fleet van march 2013_4

FleetVanB E S T P R A C T I C E F O R B R I TA I N ’ S L I G H T VA N O P E R AT O R S March 2013 fleetnews.co.uk/fleetvan £5 where sold

THE SHAPE OF VANS TO COME?Students' space-age designs give a vision of the future while Citroën offers its own perspective

First drive: Ford Fiesta Van

Safety and efficiency will appeal to van operators

Case study: SRCL

How a fleet review is set to save healthcare company £130k a year

Preview: CV Show 2013

Your guide to the key van manufacturers and

suppliers at UK show

Fleet News, Media House, Lynch Wood, Peterborough PE2 6EA. Email [email protected]

EditorialEditor-in-chiefStephen Briers 01733 [email protected] editorSimon Harris 01733 [email protected] Associate editor Trevor GehlckenContributorsMark Cartwright, John Charles, Ben Rooth, Chris Lowndes (photographs)

ProductionHead of publishingLuke NealProduction editorsAndrew RyanAlan SaltDesignerCharlotte Boon

AdvertisingCommercial director Sarah Crown 01733 468320B2B commercial managerSheryl Graham 01733 468256 Account managersLucy Herbert 01733 468800Heidi Rogers 01733 468269Lisa Turner 01733 468345Marcus Woods 01733 468269 Business development managerStuart Wakeling 01733 468342Head of project managementLeanne Patterson 01733 468332Project managersAngela Price 01733 468338Kerry Unwin 01733 468327Telesales/[email protected] 01733 468275/01733 468328

EventsEvent directorChris LesterEvent managerSandra Evitt 01733 468123Event organiserKate Howard 01733 468146 Events administratorNicola Baxter 01733 468289

PublishingManaging directorTim Lucas 01733 468340General managerIan Richardson 01733 468555Group marketing manager Bev Mason 01733 468295 Office manager Vicky Meadows 01733 468319Group managing directorRob Munro-Hall

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Contact us CONTENTS

fleetnews.co.uk/fleetvan March 2013 3

4 I Best practice: Maintenance More than one million vans on UK roads would fail their MOT tests.

6 I News digest Stories you can’t afford to miss from the last month.

8 I Model update What’s new, and which vans are getting upgrades?

12 I Operations: Wholetype approvalEU rules may bring higher standards, but they also mean more cost and longer lead times.

17 I Remarketing: SpecificationPicking the right options will boost resale values – find out which give the best returns.

20 I Case study: SRCL A need to meet growing business requirements lead to a link with Lex Autolease.

24 I Cover feature Technology: Van design Space-age designs offer a vision of the future for commercial vehicles.

26 I CV Show previewAn at-a-glance guide to the key manufacturers and suppliers who will be exhibiting this year.

30 I DrivenFord Fiesta Van, Volkswagen Caddy Edition 30, Renault Trafic long-termer.

34 I Van running costsWhich vehicle delivers the best wholelife costs? SWB small vans come under scrutiny.

NEXT ISSUE – April 2013Driver behaviourHow to get the best from your drivers

WindscreensSetting up a clear-cut policy on glass

Running costs analysisWe look at LWB small panel vans. How do they match up on cost?

B e n c h m a r k i n g b y t h e F T A V a n m a i n t e n a n c e

4 March 2013 fleetnews.co.uk/fleetvan

Half of all vans over three years old are unroadworthyMore than 1m vans on the road would fail MoT testBy Mark Cartwright, head of LCVs, Freight Transport Association

cary headlines but that’s exactly how the almost 50% first-time MOT failure rate for vans going through the Class 7 test translates. Admittedly, the Class 7 test is only for vans between 3 and 3.5

tonnes; VOSA finds it difficult to separate vans from cars within the ‘normal’ MOT figures, but let’s accept that they are probably broadly similar.

For an industry that prides itself on compliance and safety those are shocking numbers.

They are figures that have galvanised VOSA, Department for Transport and the Traffic Commis-sioners into seeking a remedy with increased enforcement, better targeted enforcement and even increased MOT fees being spoken of.

A recent poll of FTA members paints an inter-esting story. We’d like to think that FTA members are well informed and aware of their obligations. We know that most also run trucks and know a thing or two about preventative maintenance and how to prepare for an MOT so, maybe, we are preaching to the converted.

The respondents to our survey operate almost 70,000 vans with about a quarter being of MoT-able age – a little fewer than the national average.

Almost all take their vans from new with only around 8% divesting before MoT’s are required. Not surprisingly given the economic conditions and the increased reliability of vans, almost 40% keep their vans for longer; a figure reflected in the short supply in the second hand market.

How do our respondents fare at MOT?Almost half (46%) ‘very rarely or never’ failed, a further 36% ‘rarely’ failed and 8% occasionally failed. We’d interpret that as some 90% doing pretty well first time. These are the operators with trucks and have a planned preventative mainte-nance (PPM) system.

John Moore, fleet maintenance manager at Scottish Power, summed up its approach as: “None of our fleet vehicles are allowed to be presented for MOT without first being inspected. Failure is a concern and every failure is investigated.”

This is a view supported by Neil Fearn, of LBS Builders Merchants.

He said: “I do not accept any MoT failures without subjecting the maintenance provider to an investigation in to the reasons. This, along with regular performance meetings, has kept our failure rate exceptionally low.”

Interestingly, these figures corresponded with

the responses received when we asked operators about their attitude to the MOT: 91% saw the test as “an opportunity to present my vehicles in the best light and prepare accordingly” with just 2% admitting they didn’t check vans prior to their MOT.

Many respondents said that they relied on their maintenance providers, often on behalf of their leasing providers, to manage the process and insisted on their vans going through a similar preparation process as their trucks.

Vince Dignam, business improvement and per-formance manager for the City of London, said: “We expect a 100% pass rate. We’ve rigorous maintenance procedures. We see no reason why any of our vans should fail.”

However, a small percentage of respondents assumed they had a (very) low first time failure rate because that was what was reported back to them by their lease/finance providers. A little digging identified that this wasn’t always the case; suffice to say, that has now changed.

Our experience with most of the operators we deal with through Van Excellence is that they do understand the benefits of preventative mainte-nance. Those in the civil engineering sector will often put the cost of having a vehicle off the road into the thousands of pounds per day category.

S

Do you stick to the service schedule?

Do you operate vans from new?

n Always: 64%n Mostly: 31.4%n Sometimes: 3.4%n Never: 1.1%

Do you require your van drivers to carry out pre-use checks?

n Yes: 95.5%n No: 4.5%

n Yes, usually: 44.3%n No, more regularly: 54.5%n No, less regularly: 1.1%

n Yes: 80.5%n No: 19.5%

Do you inspect your vans at any time other than when they are serviced?

aily walk-round vehicle checks: commonplace in the HGV sector, less so in vans (and virtually

unheard of among car fleets).It’s a simple policy to implement

and one which will have far-reaching benefits to the company.

Van operators whose vehicles break down less frequently and pass MOTs first time tend to have several things in common: preventative maintenance and daily (or weekly) driver checks.

These go hand-in-hand, with drivers able to alert managers about defective parts, such as tyre wear.

Implementing a driver check is simple: policing it to ensure it’s carried out is a little more involved and requires a change of culture among drivers.

Start by requiring drivers to hand in a check sheet after every shift. Add in spot checks at depots and other central sites.

And complete the process with anaylsis of driver behaviour behind the wheel via telematics – research shows that the worst drivers tend to be the ones that will also not carry out checks.

If you have a one-driver, one-van set-up, you can replace telematics with assessments at servicing and analysing breakdown data which will provide the same insight, only not as immediate.

Stephen Briers, editor-in-chief,Fleet Van

EDITOR’S COLUMN

“Research shows that the worst drivers also tend not to do the checks”


D

There are two requirements at the heart of any PPM process; pre-use defect checks by the driver and regular ‘duty of care’ inspections. 96% and 81% respectively of respondents required these to be carried out. More than half serviced their vehi-cles more regularly than the makers’ guidelines.

What does this feedback tell us about the high first-time failure rate?I’d suggest it supports our initial thoughts inso-much as the operators who ‘get’ the safety and compliance issue are more likely to run their vans along the same lines as a truck fleet. It’s these requirements for pre-use checks and duty-of-care inspections that ensure roadworthiness and greatly improve pass rates.

It tells us that the cost benefits are good once the processes are in place.

It highlights the need for greater involvement and education for the ‘less professional’ fleets.

How should this be achieved? Many felt the ‘laggers’ should better understand the benefits of getting it right and that it fell on everyone within the industry to get this message across. Interestingly, 52% of operators in the

survey worked as a contractor for other business with a similar number regularly using contractors – is it too much to hope a little ‘encouragement’ from contractors could help?

More and better targeted enforcement activity seems to have a place. VOSA has been very successful with intelligence-led enforcement in the truck and bus sectors and although difficult to see how this could be replicated in the van sector without enormous investment and additional legislation, maybe operators can play their part by ensuring vans are clean and tidy and being seen to be taking their responsibilities seriously.

A nice Van Excellence Accredited Operator sticker on the van would do no harm.

n For more info on Van Excellence, please contact [email protected] To complete the survey visit www.surveymonkey.com/s/FN. All responses are confidential

What is your attitude to van MOTs?

How often do your vans fail MOT first time?

Is this timescale increasing, decreasing or staying about the same?

How long do you typically keep your vans?

n More than 5 years: 48.3%n 5 years: 29.2%n 4 years: 12.4%n 3 years: 7.9%n 2 years: 2.2%

n Increasing: 36%n Decreasing: 4.5%n Staying about the same: 59.6%

n I see it as an opportunity to present my vehicles in the best light and prepare accordingly: 90.9%n I check the obvious things before sending but I’m not too worried if it fails: 6.8%n I don’t check. I’m happy to submit and fix any items it fails on: 2.3%

n Very rarely/never: 48.9%n Rarely: 30.7%n Occasionally: 9.1%n Sometimes: 10.2%n Frequently: 1.1%

T h e m o n t h i n n e w s w w w . f l e e t n e w s . c o . u k / v a n s /


News digestP O T H O L E S C O S T I N G F L E E T S M I L L I O N S O F P O U N D S

Fleet operators have paid out more than £215 million on vehicle repairs over the past year to rectify damage caused by potholes and poorly-maintained road surfaces.

The figures from Halfords Autocentres reveal almost 1.5m vehicles a year suffer steering and suspension damage as a result of hitting potholes.

Over the past 12 months the figures show, on average, one driver every 30 seconds has an encounter with a pothole – leaving fleet companies facing an average bill of £147.

N I S S A N S U R V E Y R E V E A L S L C V F L E E T C H A L L E N G E S

Managing rising fuel prices, vehicle purchase and running costs, and protecting vans from future regulation are all key priorities for modern-day van operators, according to the 2013 Nissan Van Report.

One-half (51%) of respondents said driver training is the most popular measure to reduce fuel use, along with technological inter-ventions such as speed limiters (37%) and telematics (35%).

“Our research gives an insight into what fleet managers are thinking and the challenges they face running a modern van fleet,” explained Jon Pollock, Nissan’s corporate sales director.

“It also gives the industry a better idea of what fleets are looking for when buying and running light commercials.”

L C V VA L U E S C L I M B T O R E C O R D L E V E L S I N F E B R U A R Y

Average LCV values reached a new record level in February, with fleet and lease values increasing significantly while dealer part-exchange values fell compared to the previous month.

The figures from BCA reveal that the average February figure of £4,789 for LCVs was the highest on record for any month since Pulse began reporting in 2005.

Average age rose by two months to 58.5 months, while average mileage declined by 2,000 miles to 78,700 miles. Year-on-

year, February 2013 was ahead by £517 or 12.1%, with age and mileage rising over the period.

Duncan Ward, BCA’s general manager – commercial vehicles, said: “Despite values being at record levels, prices are high largely as a result of the constricted supply, and, seasonal variations aside, we should expect a similar picture across much of 2013.”

A P P L I C AT I O N S I N V I T E D F O R N E X T S TA G E O F P L U G G E D - I N F L E E T S I N I T I AT I V E

As part of the Plugged-in Fleets Initiative (PIFI), the Energy Saving Trust is now offering 100 organisations in England a free analysis of their fleets to see if, and how, electric vehicles will work for them.

PIFI 100 is funded by the Office for Low Emission Vehicles and follows the successful completion of the original Plugged-in Fleets Initiative.

The original initiative demonstrated how 20 of the UK’s leading organisa-tions from the public and private sector could adapt their fleets to electric and plug-in hybrid vehicles.

C A L L F O R I M P R O V E D E Y E S I G H T T E S T F O R D R I V E R S

Road safety charity Brake, insurer RSA and the Optical Confederation are calling on the Government to revisit legislation on eyesight testing standards for new drivers.

The group is recommending driver eyesight be tested by a qualified opti-cian when drivers first apply for a licence and at all licence renewals every 10 years.

Recent research by RSA found that crashes caused by poor vision cost the UK an estimated £33 million, resulting in nearly 2,900 casualties a year.

Duncan Ward

M o d e l u p d a t e

What’s changing....A round-up of what is being launched and which models are getting an upgrade


Vauxhall has introduced two-year service inter-vals on Combo, Vivaro and Movano while cutting emissions and improving fuel economy on the Movano Ecoflex.

From March, all Combo, Vivaro and Movano models registered will move to two-year service intervals. Combo’s service interval will be two years or 21,000 miles (18,000 miles for petrol vari-ants) or oil life quality monitor warning, whichever is sooner. The Movano and British-built Vivaro will be two years or 25,000 miles or oil life quality

monitor warning, whichever is sooner.With fuel-saving start/stop technology as

standard, the new Movano Ecoflex 2.3CDTi is available in two power outputs (100bhp and 125bhp) and two wheelbases (L2H2 and L3H2).

The latest addition to the range achieves a combined fuel economy of 37.2mpg and CO2

emissions of 199g/km, a 5% reduction over the outgoing model. Over the course of 80,000 miles, Movano Ecoflex operators could save more than £700 per vehicle in fuel costs.

Two-year service plan for Vauxhall vans

Renault has launched a Phase 2 version of the Kangoo van, giving it a new front end.

New door mirrors and headlights blend in more with the vehicle’s overall lines and the cab benefits from a new design with a fresh centre console and new steering wheel.

The range offers two wheelbase lengths, three versions of the 1.5-litre dCi diesel engine (75bhp, 90bhp and 110bhp) and a choice of two- or five-seat versions of the Kangoo Maxi.

To help drivers reduce their fuel consump-tion, the latest-generation engines come with a gearshift indicator as standard equip-ment, as well as an eco mode that can achieve fuel savings of up to 10% by acting on engine torque, the gear shift indications and accelerator pedal mapping.

Kangoo gets a new front end

New entry-level Navara pick-upNissan is introducing a new entry-level version of the Navara double cab pick-up starting at £17,995 ex-VAT.

The Visia includes a new version of the 2.5-litre dCi common-rail diesel four-cylinder engine, producing 144bhp and 258lb-ft of torque and is capable of up to 39.8mpg on the extra urban cycle.

Features includes part-time four-wheel drive, air con, central locking, six airbags, CD player and Bluetooth connectivity.

Volkswagen has added Trendline and Highline models to its Caddy and Transporter ranges.

Caddy Trendline gains specification worth up to £1,555, yet it has a premium of £900 over the standard model. It gains Bluetooth connec-tivity, upgraded CD/radio with ParkPilot display for rear parking sensors, cruise control, elec-tric windows, height adjustable passenger seat and heated, electrically-operated door mirrors.

The Caddy Highline costs £1,900 more than the standard model, with additional specifica-tion worth up to £3,245. This includes all the Trendline enhancements, plus Climatic air con, leather-covered steering wheel and gear knob, alloy wheels, front foglights and alarm.

In the Transporter range, the Trendline models gain an upgraded CD/radio with ParkPilot display and aux-in socket, Bluetooth, cruise control, full bulkhead, Comfort pack and Premium dashboard, Tasamo upholstery, wheel trims, rear parking sensors and body-coloured bumpers, door mirrors and door handles.

To upgrade from the Trendline to a Highline costs an extra £1,100 for the panel van. The Highline is enhanced with a leather-covered steering wheel and gear knob, Climatic air conditioning and a Thatcham approved alarm, plus alloy wheels and front foglights. The High-line specification is worth up to £3,595.

Upgrade options on Volkswagen LCVs

Official fuel economy figures for the new MINI Clubvan Range: Urban 32.1-64.2mpg (8.8-4.4l/100km).

Extra Urban 54.3-78.5mpg (5.2-3.6l/100km). Combined 43.5-72.4mpg (6.5-3.9l/100km). CO2 emissions 152-103g/km.

BUTCHER? BAKER?

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We’re pleased to announce that the MINI Clubvan has driven off with the WhatVan? Editor’s Choice Award. Recognised for combining stylish good looks and practicality, the MINI Clubvan was praised for bringing something unique to the small van market. So, whatever your business, make it your business to discover the award-winning MINI Clubvan for yourself. Find out more at www.mini.co.uk/clubvan

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MINIMALISM

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By Trevor Gehlckenstorm has been brewing in the van bodybuilding industry and it has major implications for van fleet operators.

It concerns the EC Whole Vehicle Type Approval (WVTA), a tranche of

legislation that has been gradually rolling out over the past five years.

But until recently, the full impact has been shrouded in mystery with even the most simple of questions left unanswered.

From April, a new set of rules will apply to vans under 3.5 tonnes gvw which have been adapted for use.

Every van sold will need to have a new Certifi-cate of Compliance for the complete vehicle.

Modifications such as bodies, beacons, lighting, steps and towbars will require a whole new certificate to be applied for, although some concessions have been won (see panel opposite).

The new regulations have already caused a massive headache for vehicle manufacturers and companies which adapt vehicles into tippers,

A

CONCESSIONS WON IN NEW APPROVAL RULESHowever van conversion rules may mean higher costs and longer lead times


fridge vans, minibuses and suchlike.The idea is to give the buying public safer vehi-

cles and manufacturers have already taken the work in their stride.

Ford Transit brand manager Mike Petts says: “The introduction of Whole Vehicle Type Approval is already having a positive impact – prompting closer communication and relationships with our customers and converters.

"The new European legislation has demanded more investment from Ford, which in the long run will mean improved vehicle quality and higher standards across the board.”

Longer lead times likelyHowever, the British Vehicle Rental and Leasing Association does not share Petts’ enthusiasm.

“There are still too many unanswered ques-tions," says chief executive John Lewis.

"We are concerned that the system will not be able to cope with this potential new surge in type approval testing.

"This could have a major effect on lead times

for fleet van operators, who need to get to grips with the potential time and cost implications involved.”

For van fleet oeprators, two things are certain: n Many of the current array of back street oper-ators who convert vans will disappear, as it will be illegal for them to sell vehicles without a Certificate of Compliance (CoC). Therefore, vans should be safer and of better quality.n Vans will cost more as bodybuilders recoup the money it costs them to gain their certificates.

The sheer scale of obtaining the necessary paperwork is mind-boggling. The legislation runs to 380 pages with 21 annexes. Already there have been 14 amendments as problems show them-selves and bodybuilders and van manufacturers now have 60 directives with which to comply.

Every piece of every conversion – down to details such as lights and mudguards – has to have a certificate of approval before the whole vehicle is signed off by the Vehicle Certification Agency (VCA). If a single part of the vehicle is changed – say a new supplier provides a different

After April 29, all adapted vehicles such as this Ford Transit tipper, will need to have whole vehicle type approval

O p e r a t i o n s W h o l e V e h i c l e T y p e A p p r o v a l


Lobbying reduces regulatory burdenLobbying by industry groups including the Society of Motor Manufacturers and Traders, the British Vehicle Rental and Leasing Association and the Freight Transport Association has succeeded in reducing the impact of the Whole Vehicle Type Approval rules for fleets.

Their focus was on several grey areas in the legislation – such as whether or not van racking should be included.

The result is a new Vehicle Enhancement Scheme agreed with the Vehicle Certification Agency (VCA), in which basic conversions such as racking and ply-lining will remain outside the remit of the regulations, much to the relief of the fleets and suppliers which undertake these types of van conversion.

The SMMT's Nigel Base says: “We have found a solution that works for all parties while maintaining safety standards for those converters making basic modifications to panel vans.”

A relieved Clive Woodward, group managing director at racking specialist Bott, adds: “The Van Enhancement Scheme offers a fair compromise between a potentially overbearing administrative burden for achieving full multi-stage WVTA and no regulation at all.

“Fleet operators working with VCA-approved converters can have assurance that their limited conversions meet minimum VCA/VOSA standards for WVTA.”

Meanwhile, the BVRLA's John Lewis added his approval to the decision.

“If the VCA had gone forward with their

original approach it was likely that almost every van put on fleet would need to be indi-vidually inspected and approved," he says.

“It is now vitally important that the whole industry continues to work together to imple-ment the scheme.

“For example, fleet owners will need to communicate with their vehicle converters to make sure that they are VCA-approved, in order to avoid any delays or bottlenecks.”

“In the long run this will mean improved

vehicle quality and higher standards

across the board”Mike Petts, Transit brand manager, Ford

angle bracket – a new certificate has to be sought.It has been estimated that each verification will

cost around £5,000 first time, not to mention the time it takes to get it all sorted, and subsequent certifications (as, say, with the new bracket mentioned above) will cost around £500.

But as with any legislation, there are grey areas. For instance, all the above only applies when modifications have been made before the fleet buys and registers a vehicle.

If the vehicle is registered and then modified afterwards, it appears that the rules can be side-stepped, something that is relevant to any fleets which undertake their own body modifications.

Clarifications to the post-registration require-ments will come as a relief to fleets that buy vans and then modify them through plylining or installing roof racks.

Price rises 'inevitable'However, Nigel Base, commercial vehicle manager at the Society of Manufacturers and Traders, adds: “The old Construction and Use rules still apply to vehicles which are altered after they are bought.”

He also advises fleets to ask for the relevant certificates before buying modified vans.

Price rises are inevitable. Mike Jones, produc-tion director at Euromotive, which builds mini-buses and van conversions, says every single piece used in his work has to be approved, right down to the seatbelt mountings for crew vans.

“We had to go to all our suppliers to get approval for each piece we see and it was also necessary to have a good working relationship with the homologation engineers at the manufac-turers," he says.

"The people at VOSA proved helpful, but we reckon it cost around £5,000 per certification and we can only swallow part of that. Our prices will necessarily have to rise.”

However, Jones has found a curious pattern forming. His firm also makes bespoke vehicles, which will each have to have their own certifica-tion, but rather than accepting the “standard” conversions on offer, fleets are increasingly choosing the more expensive route.

He says: “A lot of customers insist on having the exact vehicle they want and they won’t accept anything else, even though it would be cheaper to do so. That’s strange in these days of recession.”

Nissan, meanwhile, has been assessing its fleet customers' needs and will be offering factory-fit solutions on some popular convertions.

However, while national LVCV sales manager Matt Dale says the WVTA legislation will drive up quality by eliminating back street operators, he concedes: "There will be time and price issues."

Basic ply-lining will now be outside the remit of the ECWVTA scheme

Nigel Base – fleet operators are

getting clued up about new rules

For more information call 0845 7400 777 or visit www.vauxhall.co.uk/vans

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Van values climb to record levels in February

Advertisement feature

Corporate vendors enjoy exceptional prices as stock remains short

BCA’s latest Pulse data shows average LCV values reached a new record level in February, with fleet & lease

values increasing significantly, while dealer part-exchange values fell compared to the previous month.

The average February figure of £4,789 for LCVs was the highest on record for any month since Pulse began reporting in 2005.

Average age rose by two months to 58.5 months, while average mileage declined by 2,000 miles to 78,700 miles. Year-on-year, February 2013 was ahead by £517 or 12.1%, with age and mileage rising over the period.

Duncan Ward, BCA’s general manager – commercial vehicles, commented: “Despite values being at record levels, prices are high largely as a result of the constricted supply, and – seasonal variations aside – we should expect a similar picture across much of 2013.”

He added: “While stock remains in short supply, corporate vendors are enjoying some exceptional values. We know from experience that values cannot keep rising and there will inevitably be an adjustment at some stage. However, we are still in uncharted waters four years on from the new registration crash of 2008 and 2009 and

how this will manifest itself is impossible to judge at this stage.

“With the Easter break often representing a watershed in demand, we might see some pressure on values in April.”

Fleet & leaseFollowing a 1% rise in January and a 5.2% rise in December, values in the fleet & lease LCV sector improved again in February, rising by £386 (7.1%) to £5,823 – the third consecutive month where a record average value has been achieved for corporate CV stock. Performance against CAP improved by a point to 103.3%, while retained value

against Manufacturer Recommended Price improved by over two points to 34.9% from 32.7% in January. Year-on-year, the value evolution for corporate stock is even more pronounced – February 2013 was £875 (17.6%) ahead of the same month in 2012 – with average age and mileage reasonably stable.

Budget vans in demandBCA also reports continued demand in the budget-priced used van sector. Values for part-exchange vans in February were the third highest since Pulse began reporting in 2005, despite falling back by £101 (3.1%) to £3,095 compared to January.

CAP comparisons improved by half a point to 105.3% and continue to outperform the fleet & lease sector by around three points. Year-on-year values remain well ahead by £325 or 11.7%, with average age and mileage rising in 2013.

Nearly-newNearly-new values fell back in February for the third consecutive month, averaging £9,431. CAP performance improved by three points to 101.6%. As always, this has to be taken in the context of the very low volumes reaching the market and the model mix factor.

Jan

Feb

Mar Apl

May

Juyn Ju

l

Aug Se

p

Ocv

t

Nov

Dec Jan

Feb

Mar Apl

May Ju

n

July

Aug Se

p

Oct

Nov

Dec Jan

Feb

£5,000

£4,000

£3,000

£2,000

LCVs - average used values 2011-2013Source: BCA

The average February figure of £4,789 for LCVs was the highest on record for any month since Pulse began reporting in 2005

“We are still in uncharted waters after the new registration crash”Duncan Ward, BCA


R e m a r k e t i n g S p e c i f i c a t i o n

Picking the right options will boost resale valuesPly-lining and side-loading doors are must-haves to achieve top auction prices

S

“You notice how the buyers gravitate to the best presented well-specified vehicles” Duncan Ward, BCA

By John Charlespecification – as well as condition relevant to age and mileage – is critical in the bid to obtain top value for vans at defleet time.

Irrespective of the model and its sector, some options fitted by manufacturers or their approved suppliers are de riguer in today’s market. They include, say experts, ply-lining or load-lining on a pick-up, a side-loading door – twin side loading doors on urban vans – elec-tric windows and air-conditioning. Air-con also makes a bulkhead essential.

While some options undoubtedly add value to a van (see chart below), fleet operators should also remember that a failure to specify ‘certain’ options to ‘certain’ vans may mean that sale prices achieved fall short of expectations.

Duncan Ward, BCA’s UK business development manager – commer-cial vehicles, said: “When you are offering upwards of 400 vans in some of our bigger sales, you really notice how the buyers gravitate

towards the best presented, well-specified vehicles.

“The best long-term value extra is interior ply-lining – used buyers expect to see it and it protects vehi-cles from ‘inside-out’ damage. All sizes of vans benefit. An otherwise clean van valued at £5,000 could easily lose up to £1,500 if its side panels are extensively blemished from inside-out damage.”

In assessing the likely future value of options, George Alexander, chief commercial editor at Glass’s Guide, says fleet operators should look forwards and anticipate the changing shape of the used van market.

It is a view shared by Ward, who said: “Where cars go, vans inevi-tably follow and today’s extras will be tomorrow’s standard. Volume van operators should bear this in mind if they are ordering large numbers of basic models – it could mean their vehicles are out of step with the buyers’ needs when they come to be sold in three or more years’ time.

“Inevitably, as time goes on, this

Best-performing van optionsItem Nice or necessary? Added valuePly-lining Necessary £100-plusSide-loading door Necessary £150-plusTwin side-loading doors Nice (necessary for urban vans) £250Factory sat-nav Nice (but declining as portable sat-nav now ubiquitous) £100-plusBluetooth Nice £50Parking sensors Nice £50Air-conditioning Nice (but becoming necessary) £100-£200Retail paint finish Nice (very desirable) £300-£500Alloy wheels Nice Up to £200Source: BCA

will happen to air-conditioning, sat-nav, Bluetooth, central and self-locking. All these options are worth more now because they are rela-tively rare, but they will eventually attract little or no premium as they each become standard fit items across the LCV market.”

Critically, the used van market is splitting into two distinct sectors –business and aspirational.

The trend to van personalisation – notably with the Transporter but increasingly with other models such as the Ford Transit Custom – means used buyers are prepared to pay top value if they are able to combine business and leisure use in a single vehicle equipped with car-like extras.

But warned Alexander: “Overdo the bling on the wrong models and don’t imagine that you will get your money back. You cannot link options to additional value all the time and don’t settle for chrome and alloys in place of a robust vehicle with a strong brand.

“I don’t think you can dress up certain vehicles successfully. Steel wheels with a good, smart hub cap

will be a residual value success and can be refurbished at a sensible cost. Go for the essential basics as, for example, not having air-condi-tioning could have a £300 negative impact on price.”

James Davis, director of commer-cial vehicles at auction giant Manheim describes the impact of options on van values as a Pando-ra’s Box.

“On a bread and butter van, get the correct combination of power, height, wheelbase and weight in the right colour and ply-lined and price will almost take care of itself,” he said. “A van may have a great spec-ification, but on a vehicle with an incompatible power and size combi-nation then value will suffer.

“However, with lifestyle or cross-over vans, those with leather uphol-stery or cruise control will attract a significant premium.”

A general rule for fleet operators to follow when attaching a used value to options is that buyers will not pay extra for items they cannot see, for example traction control, said Davis. despite the safety benefits.

Ply-lining is viewed as one of the best options on a van when it goes to

auction

FLEET REVIEW TO SAVE SRCL £130,000 A YEARBy John Charles

he importance of continually ensuring that fleet operations meet business requirements has been underlined with a major healthcare, waste services and patient transport company fore-casted to save up to £130,000 a year following a

comprehensive review.Expanding Leeds-headquartered SRCL operates 207

vans in a commercial vehicle and company car fleet currently numbering almost 500 vehicles, which includes emergency response vehicles.

Historically, SRCL has undertaken annual fleet reviews holding discussions on its requirements with a number of organisations, including leasing providers, brokers and vehicle manufacturers. However, the expansion of the company into new market sectors, including patient trans-port and courier services, while continuing to provide waste services, triggered a significantly wider review in early 2012.

The result is that SRCL’s sub 3.5-tonne van fleet is now supplied by Lex Autolease, the UK’s largest vehicle leasing provider, on a contract hire with maintenance basis.

The change will also see SRCL move from operating a van fleet composed of up to nine manufacturers’ models to a predominantly Vauxhall fleet made up of Vivaro and Movano models subject to the fitness for purpose of the chassis.

Company’s expansion leads to link with Lex Autolease

T


ABOVE: Laurence Mullikin is committed to minimising company’s carbon footprint

Laurence Mullikin, logistics support manager at SRCL and part of the team responsible for procuring the fleet, says: “Lex was always a potential, but was not the incumbent supplier. However, the patient transport businesses we acquired worked with Lex, so we involved them in our review.

“We gave a number of companies a specification list of our requirements in order to help us achieve significant future cost, time and environmental savings and Lex came up with the best solutions.

“As a result we are introducing a number of CO2 efficient vehicles, which combined with cheaper lease and conversion costs, along with annual fuel savings, will see the business save up to £130,000 per year.”

Key requirements that leasing companies were asked to deliver as part of the review process included:n Cost savingsn A lower CO2 fleet footprintn A reliable supply of vehicles on long- and short-term leases n Vehicles to meet detailed specifications and compliance issues around transporting clinical waste in bulkn Best practice fleet advice and support services

SRCL operates its LCVs on a five-year/150,000-mile replacement cycle – although vans could remain on the fleet for up to seven years if the 150,000-mile limit is not exceeded – with vehicle mileage pooled on a quarterly basis. That enables lease and maintenance charges to be reviewed against vehicle operational demands.

SRCL provide a range of services to numerous organisa-tions including NHS trusts, the company’s largest area of business, GPs, dentists, pharmaceutical manufacturers, private sector businesses and research companies.

Critical to customers are SRCL’s environmental creden-tials and in terms of the fleet make-up that has seen the company recently introduce:n A specially-fitted Renault Kangoo Maxi electric van which is being used to help deliver a hospital contract in Liverpool. The vehicle is being used on a multi-drop short cycle, deliv-ering internal mail, scans and bloods between surgeries and the hospital. It is run on hospital electricity generated from waste steam. SRCL anticipates that the van will deliver fuel savings of at least £400 after taking into account its additional capital cost.n A Peugeot 508 diesel hybrid saloon has been introduced on the patient transport fleet.

Mullikin says: “Environmental issues are very important for our customers and SRCL is committed to minimising its own carbon footprint.”

Although, SRCL is in the early stages of introducing alternatively-fuelled vehicles to its fleet, Mullikin said: “We want to ensure that our fleet is as green as possible. We are looking at the flexibility of having a multi-fuel vehicle fleet.Segregation is required when moving bulk clinical waste

F l e e t c a s e s t u d y S R C L


“Client contracts typically run for three, four or five years and we look to source the most suitable vehicles to deliver those contracts. In urban areas electric vans may have a niche use, but we are still assessing the viability of the Kangoo.”

However, Mullikin believes that mainstream volume manufacturers must focus on bringing hybrid vans to market – aftermarket conversions are available.

He says: “The Peugeot car we have operates no differently to a conventionally-powered car and we believe that hybrid vans offer both environmental and financial benefits.

“As part of our review process we are in dialogue with our commercial vehicle suppliers so we have knowledge of the vehicles that will be available to us in the future.”

SRCL currently operates an all-diesel LCV fleet – with the exception of the Renault electric van – but Mullikin says: “In the future I can see the fleet being composed of diesel hybrid vans as I’m sure they will become widely available.”

The rear safety bumper’s reversing sensors link to an audible warning and visual display in the cab


The nature of SRCL’s business means that conversion work is undertaken on all LCVs. For large volume waste collections, the company utilises purpose designed, double-deck vehi-

cles with a large volume carrying capacity. For small volume collections, or for customers with site restrictions, the busi-ness operates a fleet of small vans making daily collections from clients throughout the UK.

All vehicles meet the rigorous ADR (an international agree-ment concerning the carriage of dangerous goods by road) regulations and comply fully with the Carriage of Dangerous Goods Act with drivers trained in clinical waste handling and ADR by SRCL’s dedicated in-house driver training team.

Conversion work includes, for example, ensuring vehicles are leak proof so van liners and door seals are a pre- requisite and waste segregation areas are incorporated where required.

Lower conversion costsWorking with the UK’s largest vehicle leasing provider has enabled SRCL to benefit from lower conversion costs and identify unnecessary modifications that had previously been carried out.

For example, the specification of one rather than two loading doors on all new vans supplied is saving £220 per vehicle and is forecast to deliver a potential saving of more than £60,000 across the fleet as existing models are replaced.

Vehicle wholelife costs are critical to all businesses and as vans are being replaced the Movano is expected to become the dominant model on the SRCL fleet.

Mullikin said: “Working with Lex and by taking a broader look at vehicle usage and wholelife costs we found that using the more powerful engine option (2.3-litre 123bhp) for the Movano would result in lower fuel costs and fewer emissions.”

Vehicle replacement means that the fleet is likely to be composed of more than 100 Movano delivering the estimated £130,000 annual savings when taking account of lower conversion costs and fuel efficiency.

Vehicles are matched to long-term contracts, but from time-to-time SRCL may have a short-term rental requirement.

Historically, short-term hire vehicles were sourced locally to SRCL’s 20 strategic transport locations, but the switch to

F l e e t c a s e s t u d y S R C L

Lex Autolease means the company benefits from a national pricing structure as well as improved management reporting.

SRCL’s fleet operates 24/7 to meet customer require-ments, which means that franchised dealers’ introduction of out-of-hours servicing is a major benefit to the business in meeting contract demands

The company has now worked in partnership with Lex Autolease for more than 12 months and Mullikin said: “Our fleet never stops working because of the specialist nature of our work. While we read the fleet press, it is essential that we are in continuous dialogue with the marketplace – including vehicle manufacturers – so we can operate the optimum fleet to meet contract requirements.

“We operate some large commercial vehicles and we always reviewed that part of the fleet annually so we decided to replicate that policy with the LCV fleet.

“We believe that undertaking fleet reviews every 12 months is good policy as vehicles and products available are continually evolving and our transport operation must meet the needs of the business.”

“We are in continuous dialogue with vehicle manufacturers so we can

operate the optimum fleet to meet contract requirements”

Laurence Mullikin, logistics support manager, SRCL

Clean stock can be segregated from the load in the back of the van

SRCL’s work means all its vans undergo

conversion

207Number of commercial vehicles in SRCL’s fleet

150,000Mileage limit on

SRCL’s vans

By Trevor Gehlckenf you could design your own commercial vehicle of the future, what would you include? As a fleet manager, an ultra-frugal engine would probably be first on the list. Then maybe you’d want a vehicle that parked itself without

scraping any inanimate objects nearby.How about controls that over-ride driver errors

to prevent accidents? Or a van body that can be modified to grow or shrink depending on load requirements, to help around city centre routes?

Thirty students from the Royal College of Art in London were recently given the chance to stretch their imaginations on this topic when they were invited by Citroën to design their ideal urban delivery vehicle of the future.

And while most of the ideas were more fantas-tical than practical, the exercise did help to indi-cate the way in which LCV design may evolve in the future. Curiously, not one of the students seems to have considered where the engine would go in their space-age designs but Citroën design bosses were nevertheless pleased with the results.

Andy Cowell, senior sales manager at Citroën and organiser of the event, says: “We gave the students a fairly open brief as we didn’t

I

THE SHAPE OF VANS TO COME?Students' space-age designs offer a vision of the future for commercial vehicles


Fleet Van was invited to the judging event at the RCA in Kensington. Not only did it give us the chance to question the students on their findings, we also spoke to two of Citroën’s top LCV experts who gave a fascinating insight into what we are likely to see unfolding in van design.

Andy Cowell is the man who designed both the Citroën Nemo and the DS5 car.

He told Fleet Van: “We work four to five years in advance and so at present we are creating vehicles for 2016-17. But unlike the students, we have to consider the powertrains and these are dictated to us – we don’t have a choice.

"Old vans were pretty basic vehicles with no comforts at all. We are increasingly seeing the lines blurred between cars and vans and this will continue. Van drivers quite rightly want the same comforts as car drivers and the extras on cars at present will be available on commercial vehicles soon.

"But the biggest advance is in connectivity. Telematics is a fast-moving industry and this will continue.”

Richard Meyer, PSA’s light commercial

So much for the fantasy – what about the reality?

Andy Cowell – lines between cars and vans will become more blurred

Richard Meyer – predicting a boom in hybrid vans

want to stifle their imaginations.

"The idea was to pick up on trends, to look at new ideas and to encourage young talent.”

Winner Alex Ibett had the novel idea of creating upright cargo compart-ments, much like filing cabi-nets on wheels, which could be clipped together and added to the rear of a pod housing the driver.

Another student suggested a van with a gantry at the back into which different rear ends could be slid.

Among the more bizarre ideas was a van with a soft area at the rear into which parcels could safely be thrown. Packages would be sticky so that the delivery man could then hurl them at the wall of the destination address.

T e c h n o l o g y V a n d e s i g n


INTERESTING FACTS UNCOVERED BY RCA STUDENTSn Accidents cost the UK around £2.7 billion per yearn 75% of the world’s population live in citiesn Vans on average run three-quarters of their lives emptyn 25% of all van drivers admit to having fallen asleep at the wheeln 30% of all deliveries fail on the first attempt, costing £110 million in wasted time and fuel in London alonen 70 delivery men are killed each year on UK roads

BELOW: Winner Alexander Ibett designed an electric van with a number of detachable

cargo units at the rear

LEFT: Student Robert Crick suggested a gantry at the rear of the vehicle into which different loads could be slotted

This interesting concept van drops to the floor and folds out to form a little pavement cafe.

vehicle director, told us how he saw the future of van powertrains. With Citroën about to launch an electric version of the Berlingo in the summer, he was suprisingly downbeat about the future of electric power.

He says: “We do not see pure electric power as anything but a niche product. The right technology for fleet users must be a versatile and cost-effective solution and electric power just doesn’t do that thanks to its high cost and limited mileage range.”

The Berlingo Electric will be sold both as a complete vehicle and as a dual option with the van sold outright and the batteries leased – the same as the Renault Kangoo ZE electric van.

But Meyer believes the constraints on mileage range and the extra price of electric vans will be their undoing.

He says: “If we knew that there was technology ahead which would extend the range of electric vehicles, then we would be more positive but the fact is that there is nothing like this on the horizon.

“The ultimate goal is the fuel-cell. These vehicles are already being made but at present they are too expensive. But we believe that in 10 years' time fuel-cells running on hydrogen

will overtake the internal combustion engine as the main choice in vans.”

In the meantime, Citroën is working hard to produce new hybrid options.

At present, the Berlingo is available as a micro-hybrid – a diesel engine with stop-start and power regeneration through braking – that cranks the fuel economy up to 62.8mpg and drops CO2 emissions to 118g/km.

A full electric/diesel hybrid version of the DS5 car is already in production and Meyer predicts that a van model won’t be too far behind.

He says: “Hybrids could well be the norm before fuel-cells arrive in a way that electric power could never be.”

PSA, Citroën’s owner, is also working on a new hybrid concept in which petrol and

compressed air are used. Under braking, the vehicle’s wheels would power reverse drives in the gearbox which in turn would drive oil pumps that compress air in a long cylinder.

The energy stored would be released to help power the engine. Under the plans, 15 minutes of normal use would produce enough compressed air for 45 minutes “free” driving.

Citroën reckons this technology could be on sale by 2016.

Meyer also predicts that speed limiters will eventually be a legal requirement on all light commercial vehicles.

He adds: “This would not only mean fuel savings for the fleet operator but the price of the van would be lower as we could fit smaller brakes, take a gear out of the gearbox and fit smaller radiators.”

“We do not see electric as anything but a niche product. The right technology must be a versatile and cost-effective solution”

Richard Meyer, PSA light commercial vehicle director

C V S h o w P r e v i e w


What to look for at CV showA guide to the key manufacturers and suppliers at the British CV Show

Ford will be exhibiting its widest and most high-tech line-up of commercial vehicles ever at the show.

The 5,400sq ft Ford stand will have at least 15 vehicles on display, including the all-new Transit Custom, Transit Connect, Transit – along with more detail on the new Transit Courier.

Mark Ovenden, Ford of Britain managing director, said: “Following the award recogni-tion of the new Transit Custom at the IAA CV Show in Hannover, Ford is continuing the product story by introducing its most exciting range of commercial vehicles ever at this year’s CV Show in Britain.”

Production versions of the new Transit Custom Sport Van and Econetic models will also be on display, alongside new Fiesta

Van and Ranger models, completing the picture of Ford’s largest-ever commercial vehicle family.

Other attractions on the Ford stand include a three-screen Ford Ranger simulator and three digital artists who will customise Transit van images for visitors to take away.

Ford

Ford will be displaying the new Transit, Transit Custom and Transit Connect – and there will be news about the smaller Transit Courier

Alcolock GB returns to the show to launch its most advanced breathalyser immobi-liser system yet.

The breathalyser from its Lion DS range can be connected to Alcolock GB to give tailored reporting to assist with fleet management.

The digital tachograph interface checks recognition and real-time data of driver sample results, including SMS and email alerts.

Ashwoods Automotive will be showing off its in-cab Lightfoot driver behaviour system.Lightfoot has been launched after road trials

with more than 20 UK fleets, ranging from delivery companies and construction contrac-tors to utilities and local authorities.

In the trials, Lightfoot demonstrated savings of more than £70,000 over a four-year period for a fleet of 50 vans. One company, which installed 100 vans with Lightfoot, also recorded a 50% drop in own-fault road traffic accidents.

Lightfoot provides guidance every time a driver gets behind the wheel – an important fact as they can slip back into bad habits after training.

Mark Roberts, managing director of Ashwoods Automotive, said: “Every trial we conducted with Lightfoot delivered a significant increase in fuel economy, ranging from 5% to 23%. Because Lightfoot is so competitively priced, it can reduce fleet overheads while also lower-ing their fuel consumption and green-house gas emissions. ”

ATS EuromasterTyre specialist ATS Euromaster says helping fleet operators reduce running costs will be its number one objective at the show.

This year it will use its stand to reinforce how it works with customers to reduce vehicle oper-ating costs and improve tyre life, safety, uptime and fuel economy.

Having invested £14 million over the past three years to expand the non-tyre side of the business, its van service, maintenance and repair capabili-ties will also take pride of place on its stand.

ATS has the ability to accommodate the largest vans in 95% of its nationwide outlets.

Group sales director Peter Fairlie said: “The economy is only inching along with minimal growth. As a result, vehicle operators need to be managing their running costs closer than ever before. Almost every conversation we are having with fleets right now is about delivering savings. ATS Euromaster services more van and truck tyres than anyone else. We want to use this expe-rience to help additional fleets reveal the changes we can make together to secure genuine improvements in efficiency.”

By Trevor Gehlcken

The CV Show, Britain’s annual show-case for the commercial vehicle industry, takes place at the NEC in Birmingham from April 9-11.

Van and truck manufacturers will be launching a host of new models, while other organisations crucial to the smooth running of the UK’s fleet businesses will be showing off their wares. Although there are launches galore, a few familiar faces will be missing from this year’s event, among them Vauxhall, Renault, Volkswagen and Peugeot. However, Iveco is back after a three-year absence and the organisers say space is fast selling out.

Many of the exhibitors cater for the heavy truck industry so here, we have compiled a list of the companies who cater for fleets with vehicles up to 3.5 tonnes gross vehicle weight.

Ashwoods AutomotiveAlcolock GB


Telematics specialist Isotrak will demonstrate its latest ATMSi (Active Transport Manage-ment System) developments at the show. The company will be showing new dashboard functionality for integrating mobile data communications and electronic proof of delivery (EPOD).

By integrating EPOD with ATMSi, the system provides the additional benefit of paperless data capture and direct communication to the office. This eliminates the need for the driver to carry traditional paper delivery notes and other documents and gives the customer service team the ability to respond to queries quicker and with greater accuracy. It also makes it easier and quicker to invoice for jobs.

Using any suitable wireless hand-held computer, the driver can capture signatures, scan barcodes and photograph damaged or incomplete orders. With this mobile function-ality, every part of the delivery process will benefit from efficiency improvements.

Isotrak will also demonstrate the benefits of using its mobile data module. Effective driver communications are a vital part of transport efficiency and with the system’s mobile data integration functionality, managers can update delivery plans to instantly alert drivers over the air to changes to their trips.

The system is more efficient, cheaper and safer than using cell phones, and reduces delays, wasted journeys and errors.

AutoSock produces reusable textile ‘socks’ that are pulled over a van’s driving wheels when extra grip is needed on snow. They take a couple of minutes to fit, require no special training and work well in all snow conditions.

UK sales manager David Cannom said: “We’ve had some fantastic feedback this winter, thanks to the snow. Customers using our products are finding they really do make the difference between keeping businesses open and maintaining good service levels, or just grinding to a halt.”

Citroën will be showing its all-new Berlingo Elec-trique van. This 100% electric van builds upon Citroën’s experience of electric LCVs in the UK, which was gained with the first generation Berlingo Electrique launched in 1998.

Citroën’s stand will also be the launch platform for a number of other new LCV products, including the new Dispatch L1H1 HDi 125 six-seat crew van and Stop & Start equipped Relay vans.

In addition, Citroën will be continuing its ‘Citroën Vans – Business Class’ theme, with Citroën Contract Motoring personnel providing instant contract hire and other business-friendly finance quotations to visitors.

Pride of place on the Mercedes-Benz stand will be the new Citan, the company’s first foray into the small van sector. Four different models will be on display – 109 Van BlueEfficiency Extra Long, 109 Dualiner Extra Long, 108 Traveliner BE Long and 109 Van BE Long.

The latest Sprinter and Vito models will also be represented, along with a Fuso Canter 3.5-tonne chassis cab.

Fleet customers will also be able to talk to experts specialise in finance and aftersales.

Isotrak

Isotrak will be showing off its new Active Transport

Management System

AutoSockTelematics, safety and security supplier Cobra UK will be demonstrating the benefits of Global Live, its mobile CCTV monitoring security system with live image streaming.

A free Global Live white paper on freight crime prevention will be distributed alongside a number of case studies.

Visitors to the Cobra stand can view a live Global Live demonstration showing how CCTV-based telematics allow operators to watch their vehicles 24/7 whether they’re out on the road or parked.

Cobra

In-vehicle video specialist RoadPixel will launch its Defender-Pro range of windscreen-mounted HD Drive Recorders and multi-camera DVRs, suitable for all commercial vehicles.

The DVR-R2 is suited to vehicles with restricted space, recording up to 20 hours of sound, video and GPS data on to a solid state SD card, while the DVR-R3 is fitted with shock and vibration proof mounts and records for a week at a time on to a hot-swappable SSD (solid state hard drive).

RoadPixel will also launch its ‘Ask the Expert’ feature with accident investigator Andy Garden.

Garden spent 20 years as a traffic police officer specialising in vehicle examination and accident investigation and is now a forensic collision investigator and consult-ant on driver safety and fleet risk management.

RoadPixel

Citroën

The new Citroën Electrique makes its debut

Mercedes-BenzThe new Citan will be on display

C V S h o w P r e v i e w

Representing Isuzu’s Grafter range at the show will be a 3.5 tonne N35.150 4x2 rigid in the colours of plant and tool hire company GAP Group.

GAP has specified the twin rear wheeled model fitted with a dropside body and a rear tail-lift. The Isuzu Grafter has one of the best towing capacities of any vehicle at this weight.

According to Keith Child, marketing director at Isuzu Truck UK: “The show will present us with a further opportunity to highlight the strengths of the current Isuzu truck product range, in terms of fleet operating benefits, impressive low running costs and unrivalled payload.

“All of our vehicles come with a three-year unlimited mileage warranty as standard.”

Nissan will be showcasing two hi-tech and efficient vehicles. Present will be the eNV200, Nissan’s first 100% electric van. Also on the Nissan stand will be the NV200 taxi, Nissan’s take on the iconic London black cab.

The NV200 black cab has been heavily modified from its original NV200 form to comply with the host of TfL London Taxi Conditions of Fitness. As well as fitting seating for five adults, the NV200 taxi has been modified to accommodate a wheelchair passenger and achieve a 25ft turning-circle – a legal requirement for all Hackney carriages.

The Nissan stand will also feature an NV200, NV200 chiller, NV400 panel van and a Red Bull Formula 1 car.

With petrol and diesel costs remaining an ongoing concern for most fleet operators, visitors to the show will be able to learn how they can cut their fuel bills by up to 40% by converting their vehicles to liquefied petro-leum gas (LPG).

For the first time in the show’s history, Autogas, the supplier of automotive LPG, will be on hand to discuss the cost savings and environmental benefits that can be achieved by running vehicles on Autogas LPG.

The company will also be exhibiting an LPG-powered Citroën Berlingo van and vehicles are now available for trial and fleet evaluation purposes.

Linda Gomersall, general manager, Autogas, said: “With petrol and diesel costs remaining high, there’s never been a better time for fleet operators to consider switching their vehicles to LPG.

“The fuel is widely available across the whole of the country and, by converting their vehicles to run on the fuel, businesses can make some dramatic savings on their operating costs.”

There are currently some 160,000 vehi-cles in the UK converted to run on Auto- gas LPG.

The fuel is available at more than 1,400 forecourt locations.

The two firms have joined forces on a new integrated solution to bring together real-time vehicle telematics, route opti-misation and scheduling. The system, called EcoPlan, will be launched at the show.

Using specialist technology, businesses can integrate existing routing and plan-ning systems with Route Monkey, which optimises the data based on, for example, average road speeds, site access times, road restrictions and driving/working hours. This information is imported into the CMS Supatrak system and integrated with real-time vehicle telematics data to create planned routes against actual journeys taken.

The optimised routes are displayed to drivers with any delays recorded in real-time, giving up-to-date information to back-office operators via the CMS Supatrak system, and delivered to the web-based application or recipients by SMS and email.

Alerts include late arrival on site, maximum on-site time exceeded or route deviation – all of which can reduce operational efficiency with higher costs and reduced customer satisfaction.

Trace Systems, the supplier of legally-compliant garage, workshop and fleet management and maintenance software to the transport industry, is exhibiting at the show.

For more than 25 years Trace has worked with a range of commercial and specialist vehicle garages, workshops and fleet operators from around the world, providing cost-effective software solu-tions that save time, money and ensure VOSA compliance.

Trace spokesman Bill Davies said: “At this year’s show, visitors can try out the modern technology attached to our system, including tablets and touch screens and GPRS. They’ll learn how to enhance the efficiency of their operations, particularly relating to inspection procedures.

“By running live demonstrations for individual fleet operators or those who run commercial vehicle garages or work-shops, visitors can see for themselves how they can capture and retain impor-tant data about their business, and how quick and easy this is. Our goal is to help them to make informed decisions that will increase effectiveness, improve cust-omer service and ensure they stay legally compliant.”

Nissan

The new Nissan eNV200

Autogas CMS Supatrak/Route Monkey

Trace Systems

Isuzu Truck

This Grafter will be on display on the Isuzu Truck stand


The software specialist is exhibiting new routing and scheduling innovations at the show. Commercial vehicle fleet operators will have the opportunity to learn about the company’s transport optimisation solutions, including an interface to Google’s UK live traffic information and a new version for China. Visitors will also have the opportunity to hear how INRIX road speed data can be used to help fine tune transport plans.

Paragon users can now access Google’s live traffic information with one click from the system work-bench. This feature provides regularly updated, colour-coded views of traffic events on UK roads and motorways. The new functionality also provides useful information about typical traffic conditions for specific times and days. The Google Map link is available in all the recent versions of Paragon, including Single Depot, Multi Depot and Integrated Fleets.

Paragon will also show how its INRIX-based GB road speed data option can improve planning accuracy by incorporating accurate road speeds captured at road link and directional level. This offers many benefits including making the plans more acceptable to drivers and the trips more realistic and achiev-able, with more reliable customer delivery times. The INRIX option also helps improve fleet utilisation and overall cost reduction.

The newest Mini Clubman, the Clubvan, is making its debut at the show.James Morrison, corporate marketing manager for Mini UK, said: “We are looking forward

to showing how the Clubvan effortlessly combines both the practicality of an 860-litre load capacity with premium features already familiar to existing Mini customers. The Mini Clubvan offers commercial customers both style and substance on the road.”

Making its debut is SmartWitness, an on-board video and data recording kit that can help reduce insurance premiums and protect against false claims.

The system provides accurate informa-tion in the event of an accident, cutting insur-ance claim costs by as much as 50% and protecting operators against malicious and false claims.

SmartWitness works by continuously recording a wide angle (170°) view through the windscreen, braking and acceleration speeds, as well as g-forces in the event of a collision. Critical data about vehicle loca-tion – SmartWitness is linked to Google Earth and Google Maps – speed and decel-eration are included.

It comes with software to allow data and video footage to be uploaded to insurance brokers and companies.

Italian van and truck maker Iveco returns to the show after a three-year absence. Most of the stand will be taken up with the new Stralis truck but the Daily van will also feature, along with the announcement of a stop-start system for the van.

Smartwitness

Paragon Software Systems

Visitors can get to grips with Paragon’s software systems

Iveco

Bodybuilder Paneltex takes centre stage of the show’s Cool Pavilion with a display of its product portfolio and featuring a selec-tion of vehicle bodies for the urban and home delivery markets from the various established manufacturing divisions within the company.

Refrigerated bodies designed for inten-sive multi-drop applications are a feature of the stand for Paneltex this year as alongside the bigger trailers will be a Mercedes-Benz 3.5t chassis cab featuring a Paneltex multi-drop refrigerated box body designed specifically for the burgeoning home delivery market.

PaneltexMini

The new Mini Clubvan makes its show debut

F o r f u l l d e t a i l s a n d t o g e t y o u r f r e e t i c k e t s t o t h e s h o w , l o g o n t o : w w w . c v s h o w . c o m


Fiat will have eight vehicles on show, plus a Ducato Luton conversion outside for visi-tors to look at. Making its debut is the Fiorino crewvan and there will also be a Doblo XL, and a Doblo Work-Up truck (pictured).

Two Ducatos will be on show – a Tecnico with added value spec and a tipper conversion.

Fiat

N e w l a u n c h F i e s t a V a n

By Trevor Gehlckenmall vans are becoming increasingly popular among fleets looking to downsize to save money and cut down on vehicle bangs and scrapes more common on larger vehi-cles. It’s all about choosing vehicles that are

fit for purpose, and this has seen a growing number of van makers enter the sector.

Ford spotted this opportunity a long time ago with its original Fiesta Van, launched shortly after the first Fiesta car in the late 1970s. The most recent all-new model was launched in 2010, when it won the Fleet Van City Van of the Year title.

Despite being harried by a trio of high-cube arrivals in the small van sector, namely the Fiat Fiorino, Citroën Nemo and Peugeot Bipper, the Fiesta Van has managed to hold on to sales and thrive against this storm of opposition. Indeed, the Fiesta Van commands a sturdy 63.5% of sector sales.

Now just over two years down the line, a refreshed version is about to go on sale and while the Fiesta Van can’t come anywhere near the high-cubers in terms of load volume, it certainly wins out in the driveability stakes – after all, it is a car made into a van, so can boast true car-like ride and handling.

And as many people who buy these vehicles only need room for a couple of boxes or a few small items, load space won’t be a problem anyway.

A two-year lifecycle is virtually unheard of in the van world but that’s largely down to the fact that the outgoing model was launched part-way through the Fiesta car’s lifecycle.

Ford has taken the decision to update it shortly after launching the facelifted car, no doubt conscious of the growing threat from the likes of Mercedes-Benz which has just launched its first-ever small van, the Citan.

Consequently, Ford’s entire van range is being upgraded, of which this new small contender is a part.

The Ranger has also been relaunched – winning itself in the meantime the title of Fleet Van LCV of the Year 2012 – while the Transit Custom, a new small Transit, is about to go on sale.

Later this year we’ll be seeing first examples of a new full-size Transit and Transit Connect, meaning that the entire Ford range will have changed in the space of a year.

At the Fiesta Van’s launch, Andy Barrett, Ford of Britain’s sales director, told Fleet Van: “Ford has been the UK’s best-selling van brand for 48 years and we have no intention of letting go of our lead, hence all these new models. We are seeing a lot of fleets

Need to know downsizing to Fiesta Van for urban use as they realise the savings that can be made by using smaller vehicles.”

Barrett also revealed a new sales strategy at Ford. He said: “We used to have separate sales teams for cars and vans but now the two have joined forces.

“A lot of fleets buy cars and vans, so now fleet buyers will be able to talk to the same people for both. We believe that is the way forward.”

So exactly what has changed in the new Fiesta Van? For starters, there are some obvious changes in the bodywork which make for a smarter, cleaner look, including laser-cut headlamps incorporating LED technology and a new grille. For the first time, buyers have the option of 17-inch alloy wheels.

Inside, switchgear has been moved around and there is a new centre console – the same as the one in the new Transit Custom – and arm rest.

Under the bonnet is a new set of 1.5-litre and 1.6-litre common rail diesel engines, both built at Dagenham, which all achieve sub-100g/km CO2 emissions and fuel economy figures of 76.4mpg or better.

The 1.5-litre unit offers 75bhp while the bigger unit pumps out 95bhp.

An Econetic version features standard stop-start, lowered suspension, aero-dynamic rear undertray and wheel trims with low rolling resistance tyres. This model returns 85.6mpg on the combined cycle.

There are also two 1.25-litre petrol engines on offer for those wishing to convert to LPG, offering 60bhp and 82bhp respectively. CO2 emissions of the higher output engine are 120g/km, with fuel efficiency of 52.3mpg.

In the back, the Fiesta Van offers 1.0 cubic metres of loadspace and there is a standard half-height bulk-head with mesh above, along with a wipe-clean floor and four load lashing eyes. Payload hovers around 500kg, depending on which model is chosen.

On the technical side, the new model has as an optional extra the Ford SYNC system with emergency assistance, which directly connects the occupants to local emergency services after an accident – it even uses the right language for the country in which it is being driven.

There is also a safety system called Active City Stop, which is designed to help avoid low-speed accidents by applying the brakes if a solid object is detected in front of the van. It is offered alongside other conveni-ence features such as Hill Start Assist, Easy Fuel and Rear View Camera.

Prices range from £10,980 to £13,470 ex-VAT.

n Efficient new diesel engines availablen Styling updated to match the new hatchn New Active City Stop safety feature

Is it a van? Or is it a car? Time to drive and decideFord’s new commercial vehicle may be small but driveability is hard to beat

S


VerdictIt looks great, it drives brilliantly and it’s a real fuel miser. As long as you don’t need more than one cubic metre of loadspace, the new Fiestavan will put a smile on the face of both driver and fleet operator.

Specification

“We are seeing a lot of fleets downsizing to Fiesta Van for urban use”Andy Barrett, Ford of Britain sales director

Gross vehicle weight (kg): 1,500-1,570Power (bhp): 75-95Torque (lb-ft): 84-151Load volume (cu m): 1.0Payload (kg): 485-508Comb fuel economy (mpg): 52.3-85.6CO2 emissions (g/km): 87-120Prices: (ex-VAT): £10,980-£13,470

85.6Fuel economy (mpg) offered by the Econetic Fiesta Van

Many fleets are beginning to realise that a lot of their staff are driving around in bigger (and more costly) vehicles than they really need.

A smaller, fit-for-purpose option reduces fuel bills, van prices and is less likely to be knocked by drivers compared to a larger van.

This new Fiesta Van offers an ideal alternative for anyone looking to downsize. The perky little performer rides and handles exactly like its car brother.

And just look at those fuel economy figures – 85mpg if you choose the Econetic version.

Our test drive in the 1.6-litre Econetic model took place in the wilds of Oxfordshire on some back roads with a bit of M40 thrown in for good measure and we were left with an enormous amount of respect for this mini-contender.

It looks great, as you can see from the pictures, and inside the seats are sporty and comfortable, with lots of side support. It was fine for me though larger drivers might find it a squeeze.

Meanwhile, despite its diminutive size, there is plenty of legroom and the steering wheel adjusts for height.

As expected, storage space is at a premium but at least there are two coffee cup holders in the centre console.

The cargo area is good and square and the wipe-clean floor is a welcome extra, although there is a fair-sized lip at the rear so loads can’t simply be slid in and out.

The diesel powerplant is highly refined and, despite the fact that there is only a mesh bulkhead, hardly any noise emanates from the back.

The Fiesta Van is a delight to drive. Gears snick into place smoothly, our 95bhp engine proved lively, even on the hills, and handling was pin-sharp on the bends.

Our only complaint is that Electronic Stability Control (ESC) remains on the options list at £400 on Base and Trend models.

Making this wonderful safety system a standard fitment across the range would have really put the Fiesta Van ahead of the rivals.

Behind the wheel

At 1.0 cubic metre, Fiesta Van can’t

compete with high-cubers in

load-carrying terms

A smarter, cleaner look for the new Fiesta Van includes

laser-cut headlamps and a new grille

The new model offers a redesigned centre console,

the same as the one in the Transit Custom

March 2013 31

F i r s t d r i v e Vo l k s w a g e n C a d d y E d i t i o n 3 0 T D I 14 0 D S G

By Trevor Gehlckenhe old adage “cheapest isn’t always best” is obviously ringing in the ears of van buyers at present.

The van on test here, labelled Edition 30 in honour of the three decades that the Caddy has been around in one format or another, certainly isn’t cheap. It weighs in at a hefty £19,060 ex-VAT against £14,015 ex-VAT for a top-of-the-range Citroën Berlingo Airdream LX 90 ESG 6.

But if it’s quality you want, this Caddy just oozes it from every pore. It has that hewn-from-stone feel and is predicted to keep 23% of its original value against 19% for the Berlingo, so what you lose at the front end

As one of the judges at this year’s Fleet Van Awards I was heartily behind the decision to name the Caddy Small Van of the Year. You’ve only got to get behind the wheel of one to feel just how well built it is.

The doors all snick shut nicely, the interior is fuss-free and virtually indestructible and once under way, the Caddy glides along as if it’s on rails.

This year the Caddy will come up against the new small rival the Mer-cedes-Benz Citan and Volkswagen is pulling out all the stops to make the Caddy looks and feel its best.

It has certainly come up trumps with the Edition 30, which looks a treat in those alloy wheels and black and white paint job. Of course, all this has to be paid for as mentioned above and at the end of the day many fleet buyers will opt for more lowly Caddys. In fact, you can get one for £12,950 ex-VAT at the very bottom of the range.

One of the problems with upmarket versions like this is the colour-coded bumper arrangement. As most vans get scuffed and knocked about during their working lives, we reckon they are better off with the black plastic variety even if they don’t look quite as good.

We were also surprised that this Caddy didn’t come with reversing sensors as standard. Once you get used to having them (most of our test vans come with them nowadays), it’s surprising how vulnerable you feel when they are missing.

The engine is whisper quiet and the DSG gearbox is a delight to use, saving lots of unnecessary exertion of the clutch leg.

The fact that this model only comes with a mesh bulkhead did mean, however, that a fair amount of noise from the rear end intruded into the cab.

Gross vehicle weight (kg): 2,184Power (bhp/rpm): 140/4,200Torque (lb-ft/rpm): 236/1,750-2,750Load volume (cu m): 3.2Payload (kg): 698Comb fuel economy (mpg): 44.8CO2 emissions (g/km): 166Price as tested (ex-VAT): £19,060

Specification

Behind the wheel

Need to know will be clawed back to a certain extent later down the line. It also outshines the standard Caddy’s 24% RV.

But that doesn’t tell the full story – this Caddy has a good 50bhp advantage over the Berlingo, so part of the extra cash is paying for performance.

The Caddy’s six-speed DSG transmission is also a more expensive piece of kit than the ESG on the

Berlingo, too, and many drivers will prefer its smoothness and lightnig-quick gearshifts compared with the lag-laden sequential manual of the Citroën.

The model on test here offers a more-than-lively 140bhp from its 2.0-litre common rail diesel engine and, with 236lb-ft of torque coming in at a low 1,750rpm, this van certainly won’t be left behind at the traffic lights.

In the back, the Caddy will swallow 3.2 cubic metres of cargo weighing 698kg.

When it comes to standard spec, the list is a long one. There is a natty set of alloy wheels and roof rails outside while under the bonnet we get electronic stability control (ESC) as standard (unlike in the aforementioned Berlingo), along with ABS, Electronic Differential Lock

n Anniversary edition of Fleet Van Award winnern Equipment includes DSG auto and leather seatsn Powerful but frugal 140bhp 2.0 TDI diesel

Caddy special marks 30 years on the roadNot cheap but high RVs will help claw back initial outlay

T


“If it’s quality you want, this Caddy

just oozes it from every

pore”

VerdictWith models like this on offer, Volkswagen is well placed to do battle with the forthcoming Mercedes-Benz Citan.

L o n g - t e r m t e s t Re n a u l t Tr a f i c S p o r t 115

Carry on cruising despite the snowSeasoned tester changes his tune on electronic

stability control in wintry conditions


Need to know� Extra care taken in van with no ESC� Poor weather scuppers fuel economy� Full bulkhead helps warm cab

IGross vehicle weight (kg): 3,005Power (bhp/rpm): 115/3,500Torque (lb-ft/rpm): 221/1,500Load volume (cu m): 5.0Payload (kg): 1,080Comb fuel economy (mpg): 40.9CO2 emissions (g/km): 180Price as tested (ex-VAT): £20,930

Specification

Extra care when driving the Trafic made the snow feel as if it wasn’t there

Extra kit makes the Edition 30 look

smarter than the average Caddy

By Trevor Gehlckent’s all very well for the weathermen to tell us to stay indoors when it snows, but Great Britain plc must keep moving whatever the

conditions – and that means that vans have to be driven come rain, hail or shine.

Same goes with me. I refuse to let a few inches of snow get in the way of my life and when the snow hit us the other week I simply chucked a spade in the back of our long-term test van and carried on regardless.

I would have appreciated the addition of Electronic Stability Control to help prevent sideways skids but as our van doesn’t have it, I just drove with that little bit of extra care and in the end came to no harm whatsoever.

Anyway, when there’s snow on the ground, I simply forget about all the

hi-tech safety gizmos that lurk beneath the bonnet of most modern vans because quite simply they don’t work when the road is covered with ice. ABS brakes are useless and ESC won’t save you either. I simply drive on the assumption that I don’t want to die just yet and pray that other drivers take as much care in these conditions.

Our Trafic showed no signs of clogging up and the cab remained nicely warm thanks to the full bulkhead behind.

We were hoping to bring you our first real-life fuel economy test for this vehicle but it’s hardly fair to measure it in such atrocious weather.

As our van is kept outside, I usually sit with the engine running for five minutes or so to warm up so fuel economy is obviously going to suffer.

Hopefully by the time of our next report, spring will have arrived and we’ll be able to tell you exactly how frugal this van really is. The official figure on the combined cycle is 40.9mpg

so if we hit the magic 40 (or somewhere near it) we’ll be very happy.

“Our Trafic showed no signs of clogging up

and the cab remained nicely warm”(EDL), Traction Control System (TCS) and engine drag

torque control (MSR). There’s stop-start to reduce idling time and save fuel

in traffic, air-conditioning, cruise control, leather steering wheel and upholstery, rubber floor covering in the rear and a rear tailgate to replace the more usual double doors.

To top it all, the Edition 30 has special decals to distin-guish it from lesser models.

It’s easy to see where most of the cash goes, although for most big fleet operators, this particular version would not be cost effective as many of the models lower down the Caddy range will cope with the business needs of the owners just as well.

But for smaller businesses, or perhaps owner-drivers who, like me, can’t spend long behind the wheel without yearning for our little creature comforts, it’s a great choice.

V a n r u n n i n g c o s t s


Small vans

List price Power Torque Load vol GVW Payload CO2 Fuel economy Fuel cost Depr SMR Total (£) (bhp) (lb-ft) (cu m) (kg) (kg) (g/km) (mpg) (ppm) (ppm) (ppm) (ppm)Citroën Berlingo L1 1.6HDi X SLD 13,567 90 158 3.3 1960 595 138 53.3 12.08 16.82 2.86 31.76Fiat Doblo Cargo 1.3 MultiJet StopStart 13,920 90 148 3.4 0 750 126 58.8 10.95 18.33 2.96 32.24Ford Transit Connect 200 SWB 1.8TDCi 15,321 90 162 2.8 2040 641 162 47.1 13.67 18.62 2.98 35.27Peugeot Partner L1 1.6HDi 13,682 90 158 3.3 2185 850 138 53.3 12.08 17.1 2.98 32.16Renault Kangoo 1.5dCi 13,445 90 148 3.0 1936 650 129 57.6 11.18 17.24 2.85 31.27Vauxhall Combo L1 1.3CDTi ecoFLEX 14,573 90 125 3.4 2020 750 126 58.9 10.93 18.63 2.92 32.48Volkswagen Caddy 1.6TDi Trendline 14,435 75 166 3.2 2159 671 149 49.6 12.98 16.6 2.01 31.59

FACTFILE

By Trevor Gehlckenhe importance of basing your van buying decisions on wholelife costs can’t be stressed too highly. Vans that, at first, appear to be good bargains may turn out to be more expensive in the long run thanks to higher fuel and SMR costs and lower returns when the vehicles are sold at the end of their fleet lives.

There is a wealth of information about running costs on the internet – but most of it is fragmented and thus difficult to analyse.

However, there is one surefire way of obtaining all the information you need to make accurate buying decisions – and that is via our own website: www.fleetnews.co.uk/vans.

Here you can find information on just about every aspect of vans that you need, such as front-end prices, weights, power, load area dimensions, etc. The last column on the right shows that all-important pence per mile running cost figure, which includes both fuel at current prices and a predicted residual value.

This month we turn the spotlight on small vans and we find this sector at present on the cusp of a mini-revolution, as Mercedes-Benz will shortly be launching its first ever small LCV, the Citan, while Ford is slated to launch a new Transit Connect later in the year.

However, at present we find the sector dominated by high cube offerings the Citroën Berlingo, Fiat Doblo Cargo, Ford Transit Connect, Peugeot Partner, Renault Kangoo, Vauxhall Combo and Volkswagen Caddy.

Each one is an admirable performer, but those important running costs do vary, as can be seen in the table below which is based on a fleet lifecycle of three years/60,000 miles.

T

Figures over three years/60,000 miles

Citroën Berlingo and Peugeot Partner – basically the same vans but with different running costs

The Berlingo and the Partner are basically the same vehicle, yet a glance at the table shows our two chosen models have a difference of 0.4ppm

difference in the running costs, thanks to a lower predicted residual value for the Partner and slightly higher SMR costs. Over the course of 60,000 miles this adds up to £240 extra. So if you run of fleet of 100 vehicles, the added cost of the Partner totals £24,000, equivalent to buying two of them at list price.

Of all the contenders, the Renault Kangoo scores top slot in running costs at 31.27ppm.

One surprise here is how far the Ford Transit Connect lags behind the others. It has the highest front-end price of all the models listed here and the lowest fuel economy figure, leaving it with by far the highest running cost figure. If you ran a Connect over three years/60,000 miles it would cost you

£2,400 more than the equivalent Kangoo.Number crunching like this proves just how important it is to use the figures

available on our website when making buying decisions.

Renault Kangoo – leader of the small van pack on

pence per mile running costs

“One surprise is how far the

Transit Connect lags

behind”

For more running costs, visit www.fleetnews.co.uk/vans

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