Fleet Van September 2014

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ALL-NEW RENAULT TRAFIC. YOUR SUCCESS BOOSTER.

TRUsT EURopE’s No.1 vAN mANUFACTURER

www.renault.co.uk

• Redesigned cabin with mobile office for clever storage and technology solutions

• Up to 4.15 metre load-through-bulkhead, making it the most flexible LCV in its class

• Formula One inspired ENERGY engines combine fuel efficiency with a punchy drive

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FleetVanB E S T P R A C T I C E F O R B R I T A I N ' S L I G H T V A N O P E R A T O R S September 2014 £5 where sold

Fleetnews.co.uk/fleetvan Business support... Running costs, fuel prices, CO2 emissions tools

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Insight: FTA analysis

Do van drivers have a needfor speed?

First drive

Can Citroën Relay match thesector's best?

News insight: Servicing

Fleets call for out-of-hours servicing to be industry norm

Profile: TfL

Capital's fleet goes electric to reach CO2 target

ALL-NEW VITO: SETTING THE STANDARDManufacturer claims best-in-class efficiency and payload for its latest medium-sized van

First look: Mercedes-Benz Vito

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4 I News insightVan operators call for out-of hours servicing to become an industry standard.

6 I News digestThe important news from the past month.

9 I Coming soonNew and revised models to hit the market.

12 I FTA Benchmarking: Speeding How much of an issue is speed for van operators?

14 I Profile: Transport for London Fleet adopts electric vans to drive down CO2.

18 I Insight: Van liverySix areas to consider to make the most of livery.

21 I Insight: Fuel Is engine remapping the ideal way to cut fuel bills?

25 I Insight: Remarketing End-of-contract charges: what they mean to you.

28 I Mercedes-Benz VitoMore capable and cheaper to run than predecessor.

31 I Citroën RelayRevisions keep model competitive with class leaders.

32 I Nissan NT400 CabstarFacelifted truck offers increased payload.

33 I Citroën Berlingo XTR+Extra traction for when the going gets rough.

34 I Ford Transit long-termerEconomy gives encouragement for the future.

35 I Running costs: MWB panel vans

fleetnews.co.uk/fleetvan September 2014 3

NEXT ISSUE – OCTOBER

Insight: Public sector fleetsSpotlight on the challenges faced by organisations.

Insight: Driver communicationHow forums improve the way your fleet operates.

Fleet Van is published 10 times a year by Bauer Consumer Media Ltd, registered address 1 Lincoln Court, Lincoln Road, Peterborough, PE1 2RF. Registered number 01176085.No part of the magazine may be reproduced in any form in whole or in part, without prior permission of the publisher. All material published remains the copyright of Bauer Consumer Media Ltd.We reserve the right to edit letters, copy or images without further consent. The submission of material to Bauer Media whether unsolicited or requested, is taken as permission to publish in the magazine. Any fees paid in the UK include remuneration for any use in any other licensed editions.Whilst every reasonable care is taken to ensure accuracy, the publisher is not responsible for any errors or omissions nor do we accept any liability for any loss or damage, howsoever caused, resulting from the use of the magazine.

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EditorialEditor-in-chiefStephen Briers 01733 [email protected] editorSarah Tooze 01733 [email protected] News editor Gareth Roberts 01733 468314Web producer Christopher Smith 01733 468655Associate editor Trevor GehlckenContributorsMark Cartwright, John Charles, Chris Lowndes (photographs)

ProductionHead of publishingLuke NealAssociate editor (production)Andrew RyanProduction editorFinbarr O’ReillyDesignerErika Small

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ne ws insight

4 September 2014 fleetnews.co.uk/fleetvan

Van operators call for out-of-hours servicing

By Sarah Toozean fleet operators are calling for out-of-hours servicing to become more widely adopted to help them cut costs.

More than two-fifths (43%) of the fleet operators surveyed by Fleet Van

and the Freight transport Association said their service maintenance and repair provider does not offer out-of-hours servicing. Of these, 69% would like their provider to provide out-of-hours servicing.

Darren Bell, director of fleet services at g4s, is among those calling for extended hours.

he suggested that too many maintenance suppliers operate a model based around retail hours. this requires fleets to have additional vehi-cles on their fleet to cover planned maintenance, particularly vehicles above 3.5 tonnes.

Bell said: “there would be a significant cost benefit for our business in maintaining the fleet out-of-hours. the initial work we have conducted recently identifies we could remove approximately 50-80 vehicles from the operation, each vehicle costing around £23,000 per annum.”

Bell would be willing to pay an additional cost for out-of-hours servicing, in line with any uplift in cost to the supplier.

however, two-thirds of fleet operators that would like extended hours are not willing to pay for it.

Richard Crook, director of fleet at DhL, said operators should not pay extra for a service that is perceived as an industry standard.

Another operator said they would be willing to pay, depending on the hours. “saturday morning should be standard, but overnight and other times could be an additional premium,” he said.

survey respondents suggested that there was a ‘chicken and egg issue’.

“Dealers will not open unless there is demand, but a fleet management company will not plan out-of-hours unless there is provision already in place,” a respondent said.

Another commented that garages blaming a lack of demand and arguing that it is too expensive to offer extended hours for one customer “is a red

Need To kNown 43% of fleets cannot use out-of-hours servicingn Most not willing to pay for extended hoursn dealers fail to recognise demand from fleets

V

Majority of van fleet operators surveyed would like extended servicing hours to become industry standard

herring – the reason that there is no demand is that there is no supply”.

Operators also argue that manufacturers do not take van fleets seriously enough.

“we have found that some dealerships offer out-of-hours servicing but, in reality, they have little capacity as all the slots are taken up with pre-planned hgV inspections linked to O licence requirements and vans are not seen as a priority,” a respondent said.

tony Raymond, project manager at Morrison Plant and Fleet services, added: “For manufac-turers who are serious about the UK LCV market, out-of-hours servicing must become part of the culture of the business. it is obvious vans are working during the day and the need for out-of-hours servicing is acute. there are improvements but, generally, there are not enough dealers with the right set-up, facilities or expertise to provide this service.”

Another survey respondent singled out Mercedes-Benz for offering out-of-hours servicing and said that “more manufacturers should embrace it”. “those that do will see the benefit in increased sales, i’m sure,” he said.

however, in some instances, it is the fleet that cannot make out-of-hours servicing feasible.

One respondent said: “the problem would be getting to and from a repairer out-of-hours as a driver/spare vans would be required.”

Another commented: “some of our internal busi-ness unit would like to take advantage of this, but does not want to pay a premium or make the vehicles available and want them collected/deliv-ered from the tradesman’s home.”

One fleet operator has taken advantage of out-of-hours servicing thanks to a change in shifts with full-time staff split into a two-shift system.

she said: “Out-of-hours servicing has stream-lined the business to maximise on-road/task time, and considerably lessen the amount of spare vehicles required. we would not operate under any other circumstances.”

“There would be a significant cost benefit to us in maintaining the fleet out-of-hours” Darren Bell, G4S

8

57% Yes

Does your service maintenance and repair provider do out-of-hours servicing?

What is your main funding method for your vans?

0

0

10

5

20

10

30

15

40

20

50

25 30 35 40

How are your vans serviced?

Outright purchase – 45%

Contract hire/lease – 49%

Other – 6%

Through our leasing company – 40%

Through our fleet management company – 30%

Directly with a franchised dealer – 5%

Directly with an independent garage – 25%

editor’ScolumnSarah Tooze, deputy editor, Fleet Van

when i heard that driverless cars would be tested on UK roads next year i couldn’t help thinking,

what about driverless vans?in some respects, driverless

vans make more sense than driverless cars. if the vehicle’s purpose is simply to transport goods on a set route, is there a need for a driver? in theory, the van could ‘learn’ the route.

no major van manufacturers have announced plans to produce an autonomous van, but the technology was put to the test in 2010 when four electric driverless vans travelled in convoy from italy to China.

the vans carried researchers as passengers in case of emergencies and there were times when they had to intervene.

the journey wasn’t what you would call rapid either. it took 100 days as the vehicles had to be recharged for eight hours after just two to three hours of driving.

so it seems there is still some way to go before driverless vans become a reality.

with drivers staying behind the wheel in the meantime, you’ll want to find a way to help them drive more efficiently. is engine re-tuning the answer? turn to page 21 to find out

“If the vehicle’s purpose is simply to transport goods on a set route, is there a need for a driver?”


As 70% of survey respondents have their vans serviced through their leasing or fleet manage-ment company, Fleet Van asked some of the major companies to outline their out-of-hours servicing provision.

Lex Autolease offers out-of-hours servicing at no additional charge. however, less than half of the garages in its network offer this option.

Arval offers out-of-hours servicing, combined with a mobile servicing offer at no additional charge. Around 30% of Arval’s network provides out-of-hours as standard. however, a spokesman said: “Due to the relationship that we have with them, the rest will work out-of-hours as and when there is a customer requirement.”

ARI a core group of ARi’s independent garages, known as Masterserve, are able to offer a pre-booked service and repair option in twilight

WHAt tHe mAintenAnce ProViderS oFFer

BT Fleet, which manages the BT openreach

fleet, owns 65 garages

hours. Jason Chamberlain, sales director at ARi Fleet, said: “we are further developing the network to accommodate this growing requirement for out-of-hours capability.”

BT Fleet has invested heavily in its garage capability over the past year and extended opening hours. ten of its 65 owned garages and 115 of its 700-contractor network offer extended opening hours for customers.

43% no

If no, would you like your provider to do out-of-hours servicing?

If yes, would you be willing to pay an additional cost for out-of-hours servicing?

69% Yes

34% Yes

31% Yes

66% Yes

How many vans do you

operate?

1,001 or more 18%

751-1,000 10%

251-500 4%

501-750 4%

Less than 50 34%

50-250 30%

NE WS DIGEST


The European Community Whole Vehicle Type Approval regulations (ECWVTA), which became compulsory in April 2013, covering modifications to racking and other fitments, are leading to overall cost savings for van fleets, says GE Capital Fleet Services.

Simon Cook, UK fleet LCV leader at GE Capital, explained that the move has seen better quality equipment fitted to vans which is rugged enough to be used through two or even three vehicle replacement cycles.

Van Type Approval leads to cost savings, says GE Capital

Burnt Tree acquired by Enterprise Rent-A-Car to expand commercial vehicle businessEnterprise Rent-A-Car has acquired commercial vehicle provider Burnt Tree for an undisclosed sum, taking its fleet of commercial vans and trucks to more than 25,000.

The agreement includes Burnt Tree’s diverse commercial fleet of 17,000 vehicles (including commercial vans, HGVs, refrigerated trucks and accessible minibuses) and its proprietary fleet management technologies, as well as its network of 20 branches and 400 employees.

W W W.FLEE TNE WS.CO.UK / VANS

The AA orders 343 Ford Transit Customs after cost analysis

GE Capital’s van team recently worked with a leading power tools company to produce a fit-out specification designed for second life use.

Although the initial cost is £2,000 higher per unit, the fact that it can be reused means a saving of £3,000 over two lease cycles, even taking into account the cost of refurbishment.

“It is an example of higher upfront costs paying dividends in the longer term,” said Cook.

The AA has placed an order for 343 Ford Transit Custom vans, raising Ford’s share of the 2,100-vehicle AA patrol fleet to more than half.

Ford secured the order following an exhaus-tive analysis of wholelife costs.

Sarah Dopson, head of fleet at The AA, said: “We looked at all the usual factors – acquisi-tion price, depreciation, servicing and mainte-nance costs, as well as running costs including fuel economy – and the Transit Custom came

Brand Energy and Infrastructure Services orders 152 Citans Brand Energy and Infrastructure Services has placed the biggest single order yet for Mercedes-Benz’s Citan small van.

It has commissioned 152 Citan 109 CDIs, which were supplied, along with 23 Mercedes-Benz Sprinter 313 CDI chassis cabs, by dealer S & B Commercials and are the subject of a LeasePlan contract hire agreement. The new company was formed late last year through the merger of two businesses, Brand Energy and Infrastructure Services and Harsco Infrastructure.

Bank borrowing blow to Britain’s van driversDespite Britain’s small business van drivers contributing more than £43.8 billion to the economy, nearly 60% are being turned down for funding by banks, according to a study from Mercedes-Benz Vans.

Pre-recession rates from 2007 show that 90% of business loans were successfully approved.

out top. Deliveries of the new vehicles will be complete by November, in time for our busiest period for call-outs.”

Prior to delivery, the Transit Custom vans – a mix of 310 and 330 L1 models – undergo conversion at a vehicle preparation specialist, which includes fitment of the AA’s new contract recovery trailer to allow the partial lift and recovery of broken-down vehicles, a dual battery system, specialist racking systems and the organisation’s distinctive yellow livery.

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Ne w l auNches

R e n a u l t M a s t e R

The Renault Master heavy panel van has been facelifted and upgraded to take on the challenge from the new Ford Transit. Prices start at £21,120 ex-VaT and improvements include a new front end, several extra items of standard and optional equipment and two new twin-turbo engines.

More than 120 derivatives will be available in the uK, with a choice of four lengths and three heights, panel van, crew-cab, platform cab, chassis cab, tippers, dropside and box van variants, as well as front- and rear-wheel drive, for a carrying capacity of between eight and 22 cubic metres. There is also a choice of four GVw weights from 2,800kg to 4,500kg. New additions are the l4h2 and l4h3 panel van versions with single rear wheels.

The new Master is offered in two trim levels in the uK, Business and Business+. Both versions offers new equipment as standard, including DaB radio with cD player, electronic stability control with Grip Xtend, hill start assist and Trailer swing assist.

among the options are cruise control with speed limiter for £250, climate control at £950 (or £200 upgrade on Business+), and Renault’s integrated carminat TomTom satellite navigation with radio cD, Bluetooth and usB and fingertip controls priced at £650. also on offer is air suspension for £2,000, auto lights and wipers, plus front fog lights at £250 and cornering lights for £130.

Five upgraded engines are offered, including three energy versions, such as the new twin- turbo dci 165, with combined fuel economy of up to 40.9 mpg and cO2 emissions of 180g/km.


V o l k s w a g e n C R a f t e R

Volkswagen is offering a new product for fleets which need to move large loads – the crafter luton, built in association with bodybuilder Ingimex.

constructed using GRP sides and bulkhead and a dip-painted and powder-coated bolted frame, the finished bodies come readily modified for the addition of a tail-lift. The load area has an overall volume of 17 cubic metres, while the internal roof height is 2,120mm.

The new luton comes equipped with standard features including a four-tier load restraint system and high-strength shutter and rear foot step. The crafter luton range is offered on a long wheelbase chassis and comes with Volk-swagen’s 2.0-litre TDI engine with an output of either 136hp or 163hp. Prices range from £32,470 to £33,380 ex-VaT.

new vans offer improved engines and specification

l i g i e R f l e x l 3

a road-legal electric truck, created by a company which made its name in Formula One car design, is now available in the uK.

The Flex l3 is designed and manufactured by ligier in France, which was founded by Guy

ligier, the first French Formula One driver. ligier is now part of Groupe Drive Planet, which

has a market share of more than 40% in France for utility vehicles and quadricycles.

standard features on the Flex l3 include elec-tric windows and central locking. Bodies available include flat bed, cage, box body or tipper, offering payloads of up to 400kg or 2.3 cubic metres volume of carrying capacity.

Powered by lead gel batteries, it has a top speed of 25mph and can travel 35 miles between charges, making it ideal for estates management and urban delivery operations. The two-seater vehicle is fully road legal and, as it is an eV, it qualifies for a zero-cost road fund licence.

It has an onboard charger, while a full recharge takes eight to 10 hours.

The Flex is available from ePowerTrucks priced from £13,500.

i s u z u D - M a x

Isuzu uK has enhanced the appeal of its pick-up range with the addition of the D-Max Blade.

Based on a premium model from the D-Max range, the special edition features more than £5,000 of additional equipment and is available from £24,995, representing a saving of £1,000 if the accessories were bought separately.

The D-Max Blade has 18-inch, six-spoke alloy wheels. Other exterior upgrades include a grey front grille, privacy glass windows, black door and tailgate handles, black roof bars and rear bumper, and heavy-duty side steps.

an under-rail bed liner is standard, while buyers can choose between an aeroklas hard top with internal light or a Mountain Top Black Roller Top cover which is unique to the Blade.

NEW PEUGEOT BOXER

You’re a fleet manager. You need vans. But every business has different requirements. That’s why our New Peugeot Boxer van comes

in all sorts of combinations. Length, height, body type or engine, there’s an option that’s just right for your drivers. Even better, it ‘s

got high specification as standard such as bulkhead, DAB and Bluetooth, and delivers up to 41.5 mpg. So think differently. Box Clever.

Official Fuel Consumption in mpg (l/100km) and CO2 emissions (g/km) for the Boxer range are: Urban 29.7 (6.4) –

33.2 (8.5), Extra Urban 44.1 (6.4) – 48.7 (5.8), Combined 37.7 ( 7.5) – 41.5 (6.8) and CO2 199 - 180. MPG figures are achieved under official EU test

FROM £24,186FOR PANEL VAN L1H1 330 110

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conditions, intended as a guide for comparative purposes only, and may not reflect actual on-the-road driving conditions.

Model shown is a Boxer Professional L2H2 from £29,466.

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I feel the need… the need for speed!While we’d all accept that speed is a prerequisite for the fighter pilots in the 1986 Hollywood blockbuster Top Gun, how much of an issue is it for van operators?

By Mark Cartwright, head of LCVs, FTApeeding is identified by many road safety experts as one of the ‘fatal five’, along with alcohol, drugs, mobile phones and failure to use seatbelts. Excessive speed is cited as a contributory factor in one-third of all fatal crashes.

However, van drivers appear to have different attitudes towards speeding in their own vehicles and speeding in a company van.

More than one-third of van drivers admit to driving more carefully in their own vehicles and 59% say they are “more likely to speed or take risks in their work vehicles as a result of working time pressures”, according to a survey by TomTom Telematics.

These findings are supported by the views of FTA members who manage almost 10,000 vans from more than 900 locations around the UK and from all sectors of van operations.

When asked whether they thought their drivers treated their own vehicles more sympathetically (i.e. did they feel their drivers drove more carefully and economically in their own vehicle) almost two-thirds (64.6%) said yes.

The obvious follow-up question was why? Expense was the overwhelming response with fuel costs identified as the main reason in more than half of the responses.

Reduction of wear and tear accounted for a further quarter of the feedback.

Just over half (56%) of the transport managers contacted admitted that their drivers broke the speed limit at least sometimes, although, happily, this was significantly less than the 77% reported in the TomTom research.

Hopefully this is a reflection of the more responsible atti-tudes among the more professional fleets represented within FTA membership. Van Excellence members are required to limit new vehicles to 70mph as part of the Van Excellence Code.

Hidden in these results are some shining examples of good driver management, particularly where driver behavioural telematics have been used.

Rory Morgan, national logistics general manager at Iron Mountain UK, says: “We have consistently recorded an average of just one speeding violation per vehicle per week over the past few months – this is across a fleet of nearly 200 vans.

“A ‘violation’ is 5mph over the posted speed limit. Our vans are limited to 70mph top speed.”

Drivers under pressure to complete dutiesWhere speeding was identified, what did the FTA survey respondents feel was the reason?

It would perhaps be naïve to think that drivers don’t, on occasion, feel under time pressure to complete their duties, but how much of an issue is this?

Encouragingly, less than 8% of respondents felt that time pressures encouraged drivers to speed or take greater risks on the road.

S


F TA bEnCHMARKIng

“Our van drivers have

regular training and

assessments. We take their role

very seriously”David Walton,

Alsford Timber

Do you feel your drivers drive more carefully and fuel efficiently when

driving their personal vehicle rather than

your vehicle?

No 35.4%

Yes 64.6%

Morgan says: “We do see slight increases in violations reported by our telematics system where a driver is placed on a different or new route where they might feel a little pressured. These are rare and we manage the process with the driver.”

Many operators recognise that their drivers are profes-sional in their attitude and approach; almost three-quarters were confident that their drivers were ‘better’ than non-professional drivers.

“Our van drivers have regular training and assessments. We take their role very seriously,” says David Walton, trans-port manager at Alsford Timber.

Driver training has an important role to playThere remains a role for SAFED (safe and fuel efficient driving) training for van operators, with 40% of respondents reporting that they use it on a regular to frequent basis.

This was even more prevalent with larger fleets, especially where their driver management process was supported by telematics.

A number of the responses to the FTA survey demon-strated the benefits of combining training with a greater ability to monitor driving behaviours.

Mark Hammett, fleet and compliance manager at Specialist Waste Recycling, says: “Our vehicles are fitted with telematic systems, providing route and driving characteristic analysis which enables us to publish league tables to all locations with awards for performance.”

We were also interested in the role the ‘carrot and stick’ played in encouraging good behaviours among van drivers.Did operators incentivise drivers to improve their driving performance and did they reprimand drivers who were fined


56%of FTA members

surveyed said their drivers broke the speed limit at least sometimes

70mphthe Van Excellence

Code requires vans to be limited to 70mph

Speed limiters: are they worth it? See fleetnews. co.uk/vanrunningcosts

Why do your drivers treat their own vehicle more sympathetically?

No 28.6%

Save money on fuel 54%

Save wear and tear 24%

Because they are under less pressure 17%

Other 5%

Yes 71.4%

Do you feel your drivers are better

drivers than road users that don’t drive for

work purposes?

for speeding? Do they have high fuel consumption or are they guilty of other driving incidents?

Few operators provided incentives to reward good driving behaviours, although several did comment on the impor-tance of providing recognition of good performances.

“It’s not all about financial or material rewards,” says Steve Haigh, of Lexia Solutions group.

“Our drivers are keen to do a good job and to be seen as professional drivers. We find the publication of league tables across our locations is a powerful motivator and a solid recognition of our drivers’ good attitudes.”

Morgan adds: “We absolutely support the use of league tables and a transparency in the data captured by our tele-matics. The competitiveness among our drivers to improve their scores along with the peer pressure to improve overall standards has to be seen to be believed.

“We’re happy to support that with the award of high street vouchers, Red Letter days and similar incentives for great performance.”

So what can we conclude from this research? Clearly, much remains to be done in managing driver on-the-road behaviours to meet the levels of professionalism expected.

Many van operators have already gone to significant lengths to do so with the use of behavioural telematics, training and driver recognition.

There are many examples of best practice that other operators can draw upon to ensure their fleet gives a good impression of their standards to other motorists and the public at large, but a good start is being made among the various well-managed fleets who responded to our survey – many of whom are engaged in FTA’s Van Excel-lence scheme.

Does your company provide training for safer, more fuel-efficient driving?

Does your company offer incentives to improve driving performance?

Do you reprimand drivers who are fined for speeding, have high fuel consumption or are guilty of other driving incidents?

Does your company use technology to monitor driving performance and fuel efficiency?

Never

Never Never

Never

0%

0% 0%

0%5%

20% 5%

5%10%

40% 10%

10%15%

60% 80% 15%

15%20%

20%

20%25%

25%

25%30%

30%

30%35% 35%

Very rarely

Very rarely Very rarely

Very rarely

Rarely

Rarely Rarely

Rarely

Sometimes

Sometimes Sometimes

Sometimes

Regularly

Regularly Regularly

Regularly

Often

Often Often

Often

Frequently

Frequently Frequently

Frequently

‘We are fully focused on introducing electric vans’A target to cut CO2 by 60% is behind the move to adopt EVs, says John Constable

PROFILE: TR ANSPORT FOR LONDON


80%proportion of London’s transport-related CO2

emissions accounted for by road vehicles

1,584number of vehicles

on TfL’s fleet, of which more than 1,100 are commercial vehicles

Barclays Cycle Hire, London River Services, Victoria Coach Station, the Emirates Air Line (the Thames cable car) and London Transport Museum.

No other city on earth is as defined by its transport system as London, says the organisation.

It’s a huge responsibility with much of the work under-taken for safety and logistical reasons when the network, which sees more than 500 million passenger journeys annually, is shut down for the night.

“Due to the dangers involved, our engineers have to work mainly when passengers are not using the network so we must ensure the fleet is operating at peak efficiency every day,” says Sakyi, who has been in post for seven years and previously worked at Arval, Lex Vehicle Leasing and Budget Rent a Car.

TfL’s fleet comprises 1,584 vehicles, of which more than 1,100 are commercial vehicles including car-derived vans, long and short wheel base panel vans, minibuses, welfare and mess vehicles and dropsides.

Financed on contract hire with full maintenance via three leasing companies, the van fleet largely comprises models from Ford, Mercedes-Benz, Renault and Volk-swagen operated on three- to four-year replacement cycles with vehicles covering 45,000-60,000 miles.

Until recently the fleet was 100% diesel, but zero-emis-sion vans are gradually being introduced.

By the end of 2015/16, the fleet is targeted with operating 120 electric vehicles.

Presently the electric vehicle fleet consists of Renault Kangoo, Smith electric Ford Transit, Citroën Nemo, Nissan E-NV200 and Peugeot Partner models.

Constable says: “CO2 reduction is a huge issue, so we are fully focused on introducing electric vehicles where appropriate.”

For more fl eet profi les, visit:fl eetnews.co.uk/

vans/case-studies/

By John Charlesondon Mayor Boris Johnson is aiming to reduce the capital’s CO2 emissions by 60% by 2025. If that target is to be achieved, it means cleaning up the city’s transport system.

Road vehicles account for around 80% of London’s transport-related CO2 emissions, so the chal-lenges are huge for Transport for London’s (TfL) head of specialist services Philip Constable, especially if John-son’s aim of making London the electric vehicle capital of Europe is to be achieved.

Constable is undaunted by the task. He says that all the actions taken by him, fleet manager Ted Sakyi and the fleet team are focused on protecting the public and the organisation’s own vehicle users.

“Being the fleet manager for TfL is a high-profile role and whatever we do we have to get right,” says Sakyi.

“We cannot take any risks. Everything is triple checked to make sure it is the right action to take, otherwise the public will want answers.”

The fleet department (formerly known as Tube Lines before it was fully integrated with TfL following acquisition) was named fleet of the year – transport/logistics in the 2013 Fleet Van Awards.

Judges recognised the organisation’s focus on cutting CO2 through best practice vehicle management and a concerted spotlight on safe driving with its spin-off envi-ronmental benefits.

TfL is responsible for the day-to-day operation of the capital’s public transport network, managing a 360-mile network of main roads and the city’s 6,000 traffic lights, tube trains, Docklands Light Railway, Overground and Tramlink.

It also runs London’s congestion charging scheme, the

L


“We do everything we can to protect the public and

our own vehicle users”

Ted Sakyi, TfL

results, on-road driver training is provided in association with IAM. Online re-assessments are completed six-monthly and DVLA licence validation checks are made.

Sakyi says: ÒLondon presents a lot of challenges Ð congestion, cyclists, pedestrians and the environment Ð and we must make sure that our vehicle users are trained to a very high standard. We do everything we can to protect the public and our own vehicle users.Ó

Every vehicle incident is reported, investigated and recorded by TfL due to the high visibility of the fleet. Last year it saw a 23% reduction with 108 noted, typically Ôbumps and scrapesÕ. Drivers involved undergo a reas-sessment with further on-road training if required.

All depots hold a 30- to 45-minute weekly safety briefing, which includes a focus on driving issues.

ÒEvery member of staff must arrive for work and go home safely at the end of the day, so we take a zero toler-ance approach in terms of health and safety,Ó says Constable. ÒThere is no compromise.Ó

Encouragement for employees to adopt a more defen-sive driving style has resulted in improved vehicle utilisa-tion, so fleet efficiency is maximised with fewer vehicles off the road for repair.

The use of automated speed restrictors is also a key requirement.

Sakyi says: ÒOur major challenge is managing the unique driving environment of London and we are tackling it through ongoing driver training and the more sophisti-cated use of analytics to identify risks.Ó

TfL was a founder member of the Freight Operator Recognition Scheme, since renamed the Fleet Operator Recognition Scheme, which promotes best practice among organisations.

It is one of the few organisations to have achieved the top gold standard.

Constable says: ÒIt was very tough to obtain. The audit forced us to look at all of our policies and procedures and ensure that we had appropriate systems in place.

ÒWe have implemented some fantastic initiatives. But we will not rest on our laurels as the challenge is always to introduce better ideas to keep the fleet at the forefront of best practice.Ó

However, zero emission van options are restricted notably in terms of larger payloads and that means those available are limited in the roles they can carry out.

ÒBefore we lease any electric vehicle we need to use it in real-world operations,Ó says Constable. ÒFor electric vehicles to be of use they must be capable of doing every-thing that our existing vans do on a like-for-like basis.Ó

Whether the 120 electric vehicles that join the fleet will be cars or vans depends on product market availability linked to the requirements of the transport operation.

ÒItÕs a challenge because our vehicle users must have the right tools for the job and that includes vehicles,Ó says Constable. ÒWe need more electric vans of different sizes in the market to meet operational requirements, particu-larly as a high percentage of our vans are large and the options in that sector are extremely limited. I hope more manufacturers will take the opportunity and really get to grips with what operators require.Ó

Recharging points have been introduced at depots, offices and stations, and Sakyi says when the Govern-mentÕs Plug-in Van Grant is included, electric vehicle pricing Òis not far offÓ the cost of diesel-powered vans. They also tick the wholelife cost box.

TfL works closely with the Energy Saving Trust to reduce its CO2 emissions.

That has resulted in an emissions cap for new vans set at 195g/km, with vehicles averaging 172g/km. In 2008 the fleetÕs average van emissions were 220g/km and these will continue to reduce as more environmentally-friendly vehicles are introduced.

TfLÕs vehicle policy now details environmental perfor-mance. Prior to new vans being ordered, a thorough investigation of job-need is made with depots offered choices including lowest emission, lowest cost and closest match to their requirement.

The environmental focus extends to driver management where a combination of technology and training is used to ensure employees drive more efficiently and safely.

Technological improvements include engines fitted with stop-start systems and the use of speed limiters, satellite navigation, vehicle tracking, telematics, reversing sensors, speed cameras and on-board weighing systems.

Additionally, all drivers sit Interactive Driving SystemsÕs online risk management assessment and, subject to the

hjf

Transport for London has added electric Peugeot Partner vans to its fleet

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Make vehicle livery work for your companyGetting livery right has many benefits; here we outline six areas to considerBy Andrew Ryan

pecifying the right livery for a van fleet can have far-reaching benefits for a company.

A vehicle with an eye-catching design with clear contact details can improve a firm’s image, raise awareness of it and help win new business.

Applying a vinyl wrap can also increase the value of a vehicle at defleet time, as it can protect the paintwork underneath, giving the body an ‘as new’ appearance when it is removed.

Here we look at six areas to consider to get the most out of van livery.

insiGHt: livery


S

One company which is reaping the rewards of getting its vehicle livery right is Kwik Fit, which last year began to give its mobile tyre-fitting fleet a new look.

“Our research showed we could generate improved visibility and therefore potentially extra business by introducing a more striking livery on the mobile fleet than our previous livery displayed on a white van,” says simon lucas, the company’s fleet operations director. “Utilising Kwik Fit’s corporate blue and yellow colours does, we believe, provide an enhanced mobile billboard to raise greater awareness of our mobile tyre-fitting service.”

Careful consideration should be taken when settling on a design. “Customers should ask themselves what the one thing they want to get across is,” says Dack.

“some designs try to include too much

information which loses the focus of the vehicle graphics.”

Any text should be clear and easy to read even when the van is on the move, while the rear of the vehicle is an obvious place to include contact details.

Most livery companies will design a wrap in one of two ways. the first is to take an image or logo and apply it to a computer template of the van it will be applied to.

this allows the wrapper to make sure the design fits properly and shows your logo in the way you intended.

the other way is to ask the wrapping company to come up with a bespoke design. it will have templates and designs to work from or it can design something from scratch.

Bespoke designs tend to attract an extra cost (see minimising costs panel).

DeSign

Choosing the correct supplier is vital to ensure vans are fitted with the right livery – both from a design and quality point of view.

“if you are unsure which livery company to use, ask for a recommendation – is there a supplier which has van graphics you like the look of?” says rebecca Dack, of signs express. “is the supplier a member of a recognised trade association such as the British signs and Graphics Association? this industry body provides customers with certain reassurances on quality standards.

“Also find out if the vehicle graphics will be fitted indoors. For graphics to last a long while, they need to be applied in the right temperature. it’s likely that graphics applied outside will have problems adhering to the vehicle.

“this won’t happen immediately but within a couple of months, by which time the supplier may not be willing to help.”

signs express has its own climate-controlled application bay at each of its production centres to ensure consistency.

Don’t be afraid to switch suppliers. Autoglass recently moved to sign

language after a 20-year association with its previous livery company.

“i wanted to look at the market as we had used our previous supplier for many years,” says Ged raymond, fleet manager at Belron, Autoglass’s parent company.

“sign language was a company that had made contact with us in the past, so i went to tender and it won the contract.”

raymond says switching suppliers brought a cost saving. “More importantly it introduced us to a better product which applies and removes easier than the material we were using,” he adds.

Selecting a Supplier

“Ask for a recommendation – is there a supplier which has graphics you like the look of?” Rebecca Dack, Signs Express

Van livery can increase a company’s profile


£700typical cost for a simple complete vehicle wrap

for a small van

15time (hours) a

complicated van wrap could take

to apply

For more best practice, visit: fleetnews.co.uk/

vans/van-best-practice-guides/

MiniMiSing coStSthe typical cost for a small van in a simple complete vehicle wrap is around £700, while a large van with a complicated wrap could cost £1,500. Much of this cost is due to labour as it could take 15 hours to apply.

Bespoke designs can add several hundred pounds to a wrap, depending on how complicated it is.

“A great compromise for customers who want to have high-impact vehicle graphics but want to keep costs minimised is to get a part wrap,” says Dack.“this involves the covering of part of the van, usually the rear quarter, and integrating this into the design.

“it means you can have an excellent contrast between the paint colour and the vinyl, plus there is a good size of coverage to get your message across.”

Part wraps of a medium van cost typically £550-£950.

Companies, such as Autoglass, have new vans fitted with livery before they are put into use.

“the only time we apply livery after the vehicle’s release date is when one suffers accident damage,” says Ged raymond.

“When that happens, we order replacement livery from our supplier which sends it direct to the repairer.”

euro Car Parts has also been able to reduce vehicle downtime after accident repairs by using a new online system developed by sign language.

“We were finding that many vans were returning from body repairs with livery missing, mainly as the process for supply was very long winded and manual with our previous supplier,” says tony shearer, head

of operations at euro Car Parts.“By using the web portal supplied by sign

language, we can easily give each of our sites the ability to order and supply replacement livery direct to the repairer along with the parts required.

“this will in turn ensure there is no additional downtime to have the livery fitted after the van is returned.”

Maintaining liveryMost good quality wraps will last for around five years without any discernible fading or wear.

repairs to damaged panels should be easy if the wrap has been professionally applied in sections, while re-wrapping will be an additional cost to consider.

“vehicle graphics can suffer from deterioration if the wrong material quality is used,” says a signs express spokesman.

“Make sure the material is fit for purpose – this should be a five- to seven-year life film and, if required to mould into the corrugations of the vehicle, a conformable vinyl. in addition, always have your graphics laminated so the images stay sharp.”

3M recommends that polish or wax is not used on matt graphics as this will create a gloss finish, and avoid brush and jet washes as they can lift exposed edges on a wrap.

MiniMiSing off-roaD tiMe

reMoval of liveryA vinyl wrap can protect a van’s body from minor scratches and other damage, so when the livery is removed the paintwork should be unmarked, increasing the vehicle’s value and desirability at defleet time.

removal is best done by a professional to avoid damaging the paintwork underneath, says signs express.

the quality of the livery material also affects how easily it can be removed and fleets should consider this when they are considering their wrapping order in the first place, says Ged raymond.

“you can always buy a cheaper livery, but you have to remember it has to be removed which can be very costly if the wrong material is used,” he says.

“it can take up to eight hours to remove poor quality wrap material from a Ford transit.”

Using partial wraps can save fleets money

Kwik Fit uses vehicle livery to improve brand visibility

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Is engine remapping the ideal way to cut fuel bills?Yes, says Paul Busby, managing director of Viezu. He says the technology can result in 20% greater efficiency without affecting the way a van drives

insigHt: fuel

By John Charlesinimising fuel spend is one of the biggest priorities for van fleet managers.

While driver training can reduce the amount of fuel a fleet uses, technology is increasingly playing its part.

stop-start systems and speed limiters help increase fuel economy, but other developments can also help.

One company involved in the development of new tech-nology is Viezu, which ‘remaps’ the electronic control units of both cars and vans, either making them more powerful or more economical.

it has remapped 24,000 vans for Bt and 400 for British gas’s Homeserve arm, among other major fleets. Bt subse-quently picked up the cost saving initiative of the year award at the 2013 Fleet News Awards.

Paul Busby, chief executive of Viezu, says: “When we set up the company, we wanted to bring professionalism into the tuning industry, but in addition to making vehicles go faster, we saw another use for it too.”

this led to the company’s Blue Optimize product, where vans are remapped for optimum fuel usage – resulting in claimed savings of up to 20%.

the price of remapping depends on how many vehicles

Mneed to be tuned, but Busby predicts fleets will start seeing savings within around three months of the work being done.

Viezu has 90 dealers spread across the uK and vans can either be taken to a dealer’s premises or can be rema-pped on-site.

the company stipulates that all vans must be freshly serviced before remapping and are loaded with a typical cargo so that fine-tuning can be achieved.

Busby says: “When fleets come to us, they normally ask for better fuel consumption without affecting the drivability of the vans.

“so far, all the drivers in vans we have remapped have been very happy with the way their vehicles drive and we are seeing 8% fuel savings at the least.”

One method Viezu uses to reduce power and fuel use without the driver noticing a change in the way a van drives is to increase the torque slightly at lower revs and reduce it in the higher ranges.

that way the driver feels a good amount of acceleration at low speeds, but can’t waste fuel by over-revving through the gears.

so if it is relatively easy to achieve, why do the manufacturers not offer such a service at buying time?

Paul Busby: ‘we remap vans on an individual basis’

8%fuel saving typically

experienced by drivers who are using vans fitted

with Blue Optimize


insight: fuel

Busby says: “the problem is that when the manufacturers make vans they have to be a ‘one-size-fits-all’ product.

“Ours is a totally bespoke service so when a fleet comes to us, we go into detail about what the vans are used for and what the client wants to achieve.

“We can then remap the vehicles on an individual basis so that each vehicle is different if necessary.”

however, remapping products can run into problems with manufacturers who are reluctant to support vans that have been fitted with something that changes an engine’s characteristics.

Mercedes-Benz Vans says that the complexity of remap-ping means that vehicle manufacturers cannot take into account all the possible effects that it may have on elements like vehicle integrity, handling, reliability, safety, compliance with legislative requirements and conformity to the base vehicle’s european Community Whole Vehicle type Approval.

steve Bridge, managing director of Mercedes-Benz Vans, says: “We do not approve any amendment in the vehicle’s engine control software and any unapproved modification breaches the terms in our manufacturer guidelines.

“Automatically, this then invalidates the warranty of the engine, drivetrain, exhaust system and electrical control units and any other associated components, so as a result, any modifications remain the responsibility of the entity carrying out the conversion.”

Bridge also stressed that any owner or operator consid-ering such modification should understand the full extent of legislation such as Construction and use Regulations, espe-cially the issue of the emissions approval owing to ‘in-service conformity’ and ‘durability of pollution control devices’ requirements in both european and local legislation as accountability for operation of a non-compliant vehicle would remain with them.

he says: “We would advise that operators should obtain written confirmation from the nominated convertor in respect to having obtained the necessary approvals from the regulatory authorities to remain in compliance with the requirements of both european and local legislation for the purposes of both type approval and in-service conformity. Potential fleet

customers are able to take part in a test at Viezu in Bromsgrove in which a van is driven round a 10-mile course, once with Blue Optimize on and once with it off.

The invitation was extended to Fleet Van, but we weren’t told which van was which – rather like a blind wine tasting.

The vehicle was a new Ford Transit Custom, with a 2.2-litre 125bhp powerplant. This van is a super-smooth performer and despite being loaded down with a half payload of wooden pallets, there was plenty of power, even up the hills. As we cruised at varying speeds through villages and on open roads I couldn’t believe that this vehicle had been altered from the maker’s original specification. Back at Viezu I waited while the technicians worked on the van and off we went again.

It felt rather different, but which was which?After traversing the same route again I plumped for the

Viezu remapping having been done for the second route and was right – but to be honest it was pretty much a guess. As a van driver I would have been quite happy with the performance of either vehicle.

Analysis showed that the first drive returned an average 30.9mpg while the second returned 33.82mpg – an improvement of 9% without any noticeable effect on driving performance.

I came to Viezu HQ that morning a sceptical man and left convinced.

With potential warranty problems with engine remapping, some van fleet operators may look at other methods of saving fuel – once again technology promises an answer.

Oil company Chevron says that some fuel is of questionable quality and causes engines to use more. Flushing engines out so they are ‘as new’ again means fuel savings can be made.

The business launched engine flushing system Techron last year. Independent tests show that using the system every six to 12 months saves around 7.6% in fuel on an average three-year-old diesel engine.

One advantage of Techron is that it doesn’t involve any changes to the van’s engine and therefore there should be no issues with warranties.

Some manufacturers offer Techron through their franchised dealers, although they have rebadged it as own-label products. It is not available to the general public, but must be ordered through an authorised dealer. The Arnold Clark dealer group, for example, offers a Techron flush-out as part of a service. At a cost of around £25, clients are reportedly seeing fuel savings of up to five times that amount over a service interval.

ATS Euromaster will offer Techron across its national network by the end of the year.

ON TEST

WHAT’S THE ALTERNATIVE?

Find out more about how engine remapping has cut BT’s fuel bill at fleetnews.

co.uk/btcostsaving

in response, Busby says Viezu has not had a warranty problem on any of the thousands of vehicles it has rema-pped. he adds: “if it ever happened, we are insured against any problems, so a damaged van would be independently assessed and if it is found that our remapping was at fault, we would pay for any repairs.”

Busby admits that as technology advances at a rapid rate, Viezu’s task is becoming more difficult.

he says: “With some of the older diesel engines it was easy to make a difference as they were pretty unrefined, but as engines become cleaner, our job gets more difficult.

“We are rising to the challenge but in future it may take longer to get a payback.”

HomeServe expects to reduce its fuel use by 15% by introducing Blue Optimize in its fleet of light commercial vehicles.

Jadon Silva says: “The introduction of this technology into our fleet represents both an opportunity to protect the environment while also ensuring the fleet continues to operate to its maximum capability.”

The technology consists of bespoke software which includes a combination of throttle, revs, speed and

power limiting. Alasdair Maclachlan,

operations director at Viezu Technologies, says: “The challenge for us was installation because HomeServe’s vehicles are spread across the whole country rather than being kept at a number of depots.

“Using our team of field-based installers and our dealer network, we have been able to provide a cost-effective and, most importantly for HomeServe, flexible installation solution.”

cASE STudy:Jadon Silva, director of procurement at HomeServe

“This technology represents an opportunity to protect the environment” Jadon Silva, HomeServe

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LCV values at record levels as supplies remain scarce

Advertisement feature

August 2014 saw record average values for light commercial vehicles according BCA’s latest Pulse report,

as demand from professional buyers remained strong last month and shortages of good retail quality vans continued.

The average van at BCA sold for £5,658 in August, an increase of £160 (2.9%) compared to July and the highest monthly average figure on record. Fleet & lease and nearly-new values rose, month-on-month, while part-exchange values fell back. Year-on-year values remain well ahead by £645 (12.8%), with both age and mileage falling and performance against CAP improving slightly.

Duncan Ward, BCA’s general manager – commercial vehicles, commented: “Average values have been climbing over the summer holiday period, despite anecdotal reports suggesting that van retailers have been relatively quiet. However, the key factor driving the market is supply of good retail quality stock – or rather the lack of it – and this means there is plenty of competition for the best examples reaching the market.

“Demand has been strong for well-

presented corporate stock during August, while the few late-plate light commercials on offer can make exceptional values. As always, good condition is the key and vans with a nice specification and in an attractive retail colour are very desirable.”

Fleet and leaseValues for fleet and lease LCVs improved

sharply from £6,464 in July to £6,805 in August with CAP performance improving to

102.99% and retained value against Manufacturer Recommended Price improving by over a point to 36.88%.

Year-on-year, values were up by £591 (9.5%), with performance against CAP up by more than half a point on 2013.

Part-exchangePart-exchange values declined for the

third month running in August, falling by £59 (1.6%) to £3,578.

Despite this, CAP average comparisons improved by nearly a point to 104.2% and continue to outperform the fleet & lease sector. Year-on-year values remain ahead by £160 or 4.6%, with the average van being 3 months older but 1,300 miles less travelled than in 2013.

Nearly-newNearly-new LCV values rose sharply by

£1,512 (12.6%) to £13,490 in August with CAP comparisons up by two points at 99.96% over the month. As always, this has to be taken in the context of the very low volumes reaching the market and the model mix factor.

Demand has been strong for well-presented corporate stock during August

£6,000

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All LCVs 2012-2014

“Good condition is the key and vans with a nice spec and in an attractive retail colour are very desirable”Duncan Ward, BCA


End-of-contract charges:what they mean for youDisputes often occur over the implications of ‘fair wear and tear’. Understanding the process will lead to a smoother defleet time

INSIGHT: REMARKE TING

By Simon Harris ne of the biggest areas of dispute between fleets and leasing companies concerns end-of-contract charges.

And the greatest bone of contention centres on light commercial vehicles. It’s one reason why

many fleets continue to buy their vans outright – it prevents costly recharge bills when they are defleeted.

Light commercial vehicles lead tougher lives on fleets than company cars. It is inevitable that fleet operators which lease vans will have difficult conversations with their contract hire providers when it is time to hand back the keys.

However, many fleets complain that the bills they are presented with, which are based on the British Vehicle Rental and Leasing Association’s (BVRLA) fair wear and tear guide, are disproportionate to the damage. They also ques-tion whether the BVRLA’s standards are out of date and do not take into consideration the rising age profile of vans as fleets increase the length of vehicle replacement cycles.

Jo Hammonds, group asset manager at Mears Group, which has a fleet of 4,300 LCVs, raised doubts at a recent Fleet News roundtable discussion about whether the guide was still relevant.

He said: “The BVRLA fair wear and tear guide seems more geared toward daily rental vehicles rather than lease cars. And the light commercial vehicle guide seems out of kilter for four- and five-year-old vans.”

OHis view found general acceptance among the other van

fleets attending the meeting.However, Nora Leggett, head of member services at the

BVRLA, defended the guides. She says: “The BVRLA has three fair wear and tear guides (car, LCV and HGV), and reviews them every three years.

“The guides are to help drivers and operators of contract-hired, leased and financed vehicles, not just the rental industry. The LCV guide was last updated in January 2013. Any updates are at the request of a review committee, which is made up of a panel of cross-industry representatives.”

Fleets have also complained of disparity between the charging structures of different leasing companies, with some taking a more stringent view than others.

Nevertheless, end-of-contract charges are an important way of ensuring leasing companies cover any losses through excess wear and tear. And sometimes the damage is severe.

Roger Holder, remarketing manager at Hitachi Capital Commercial Vehicle Solutions, says: “The worst examples we have seen include seats ripped and torn, some so bad that the frame is exposed. We have had floor carpet with large holes, the dashboard has been heavily scratched with gouge marks and we have had glovebox lids broken. We’ve even had the interior damaged with paint and oil.

“On the exterior, we have seen sill damage, rear and side doors dented and buckled with hinges and handles broken.

“Sliding door mechanisms have been damaged and are

50%increase in average

van prices at auctions since 2006

£4,000typical average price

of a van at auction


INSIGHT: REMARKE TING

inoperative. We’ve even had roof panels buckled where they have been walked on. Rear bumpers are always a hotspot, having been split or pushed in where they have been reversed into objects.

“This damage is far and above the normal wear and tear that we would usually expect and greatly affects the resale value to the point where we have to impose charges to cover the losses we will make as a result.”

Not all vehicles are in such a neglected state when going through auction. Some fleets face recharges for damage but then feel aggrieved if vans reach auction without repairs being carried out and the resale value is not dramatically affected. There is no requirement for leasing companies to carry out repairs (see panel, right).

Many vans show little evidence of having been refurbished, despite providers promoting the benefits.

Duncan Ward, BCA general manager for commercial vehi-cles, suggests pre-sale preparation and refurbishment is vital to maximise residual values.

“The vendor must ensure a vehicle’s condition is commen-surate with its age and mileage, and pre-sale preparation and – where appropriate – trade name deletion and refur-bishment is critical to this,” he says.

“There is also a balance to be struck between exterior bodywork and interior cab condition. There may be little benefit to be gained from repairing dents and paintwork if the cabin is heavily damaged and soiled.”

But James Davis, head of LCVs at Manheim, says leasing companies are more savvy with LCVs where supply and demand comes into play.

For more on end-of-contract charges, visit

fl eetnews.co.uk/endofcontract

recession might not be accurate now, but BVRLA members would not charge customers if the vehicle did not sell for as much as predicted,” she says.

Ogilvie Fleet operates a standard fixed cost end-of-contract damage recharge matrix that customers leasing company cars and light commercial vehicles sign up to in their master hire agreement.

Jim Hannah, operations director at Ogilvie Fleet, says: “Our standard end-of-contract damage recharges are substan-tially less than would normally be expected and we know that such repairs could not be completed by a customer at these prices. Our pricing matrix is widely accepted as fair and reasonable within our customer base.”

Ogilvie Fleet says it has a virtual 100% acceptance rate on end-of-contract charges applied compared with a query/rejection rate of 44% prior to introduction of the matrix.

Leggett offers further advice to prevent companies facing a financial hit at the end of a vehicle’s life on fleet.

She says: “The diverse range of customers that BVRLA members supply vehicles to often means vehicles will be used differently – for example, the difference between a builder’s LCV and a florist’s van. With this in mind, the BVRLA recommends that customers have a conversation with their leasing company about their expected rate of wear and tear.

“Communication is key, and it’s also vital that the customer and a representative from the leasing company check the vehicle together at the end of the contract.”

“When you consider the average value of a van may be £4,000, the cost of £1,000 refurbishment might not be realised in the sale price”James Davies, Manheim

RETURNING YOUR LEASED VEHICLEFair wear and tear occurs when normal usage causes deterioration to a vehicle. It is not to be confused with damage which occurs as a result of a specific event or series of events such as impact, inappropriate stowing of items, harsh treatment, negligent acts or omissions.

End-of-lease charges reflect the loss of value in the vehicle to the leasing company when it is returned in a poorer condition than originally contracted and/or achieves a decrease in value as a result of a failure to use, maintain and look after the vehicle and its equipment.

The leasing company will not necessarily carry out any damage repair or refurbishment prior to selling the vehicle.

The BVRLA advises fleets to familiarise themselves with the fair wear and tear guide standard – you can request a copy from your leasing company. It also recommends that fleets carry out their own appraisal, including the following tips:

■ Appraise the vehicle 10-12 weeks before it is due for return. This will allow you to rectify any unacceptable wear and tear.

■ Appraise in good light. This is how the leasing company will examine your vehicle.■ Wash/clean the vehicle (inside and out) but allow time for it to dry. Water on the

paintwork can mask faults.■ Examine each panel including roof, bonnet, doors, and body for significant damage.

Observe where the light is reflected differently from dents and scratches.■ Check upholstered areas for odours, tears, burns, stains and wear.■ Inspect all controls, including audio equipment and accessories – they should be

present and fully functional.

When the vehicle is to be collected, a representative from the leasing company must check and agree its condition. All damage will be noted on a vehicle collection sheet or hand-held device. You, as the customer, need to ensure you are happy with the inspection and ask for clarity where necessary.

In the event of a dispute, fleets have the right to pay for an examination by an independent qualified engineer who is agreed by both parties. The engineer’s decision will be binding on both customer and leasing provider.

“When you consider the average value of a van coming through auction may be £4,000, the cost of £1,000 refurbish-ment might not be realised in the sale price,” he says.

Davis points out that the refurbishment of a van could add two or three weeks to the defleet process which might also then lead to a drop in value that the vendor would face if the sale takes place the following month.

“If you compare the average van price at auction now with 2006, before the recession, prices have gone up by about 50%,” says Davis. “Extending van lifecycles during the economic crisis has meant there is less choice for buyers.”

He says the average cost of van refurbishment has doubled in that time, suggesting that longer lifecycles are having an impact on wear and tear.

But he adds that, over the next 18 months, the industry should reach the point when the results of the strengthening new van market will have an impact on the used LCV market and buyers will see vastly-improved choice at auction.

Leasing companies accept that a vehicle can’t spend four or five years doing a job and finish its fleet life in the same condition as it left the showroom, but they are willing to consider options when the vehicles are defleeted.

One option is a profit share arrangement, according to Leggett, whereby if vehicles achieve a higher value at auction than anticipated, the profits are split between the fleet and the contract hire company.

“Forecasts made four or five years ago at the height of the

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FIRST LOOK

Sharing a platform, design and technology with the new V-Class, the Vito promises to be a more capable, safer and cheaper to run commercial vehicle than its predecessor. Simon Harris reports

MERCEDES-BENZ VITOON SALE MARCH 2015

As Ford picks up the plaudits for its new Transit line-up, Mercedes-Benz will be hoping to consolidate and grow its own penetration with van fleets when it launches the new Vito.

Available in 1.6-litre diesel front-wheel drive or 2.1-litre (with three power outputs) diesel rear-wheel drive variants, the new Vito prom-

ises fuel savings, improved safety and a more spacious and comfortable interior compared to the outgoing model.

Note the 49.6mpg figure for the 2.1-litre 163hp engine (the Vito 116 CDI) – unrivalled in this class. The new Vito is due on sale in March 2015.

“New Vito’s fuel economy is said to be improved by 20% compared with its predecessor”

As an entirely new model, the Vito’s interior is completely changed from its predecessor. Inspired by the latest Sprinter, there is more space, larger seat cushions and backrests, while the materials and design look and feel more upmarket.

A major benefit for tall drivers in terms of comfort is the change to the contour of the partition wall in the panel van, which has increased the seat’s adjustment range. Thanks to a curvature in the top section, the backrest can now be tilted back 83mm further than before.

The angle and height of the three-spoke steering wheel are adjustable either as standard fitment or as special equipment depending on the model.

As an upgrade, there is a multifunction steering wheel with trip computer. By using the steering wheel buttons, the driver is able to operate the radio, navigation system, telephone and instrument cluster.

Like its predecessor, the Vito has a foot-operated parking brake with a

pedal on the left of the footwell, which, Mercedes-Benz claims, saves space compared with a conventional hand-operated parking brake.

There are three large, open stowage facilities at the top of the instrument panel designed for papers, clipboards, tablets and other items that need to be kept handy. All three stowage facilities are partially covered at the top to prevent reflections appearing in the windscreen.

The middle compartment accommodates A4 documents.

There are also cup holders on the dashboard.

Small items such as pens, coins or car park tickets can be placed in open stowage facilities in the centre console to the left and right of the button panel.

A 12-volt socket is installed underneath the centre console.

Further items can be stored in the glove compartment and the optional open compartment under the centre console.

CABIN


ENGINES AND TRANSMISSIONS

SAFETYStandard safety equipment on the new Vito includes attention assist (which alerts the driver if sensors detect a risk of drowsiness) and crosswind assist. Both driver and passenger have airbags and seatbelt reminders as standard. Adaptive ESP stability control is also fitted to all models.

An optional LED intelligent light system uses indicators, daytime running lamps, low-beam headlamps and main beam with cornering light function. The headlamps adapt for driving on motorways or country roads by varying the light distribution.

There is an optional blindspot warning system, and a lane-keeping assist system, making the Vito one of the safest vans on the road if all options are chosen.

The Vito Tourer will be available with up to eight airbags.

Mercedes-Benz Vans managing director Steve Bridge said there should be a great deal of interest in the systems, but many will remain optional.

“It would be very easy for us to put all these systems on the van as standard,” he said. “But we’d end up pricing ourselves out of the market.”

COSTSFuel economy is said to be improved by 20% compared with the Vito’s predecessor, helped by more efficient engines and a more aerodynamic shape. The Vito BlueEfficiency package is available for rear-wheel drive versions and is standard on all Vito Tourers with automatic transmis-sion and in conjunction with the most powerful engine. The certified figure of 49.6mpg for the Vito 116 CDI BlueEfficiency is unmatched in the class.

Service intervals are 25,000 miles/two years. Prices and specifications will be revealed closer to the Vito’s UK launch in March 2015.

New Vito is available as a crew van

CARGOThere are two wheelbases, three lengths and three weight variants of the new Vito, with panel van, crew van and Tourer passenger versions.

The Vito offers up to 1,369kg of payload – Mercedes-Benz says this is best in class.

All three vehicle lengths are 140mm longer than the outgoing Vito, mainly due to an extended front end for improved pedestrian safety.

Vehicle lengths are 4,895mm, 5,140mm and 5,370mm. The maximum vehicle height is 1,910mm, depending on model, which means all should be accommodated by multi-storey car parks.

The suspension has been completely redesigned, part of it to take account of the new electro-mechanical steering, plus new spring and damper tuning at the rear. Comfort suspension is offered as an option for the Vito Crew Van and is standard for the Vito Tourer.

The Vito will be offered with a choice of front-wheel drive or rear-wheel drive for the first time. Front-wheel drive models come with a new 1.6-litre diesel.

Mercedes-Benz says that when vans are unladen or are carrying light loads, front-wheel drive offers better traction, but really it brings the Vito in line with every other van in this sector.

The 1.6-litre engine will be offered with a choice of

88hp (Vito 109 CDI) or 114hp (Vito 111 CDI).Rear-wheel drive variants will have a 2.1-litre diesel

offering 136hp (Vito 114 CDI), 163hp (Vito 116 CDI) and 190hp (Vito 119 Bluetec), the latter being one of the first Euro 6 engines in the sector.

Six-speed manual transmissions are standard, with a seven-speed auto option on the Vito 114 CDI and 116 CDI. The Vito 119 Bluetec will be auto-only.

Did you know?

Our easy-to-use running cost calculators are also available for vans Calculate and compare your van fleet selections, and find out how much they’ll cost you to run. www.fleetnews.co.uk/vanrunningcosts

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By Trevor Gehlckenhe Citroën Relay has always been one of the more stylish and comfortable heavy panel vans avail-able in the UK.

Sharing its underpinnings with the Peugeot Boxer and Fiat Ducato – although the Ducato has

different engines – the Relay has just been facelifted to compete with the new Ford Transit. So exactly what’s new with the Relay?

There’s a new grille, daytime running lamps are standard with LEDs as an option, different bumpers and two circular recesses for the front fog lamps. There’s also a new steering wheel and the dashboard gets a makeover to provide a more upmarket appearance.

Underneath, there have been a series of changes which promise to raise body rigidity, improve durability and lower noise levels. Some of the high stress areas such as sliding side doors have been beefed up to improve their longevity.

Under the bonnet is a 2.2-litre turbodiesel power plant offering 110hp, 130hp or 150hp, while a 3.0-litre unit produces 180hp, although this is unlikely to be a big fleet seller.

These units have been modified to give up to 15% better fuel economy and lower CO2 emissions.

Electronic stability control now comes as standard and there are several other safety systems available such as anti-slip regulation, a lane departure warning system, tyre pressure monitoring system, hill start assist, hill descent control and curtain airbags.

T

Need To kNow n Modified engines increase efficiency by up to 15%n Sat-nav and stolen tracking unit are standardn Load volume of 13cu m; payload of 1,525kg

Revisions ensure popular heavy panel van remains competitive with sector leaderCiTROËn RELay

L3 h2 hDi 130

v e r d i c TI always admired the Relay as a fleet heavy hitter and these revisions should ensure it still remains competitive against the new Ford Transit.

Our test model was the long wheelbase high roof model, which has a load volume of 13 cubic metres and a power output of 130hp.

it was fitted with equipment such as a lane departure warning system at £300 and a reversing camera at £225. The camera is handy but i’d have been just as happy with the standard reversing sensors.

The side mirrors are large and themselves give a good view of what’s behind.

The cab of the Relay has always been a comfortable place in which to spend a working day and the seats are pretty much best in class, with plenty of lumbar support and adjustment in all directions.

One big plus point with the Relay is the free Teletrac sat-nav and stolen tracking unit. it’s a gem of a unit in which you can hit a button and speak with an operative at Teletrac hQ in Oxfordshire and get all sorts of useful information.

For a fee it can also be linked up to various other fleet management functions, fulfilling many of the functions of an expensive telematics solution.

in the back, the high roof means that adults can stand up straight and there are now of 15 load-lashing eyes, some dotted along the cargo area at waist height.

i think the 130hp unit is about right for a van of this size, which is likely to undertake some pretty heavy work in its fleet life.

exterior changes include a new grille

and different bumpers

38.2official combined fuel

economy (mpg) of citroën relay L3 H2 Hdi 130

SpecGross vehicle weight (kg): 3,500Power (hp/rpm): 130/3,500Torque (lb-ft/rpm): 236/2,000Load volume (cu m): 13.0Payload (kg): 1,525Comb fuel economy (mpg): 38.2CO2 emission (g/km): 195Price as tested (ex-VAT): £27,185

“The cab of the Relay has always been a comfortable

place in which to spend time”

DRivEn


By Trevor Gehlckenhe light truck sector has come under enormous pressure of late from chassis-cab versions of heavy van models.

All the major manufacturers offer truck and dropside versions of their vans.

They are generally lighter than the genuine trucks, which allows for extra payload. They tend to be more comfortable to drive, too.

However, for really heavy usage, there is still no substitute for an out-and-out truck – and Nissan has just facelifted its evergreen Cabstar, which is now called NT400 Cabstar.

The Cabstar has always been renowned for its toughness and the facelifted model features fresh looks, a revised engine and increased payloads, as well as refinements which aim to improve the driving experience.

Visual changes include a new front grille incorporating the latest Nissan LCV identity and revised headlamp clusters, while the indicators are now integrated into the door mirrors.

The facelift has certainly smartened up the Cabstar’s appearance.

Inside there are new fabrics while a heated driver’s seat is available as part of a winter pack.

The instrument cluster has been updated, too, with read-outs for instant and average fuel economy, oil level check, maintenance advice (including an oil change monitor which can help to extend service intervals), digital clock and gear-shift indicator.

T

Need To kNow n 2.5-litre engine complies with euro 5b+ standardsn Available with three different power outputsn Less comfortable than van-derived chassis-cab trucks

Facelifted truck offers increased payloads and improved driving experienceNIssAN NT400 CAbsTAr

mwb 136 dropsIdE

drIVEN

v e r d i c TIf you don’t mind about the discomforts of the Cabstar then it’s an admirable performer with a low front-end price and incredibly rugged build quality. Many will be put off by the rough ride and handling though.

Its 2.5-litre common rail turbodiesel unit now has a diesel particulate filter, diesel oxidation catalyst, exhaust gas recirculation and on-board diagnostics so it complies with Euro 5b+ emissions standards.

The Cabstar is available with three different power outputs: 121hp, 136hp and 145hp.

The high output version, which replaces the old 3.0-litre unit, is new to the range and delivers up to 22% better fuel consumption than its predecessor, while service intervals have been extended from 18,000 miles to 25,000 miles.

Available in single- and double-cab versions, standard overall lengths range from 4,546mm to 6,346mm, while the three wheelbase lengths are 2,500mm, 2,900mm and 3,400mm.

There are six different GVws ranging from 2.8-tonnes to 4.5t, while payloads go from 1,125kg to 2,768kg.

our test model was the medium-wheelbase 3.5t variant with the 136hp powerplant.

The NT400 is built in spain and the body, manufactured by scattolini, features alloy sides which all feel good quality and unclip easily.

There is also a non-slip loadfloor which should increase safety for operatives at loading time. There are also four load-lashing eyes sunk into each side of the cargo area.

At £22,230, this truck manages to undercut just about all its van rivals. For example, the Ford Transit Lwb chassis-cab costs £25,220. However, that truck manages to return 35mpg on the combined cycle against the Cabstar’s 31mpg.

The big difference, however, comes in ride and handling and here the Cabstar shows its shortcomings. The cab is cramped and at 6ft 2in I had trouble actually climbing aboard.

The diesel engine is noisy and, without at least a tonne of cargo in the back, the Cabstar bounces around on all but the smoothest roads.

specGross vehicle weight (kg): 3,500Power (hp): 136Torque (lb-ft): 199Payload (kg): 1,571Comb fuel economy (mpg): 31.0CO2 emissions (g/km): 238Price as tested (ex-VAT): £22,230

1,571payload (kg) of the

NT400 cabstar MwB 136 dropside

A new grille and headlamp clusters give a fresher look

“The XTR+ will get through a surprising amount

of mud and water”


By Trevor Gehlckenhe Berlingo has been a massive success story for Citroën since its launch in 1995.

It was the biggest-selling vehicle in the small van sector last year, overhauling the Volkswagen Caddy and Peugeot Partner.

Over the years the Berlingo has been treated to a series of relaunches and other revisions, so its styling has remained fresh and it is still among the most efficient vans in the sector with a potential 60mpg on the combined cycle.

There have also been a number of specialised models along the way.

One of these is the XTR+, which offers users enhanced traction on rough surfaces.

It features raised and toughened suspension together with underbody and engine protection, special tyres and a limited slip differential which will transfer power to different driving wheels if it feels traction is being lost.

The van doesn’t offer four-wheel drive – Citroën feels that most 4x4s are never taken near the limit of their abilities by fleets and its XTR+ technology offers a more cost- effective solution.

What’s on offer here will be plenty for most needs when the going gets rough.

Having tested this vehicle on a proper off-road surface when it was first launched, I can confirm that it will get through a surprising amount of mud and water.

The XTR+ is powered by a 1.6-litre common rail diesel

T

Need To kNow n Limited slip differential transfers power between wheelsn Cabin has three seatsn 3.3cu m of cargo space; payload of 661kg

XTR+ technology provides extra traction for when the going gets rough CITROËn BeRlIngO

XTR+

v e r d i C TThis Berlingo might be a niche product but if you need a van that isn’t afraid of getting its wheels dirty, we can’t think of a cheaper alternative.

engine producing 90bhp and 159lb-ft of torque at a low 1,500rpm, which translates into a good amount of grunt at low speeds.

Power is delivered via a five-speed gearbox and the van’s official combined cycle fuel economy is 56.5mpg.

Our test vehicle also had Citroën’s enterprise pack which adds air-conditioning, Bluetooth connectivity, USB port and rear parking sensors, plus cruise control, a bulkhead and electrically-heated folding mirrors, bringing the price up from £15,580 to £16,480 ex-VAT.

As with most Citroëns, this van has a free Teletrac sat-nav and stolen tracking device – and it’s a brilliant little unit too.

Also worthy of note is that the Berlingo has seating for three people, unlike most vans of this size.

The third seat is quite small and we wouldn’t like to have to transport an adult sitting on it over long distances, but for short runs it is adequate.

The driver’s seat, meanwhile, offers plenty of support for when the going gets rough. I undertook a four-hour journey in this van and there were no back twinges whatsoever.

Despite the rather cramped conditions in the cab with all those seats, the Berlingo still manages to contain two coffee cup holders and various other cubby holes.

In the back, the Berlingo has a square cargo area offering 3.3 cubic metres of space and a payload of 661kg. Our van was fitted with a handy plastic wipe clean floor.

Berlingo XTr+ has raised and toughened suspension

56.5official combined fuel

economy (mpg) of Berlingo XTr+

speC Gross vehicle weight (kg): 1990Power (hp/rpm): 90/4,000Torque (lb-ft/rpm): 159/1,500Load volume (cu m): 3.3Payload (kg): 661Comb fuel economy (mpg): 56.5CO2 emissions (g/km): 132Price as tested (ex-VAT): £16,480

By Trevor Gehlckenaving spent the last couple of reports praising our long-term Ford Transit, I now turn to the thorny issue of fuel consumption.

I use the word ‘thorny’ as I feel this is an area of van fleet management that is particularly grey,

owing largely to the way that European legislation dictates how official economy figures are calculated.

Until 2010, van manufacturers were under no obligation to provide figures at all, which, looking back, seems an unbe-lievable state of affairs. When legislation finally arrived, it decreed that the test should be undertaken indoors on a rolling road with the vehicles not carrying any load.

While this provides a figure for like-for-like comparison, it raises problems for real-life consumption.

Firstly, vans rarely drive around with no loads on board, so the figures on that count alone won’t be accurate.

Secondly, vans tend to go up and down hills, which again will affect their fuel consumption.

Thirdly, and most importantly in the case of our van, the test doesn’t take into account a vehicle’s aerodynamics.

This means that under the testing regime, a high-roof vehicle will have the same consumption as a low-roof one. However, this cannot be accurate as a high roofer, as tested here, offers much more wind resistance and will therefore use more fuel.

H

NEED TO KNOW ■ Fuel economy tests do not reflect real-world conditions■ Stop-start technology can reduce fuel use by 15%■ Engine designed and built in Britain

Early fuel economy returns give encouragement for future improvementsFORD TRANSIT

LWB HI-ROOF ECONETIC 125


LONG-TERM TEST

SPECPrice (ex-VAT): £26,725GVW (kg): 3,500kgPower (hp): 125Torque (lb-ft): 258Fuel (combined mpg): 39.2CO2 emissions (g/km): 192Cargo volume (cu m): 12.4Payload (kg): 1,462

When I got round to doing a proper fuel economy test on our Transit, I was sceptical about the official combined cycle figure of 39.2mpg.

My first test showed the van returning 34.15mpg, which was better than I had expected.

A lot of the miles covered were on motorways, which meant the van’s stop-start system did not have the chance to do its work. Experts estimate that this technology can reduce fuel use by 15% during urban usage.

A second test involved more town driving and the fuel economy rose to 36.2mpg, which just shows how useful stop-start can be.

Also, this van is brand new – we took it on as a long-termer straight from the Transit UK launch earlier this year with just delivery miles on the clock.

As the diesel engine loosens up and with a light right foot I reckon I could just about reach the official fuel economy figure, which would be a pretty amazing feat and a real salute to the engineers at Ford who have worked hard to bring down fuel consumption figures on this van.

It would also be a particularly proud piece of news as despite the fact that this Transit is built at Kocaeli in Turkey, the engines were designed and built in Britain. It may not always be popular to wave the Union Jack for one reason or another, but the ‘Made in Britain’ label means a lot to me.

High roof bodystyles have an adverse effect on fuel economy

“The ‘Made in Britain’ label means a lot to me”

36.2average economy (mpg) gained on second fuel test


running costs

By Trevor Gehlckenanufacturers aim to fill every gap in their ranges so that all fleet needs can be catered for – hence the emergence of the medium wheel-base heavy panel van.

this sector is small as many fleets will find what they need either with a short- or long-wheelbase model.

But it still has an important role to play as there is no point buying a van that is too big for the job – fleets will just be wasting money on front-end price and running costs – or too small.

But which one should you choose? the main thing to consider when buying new vans is to look at their wholelife running costs rather than their front-end prices.

these are a mix of front-end costs, fuel economy, sMr (service, maintenance and repair) costs and residual values.

these figures can be accessed free at www.fleetnews.co.uk/vans.

We’ve used www.comparecontracthire.com to highlight monthly contract hire deals.

calculations are based on a four-year/80,000-mile lifecycle.

the contenders in this month’s comparison are the citroën relay, Fiat Ducato, Mercedes-Benz sprinter, nissan nV400, Peugeot Boxer, renault Master, Vauxhall Movano and Volk-swagen crafter.

in each case we have chosen mid-range models with medium roof heights.

it is worth noting that the relay, Ducato and Boxer are essentially the same van (although Fiat

B e s t i n c l a s s – M W B h e a V y P a n e l V a n s

M

Flee tne Ws.co.uk / Vans

Fiat Ducato has the lowest running costs of the MWB heavy panel vans featured

in our comparison

P e u G e o T B o x e r

335 L2 2.2HDi 130

Leasing price: £338.00Purchase price: £24,336Load volume (cu m): 10.0Fuel costs (ppm): 16Maintenance costs (ppm): 3.43running costs (ppm): 45.39

N i s s a N N V 4 0 0 L2 35 FWD 2.3dCi 125Y

Leasing price: £316.05Purchase price: £23,695Load volume (cu m): 10.8Fuel costs (ppm): 17.74Maintenance costs (ppm): 4.02running costs (ppm): 45.48

V a u x H a L L M o V a N o

F35 L2 2.3CDTi 125


our verdict Fiat’s impressive Multijet engines set the Ducato apart from the relay and Boxer, and make it the cheapest to run.

our verdict Peugeot has been making great strides in the fleet market and cost-effective vans like this will do nothing but help its cause.

our verdict a rather disappointing result, especially as this van shares its technology with the Boxer which is cheaper to run.

our verdict low pricing and good predicted residual values help nudge the nissan ahead of the Master and Movano.

our verdict a solid performer with lots of conversions on offer, but the Movano proves a little pricey against its rivals.

our verdict renault is about to upgrade the Master with more fuel-efficient engines which may alter this result in months to come.

uses its own engines), as are the nV400, Master and Movano.

the sprinter and crafter fail to make it into our top six, both losing out badly on running costs against the opposition.

the Ducato offers the best wholelife costs,

closely followed by its Boxer twin. the nV400 beats the Master and Movano,

mainly due to a lower front-end cost and better expected residual values.

Meanwhile, the nV400 wins in the contract hire stakes with a monthly rental of £316.05.

r e N a u L T M a s T e r

MWB 35 FWD 2.3dCi 125


C i T r o Ë N r e L a Y 35 L2 2.2HDi 130

Leasing price: £361.00Purchase price: £23,680Load volume (cu m): 10.0Fuel costs (ppm): 16Maintenance costs (ppm): 4.52running costs (ppm): 46.27

F i a T D u C a T o

35 MWB 2.3 Multijetii 130


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Fleet Van September 2014

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Transcript of Fleet Van September 2014