the event of a mechanical fault. Our view is that there is only so far you can go monitoring drivers every second of the day and have more to gain by improving their well-being and helping facilitate better driving. Jack Palmer The vehicle of the future will continue to get smarter with the number of data points connecting to it becoming greater. Cross‑‘smart industry’ collaboration will be seen much more in the next few years. Connected home features (thermostats, lighting, white goods) will be able to be controlled from the vehicle. Likewise, connected healthcare and retail will find use cases in the car. Already, we are seeing driver monitoring (such as tracking blood sugar levels for diabetics) entering the vehicle. Meanwhile, in-vehicle digital media and commerce (through targeted advertising or POIs) are presenting another way for brands to reach consumers.

Industry Comment ADVERTORIAL

Is fleet optimisation right for your business? Optimisation is a fast-growing market, but some fleet managers remain cautious about adopting the technology. Colin Ferguson, CEO of Route Monkey, advises on how to decide if fleet optimisation is right for your business Basic route planning for each individual vehicle can cut fuel bills; however, fleet optimisation goes several steps further. Solutions like Route Monkey look holistically at your fleet and then use unique algorithms to assign vehicles, drivers and schedules in the most efficient manner. The differences are huge – along with a bigger reduction in total fleet mileage, fleet optimisation can also improve vehicle utilisation by up to 20 per cent. Often fleets find that they can achieve the same level of operations with fewer vehicles, resulting in a reduction in overheads. These powerful algorithms are also helping to reduce greenhouse gas emissions from road transport. In 2015, Route Monkey saved its customers an estimated total 38,844,000 miles and a corresponding 26,258 tonnes of CO2 emissions. For city operations, improvements in vehicle utilisation and reductions in total fleet mileage also help to substantially cut exhaust emissions, thereby helping to improve urban air quality. Fear Factor With such attractive savings on offer, it begs the question as to why more fleets don’t already use optimisation software, or at least explore it as an option. In our experience, one of the biggest barriers is purely psychological, in that fleet managers worry that it may be a totally different proposition to what they are used to. It is, but you don’t need to be a rocket scientist to benefit from scheduling, as the algorithms do the heavy lifting for you. A good optimisation system should be user-friendly and straightforward. There’s a common misconception that optimisation will only work if you’re already using fleet management software. The reality is that most of our customers manually planned their transport

operations before investing in our scheduling solutions. It’s not a problem as our analysts are experts in extracting data from spreadsheets in order to run benchmarking exercises. Benchmarking is where analysts take historical data and run it through optimisation algorithms to calculate what savings you could make by using scheduling software. Route Monkey offers free benchmarking as a way of allaying concerns over ROI. This de-risks investment decisions and helps fleet managers build the business case with their procurement departments. Check Suitability Optimisation isn’t suitable for every fleet. In order to calculate whether your fleet would benefit, there are several key factors to consider. These include the number of vehicles and – more importantly – the total fleet mileage per annum. The savings might not stack up if your fleet only covers 100,000 miles a year rather than 1 million. Scheduling shouldn’t come with a high price tag – Route Monkey provides savings for customers with less than 20 vehicles in many instances. How you use your fleet is also critical. Vehicles visiting multiple locations every day stand to benefit more from optimisation than those making basic A to B trips. A good solutions provider should be able to optimise even highly complex operational demands like time-sensitive deliveries, sites that only allow in certain types of vehicles, and driver working hours. Furthermore, if you do already use back office systems like enterprise resource planning, fleet management software, or telematics, then always ask about integration. The best providers will have already developed middleware to seamlessly integrate fleet optimisation with your existing software. If you manually plan, then switching to automated scheduling can substantially cut the daily resource required for transport planning, freeing up the fleet team to focus on other issues. The final factors worth assessing are payment and hosting. Some optimisation providers sell licences requiring you to pay the full amount up front and expect you to host the technology on your own servers. A better solution can often be a Software as a Service (SaaS) model, where you pay a monthly fee and the system is hosted

Colin Ferguson

Colin Ferguson is CEO of Route Monkey, a leading provider of fleet optimisation solutions. A former transport operator, Colin founded Route Monkey to create algorithms that drive significant savings for fleets. It developed the world’s first electric vehicle optimisation software and remains an acknowledged global leader in this field. securely on the Cloud. This enables remote access, meaning fleet managers don’t have to be in the office in order to log in. Time to Talk Fleet managers increasingly find themselves tasked to do more with less – and the twin targets of cutting costs and fleet GHG emissions are ever present. Optimisation offers a solution that is easy to use and delivers measurable savings. Even if you still have reservations about whether it’s right for your fleet, it’s definitely worth starting the conversation. L FURTHER INFORMATION For further details on how Route Monkey can help optimise your fleet, or to find out more about free benchmarking, contact 0845 643 5731 or visit




perpetual V2G systems 0333 0113862



With increasing pressure on businesses to clean up their fleets the question is how? New technologies are emerging almost daily that reduce fuel consumption and lower emissions, but some problems, such as the facilitation of on board power, have remained unsolved, until now. Perpetual V2G Systems have developed an on board mobile power supply that addresses these issues and more. The LPS unit harvests otherwise wasted energy from the vehicle whilst in transit, this energy is then stored and can be used for a vast array of applications including powering refrigeration units, lighting, tools and more. With clients such as Sainsbury’s Click and Collect already having systems live it has been possible to measure the efficiency of the systems and the savings that are available. As well as fuel costs being reduced, vehicle idle time can be mostly eradicated and savings of up to £7140 per annum per vehicle and a carbon saving of 17,800 kg are possible. Further to that the adaptability of the solution means that it can not only be used to remove the need for engine idling, but also to replace environmentally unfriendly lead acid batteries and noisy, CO2 emitting generators. With a strong focus on client needs, Perpetual V2G Systems are dedicated to finding a solution for all of your on board power requirements and their dedicated R&D team will ensure that the end result is a mobile, versatile power supply that is efficient and best suited to your needs.


Commercial Vehicles

Up to date guidance for reducing van emissions The LowCVP’s Dan Hayes explains how the updated Low Emission Van Guide and supporting Cost and Carbon Calculator can help van operators to cut costs while reducing emissions to advancing the take-up of low carbon vans by fleet operators was a lack of publicly available information regarding availability of different fuels and technology options for vans operating over different duty cycles, their operational capabilities, infrastructure requirements plus the environmental and financial benefits. With the growing focus on air quality issues in urban areas, more local authorities (including Birmingham, Bristol, Islington and others) will be introducing measures to implement Ultra Low Emission Zones (ULEZ) and limit access to, or even prevent, heavily polluting vehicles from entering certain areas. Van fleet operators need to pay careful attention to changes in local policy that might affect their business plans over the lifetime of a newly purchased van (typically 3-5 years).

Room for improvement The van market is the fastest growing sector of UK road transport with vehicle numbers increasing at 3.5 per cent per year and with more than 10 per cent of the vehicles and 14 per cent of the CO2 coming from this sector. The sector is almost entirely diesel‑powered (96 per cent) and around 50 per cent of the vehicles are owned by companies. Research carried out by the LowCVP identified that one of the barriers

Low Emission Van Guide As such, the LowCVP commissioned low carbon technology consultancy Cenex to create the Low Emission Van Guide and supporting Cost and Carbon Calculator (VC3) online tool to provide fleet managers and private owners with a greater understanding about the benefits of LEV technologies, demonstrating how lower emissions often means lower fuel costs and a lower overall cost over the lifetime of the van. Prepared with support from several key fleets and stakeholders, the LEV Guide: sets out the business, environmental and operational case

Peugeot Partner Electric

for using low emission vans; gives van operators the knowledge and resources required to assess which vans are right for them; and provides case studies showing the total cost of ownership and cost savings achievable from different types of low emission fuels and technologies The updated Guide covers a wide range of technologies and fuels including electric, plug-in hybrid, LPG, CNG, hydrogen and biodiesel. Each topic sheet compares a technology to an equivalent diesel van to provide an indication as to its operational restrictions and performance, additional infrastructure requirements, the environmental performance – such as air quality and life cycle CO2 emissions – and the level of market readiness. The financial case for each technology is also presented to show how, in many cases, alternative fuels can provide a payback within about five years especially if operators are looking to operate in low emission zones, such as the one in London. The Guide shows that, in one example, operators using battery electric vans could reduce the whole-life costs of a vehicle operating in the London Congestion Charge zone by £18,340, or £5,215 outside London.

Dan Hayes, project officer, LowCVP

The Low Carbon Vehicle Partnership (LowCVP) has updated its Low Emission Van Guide and associated web tool for operators interested in reducing running costs while also cutting their carbon emissions and impact on local air quality. The Guide is aimed at operators of small to medium-sized fleets of commercial vehicles, covering vans up to 3.5t GVW (gross vehicle weight). The update includes an additional chapter on vans powered by hydrogen, including dual-fuel and hydrogen fuel cell range extenders along with revised whole-life cost of ownership figures to reflect current incentives and price trends. The Van Cost and Carbon Calculator (VC3) online tool now provides users with greater variability in biofuel blends and vehicle payloads to get more accurate cost estimates of operating Low Emission Vans (LEVs).

With the foc on air q us urban a uality in local au reas, more introdu thorities will to impl ce measures em Low Ement Ultra VC3 online tool issi The VC3 online has been Zones on designed to allow users to refine the parameters of the cost and emission estimates presented in the Guide, such as fuel costs, driving habits, ownership duration and annual mileage to give a more accurate representation of potential savings. A case study about each technology is provided with comments from van operators’ personal experiences to give readers an insight into the drivers and benefits of using alternative fuels. Examples of fleets, both large and small, from the commercial and public sectors are also listed illustrating that LEVs are being used nationwide in a wide range of applications. Hydrogen case study – Commercial Group The Commercial Group is a business service supply company with a strong environmental focus. Taking advantage of grant funding mechanisms to reduce the cost of vehicle E



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 deployment the company now operate nine Andrew continues, “operating with dual retrofit dual fuel diesel-hydrogen Transit vans fuel technology, and retaining the ability supplied by ULEMCo, which accounts for to have pure diesel operation as a fall around half of their fleet. The vans emit just back, was very important to us in what 59g CO2 per kilometre (over the regulated test remains an emerging hydrogen market.” cycle) meaning they are eligible for a 100 per Commercial Group operates cent London Congestion Charge discount. the vans over repeatable delivery routes Commercial Group’s Andre McKenzie explained the other benefits they are seeing Volkswagen in operating the vehicles: “Much of our new Caddy Eco Fuel sales interest and existing customer base look to our environmental commitments when awarding contracts, which is very much a part Ford Transit Connect Electric of our USP.”

The st Van Co on rb and Ca r online to Calculaw provides tool no variability in greateruel blends biof ehicle and v ads paylo

where access to public hydrogen refuelling stations is possible. To download the LEV Guide and use the VC3 calculator, visit the Low Emission Van Hub, which also provides more information on different models and links to suppliers of LEV technologies. L FURTHER INFORMATION

Commercial Vehicles

The LowCVP commissioned low carbon technology consultancy Cenex to create the Low Emission Van Guide and supporting Cost and Carbon Calculator (VC3) online tool to provide fleet managers with a greater understanding of LEV technologies ULEMCo hydrogen Ford Transit

Download the Low CVP Low Emission Van Guide from

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Sorting the wheat from the chaff may be an agricultural analogy but away from the farming sector it’s a challenge faced by every fleet manager striving to reduce his or her fuel bills. How do you select the right innovations from all the salesmen knocking on your door claiming emissions and fuel improvements? Running local trials of every potential product is clearly not an economic proposition and getting conditions sufficiently controlled to be able to determine what may be small percentage changes in efficiency or performance is often impossible under public road conditions. The Low Carbon Vehicle Partnership has

been working to address this challenge and to encourage the transfer of the existing technologies – such as low rolling resistance tyres and aero packages among others – to get them ‘off the shelf and on to the road’. The LowCVP and its members, with the support of OLEV and the Department for Transport, has developed an industry standard accreditation process to provide a robust assessment of the emission and fuel consumption benefits from any technology for a wide range of commercial vehicles. The aim

of the initiative is to help fleet managers to separate the wheat from the chaff. HGVs and rising emissions Commercial vehicles have been contributing a rising share of road transport emissions, and now account for over 30 per cent of the CO2 emissions from the sector. While emissions from HGVs are down by around nine per cent since 1990 (2014 figures), emissions from vans have grown by 48 per cent. Commercial vehicles are now the biggest user (50 per cent) of diesel on the road (DUKES Govt stats for 2015) so focus on this sector for both carbon and air quality emissions is of critical importance. Announced by the transport Minister Andrew Jones MP on 30 June at this year’s LowCVP conference, the new scheme is the culmination of two years of work by a wide range of stakeholders. More recently, Transport for London via their LoCITY initiative have supported extending the test cycles to include a congested city cycle specifically for the van and light truck sector operating in the urban environment Speaking at the LowCVP conference, the minister explained that the Low Carbon Accreditation Scheme for HGV technology is designed to tackle one of the main barriers to the adoption of lower carbon, cleaner and more efficient commercial vehicles in the UK.

Low rolling resistan c aerodyne tyres, addition amic efficien s or engine c can all y technology he HGV emlp reduce issions

Written by Andy Eastlake, managing director, LowCVP

When it comes to reducing carbon from the HGV sector, how do you know what retrofit technologies will actually deliver on their claims? LowCVP’s Andy Eastlake explains how a new accreditation scheme will test fuel saving products in realistic HGV operating scenarios to give fleet managers trustworthy and accurate information

Commercial Vehicles

Which fuel-saving products deliver the goods?

Building confidence In previous research the LowCVP had identified the opportunities for reducing carbon from the HGV sector, establishing that the primary barrier to uptake of fuel saving equipment is confidence over the business case. The overriding concern is: what is the real fuel saving in use and what is my payback? Drawing on a wide range of UK and international activity and experience, the LowCVP-led project has developed an accurate, reproducible and representative procedure for measuring the operations of trucks and vans used for carrying freight. The procedure enables equipment manufacturers or vehicle operators to conduct robust and reliable tests to validate the impact on fuel consumption and emissions of retrofit E Volume 97 | GREENFLEET MAGAZINE


Commercial Vehicles

 technology – such as low rolling resistance tyres and aerodynamic additions, or engine efficiency technology – under a range of representative operating conditions. A common approach Many operators have previously conducted work both on the road and under test track conditions, but to date there has never been a common approach to allow the industry to maximise the benefits and relevance from each test. This scheme therefore helps both the customers (operators) and the suppliers through having a single approved and independent assessment and certification of the technology with easy-to-understand results which are relevant directly to the operator. Already the process has been used to test the latest generation of gas-powered HGVs (both dedicated vehicles and dual fuel conversions) for the Department for Transport to inform future policy in fuels. This work is expected to be published in the early autumn in conjunction with the results from a 350 truck trial programme which is also completing this year. The scheme will provide information on the operational characteristics of the technology, providing practical information to operators on its potential applicability. The test and accreditation scheme is to be focused on proving existing technology in a robust back-to-back comparison under realistic HGV operating scenarios. Uniquely, the programme development has been constantly reviewed by a very wide range of LowCVP members including the Freight Transport Association (FTA), Road Haulage Association (RHA) and the LoCITY programme, and it is hoped that the scheme will complement the range of carbon reduction initiatives currently supported by these organisations by providing enhanced emissions reduction data. Industry partners Developed with support from the Office for Low Emission Vehicles (OLEV) and the Department for Transport (DfT) and also drawing on European work on HGV carbon measurement, the scheme is being introduced following collaboration with key partners involved in the industry including: Horiba Mira, Millbrook, TRL, Michelin, Stobart Group, Mercedes Truck, Transport for London (TfL) and the Transport KTN. Test cycles have been developed for typical truck operations including long haul, regional and urban operations, plus the new LoCITY‑developed City Centre Driving Cycle. Discussions are already under way to identify the work needed to develop cycles suitable for refuse and construction vehicles given the bespoke nature of these applications. The test, utilises the latest portable emissions measurement systems as required by legislation and now widely used across the world. The critical aspect of the LowCVP scheme is, however, the repeatability of the testing cycles across a range of approved facilities, which allows results to be directly compared.


Commercial vehicles have been contributing a rising share of road transport emissions, and now account for over 30 per cent of the CO2 emissions from the sector Validating the technology With the launch of the scheme and publication of the testing guidance on the LowCVP website, project leaders will be engaging with UK operators and the HGV market to disseminate information about the Accreditation Scheme and associated test processes. David Blanchard, performance durability technical specialist at HORIBA MIRA, said: “The work that we have conducted together with the LowCVP has produced a test protocol that has proven to be robust, with excellent repeatability. We are delighted that fleet operators now have an excellent tool to validate fuel saving technology, which we hope will lead to the faster adoption


of this technology – ultimately leading to a reduction of tailpipe emissions on the UK’s roads.” Phil Stones, chief engineer for powertrain at Millbrook Group said: “Millbrook is pleased to have been working on this initiative and is proud to see it coming to fruition. We look forward to continuing to test carbon reducing technologies, from tyre technologies and aerodynamic aids to alternative fuels, under the new scheme.” Andrew Lowery, vice-chair LoCITY HGV Working Group said: “With a wide range of products and services on the market all aiming to reduce vehicle emissions, it is difficult to know which are the most cost‑effective solutions for particular duty cycles. LoCITY

therefore welcomes the launch of this technology certification scheme to help better inform fleet operators about how to reduce emissions, cut costs and improve air quality across London and beyond.” Rachael Dillon, FTA’s climate change policy manager, said: “Adopting operational efficiency measures are key for any commercial fleet operator to improve fuel efficiency and reduce carbon emissions. However too often it is difficult for companies to decipher what the best technologies are out there for them to utilise. “We welcome and support the Low Carbon Accreditation Scheme developed by the LowCVP to help our members have confidence to invest in technologies that have been independently tested and proven to deliver fuel savings. This accreditation scheme is essential as the sector remains under pressure to reduce fuel use in order to contribute to climate change targets and reduce air pollutants. “I know that most fleet managers are inundated with inventors and salesmen claiming their product will reduce emissions and save fuel. The LowCVP accreditation process can now provide robust and independent verification of these marketing claims, hopefully allowing fleet managers to focus more effectively on the business of reducing emissions – and costs – from commercial vehicles, and really begin to deliver the goods.” L

Attacks against drivers, smashed windscreens, migrants clinging to a trailers roof and violent diversions. Just a selection of incidents in the past few weeks that truck drivers have had to face whilst trying to negotiate the Calais border. The object remains the same, migrants trying to conceal themselves within the vehicle in order to gain entry to the UK but the tactics and methods being employed are becoming increasingly desperate. Since the migrant crisis intensified in 2013/14, fines issued to hauliers have more than trebled, costing businesses £6.6 million in the process. This is before taking in to account the cost of vehicle damage, lost business and wasted loads, where an estimated £1 billion of contaminated goods are being discarded every year as a direct result of load infiltration. However despite the threat of penalties there still remains a disproportionate amount of vehicles travelling through these high risk areas that do not employ adequate security measures or implement clear guidance to drivers so they are aware of exactly what is expected of them. Hauliers have an obligation to protect their vehicles and their drivers when crossing borders. This includes employing practical measures such as providing driver training and ensuring checklists are provided for the driver to follow and complete. The civil penalty prevention of clandestine entrants code of practice also states that “When final loading has been completed, the load space must be secured immediately by lock, seal or other security device, which prevents unauthorised entry.” Failure to follow such advice would lead to fines in the event of clandestine entry. Where protecting vehicles against clandestine entry, prevention is the salient issue. The security employed should be appropriate to the vehicle itself and the goods being carried There are a wide range of engineered solutions available, offering differing levels of security and flexibility. Considerations include manual or automatic locking (slamlock), internal or external based locking system and access control, i.e are locks controlled by key, transponder or PIN number and who has access to which vehicles. For some operators, basic exterior mounted, physically robust locks are appropriate, such as the BDL manual locking system, which provides a good barrier against attack and, of course, a significant visual deterrent. Whilst for other carriers load integrity is vital, integrated automatic lock and seals with audit trail and remote lockdown capabilities (such as Maples’ Freightlock IQ) offer this enhanced sophistication.

Commercial Vehicles

Appropriate security vital as migrant threat intensifies

FURTHER INFORMATION Tel: 0161 429 1580

Paul Nunn, marketing manager for transport and logistics security specialist Maple Fleet Services, with more than 10 years’ experience of the commercial vehicle industry




GreenFleet York

GreenFleet comes to the city of York GreenFleet York on 12 October will allow fleet managers to hear the latest updates in the electric vehicle and infrastructure market, with keynotes from the Office of Low Emission Vehicles and City of York Council, as well as test drive opportunities Back at the beginning of the year, York was awarded ‘Go Ultra Low’ city status by the Office of Low Emission Vehicles, becoming one of eight UK cities chosen as exemplars for the uptake of ultra-low emission vehicles. City of York Council continues to lead the way regionally, following the announcement that it’s the only city in Yorkshire to receive Go Ultra Low cities scheme funding. The Council was awarded £816,000, following a successful bidding process that will fund an ultra-low emission programme including a city wide network of rapid charging hubs. These will provide state-of-the-art, ultra-fast, reliable and convenient rapid charging for key vehicle groups such as taxis, private motorists and business users. Cllr Ian Gillies, Cabinet Member for Transport and Planning, said: “This announcement will help us to grow our existing quality network of charging points in strategic locations which sees over 1,200 charging sessions per month. There are also over 60 hybrid/electric taxis operating in the city thanks to the Council’s Low Emission Taxi incentive scheme – a UK first. This funding will help to give residents and businesses in York even more travel options over the coming years and I hope we can work together as a city to help make York a cleaner and more enjoyable city to live and work in.”

Cllr Andrew Waller, Executive Member for the Environment, said: “This provides practical steps to reduce emissions and will help to support York’s growing status as one of the cities at the forefront of supporting sustainable transport in the UK.” GreenFleet York GreenFleet York takes place on 12 October at York Racecourse. It is staged in association with the Office for Low Emissions Vehicles (OLEV) and City of York Council, and is sponsored by LeasePlan/Automotive Leasing. GreenFleet York will allow fleet managers to hear the latest updates in the electric vehicle and infrastructure market. A seminar, chaired by motoring journalist and TV presenter Quentin Wilson, will include presentations from Steve Ives from the Office for Low Emission Vehicles (OLEV), and Derek McCreadie from City of York Council. Delegates will then break out for closed group sessions with the major electric/hybrid motor manufacturers and related companies, to discuss any electric vehicle concerns and share experiences. Following the closed-room sessions, there is the opportunity to test drive a selection of available electric vehicles, such as the BMW i3 and Nissan Leaf and Mitsubishi Outlander PHEV.

Gree York w nFleet fleet m ill allow to hear anagers t update he latest electric s in the ve infrastr hicle and uct market ure

Event exhibitors Automotive Leasing – LeasePlan BMW Nissan Mitsubishi LDV JCT600 (Volkswagen, Mercedes-Benz and Audi) Route Monkey Elm EV Autohorn Charged EV Engenie Schneider

OLEV’s Jonathan Mitchell said: “OLEV are pleased to support the GreenFleet EV and Plug-in vehicle events, as they help to educate UK businesses on the viability of this technology, and stimulate adoption in UK fleets. We would encourage any organisation in the region to attend, where they can then engage with ourselves, the vehicle manufacturers and other innovative solutions providers.” L FURTHER INFORMATION



Green Bus Fleets

The continued journey of the green bus Following on from the last issue which looked at the LowCVP The Journey of the Green Bus report, GreenFleet reports on the latest low emission bus sector developments in the UK, including a new £30m Low Emission Bus Scheme fund for England and Wales, and a new fleet of electric buses for London

England and Wales: £30m Low Emission Bus Scheme fund England and Wales’ Low Emission Bus Scheme (LEBS) received a boost in July 2016, when a £30 million fund available for local authorities and operators saw 13 winners and a total of 326 new buses announced. The fund recipients were announced by Transport Minister Andrew Jones, with the scheme itself aiming to increase the uptake of low and ultra low emission buses as well as improve local air quality. Electric, hybrid, hydrogen and biomethane‑powered buses are available for the winning local authorities and bus operators to purchase, in addition to charge points and their associated infrastructure. Sheffield City Region Combined Authority has been awarded £1.3 million for a fleet of 44 buses fitted with hybrid technology, while West Midlands Travel has received more than £3 million for 10 hybrid and 19 all-electric buses and their supporting infrastructure. Birmingham City Council and Transport for London meanwhile have jointly received £2.8 million for 42 hydrogen fuel cell buses, and Nottingham City Transport has won £4.4 million for a total of 53 biomethane buses and infrastructure. One of the biggest winners was Mersey Travel, who has been awarded £4.9 million for a massive 72 biomethane, electric or hybrid buses and the technology needed to support them. Other winning bids included Kingston University (£347,400, seven hybrid buses), Milton Keynes Borough Council (£1.8m, 11 electric buses and infrastructure),


specific zones are also being introduced in the capital, the Mayor of London has announced. Sadiq Khan has confirmed plans for the first in a series of ‘Low Emission Bus Zones’ which will put the greenest buses on the city’s worst‑polluted routes, to try and clean up London’s toxic air quality. Starting in February, the blackspot of Putney High Street will make use of 150 hybrid or diesel buses fitted with anti-pollutant systems which meet of exceed Euro VI emission standards. Eight months later in October 2017, around 459 buses on the route between Brixton and Streatham will be added. Promised in the new Mayor of London’s manifesto, further routes will follow by 2020, and all single-deck buses will be zero-emission by the same time. Expected to reduce harmful NOx emissions by 84 per cent, the new ‘LEBZ’ routes will focus on the worst air quality areas outside central London, as well as prioritise those where buses would ‘contribute significantly to road transport emissions’. The new zones will also see changes to the road layout to prioritise buses over other traffic and keep them moving, cutting emissions from unnecessary idling. The Mayor of London also wants Transport for London (TfL) to introduce new Euro VI hybrid buses in the central Ultra Low Emission Zone a year earlier, in 2019 – no mean feat when 3,100 double-deck buses will need the technology. Up to 3,000 buses outside the central area will also be retro-fitted with emissions‑reducing technology, while only hybrid or zero-emission double-deck vehicles will be bought from 2018. Eight hydrogen fuel cell buses  already run from Tower Gateway to Covent Garden and have racked up a collective 700,000 miles since 2011. Mayor of London, Sadiq Khan, said: “I am absolutely committed to speeding up our efforts and making sure I do everything possible to improve air quality in the capital. Too many of London’s busiest high streets are choked with fumes and this move will improve the health of those living and working in the most polluted areas. I am determined to reduce emissions and improve London for everyone.”  As well as the Low Emission Bus Zones, the Mayor of London and TfL have also unveiled the first fully electric bus routes for central

Two tes bus rou 521 – nd – 507 a don will in Lon run a fleet ely exclusivzero‑emission of 51 ic buses by electr end of the 2016

Nottinghamshire County Council (£526,900, two electric buses and infrastructure), Reading Buses (£1.7m, 16 biomethane buses and associated infrastructure), Transdev Blazefield (£2.2m, eight electric buses and infrastructure), Transport for London (£5m, 34 electric buses and infrastructure), West Midlands Travel Limited (£3.0m, 29 electric and hybrid buses and infrastructure), and West Yorkshire Combined Authority (£234,000, eight hybrid buses).  Transport Minister Andrew Jones said of the announcement: “My message is clear – greener buses are good for passengers and good for British business. Low emission buses have already proved to be a real success across the country: they are cost‑efficient and good for the environment.” The government states that low emission buses produce around 15 per cent fewer greenhouse gas (GHG) emissions than the average diesel bus, but attract significantly more cost. The latest round of funding will cover up to 90 per cent of the difference in cost between a new Low Emission Bus and its diesel counterpart, as well as up to 75 per cent of the cost of the infrastructure. The new scheme follows the Green Bus Fund which put 1,200 ‘green’ buses on the roads of England to the tune of £89 million of government funding. In addition, since 2013, the government has also invested £26 million to retrofit more than 2,000 buses with low emission technology.   London: Low Emission Bus Zones to be introduced in 2017 As well as funding for low emission buses,


Scotland: longer range electric buses, hydrogen bus scheme In Scotland, bus operator Stagecoach has modified its electric buses to enable them to run for longer between charging sessions. The first in the UK to do so, it has worked with Optare to increase the battery range of its six-strong electric fleet of buses in Inverness – now, the Solo vehicles can cover up to 130 miles before they need a charge. An increase of 35 miles, the buses can now complete a full day of service on a single charge, therefore increasing reliability and customer service. The buses also feature an electric heating system which is more efficient and kinder to the environment than more traditional diesel heaters. Sam Greer, bus engineering director at Stagecoach UK said: “Sustainability is at the heart of our business and we have worked with Optare to develop a fleet of vehicles that is emissions-free and now even more efficient. Importantly, these buses will help further improve air quality for the people of Inverness.” Additionally, Optare has also

provided other fleets of Scottish electric buses, and the country’s first electric zero‑emission bus has now driven more than 100,000 miles since November 2013. Elsewhere in Scotland, the £21 million Aberdeen Hydrogen Bus Project (H2 Aberdeen) has been shortlisted for two national local authority awards. The scheme has reached the finals for the Association for Public Service Excellence Awards. The Aberdeen Hydrogen Bus Project is an Aberdeen City Council‑led project and has received backing from European, UK and Scottish governments as well as private sector partners and is a finalist in the Best Renewable Energy & Energy Efficiency Initiative and Best Public/Private Partnership Working Initiative categories.  The largest fuel cell bus fleet in Europe, the Aberdeen buses refuel from the UK’s first hydrogen production and bus refuelling stations, and plays a high-profile part in projects which aim to create a hydrogen economy in the city. Aberdeen City Council leader Jenny Laing said: “The Aberdeen Hydrogen Bus Project has been very well received, and has created a real buzz about the city’s hydrogen capabilities. These vehicles have replaced 10 diesel buses on the city’s streets, cutting the amount of toxins polluting our air on a daily basis and helping us work towards making Aberdeen a cleaner, greener city, with a clear focus on low-carbon technologies.” The hydrogen buses were made by Belgian commercial vehicle manufacturer Van Hool and are operated by First Aberdeen

and Stagecoach North Scotland. BOC – a member of the Linde Group – owns and operates the refuelling station. The Aberdeen Hydrogen Bus Project partners are Aberdeen City Council, Scottish Hydro Electric Power Distribution, BOC, Van Hool, First, Stagecoach, Scotland Gas Network, Element Energy, the Scottish Government, Scottish Enterprise, and Innovate UK. The scheme has been funded by Fuel Cells and Hydrogen Joint Undertaking (through the HyTransit & High V.LO-City projects), Aberdeen City Council, First, Innovate UK, Scotland Gas Network, Scottish Enterprise, Scottish Government, Scottish Hydro Electric Power Distribution, and Stagecoach. Investment in the hydrogen production need for the project and the refuelling station has been made by BOC. Announced at the Low Carbon Vehicle Partnership’s (LowCVP) Low Carbon Champion awards on 14 September, the Aberdeen hydrogen Bus Project emerged victorious at the ceremony, winning two prizes. The low carbon Aberdeen initiative jointly scooped the ‘Grand Prix’ Outstanding Achievement in Low Carbon Transport award, along with Argent Energy – which has developed a drop in diesel replacement for cars, buses and trucks – as well as the the Low Carbon Road Transport Initiative of the Year prize. L

Green Bus Fleets

London. Routes 507 and 521 will exclusively run a fleet of 51 all-electric buses by the end of 2016, taking the total of zero-emission buses in the capital to 73, the largest in Europe. The electric single-deck buses will be made in Britain by Chinese manufacturer BYD and British company ADL and it is claimed that they will eliminate harmful NOx emissions on the chosen routes and reduce CO2 emissions by up to 40 per cent.


Vantage Power scales up manufacture of its hybrid retrofit system Vantage Power has announced the scale up in manufacturing of its award-winning B320 System – a unique hybrid powertrain that retrofits existing buses – cutting fuel consumption by 40 per cent and reducing harmful NOx emissions by up to 92 per cent. Importantly, the B320 represents the lowest cost route for bus operators to go hybrid, with four retrofits being priced at less than the cost of one new hybrid bus. Scaling up the manufacture of the B320 comes off the back of two and a half years of successful product development and testing, with operators due to take delivery of their first units within the next two months. Vantage Power is working with Northamptonshire-based manufacturer Fablink to build up manufacturing capability. “It is tremendously exciting to be putting the B320 into production, and there are some really exciting technologies, processes and suppliers we’re working with. We build the B320’s battery pack in-house – a state

of the art system that incorporates a liquid cooling system to chill nearly 1,800 lithium ion cells – with the remainder of the B320, including chassis fabrication and system assembly, being outsourced to Fablink. The partnership there is exceptionally tight, and represents a significant part of our capability to scale the manufacturing part of our business” says CEO Alex Schey. The B320 is a series hybrid system which means that the wheels are powered by an

electric motor rather than by a traditional engine and transmission combination. Powering the electric motor is Vantage Power’s advanced lithium ion battery pack, which in turn is charged up by an on-board diesel generator and through regenerative braking when the bus slows down. “By powering the bus electrically, the B320 can run without the engine on for up to 4km at a time, ensuring zero emissions at the point of use without the cost and charging infrastructure associated with pure electric buses. Furthermore, because the engine is disconnected from the wheels, it can run at the most efficient speed, helping the B320 to achieve best in class fuel economy” adds Schey. A unique feature of the B320 is that it streams 6,000 data points per second into the cloud, affording both Vantage Power and the operator an incredibly detailed, real-time view on how the bus is performing, from fuel consumption and NOx emissions to on-the-fly diagnostics and predictive maintenance. FURTHER INFORMATION



*Car shown is Alfa Romeo Giulia Tecnica with optional 18” multi-spoke alloy wheels and 25W bi-xenon headlights

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Interior shown with optional Lusso Pack

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ranging from 150 to 510bhp, all allied to a ZF eight-speed automatic gearbox. Priced from £28,995 (P11D price), the entry-level Alfa Romeo Giulia model features 16-inch alloy wheels; 3-inch TFT instrument display; UconnectTM 6.5‑inch infotainment system with DAB, MP3, USB, aux-in, and Bluetooth® connectivity; AlfaTM D.N.A driving mode selector; cruise control; dual‑zone climate control; as well as a host of safety features. Safety is one of the most prominent features on the All‑New Alfa Romeo Giulia, which scored 98 per cent for adult occupant protection in Euro NCAP tests, the highest occupant protection score ever achieved, with a 5 star rating.

Available in five trim levels – Giulia, Super, Tecnica, Speciale and the V6 Bi-Turbo Quadrifoglio – there is a choice of four petrol and diesel engines, with power outputs

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All‑New Alfa Romeo Giulia offers low BIK (21 per cent) and CO2 emissions and is enhanced by a generous specification level. Tecnica specification includes 17-inch alloy wheels; 8.8-inch 3D navigation with 7-inch TFT display; athermic windshield, power seats, climate pack (cooled glove box, rear air vents and air quality system); privacy glass; front and rear parking sensors and rear view camera with dynamic gridlines. Prices start at £30,940 (P11D price) for the Alfa Romeo Giulia Tecnica 150hp 2.2 turbo diesel. A higher‑output 180bhp model is available for £32,140 (P11D price). A passion for driving Beautiful and functional. Every detail of the Alfa Romeo Giulia has been designed to provide optimum handling and balance of power. Pure Alfa Romeo. L FURTHER INFORMATION For more information on the Alfa Romeo Giulia Tecnica, contact our business centre on 0800 652 5289.

Fuel Cards


FUEL CARDS How do fuel cards help fleet managers with their role, and what should they consider when choosing one? GreenFleet gathers together industry experts to get their views Fuel is an expensive part of running a fleet, therefore having visibility and better control over drivers’ fuel spend, as well as access to lower fuel prices, makes a sound business case for fleet managers. Fuel cards allow organisations to do this. Rather than the traditional way of reimbursing staff with petty cash, a fuel card allows drivers to charge the cost of fuel to an account settled by their employer. During the transaction, the vehicle registration number and mileage are recorded. The invoice details where, when and what time fuel was purchased, as well as what type of fuel and how much it cost. This information allows fleet managers to cut down on administrative tasks as they no longer have to collect receipts and expense forms from employees, or worry that staff are rounding up mileage and being overpaid. It also allows them to accurately separate the costs of business and private mileage. “Fuel cards have become a vital tool within a fleet operation, as companies are looking for increasingly convenient ways of filling up,” explains Andrew Goodwin from Certas Energy. “Using a fuel card as a payment method means that fleet managers can keep track of transactions, even registering the driver’s name, vehicle registration and updated mileage information. Fuel cards can also help with reporting, as fuel consumption data can easily be sent to customers, either weekly or monthly, to monitor usage within fleets.” Bryan Glazier from WEX Europe Services, says: “Having a fuel card means that a fleet manager can look forward to less hassle, lower their business costs and gain detailed performance data when running their fleets. Fleet managers can spend their efforts on their fleet performance rather than on administration and paperwork. The improvements in fuel cards that I have seen over the past 20 years, coupled with the adoption of new technology, have provided fleet managers with increased flexibility, purchasing options to assist corporate mobility, and controls.” The idea of having control over fuel spend doesn’t just come from being able to see what your staff are up to. Many fuel cards allow organisations to set limits on usage, for example, to get drivers to fill up at supermarkets with lower-cost fuel, rather

Andrew Goodwin, sales and operations manager, Certas Energy Andrew has worked for Certas Energy since April 2008 in a variety of roles all around the development of fuel cards. He is now responsible for the growth and development of the Certas Energy bunker site network and has extensive knowledge of the fuel card industry Gertjan Breij, director, DKV Euro Service Benelux Gertjan Breij was appointed director of DKV Euro Service Benelux B.V: in 2011. Gertjan is responsible for general management and to grow the company. Gertjan is charged with the business operations covering the Netherlands, Belgium, Luxemburg, England and Ireland Bryan Glazier, UK sales manager, WEX Europe Services Bryan has worked in the fuel card industry since the mid‑1990s in key roles for Esso Petroleum Company, Limited and WEX Europe Services. Bryan has experience of most western European fuel card markets, and worked with fleets in the capacity of a fuel card supplier Cédric Vigneau, managing director for UK & Ireland, AS24 After working for TOTAL for 12 years, and after roles in marketing, Cédric has been the managing director for AS24 in UK & Ireland for the last four years. Cédric is French but lives in the UK. AS24 UK & Ireland has operated for 30 years, as a haulage fuel card expert than motorway service stations. Cédric Vigneau from AS24 says: “Using fuel cards can help a fleet manager control who fills when, where, how many times, and with what. The fleet manager can decide in advance all the settings and tailor make the cards to the business. If any problems occur, the card can be stopped and reactivated later.” He continues: “A fleet manager can detect the non-expected fillings, at days and hours where it is not required. It also allows them to control prices. For example, there is no sense to fill-up in the UK before crossing to France or Belgium, as the UK is much more expensive.”

Andrew Goodwin from Certas Energy agrees: “Being able to control costs and see where every litre of fuel is accounted for is one of the main reasons we see companies implementing a fuel card scheme. Fleet managers can set clear parameters on the number of times a card can be used in a day or week – and stop it being using on certain days, such as the weekend, or at certain sites.”  As well as visibility and control over drivers fuelling, fleet operations can benefit from access to cheaper fuel, as some fuel card providers offer lower-cost fixed prices. While others offer pump prices, as they cover a wide E Volume 97 | GREENFLEET MAGAZINE


Fuel Cards  network of filling stations, the driver has the flexibility to choose the cheapest forecourt. Cédric Vigneau from AS24 says: “Many fuel card companies fix their prices, so it’s guaranteed for the following week. This makes it easy to forecast the bill at the end of the week.” A fleet snapshot Detailed invoices, and indeed other management reports that are offered by fuel card companies, give much sought after data on how a fleet as a whole is performing regarding its fuel economy. The information can identify which individuals are using more fuel than others, perhaps by driving inefficiently, taking longer or congested routes, or driving an old, polluting vehicle. Those individuals could then be trained and incentivised to drive in a more fuel efficient style or routes can be better planned. What’s more, fuel card reports will help fleet managers to see if the training is working by monitoring whether fuel usage goes down. Choosing a fuel card With numerous fuel cards on the market, how would a company know which one


to choose? Gertjan Breij, director of DKV Euro Service Benelux, believes it depends on the company’s needs and shares some questions that should be asked: “Fleet managers have to weigh-up and consider what the biggest benefits are for their company. What are the applicable fees? What are the security options integrated in the card? In what way will the card affect their cash flow? What are the additional services included? In which countries will the fuel card be used? What products and services would you wish to use the card for? To what extent do you wish your records department to benefit from using fuel cards?” A major consideration when choosing a fuel card is the network size, as Bryan Glazier from WEX Europe Services explains: “A sizable Network is often a key consideration, but don’t discount single networks or branded oil company cards. Most of these operate national networks in good locations and with cross


acceptance agreements. Some of the largest national fleets in the UK successfully utilise oil company cards on a single brand basis.” Andrew Goodwin from Certas Energy also states network coverage as an important factor: “Fleet managers should choose a fuel card that offers enough coverage throughout the UK. This gives drivers the flexibility for refuelling regularly so they don’t have to go off-route when on the road. Some fuel card companies can help by offering fleet mapping exercises to identify the suitability of each option, by looking at where fleet vehicles currently refuel and matching it to refuelling sites.” Gertjan Breij from DKV believes that a chosen fuel card company should be seen as a ‘partner’. “It’s Important for a fleet manager to not only choose a fuel card that fits the company but also to find a fuel card supplier as a partner in business. “For the fleet manager this means that he/she encounters less administrative

“Fleet s er manag ose a cho should that offers d fuel car h coverage enoug out the UK. throughives drivers This g xibility for the fle elling” refu

Fuel Cards

hassle and support by a dedicated contact person on a day‑to-day basis. This allows the fleet manager to focus on their job without any distractions.” Andrew Goodwin from Certas Energy adds: “It’s not just about choosing the right fuel card – it’s just as important to pick a provider that also has good customer service. When issues arise such as lost cards, having a dedicated account manager that can cancel a card immediately – even out of hours – can really make the difference.” Value-added services Many fuel card providers offer added services and it is important to look at the whole offer. Cédric Vigneau from AS24 says: “Services around a fuel card are important, such as being able to pay tolls and tunnels, to pay secured parking, to claim back VAT or duties, and breakdown assistance.” Bryan Glazier from WEX Europe Services adds: “For day to day management choose a fuel card with an online portal so that you can see detailed information on vehicle expenses, statistics and performance; order and block cards online; manage invoices; and view transactions, including fuel, automated car washes and tolls, 24/7.”

Environmental credentials Driving releases harmful CO2 emissions in the air, but it is a necessary evil for companies that rely on fleets. Many fuel companies acknowledge this and have taken steps to be greener. Gertjan Breij from DKV writes: “More and more frequently, business partners are demanding proof of how a company handles its CO2 emissions. DKV customers can offset their CO2 emissions by 100 per cent. This positive eco-balance provides a distinct competitive advantage and strengthens the brand of a company.” Certas Energy agrees: “Importantly, more and more fleet organisations have stringent policies on energy efficiency now, which is why we would advise fleet managers to look at fuel card providers that are actively trying to cut down on carbon emissions. Certas Energy, for example, is aiming to be the first fuel distributor with the ISO 50001 accreditation for energy efficiency, having taken a number of measures internally, and incorporated them into its fuel card offering.” The future With connected cars and new technology advancing the sector, as well as hybrid, electric

and hydrogen vehicles entering the market, transport as we know it is changing. So how does the future look for the fuel card industry? Gertjan Breij from DKV says: “Chip cards, smartphones, and connected/ smart vehicles currently represent the main future trends. We strongly believe that those will become a reality by 2025 and beyond. The fuel and service card currently offers the biggest infrastructure. “Therefore, it will not be replaced overnight. However, since we want our customers to have the choice, it is our medium-term goal to act independently from a payment medium.” “In Germany we have already established the infrastructure of charging stations for our new hybrid fuel card. Our task for the future will be to offer a wide range of solutions that allow our customers to select their preferred option. Solutions that perfectly fit our customer’s processes,” Gertjan adds. Andrew Goodwin from Certas Energy believes that fuel cards will no longer be a standalone product: “We see fuel cards becoming more integrated with other products, to encourage a more streamlined process. Currently, many businesses see fuel E Volume 97 | GREENFLEET MAGAZINE


Fuel Cards

Expert final thoughts  cards as a stand-alone product rather than a package, using one supplier for fuel cards, one for fuel and another for lubricants, for example. “However, this can make it difficult to negotiate an overall fuel card package, as well as creating additional problems internally for procurement. “Fuel cards are also evolving to become more customerfocused, with the introduction of loyalty schemes, as well as licence checks, operator licence management, risk assessments and maintenance records. More and more fleet managers are looking for these types of value-added products, in addition to a standard fuel card – and we see this trend continuing in the future.” Bryan Glazier from WEX says: “We expect that fuel cards will become more than just a way to pay for fuel. Developments

are expected that will

support corporate mobility “Fuel requirements yet retain e r the control, security cards a to g n and administration i v l evo re benefits that fuel cards o m e historically bring to becom -focused, r the industry. Further e m n o o ti c u cust d advancements in o r t e in payment solution with thalty schemes, technology such of loy aintenance as mobile payment applications, adoption and m ords” of new technologies rec

and product integration (i.e. telematics, OBUs, black box solutions) are likely feature within the market.” Cédric Vigneau from AS24 adds that he sees the card no longer being necessary: “The main change for me is the card’s disappearance, replacing it with an alternative device such as a phone or a tag in the truck.”L FURTHER INFORMATION

“More and more fleet managers are looking for these types of value-added products, in addition to a standard fuel card – and we see this trend continuing in the future”

Andrew Goodwin We see fuel cards becoming more integrated with other products, to encourage a more streamlined process. Currently, many businesses see fuel cards as a stand-alone product rather than a package. However, this can make it difficult to negotiate an overall fuel card package, as well as creating additional problems internally for procurement. Some fuel card providers, such as Certas Energy, are looking at integrating a fuel card package with on-site refuelling telemetry systems, to enable both on-site refuelling and on-the-road refuelling. Using the fuel card in this way offers benefits to fleet management, making internal reporting and auditing easier and less time consuming. Gertjan Breij Chip cards, smartphones, and connected/smart vehicles currently represent the main future trends. Apart from these technical trends, we notice a strong demand for sustainable products. We are convinced that sustainable products have already become a competitive issue and we see this trend getting stronger. In Germany, for instance, we already established the infrastructure of charging stations for our new hybrid fuel card. Our task for the future will be to offer a wide range of solutions that allow our customers to select their preferred option. Bryan Glazier We expect that fuel cards will become more than just a way to pay for fuel. Developments are expected that will support corporate mobility requirements yet retain the control, security and administration benefits that fuel cards historically bring to the industry. Further advancements in payment solution technology such as mobile payment applications, adoption of new technologies and product integration (i.e. telematics, OBUs, black box solutions) are likely feature within the market. Cédric Vigneau The fuel card industry in the uk is a very competitive market, one the most in Europe. In the future, I see the card disappearing and being replaced by an alternative device to make payments such as a phone or a tag in the truck. Services around a fuel card are important and will grow, such as being able to pay tolls and tunnels, to pay secured parking, to claim back VAT or duties, breakdown assistance, and so on.



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Improve 800 WORD yourEDIT fleet’s HEADLINEwith efficiency HEREthe TM AS TIGHT Esso Card AS POSS to manage the costs of running commercial xoxoxoxo fleets in the UK and across Europe. Traditionally, fleet operators managed their fleets onINFORMATION a cash basis, reimbursed FURTHER driver expenses or paid with company xxx cards – often a mixture of all three. credit As well as being inefficient and unnecessarily complicated, these can increase opportunities for fraud and pose a potential security risk for drivers.

VAT reclaim and logging With the Esso CardTM, fleet operators have total control over the everyday organisation of their vehicles, whether they are trucks, buses, coaches, vans or cars. Every transaction is logged on a single, VAT-approved invoice, helping to reduce the burden of paperwork and making administration quicker and easier. All invoices are prepared in accordance with the Sixth EU VAT Directive, which means no matter what country or tax jurisdiction, reclaiming VAT owed on fuel spend is quick and easy. A self-service e-portal enables fleet operators to view detailed information on vehicle expenses, statistics and performance; to order and block cards online; to manage invoices; and to view transactions, including fuel, store purchases, automated car washes and tolls, 24/7.

it gives fleet operators access to one of the largest networks in the UK. “We’re continually developing our product portfolio and services, and we’re committed to retaining our existing customers through great customer service.”

Telematics Many companies are now also seeing the benefits of linking their fuel card account with a telematics solution, enabling them to identify areas of inefficiency and highlighting where staff could benefit from additional driver training or where vehicle maintenance could strengthen performance.

Written by

Fleet and Udae nonsend vehicle icidisquid operators quam in the elisimincim UK and Europe faceprocan et look et, sed forward to less hassle, quodi blaborum lower costs and more ut molorem detailed autperformance ationse nos data eumque when laboribus running their fleets, thanks et quoditiat to the Esso Card doloTMqui from de WEX volecab Europe orerisqui Services nitibusdae (WES), and nullacianti its latest multi-card offering rest, sitiatis ut idem quodi consequat facimagnime pernatemquae TM nimus earibus, temtoipsaest moluptatium es with netthe etUK Fuels Card, WEX Telematics provides a range of features The Esso Card is designed make it easier combination that provide information to improve fleet productivity, reduce operating costs and improve driver safety across your business. The fuel card portfolio and WEX Telematics of WEX Europe Services, a joint venture between two of the world’s leading fuel card companies, WEX Inc. and Radius Payment Solutions, currently covers national and international locations including UK, France, Germany, Italy, Norway, Belgium, Netherlands and Luxembourg. L FURTHER INFORMATION

Multi-card solution The latest multi-card offering of WES, combining the Esso CardTM with the UK Fuels card, further strengthens the appeal of the Esso CardTM. The multi-card solution increases the number of pump sites available to drivers to more than 3,400, without adding to the administrative burden, as transactions from both cards are logged on the same invoice. Peter Dore, commercial and marketing director at WEX Europe Services, says: “An increasing number of fleet operators are recognising the benefits of the Esso CardTM, helping us increase our customer base across the UK and Europe. “The Esso CardTM makes managing your business easy, especially if you’re looking to reduce your administration time and paperwork. When used in



Road Test

Revolutionary Renegade The Renegade is Jeep’s first model built outside the US. Big on style and choice, the baby Jeep faces tough rivals in the fiercely fought compact crossover market. GreenFleet sees if it can ride rough shot over the competition  What is it? Now seen as more luxurious vehicles, Jeep pioneered the four-wheel drive SUV movement with the original prototype Bantam BRC Willys Jeep in 1941. Although just for military use, civilian Jeeps (CJs) first appeared in 1945, and in the intervening 70 years have become more refined. Arguably most famous for the Wrangler and Cherokee models of the mid-1980s, the Renegade name has been around since 1970, and now it returns on a car more akin to those smaller off-road Jeeps with which the company started its ascent to four-wheel drive glory.  The new Renegade is a compact crossover which is related to the Fiat 500X, the two cars sharing components as both the Italian and US companies are part of the Fiat Chrysler Automobiles group, established in 2014. Launched the same year, the latest Renegade is built in Italy alongside the small Fiat crossover, as well as in Brazil and China. The first Jeep

model to be exclusively produced outside of North America, front as well as part-time and full-time four-wheel drivetrains are available. There are four engines – two petrol and two diesel with outputs from 110 to 170bhp – to choose from, too, as well as manual and nine-speed automatic transmissions. In addition to offering a smaller than may have been traditional Jeep footprint, the Renegade also uses style as part of its weaponry to capture younger buyers to the brand. It’s boxy yet chiselled, chunky yet funky, and from the front end at least, unmistakably a Jeep. The traditional slatted grille and round headlamps of that original Willys Jeep have been updated for the 21st century and when picked out in a contrasting colour, the small crossover displays a large clue to its parentage. With its square-cut body lines and plastic-cladded wheel arches, the baby off-roader carries its high-riding looks well. Nice touches include the ‘X’-shaped rear light lenses and the smattering

Selected Jeep dels de mo rt a g e n e R p/Sta use Stoo Drive’ and ‘Ec g systems rin monito improve to y econom



of ‘hidden’ Jeep grille motif logos in the cabin. The Limited model tested here sits just under the top-of-the-range Trailhawk, although all models receive the same, ruggedly‑styled interior. Full of ‘military’-style design touches, it’s certainly a different place to be, and while possibly too garish for some, the contrasting ‘Bark Brown’ and ‘Ski Grey’ leather really looked the part. Yes, the ‘Since 1941’ embossed panel above the radio is possibly a heritage touch too far, but overall, the individualism of the Renegade is appealing. How does it drive? Built alongside and sharing proven mechanical parts with the Fiat 500X, the Jeep Renegade shares its Italian cousin’s engines. The car we tested was a 120bhp 1.6 MultiJet II diesel-engined model coupled with a six‑speed manual gearbox. Torque of 236lb ft (320Nm) is developed from as low as 1750rpm, and the car feels spritely enough for everyday use and keeps up well with motorway traffic. The 1,404kg Renegade Limited 4x2 does the 0-62mph


1,598cc, four-cylinder diesel




benchmark in 10.2 seconds, while top speed is 111mph, no doubt due to the bluff looks denting the car’s aerodynamic efficiency. The boxy shape may also contribute to the wind noise on the move, which trumps road noise from the standard 18-inch alloy wheels and 225/55 R18 tyres. Otherwise, the small Jeep is a very refined cruiser, although there is no denying what is powering the car at idle. Over 100kg lighter than its four-wheel drive siblings, the front-wheel drive Renegade grips well, and corners flatly for a small SUV. A firm ride deflects road imperfections well enough and the baby Jeep feels comfortable on the move. As with many modern cars, steering feedback is at a minimum, although you can place the car well enough. While it aids the Renegade’s practicality, the square silhouette does have its limitations out in the open: the rear pillars are very thick and close following traffic can be shielded from view. The optional blind spot monitoring system which comes as part of the £750 ‘Parking Pack’ also includes parking sensors and a rear-view camera. Although our test car was resolutely

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two‑wheel drive, the two four-wheel drive systems available on the Renegade deliver both part and full-time 4WD traction. ‘Jeep Active Drive’ is optional on all models and automatically engages all four wheels when traction is lost. At other times, the car runs in two-wheel drive mode with the rear axle disconnected, increasing fuel efficiency. ‘Jeep Active Drive Low’ is a full-time 4x4 mode, which is coupled to an active on-demand clutch to provide increased traction on all surfaces and provide off-road capability for which the Jeep brand is known. Both systems are married to Jeep’s ‘Selec‑Terrain’ traction control system, which has four or five modes for varying surfaces. How economical is it? The 1.6 MultiJet II diesel is the most economical and cleanest engine in the Renegade range. Our test car’s engine was Euro 5+ standard, but FCA Group has recently revised the complete range of units and it now qualifies as Euro 6. As a result, CO2 emissions fall from the 120g/km of the Euro 5+ engine to 115g/km for the Euro 6 unit. Quoted economy is improved, too, up from the 61.4mpg of our test car to 64.2mpg of 2016 models. Over our 410-mile test, we averaged 53.0mpg in the real world, which is 86 per cent of the quoted figure – a commendable result. Another benefit of the newer technology is a sizeable reduction in NOx emissions from 0.168g/km to 0.025g/km. This version of the car also features Stop/Start and ‘Eco Drive’ monitoring systems to further improve economy.  What does it cost? The Renegade Limited 1.6 MultiJet II 120 costs £23,495 on the road, with our test car weighing in £26,820 once selected options were fitted. Metallic paint costs £700, while our car also featured upgraded two-tone alloy wheels for an extra £300 and an electric panoramic sunroof at a hefty £1,200. Optional packs range from £310 to £750. Equipment on the Renegade Limited is high, though, with cruise control, dual-zone climate control, heated front seats and steering wheel, leather upholstery, a seven-inch TFT instrument display, ‘Uconnect’ 6.5-inch colour touchscreen infotainment system (with satellite navigation and Bluetooth), and steering wheel controls. Safety kit includes forward collision and lane departure warning systems as standard, as well as rear parking sensors, electronic stability control, anti-roll mitigation, and traction control. The Renegade range starts at £17,495 for the 1.6 E-torQ 110bhp Sport and rises to £29,000 asked for the 2.0 MultiJet II 170bhp

Road Test

Jeep Renegade Limited 1.6 MultiJet II 120


MPG (combined):


GF MPG (combined):



Band C, £0 first year, £30 thereafter




£23,495 (inc VAT, £26,820 as tested)

Trailhawk. A trio of special editions are also offered. Fiat’s 500X twin starts at £14,295 in ‘City Look’ trim – the ‘Off-Road Look’ Cross Plus model with the same 1.6-litre MultiJet II 120 engine as the Jeep retails at £22,315 on the road, but interestingly is rated at 109g/km, 6g/km lower than the Renegade. The small Jeep faces myriad rivals in its competitive sector including the Mazda CX-3, the perennially popular Nissan Juke, the premium Mini Countryman, as well as the Skoda Yeti, Suzuki Vitara and Vauxhall Mokka. However, Jeep claims that in Limited 1.6 MultiJet II 120 form (as tested here) the Renegade has the most kit and is cheaper than its key rivals. While the standard three-year/60,000-mile warranty could be longer, this can be upgraded at extra cost to seven years and 100,000 miles. Servicing intervals are every 12,500 miles, but thanks to that commonality of parts shared with the Fiat 500X, maintenance shouldn’t be on the prohibitive side. How much does it cost to tax? As tested, the Jeep Renegade Limited 1.6 MultiJet II 120 sits in VED Band C, drivers paying £0 during the first year of ownership, rising to £30 per year thereafter at current rates. Benefit in Kind is 23 per cent. Top models fitted with the 160g/km 2.0 MultiJet II Diesel 4WD powertrain will pay a sizeable £185 per year in VED and 32 per cent BIK. It’s a shame the Euro 6 version of the 1.6 MultiJet II diesel engine isn’t rated at just 1g/km lower, though: BIK falls by one per cent.  Why does my fleet need one? The Renegade shrinks the traditional Jeep footprint down to a size which hasn’t been seen for quite some time. With commendable economy, stylish looks, a comfortable and striking interior, the baby Jeep is an interesting addition to the small crossover sector. The small SUV has done much to boost the US company’s sales in the UK, too – in April it was the brand’s best-selling model – and there are myriad models from which business users can choose. If rugged off-road looks appeal, there’s a lot to like about the Renegade, but opt for a sensibly-priced mid‑range, two-wheel drive car as tested here for optimum economy and tax costs. L FURTHER INFORMATION



First Drive


Fiat Professional Fullback

Written by Richard Gooding

Fiat Professional hopes its new Fullback model will give it a foothold in the buoyant Europe, Middle East and Africa medium-duty pick-up market


What is it? either side of the fold-down tailgate, while The Fiat Professional Fullback is the Italian swage lines run the whole length of the company’s new entrant into the UK’s profile, which is the view at which the burgeoning pick-up sector. The market is Fullback looks most like its Japanese L200 booming in Africa and the Middle East, where cousin. Overall, though, its a convincing small flat-bed pick-ups account for more enough effort – to our eyes at least, the than 64 per cent of the commercial vehicle Italian-Japanese Fullback appeals more sector. It’s a different story in Europe, where than the slightly fussy-fronted Mitsubishi. the market is only six per cent, but make no mistake, the Fullback is an important How does it drive? player in Fiat Professional’s revised 2016 As you’d expect from its rugged looks, the European range. It admits that strategic Fiat Professional Fullback has a selectable alliances are important in the commercial four‑wheel drive powertrain. Like the vehicle sector, and, just as other models in Mitsubishi, it can be driven permanently its all-encompassing commercial vehicle in both 2WD or 4WD, on tarmac as well as range share parentage and siblings with off-road. A Torsen-design locking centre other vehicle makers, so does the Fullback. differential helps improve traction, and the Based on the current Mitsubishi L200 (which fun; range of four driving modes on the LX can itself was relaunched in 2015), the Fullback be selected by a rotary dial up to 62mph when is available with either a 2.4-litre 150bhp on the move. Two-wheel ‘2H’ is recommended turbodiesel engine of a 180bhp version of the for tarmac conditions and for best economy, same capacity. Six-speed manual or five-speed while ‘4H’ four-wheel drive mode is suggested automatic gearboxes can be chosen, with for use in rough road conditions. ‘4HLc’ mode emissions starting from 169g/km for the is primarily for low‑grip surfaces, while ‘4LLc’ lower-powered variant. Two trims offers maximum grip on steep hills, mud, sand are on offer in the UK: the 150bhp and deep snow surfaces. The ltalian SX and our test car, the pick-up copes well with the rough The range‑topping 180bhp LX. stuff, the wooded and rutted 6 1 0 The Fiat Professional paths of our forest valley test 2 w ne al n Fullback is produced routes proving little obstacle. io s s e f through an FCA A range of good articulation Fiat Pro ck is a Group (Fiat Chrysler and grip adds to its ullba ified F Automobile Group, Fiat impressive four-wheel drive c e p well‑s ich enjoys repertoire. Our test model and Fiat Professional’s wh parent company) and was loaded with a Euro pick-up g the lowest pallet’s Mitsubishi Motors worth of salt, so the n amo ions in its rear end was more laden than joint venture and is built in Thailand in the same some Fullbacks may be at times, emiss ss cla Laem Chabang factory as but the ride is generally good. the Japanese company’s L200 A proper commercial vehicle‑like model. Both cars enjoy a 1,000kg payload leaf spring sits under the 1.52m-long load and 3,100kg un‑braked towing capacity bay, and the steering is light for a more (2,700kg on the lower‑powered SX), and weighty commercial vehicle. An impressively selectable all-wheel drive is standard on all small 5.9m turning circle is perfect for more Fiat Professional Fullback variants. The Italian twisty and demanding off-road routes. company sees the agricultural industry as The 2.4-litre 180bhp turbodiesel engine of a large market, but is also aiming the light the 180bhp Fullback offers lots of low down commercial as a lifestyle vehicle, equally torque – its full 317lb ft/430Nm is delivered at happy carrying passengers and their sports 2,500rpm – and the Italian LCV is rarely found accessories as Euro pallet-laden loads. To wanting for power. On the road, the Fullback that end, a full range of Mopar accessories is feels more like a car than a commercial available, and our car was fitted with 17-inch vehicle, the engine settling into a quiet wheels as well as side steps – as are all LX volume once on the move, and delivering models – as well as optional rear chrome bars, its power strongly. Inside, the pick-up feels which play the lifestyle look to great effect. more like a car than a commercial vehicle, Available in double-cab configuration only, too, with higher perceived quality than some the front of the Fullback adopts SUV‑like styling, rivals and a smart, if generic‑Mitsubishi cabin with swept-back headlights. The lower bumper design. A slightly fiddly and non-intuitive on LX models is framed by a silver strip, which 6.1-inch sat-nav, DAB and Bluetooth-laden denotes the sump protector, needed by the colour touchscreen borrowed from the 30-degree approach angle. Higher-specification Outlander PHEV dominates the centre of cars also receive chrome door mirrors and the dashboard, while other switches are door handles. Body-coloured wheel arch obviously more Mitsubishi than Fiat.  protectors hint at its off-road capability. At Front and rear passengers should have the rear, car‑like L-shaped tail lights feature no reason to complain about cabin space,


though, as there is plenty of room on offer. Standard equipment is high, too. LX models feature advanced ESC with ASR and Trailer Stability Assist (TSA), seven airbags, bi-xenon headlamps with washers, cruise control, dual‑zone climate control, electrically‑adjusted and heated front seats, Hill Start Assist, keyless go, a Lane Departure Warning system, LED daytime running lights, a reversing camera, and Start & Stop as standard. Specify an auto ‘box and the touchscreen grows to seven inches. How economical is it? Fiat Professional quotes 44.2mpg on the combined cycle for the 150bhp-engined Fullback, rising to 42.8 and 39.2mpg for the 180bhp manual and automatic variants respectively, which is more or less the same as its Mitsubishi cousin. The Italian manufacturer quotes CO2 emissions of 169g/km for the 150bhp version of its new one-tonne pick-up, rising to 173g/km for the manual 180bhp car and 189g/km for the 180bhp auto variant.  What does it cost? The Fiat Professional Fullback faces some formidable competition in the UK from rivals such as the Ford Ranger, Nissan Navarra, Toyota Hilux and Volkswagen Amarok, as well as its Mitsubishi L200 relative. Entry‑level Fullback SX-specifcation cars start at £20,995 – excluding VAT and other on-the-road (OTR) charges – rising to £24,395 for the top-spec LX with automatic transmission. Our LX manual test car retails at £22,995. The list price for the entry-level double cab Mitsubishi L200 4Life is £19,749 (excluding VAT, Government Vehicle Excise Duty and First Registration Fee), so the Fiat is pricier than its Japanese cousin. For comparison, the Amarok offers a similar choice of power outputs and is priced from £20,360 for the 138bhp Startline, while the Ford Ranger retails from £20,045 (excluding VAT and OTR charges). The least expensive double cab version of the Toyota Hilux meanwhile starts at £21,510 (OTR, with VAT deducted). Why does my fleet need one? The Fiat Professional Fullback offers a very comparable specification compared with its nearest rivals. The Italian newcomer is only available from the extensive network of Fiat Professional commercial vehicle dealers as opposed to Fiat car dealers. However, the Fullback range offers both business and consumer/retail customers an attractive, capable, and well-specified pick-up which is competitively-priced and enjoys among the lowest emissions in its class. L FURTHER INFORMATION







MPG (combined): VED:

39.2-44.2 £230


The Fullback aims to capture the buoyant pick-up sector


2,442cc four-cylinder diesel


Gross payload of the new Fiat Professional Fullback is around the one-tonne mark

First Drive

Fiat Professional Fullback


Down load th Green e F app.g leet app at reenfl eet.n for mo et re ima ge conten s and t

Fullback interior shows its Mitsubishi origins



PHEV Diary


Mitsubishi Outlander PHEV

Written by Richard Gooding

Over 6,000 miles have rolled under the GreenFleet long-term Mitsubishi Outlander PHEV’s wheels. Richard Gooding reflects on just over six months with the big plug-in hybrid, crunches the numbers, and finds both an economical and likeable first step into part-electric motoring powered by a diesel engine. Very little noise on tickover coupled with the silent running in EV mode really was novel and ensures the Outlander has very few rivals. Mitsubishi claims its plug-in hybrid SUV can travel up to 32 miles on electric power alone. I only ever got the range indicator to suggest that top ceiling twice, the engine chiming in towards the end of my 25-mile commute. Towards the end of WV65 YUO’s time with me I managed to drive the whole distance on electricity alone, suggesting the research which denotes that warmer temperatures benefit electric vehicle range is correct. But maybe my Silent powertrain l a daily trips are extraordinary: Off course, perhaps the most c i p Ty Mitsubishi states that the obvious – aside from the s e g char een car’s EV range is ‘ample tax and cost benefits tw e distance for the average – was the silent and b t s o , c 4 1 . 1 daily commute’: that smooth powertrain. £ d 94p an nomy over daily commute is 25 With its pair of electric co miles according to the motors (one per axle) while e ix-montrh UK’s Society of Motor and underfloor battery, s the Manufacturers and in all-electric mode, iod was Traders. r e p t s Whatever, it’s still the Outlander PHEV was e t g p longer and more useful than soothingly quiet. When the 119.8m the more expensive BMW X5 2.0-litre petrol engine did kick xDrive40e’s distance of 19 miles. in, it was a largely non-noisy affair. However, as with some other hybrids, More visible charging indicator there was, on occasion, a ‘surge’ in volume When it came to charging, I was able to when the more conventional power source plug-in both ends of my trip, so I used the made itself known. Not quite as seamless as EV capabilities to the maximum. A 7.2kW Mitsubishi suggests, overall, though, it was POD Point unit dealt with the home charging a still a much more pleasant experience needs, while the car’s three-pin EVSE than a traditional SUV which cable was used at the office, is more often even if the car was than not somewhat illicitly Familiarity breeds contempt so the saying goes, but over the period of six months and two weeks I spent with the Mitsubishi Outlander PHEV, that certainly wasn’t the case. WV65 YUO silently drove off the sunset in the middle of August after 6,843 miles, and I was largely sad to see it go. Though not the car’s typically target demographic – no offspring, dogs or neither a company car user – I found myself with an Outlander PHEV-shaped hole not long after it had departed, such was the other benefits it offered. But what were those benefits?

ad the Downlo app at t e le GreenF en e r .g app es and re imag for mo t conten



parked in a loading bay due to the lack of electric vehicle charging infrastructure in the surrounding area. One thing the Outlander could do with is a more visible charging indicator such as the one the Nissan Leaf has on top of the dashboard. I knew that the charging time at home was around 3.5 hours, but still had to open the door to see whether the charging cycle was complete or not. A flashing light display such as the Nissan Leaf’s – or a flashing external diode telltale such as that on the Passat GTE – would make for much easier confirmation of that charging cycle completion. Otherwise, charging was simplicity itself. On the thorny issue of public charging networks, I only ever connected the car to the Ecotricity CHAdeMO rapid charger system twice, both times with mixed results, but ultimately ending in success. A full report of one of my experiences can be found in GreenFleet 92, but overall, the infrastructure in the wild still needs some work, and I know I’m not alone in that train of thought. Variable charging costs When it comes to charging costs, this can vary enormously, due to different tariffs and rates. At home, I have no Economy 7 rate and am on a flat charge for both day and overnight electricity. A typical rate of 9.37p per kWh resulted in costs of between 94p to £1.14 per charge, around £17 per month/reporting period. The office rate of around 11.0p per kWh meant a typical charge cost of £1.10. Generally, unlike fuel prices, the cheaper your energy tariff, the cheaper the Outlander PHEV will be to run when it comes to charging. Over the whole loan period, the charging costs amounted to approximately £113.30. If you plan to run the car as cheaply as possible, it pays to shop around for the cheapest energy deals. The car has an on-board charge cost calculator and I wish I’d used it sooner than I did. Richard Mackney, another Mitsubishi Outlander PHEV owner has an easy to understand

The car perhaps wasn’t best-suited to my needs: during the test period I conversely went on more long-distance journeys than usual, and more often than not due to timings, I had no chance to stop for a top-up once the EV battery was depleted. So, the car used more fuel than electricity on those occasions, eroding the potential economy. However, as our experience of owners in last month’s report proved, some owners go impressive distances without putting a drop of fuel in. Stephen Cranford is one such Outlander PHEV owner, having gone six weeks and 1,462 miles without a fuel stop: “I consider it a challenge to drive it in 100 per cent EV mode. If the petrol engine kicks in that’s a failure!’ he said. Stephen is averaging 225mpg, while charging is costing him around £30 per month. During the period which the car was with me, it was almost always driven in ‘Eco’ mode with the regenerative braking ‘gear’ mode selected.

Well-judged regenerative braking Benefit number two: I found the regenerative braking to be very useful and one of my favourite aspects of the Outlander PHEV. Using kinetic energy which is generated from deceleration to recharge the battery, potential range can be topped up, but I didn’t find it as easy as in other selected EVs and PHEVs. What the system was, though, was well judged. Towards the end of the six-month test I used the steering wheel-mounted paddles with abandon and revelled in rolling to a stop just as a junction approached. I used the regenerative braking and coasting practices in earnest the weekend before the car went back. I took part in the Layer Marney Cup, a 72-mile fuel economy trial around the Essex countryside. Although hybrids (plug-in and conventional) were banned from the event’s results, the Outlander PHEV did me proud, achieving

Commodious and accommodating As with all early adopter technology, the Outlander PHEV isn’t an especially cheap car. When new, ‘my’ GX4hs car retailed at £36,499 as tested. Yes, it’s large, commodious and very accommodating, but some of the finer details let the car down. The quality of some of the interior fittings didn’t feel up to the quite hefty price tag, and the infotainment system wasn’t one befitting a near £40,000 car. It was the most infuriating part of the whole vehicle, with connectivity and slow-running issues plaguing its day‑to‑day use. It was disappointing that if Mitsubishi could develop such a clever powertrain, why couldn’t it fit a much easier to navigate and less problematic control system? As an audiophile, the sound was good, even if it took a while to find what you wanted to listen to. The ‘birds-eye’ camera system was a real boon, however,

With lots of space, a well-thought out powertrain and considered SUV looks, it’s easy to see why over 100,000 Mitsubishi Outlander PHEVs have been sold worldwide 83.42mpg over the set distance, coming second overall. The overall ‘winner’ was a Toyota Auris Hybrid which scored 109.2mpg. Economy over WV65 YUO’s time with us varied hugely, sometimes as low as 32.4mpg, sometimes as high as 998.6mpg. Judicious charging resulted in average values which exceeded Mitsubishi’s figures on more than one occasion, but use the engine more than was needed and it was paid for at the pumps. Overall, over the loan period, I used £525.39 of fuel, due to more longer journeys than I’d anticipated (and resulting in the low overall six-month charging costs). That may sound a lot, and it’s not directly comparable, but I would fill up my conventional 1.6-litre hatchback with around £35.00 of fuel per week, which would cost approximately £840 over six months. That’s a good deal more for a much smaller and less practical and luxurious car.

and eased parking the long Mitsubishi into otherwise out-of-bounds spaces. Overall, though, the Outlander PHEV is a comfortable, economic, engaging and interesting companion. With lots of space, a well-thought out powertrain and considered SUV looks, it’s easy to see why over 100,000 examples have now been sold worldwide since 2012. Mitsubishi reports that the UK accounts for around 20 per cent of sales, the current model finding 21,052 homes since its launch in 2014. Unrivalled in its class, the Outlander is a very commendable and enjoyable route into part-EV motoring if you’re not quite ready to go on a non-fuel ‘full EV’ diet. But that’s where GreenFleet is going next. Yes, we’re shedding the fuel pounds and slimming down to drive a full electric car for three months. Find out more details next month, or follow @GreenFleetNews or @richgoodingcom on Twitter for a preview. L


1,998cc four-cylinder petrol with 2 x 60kW electric motors and 12kWh battery


PHEV Diary

charging cost guide at Overall, the car was charged almost twice as much at home than it was at the office. Of course, once the petrol engine starts up, the potential sky-high economy is dented somewhat, but it depends on what degree the unit is used. When more power is called for, or when the battery’s charge falls, Series Hybrid mode uses the engine as a generator. Supplying electricity to the battery which in turn powers the motors, Mitsubishi states that this is a highly efficient use of fuel. Parallel hybrid mode sees the petrol engine provide most of the power, with motor assistance only when needed, when driving at high speeds for example. In addition, the ‘Battery Charge’ or ‘Battery Save’ modes lets you decide when to use the battery’s charge, bit be warned: ‘Battery Charge’ is the least efficient way to replenish the battery and really makes holes in the economy figures. 

Logbook: month seven 2016 Mitsubishi Outlander PHEV GX4hs



32.5 miles (electric only), 541 miles (hybrid mode)


£38,499 (inc VAT, after government PiCG grant, £39,549 as tested)


February 2016








12.0 miles/kWh











Economy and spaciousness are just two of the Outlander PHEV’s enjoyable attributes

Over half of charges took place at home, using a 77.2kW POD Point home charging unit



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Aiming to halve corporate emissions and save £140,000* on contract hire and fuel. By quitting a conventional fleet for petrol full hybrids, Nick is helping to cut Itec’s CO2, NOx and particulate emissions by 50%. Thanks to lower BIK, drivers will also pocket average tax savings worth £1,200 each over the next three years. And, as contract hire and fuel costs will also fall by £140,000, Nick can breathe easy too.

Read Nick’s story at

* Saving based on switching original VW diesel fleet to Toyota and Lexus hybrids.

AMORE FOR LESS. The new Fiat Tipo.


The new Fiat Tipo really does offer more for less.

2 body types: Hatchback and Station Wagon 4 trim levels: Easy, Easy Plus, Elite and Lounge 5 engines: three petrol engines, 1.4 95hp, 1.4 120hp T-Jet and 1.6 110hp e-TorQ (automatic transmission). Two turbo diesel engines – a 1.3 MultiJet II 95hp and a 1.6 MultiJet II 120hp manual and DCT 3 transmissions: manual, automatic and dual-clutch (DCT)

Amore for less. The new Fiat Tipo.

More value, more technology, and more space. Best in class value for money: Fiat Tipo five-door hatchback P11D from ÂŁ12,940; Fiat Tipo Station Wagon P11D from ÂŁ13,940. BIK from 18%*; CO2 from 89g/km*.

More technology: Bluetooth connectivity, DAB radio and air conditioning standard on every version. Best in class interior space: class leading rear legroom; Fiat Tipo five-door hatchback luggage volume of 440 litres; Fiat Tipo Station Wagon luggage volume of 550 litres. * Only on Elite versions

Amore for less. The new Fiat Tipo.

More value, fewer emissions. Dedicated business version: Fiat Tipo Elite 1.6-litre turbo diesel manual and DCT† available for fleet customers. Hatchback and Station Wagon body type, P11D from £16,940. Specification includes navigation system with LIVE services; autonomous emergency brake; speed limiter and adaptive cruise control; electric driver seat lumbar support; 16” alloy wheels and Eco Pack. Low emissions: from 89g/km of CO2. BIK from 18%. To find out more, contact the Fiat Fleet Business Centre free on 0808 168 6428 or email AMORE FOR LESS. THE NEW FIAT TIPO.

† DCT not available at launch. Fuel consumption figures for the new Fiat Tipo range in mpg (l/100km): Urban 30.7 (9.2) – 70.6 (4.0); Extra Urban 56.5 (5.0) – 94.2 (3.0); Combined 44.8 (6.3) – 83.1 (3.4). CO2 emissions 147 – 89 g/km. Fuel consumption and CO2 figures based on standard EU tests for comparative purposes and may not reflect real driving results.

GreenFleet 97  

The only fleet publication dedicated to promoting a cleaner environment

GreenFleet 97  

The only fleet publication dedicated to promoting a cleaner environment