fleet van october2013

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 October2013 fleetnews.co.uk/fleetvan £5wheresold

CUT VEHICLE DOWNTIME TO REDUCE YOUR COSTS Choosing the right service package can keep vans on the road for longer

Insight:telematics

The right van tracking system can mean a safer, cheaper fleet

Spotlight:Vauxhall

Conversions option is key to Vauxhall growth in van sector

Casestudy:BalfourBeatty

Risk strategy saves award-winning fleet ‘millions of pounds’

4 I Driver behaviourLeague tables can improve the efficiency of a fleet.

6 I News digest All the important news from the past month.

9 I Model update What’s being launched, which models are getting an upgrade and concepts.

10 I Telematics Choose the right system to get the most from your fleet.

12 I Service contracts Keep your vans on the road for longer.

15 I RemarketingUnderlying health of LCV market remains robust.

18 I Cover feature Case study: Balfour Beatty Fleet ServicesZero Harm initiative provides spark for driver programme.

20 I Fleet Van Summit Expert advice on the issues facing van fleet operators.

27 I Spotlight: Vauxhall We aim to be a one-stop shop for conversions, says CV brand manager Steve Bryant.

28 I DrivenToyota Proace, Mercedes-Benz Vito Dualiner, Mini Cooper D Clubvan.

31 I Running costsLong-wheelbase hi-roof 3.5gvw vans compared.

CONTENTS

fleetnews.co.uk/fleetvan October 2013 3

NEXT ISSUE – NovemberOperations: tyresHow to set up a tyre management policy

RemarketingSpec up your vehicle to maximise resale values

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B e n c h m a r k i n g b y t h e F T A D r i v e r b e h a v i o u r

4 October 2013 fleetnews.co.uk/fleetvan

Telematics data helps to improve driver behaviourUsing information on how vans are driven can increase the efficiency of a fleetBy Mark Cartwright, head of LCVs, Freight Transport Association recent TomTom Business Solutions

research document painted an interesting picture of the attitudes of van drivers and their employers.

The research showed that more than a third of employees admitted to driving more carefully in their own vehicles and 59% said they were “more likely to speed or take risks in their work vehicles as a result of working time pressures”.

The FTA wanted to test the water with van operators within the association’s membership on these issues and the results of its survey make interesting reading.

The respondents operate almost 10,000 vans from more than 900 locations around the UK and are drawn from all sectors of van operations.

Do employees drive their own vehicles better?The first question asked how they perceived the attitude of their drivers to their company van; quite simply, did they feel their employees drove more carefully and economically in their own vehicle?

Almost two-thirds felt their drivers did treat their own vehicles more sympathetically.

The obvious follow-up question was why? Cost was the overwhelming response with fuel savings 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.

“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,” says Morgan.

“These are rare and we manage the process with the driver.”

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

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

There remains a role for SAFED (Safe and Fuel Efficient Driving) training for van operators with 40% of respondents reporting that they use SAFED training on a regular to frequent basis.

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

A number of the responses to the survey

AJust over half (56%) of the transport managers

admitted their drivers broke the speed limit at least sometimes, although, happily, this was significantly less than the 77% reported in the TomTom research results.

Hopefully this is a reflection of the more respon-sible attitude among the more professional fleets represented within FTA membership.

Telematics identifies good driver managementHidden in these results are, however, some shining examples of good driver management, particularly where telematics have been used and fleets are Van Excellence accredited (the Van Excellence Code requires new vehicles to be limited to no more than 70mph).

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.”

Where 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?

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

“We find publishing league tables is a

powerful motivator” Steve Haigh, Lexia Solutions Group

n 54% Save money on fuel n 24% Save wear and tearn 17% They are under less pressure n 5% Other

Why do your drivers treat their own vehicle more sympathetically?

Do you feel your employees drive more carefully and efficiently when driving their personal vehicle rather than your vehicle?

Do you feel your employees are better drivers than other road users (that don’t drive for work purposes)?

No 35.4%

Yes 64.6%

No 28.6%

Yes 71.4%

he van sector is gearing up for a right royal battle. Behind Ford, for 47 years the UK’s biggest-selling

manufacturer, three companies are jostling to secure second spot.

Vauxhall has been replaced as No2 by Volkswagen, but Mercedes-Benz also has designs on becoming the UK’s second biggest manufacturer.

Of the four mentioned, Ford is the only one to develop and build all its own models. Vauxhall shares platforms with Fiat and Renault on various vans, Volkswagen’s Crafter is essentially a re-skinned Sprinter with different engines and front end, while Mercedes-Benz turned to Renault when looking for an entry into the city van segment.

So what sets the three pretenders apart? Mercedes-Benz arguably has the best aftersales set-up. Volkswagen has some of the strongest residual values which help result in fleet-friendly low running costs.

Vauxhall, meanwhile, arguably has the biggest opportunity for growth. It has yet to fully exploit its position in the car fleet sector; if it does, its favourable pricing strategy could appeal to larger fleets looking to consolidate their car and van suppliers.

Who will win? Time will tell. One thing is for certain, though, top spot is not up for grabs.

Stephen Briers, editor-in-chief, Fleet Van

EDITOR’S COLUMN

“The sector is gearing up for a right royal battle”


T

demonstrated the benefits of combining training with a greater ability to monitor driving.

Mark Hammett, fleet and compliance manager at Specialist Waste Recycling, says: “Our vehicles are fitted with telematic systems providing route and driving characteristic analysis enabling 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 employees to improve their driving performance and did they reprimand drivers who are fined for speeding? Do they have high fuel consumption or are guilty of other driving incidents?

Few operators provided incentives to reward good driving behaviours although several opera-tors did comment on the importance 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 a powerful motivator and a solid recognition of our drivers’ good attitudes.”

Morgan says: “We absolutely support the use of league tables and a transparency in the data captured by our telematics.

“The competitiveness among our drivers to improve on their scores along with the peer pres-sure 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 the like for great performance.”

What can we conclude from this exercise?Clearly much remains to be done in managing driver behaviours to meet the levels of profes-sionalism expected.

Many van operators have already gone to signif-icant lengths to do so with the use of 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.n Telematics insight, page 10

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

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

Does your company offer incentives to improve driving performance?

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

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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 E R K C A R D R I V E R S R A C K U P H I G H E R A C C I D E N T C O S T S T H A N VA N D R I V E R S

Drivers who receive a company car as part of their benefits package rack up higher accident costs than their commercial vehicle counterparts, according to new research from LeasePlan.

While ‘white van’ drivers are often vilified, it is perk car drivers that need the most help when it comes to improving their behaviour on the roads, according to LeasePlan’s analysis of more than 28,000 drivers.

The research found that commercial vehicle drivers incurred an average of £182 in accident costs each year, significantly lower than the £291 accrued by perk drivers.

The findings were similar for out-of-contract maintenance costs, where the average commercial vehicle driver accumulated £98 in maintenance costs annually, compared to a perk driver’s £145.

This is despite the two groups averaging a similar number of miles driven each year: 25,795 and 23,309 respectively.

However, one area in which commercial vehicle drivers did attract higher costs was in traffic violations and fines, averaging £29 per year.

Perk drivers were less likely to incur fines, with the average for this group standing at £22.

A website and not a phone number on the back of a van is best for business, while a spelling mistake can halve the number of potential customers, according to AXA.

The company carried out research with 300 van owners to see whether they were making the most of one of their assets.

It found that nearly two-thirds have some sort of signage on their van.

Unsurprisingly, the most common feature is the company name.However, more surprising is the fact that of those who do have

signage on their van, only six in 10 provide a contact telephone number for potential customers and less than half provide details of a website.

Facebook or Twitter details are displayed by only one in five.

N O R T H G AT E S T R I K E S P A R T N E R S H I P D E A L W I T H T H E A A

Northgate Vehicle Hire and the AA have signed a partnership deal to support the rental company’s aim of keeping its customers on the road longer to reduce costly vehicle downtime.

Northgate customers can now take advantage of 45-minute roadside attendance times, in addition to misfuel, key and battery assist services.

The partnership is designed to ensure businesses utilising Northgate’s products can deliver the highest levels of service to their customers by minimising the downtime associated with vehicle breakdowns or servicing requirements.

Bill Parsons, head of purchasing for Northgate Vehicle Hire, said: “Our partnership with the AA will benefit our customers with immediate effect.”

W E B S I T E S I G N A G E O N VA N S I S B E S T F O R B U S I N E S S

Ford is offering a new high-roof version of its Transit Custom van, which offers 20% greater load volume than the equivalent low-roof model at an additional cost of £500.

It is available to order in the UK now for delivery later this year.

This latest version of the 2013 International Van of the Year is designed with a wide range of customers in mind and features 370mm greater load height than the low-roof model to increase the distance from floor to roof to 1.78m, It offers a maximum load volume of up to 8.3 cubic metres (with a full bulkhead fitted).

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Looking at the road aheadWhat’s being launched, which models are getting an upgrade and concepts

Lower price for new Transit Connect

VW unveils electric conceptAs the number of electric vans continues to grow, Volkswagen has revealed a new concept – the E-load Up. This van is based on the Up car and has a driver’s seat, a fold-down passenger seat and one cubic metre of loadspace in the back, equivalent to that offered in the Ford Fiesta Van.

It is powered by an electric motor with 82bhp and accelerates from 0-62mph in 12.4 seconds, reaching a top speed of 80mph. The E-load Up can travel up to 100 miles on a single charge.

Ford is gearing up for the imminent launch of its new Transit Connect by revealing more details of the new contender.

The Connect is a whole new model rather than a facelift and will be priced from £13,921 to £19,130 ex-VAT, up to 7% less than the equivalent outgoing models.

A new smaller Transit Courier and two-tonne Transit will be launched in 2014.

Available in van, double-cab and Kombi

bodystyles with short-wheelbase and long-wheelbase versions, the Connect will offer load volumes between 2.9 cubic metres and 3.6 cu m with a full bulkhead, or 3.7 cu m to 4.4 cu m including the front loadspace area. The new vehicle can carry payloads of up to 1,000kg, matching best-in-class figures.

In addition to a 1.6-litre diesel engine, the Connect will be available with 1.0-litre petrol engine delivering fuel economy of 50.4mpg. E-load Up has a range of up to 100 miles

The new Ford Transit Connect – on sale later this year

Nissan has added another model to its burgeoning NV200 range with the addition of a fridge van, priced at £19,375 ex-VAT.

The new model offers 2.2 cubic metres of loadspace and can refrigerate to 0°C.

The interior is lined with an insulated cell made of polyester-polyurethane panels to provide high-thermal efficiency and to maximise the volume of the van.

The compact cooling unit is manufactured by Carrier and is mounted on the roof.

A slight protrusion on top of the vehicle is the only external difference from the standard NV200.

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NV200 range

The NV200 fridge van can refrigerate to 0°C


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Te c h n o l o g y Te l e m a t i c s

TRACK YOUR VANS TO CUT RISK AND CONTROL COSTSPick the right telematics system to get the most from your fleetBy Trevor Gehlcken

an fleet operators have a variety of options when trying to save cash and enhance their vehicles’ efficiency. Some choose alternative fuels, others try driver training. But there is one guaranteed way to save fuel, lower accident rates and

increase driver efficiency – by introducing telematics. For unwary operators, poor-performing van drivers are

the biggest risk. Official figures show they tend to be more likely to have an accident than other drivers, while speeding can also be an issue.

Fail to tackle the problem and a firm’s reputation could plummet while costs spiral through accidents or fuel usage.

However, telematics enables operators to have total control of their drivers without ever leaving their desks.

The bad news is if you choose the wrong system, you’ll be swamped in data you don’t need and will spend most of your working life trying to make sense of it all.

Mark Forrest, general manager at telematics provider Trimble Field Service Management, emphasises the impor-tance of avoiding “data overload”.

How to avoid a mass of meaningless information“Data collected through fleet management technologies can be of value only if it’s turned into meaningful information and the analysis is provided to the right stakeholders,” Forrest told Fleet Van.

“Fleet operators are suffering from data overload in their attempts to operate the most efficient workforces and fleets on the road. What they need are high-level trends and benchmarking, not a mass of information.”

But with the right system in place, Forrest says: “Having a 360° view into what is happening across fleet operations in real time is proving to be a crucial business objective and fleet management technology can assist with this.

“Proven to improve fleet utilisation by up to 32% and productivity by up to 9%, it provides real-time visibility into the location of a vehicle on the road, which can help [fleet operators] make more informed decisions in the planning and allocation of work across a fleet.

“Fleet operators are also able to pick up on any vehicles that are being under-utilised and what vehicles aren’t being used at all, helping to increase efficiencies and reduce oper-ating costs.”

Pick a provider that keeps up with the technologyChris McClellan, director of RAM Tracking, urges fleet operators to study what is on offer before making a decision.

“The telematics market is subject to constant change in line with new technological developments, so it’s important to choose a provider which strives to continuously adapt to such changes,” he says.

“All of the technology behind our ‘RAM Evolution’ system is developed with the needs of our customers in mind.

“Our in-house development facility means we are able to

Vdirectly and instantly implement any required upgrades. Every year, we offer a minimum of four software updates free of charge.

“It’s also imperative to consider the information you’ll need from your telematics system. There are many different reporting functions which can be tailored to your specific business needs, including details of each route taken, instances of idling, speeding and time spent on site.

“It is often the case that fleet operators seek to implement tracking simply so they can reduce fuel consumption. However, they soon realise the wider benefits it can bring.

“Implementing telematics is one of the most effective ways to boost van fleet operations. Take your time, shop around and choose wisely.”

Smartphones are increasingly being used by drivers and can be integrated into a wider telematics solution.

TomTom, for example, has launched an app that makes it easier for drivers to keep a log of their trips using their smart-phones. The Webfleet Logbook for Android and iPhone helps drivers and businesses reduce mileage claim administration and creates reliable logs to help with tax compliance.

A driver selects whether a journey is for business or private purposes, validating journey information on their mobile device. The app works with the in-vehicle TomTom Link tracking device, which reports the trip information.

Company trip records are simultaneously updated in TomTom’s Webfleet fleet management system.

At a recent conference organised by the Freight Transport Association (FTA), Ian Marsh, MOT technical communica-tions engineer at the Vehicle and Operator Services Agency (VOSA), criticised van fleet operators for failing to ensure that their drivers carried out a ‘walk-round’ visual check of their vehicles every morning.

Now even these simple checks have been made easier through technology, via an app launched by the FTA itself.

Compatible with iPod, iPhone, iPad and a selected range

BELOW: Cobra UK has launched a new asset control system


reviewed and released in easier-to-use formats, such as the interactive daily and weekly route charts, which are now avail-able online and no longer need to be downloaded.

Andy Kirk, Quartix sales and marketing director, says: “We are constantly striving to offer the best system to our customers – we invest a great deal in development to make sure our users have access to the latest technology and all the tools are optimised for their needs.”

Applying ‘black box’ experience to fleet managementCobra is a name better known for alarm systems, but the firm is increasingly getting involved in telematics products.

It has launched Cobra Asset Control, a suite of three new products for the van fleet tracking market.

Utilising experience gained from stolen vehicle tracking (SVT) and black box telematics technology, Cobra Asset Control, Cobra Asset Control Plus and Cobra Asset Control Lockdown will support van and truck fleets to control costs and manage risk.

The unique feature of all three solutions is eFNOL (elec-tronic First Notification of Loss), a crash alert facility that sends an automatic email or text alert to pre-agreed contacts in the event of an accident, giving the vehicle details, time and location of the incident.

Each system also has as standard 24/7 coverage local language support across Europe and Russia, Web Locate vehicle positioning and the ability to be transferred to another vehicle. Optional features as the range progresses include mileage reporting, theft tracking on demand, speed alerts, a geofence alert that triggers when a vehicle leaves a pre-defined area and lockdown, which enables the remote immobilisation of a vehicle’s engine.

Andrew Smith, managing director of Cobra UK, says: “We developed it as a solution to the challenges faced by the leasing and rental sectors and our robust system enables instant control of every vehicle from a PC or mobile device.”

Isotrak, a telematics firm specialising in truck fleets but also encompassing the LCV field, is helping fleets to save money on maintenance after it integrated its system with the r2c Online platform, which helps fleet operators control maintenance schedules, earlier this year.

A number of companies have signed up for the service, which can be added to their existing telematics system or provided as a fully-integrated solution when installing Isotrak.

The r2c Online web-based system connects vehicle manu-facturers, dealers and repairers with workshops and fleet operators by replacing paper-based systems with one that runs on any internet-enabled device.

Isotrak’s real-time telematics monitors the vehicle on the move and provides engine and other data to r2c Online, enabling intelligent and predictive maintenance manage-ment. For example, the system will notify fleet managers of excessive fuel consumption or dashboard warning lights, so they can call in the vehicle for servicing and when it’s there, provide real-time information to manage downtime.

of Android devices, it cuts down on any errors or inefficiencies associated with paper inspections. It also complies with VOSA’s safety and maintenance guide and is available in formats for trucks, coaches, buses and vans.

The app is powered by Truckfile and is a simple ‘scan, inspect, transmit and track’ system. Weather-resistant bar codes are stuck onto the vehicle at key inspection points. These contain information about the driver, vehicle, inspec-tion point and the components to be checked.

If defects or advisories are found, they can be selected from a pre-defined list within the system, making it simple for a driver to report a problem.

Defects are identified in real time and the driver confirms that the vehicle is safe to drive, or not, when completing the check. The app ensures the driver physically walks around the vehicle to complete the check (it also times the check).

Meanwhile, telematics specialist Quartix has released a new user interface, available to all users at no extra cost.

The system has a new look and optimised usability which enables drivers to navigate between the different features. Users can access Google Maps directly from any online log, along with the live tracking.

The revamped features include daily vehicle logs, daily route maps and real-time tracking.

As well as the new design, some features have been entirely

“Data collected through fleet management technologies can be

of value only if it’s turned into meaningful information”

Mark Forrest, Trimble Field Service Management

BELOW: Quartix offers an enhanced live tracking service

O p e r a t i o n s S e r v i c e c o n t r a c t s

CUT VEHICLE DOWNTIME AND COSTS

By John Challenan operators are acutely aware of the need to ensure their vehicles remain on the road at all times. Time is money, so when vehicles suffer a failure, it is of the utmost importance to get them repaired in the quickest possible way to

minimise the potential lost revenue. How servicing and maintenance are managed

throughout a van’s life can have a big impact on efficiency. With proper planning, there are ways of reducing the time that vehicles spend in the workshop, and therefore the maintenance costs involved.

“Aligning services with MOTs to minimise downtime can make fleets work much more coherently,” says Darren Luckett, downtime and maintenance manager at Hitachi Capital Commercial Vehicle Solutions. “If there is the potential for one of these to be brought forward so that the vehicle is off the road for one day instead of two, it can make a big difference to the efficiency of the fleet and help greatly reduce vehicle downtime.”

To help maximise their fleet’s uptime, van operators face the decision of going with a manufacturer service contract or choosing to use independent workshops that may be more accessible and cost effective. Luckett believes there are many advantages to be found with the former. “You know that manufacturers will use OE parts with the best guarantees from the manufacturer,” he says. “It allows us the best prices for group discounts, and we can enter into longer-term contracts and extended warranty. “

Manufacturer service contracts can cut downtime“If a manufacturer has warranty issues, it will not only be able to liaise directly with fleets on its service plans, but will also be able to carry out the repairs at the same time as a service, which means less downtime,” adds Luckett.

“Accurate management of callbacks and software updates at every visit could also be seen to be advantages of going down the manufacturer service contract route.

“They know the locations of the fleets and what the vehicles need. With that, there are no hidden costs and you know what you are getting.”

For many van operators, there is added peace of mind

Choose the right service package to keep your vans on the road for longer

V



with manufacturer fleet contracts as they can cover everything from routine servicing to breakdown recovery. Within a larger supplier network, if the preferred site is busy, manufacturer service contracts will give fleets the option of another location nearby that offers the same standard of repair, and time of repair.

“Fleets may also be encouraged by the fact that the technicians have the same knowledge and technical competency with the products that they are dealing with because they specialise in one specific brand of vehicle,” says Luckett.

OE dealers offer ‘greater chance of goodwill’He also argues that there is a greater chance of goodwill and replacement vehicles if you go direct to an OE dealer.

“There is more potential for discounts on parts that are near the end of their shelf-life or possibly leeway on getting jobs done when items are just out of warranty,” says Luckett.

He believes potential savings will be more forthcoming given the decision by van operators to choose a longer-term fixed contract, rather than employ the services of an independent organisation on a more ad hoc basis.

Danny Glynn, head of Enterprise Flex-E-Rent, believes fleets should sign up with the organisation with the best workshop network.

“You never know where or when a van will break down or have an accident, so the most crucial part of any service contract, whether manufacturer or otherwise, is national coverage,” he says. “It’s important to have service centres near your depots and offices (or a mobile servicing operation) to manage proactive servicing requirements, but suppliers must also be able to react swiftly and provide replacement vehicles if your vans are off the road when miles from your home base. Vehicle downtime is too major a cost to be taken lightly.

“If your vans travel all over the UK, you need a supplier with the size and scale to match peaks in demand – and ideally one that’s also able to offer different servicing solutions depending on your specific requirements,

“Plus, of course, service contracts must offer the right cost structure.”

Like Glynn, Mark Lovett, head of commercial vehicles

“You need a supplier

with the size and scale to

match peaks in demand”

Danny Glynn, Enterprise Flex-E-Rent

at Leaseplan, believes the choice of contract is less important than the availability of repair sites.

“A lot of manufacturers will appoint independent outlets to repair their own vehicles,” he says. “Some people would say there is a higher cost going through a manufacturer’s facility, but I’m not sure that is strictly the case.

“Obviously a manufacturer would want to promote their own network, but the reality for a fleet or van operator is that the most important factor is getting the vehicle repaired as quickly as possible. If you have a choice of going to a manufacturer repairer and the vehicle is kept in all day, or an independent which will fix the vehicle in a couple of hours, then you are going to go with the latter option because you’ve minimised the downtime.”

Lovett urges fleet managers, and even drivers, to take responsibility for their vehicles to prevent at least some of the trips to the workshop. “Irrespective of whether a vehicle is maintained within a manufacturer’s own fran-chise service network, the most important thing is to ensure that the service intervals and the maintenance inspection intervals are adhered to,” he says. “We would steer our customers with maintenance contracts with us to the appropriate service repairer agent that is able to handle the specific requirement of that vehicle.”

Engage with workshops“We have a number of different outlets, so depending on customer, vehicle application, equipment on the vehicle, operators’ requirements, there are different routes where we would send an LCV for service or repair,” adds Lovett.

“These are a mixture of manufacturer franchises and independents, both of which have their advantages and disadvantages.”

There is also a lot of value in engaging with the work-shops to make sure they understand what is required of a van fleet, believes Lovett. “Sometimes a van franchise might not be an appointed van repairer, so they may have a more retail car approach to their business, where the vehicle arrives in the morning and is collected at the end of the day,” he says. “However, with a lot of our large van fleet operators, we are moving them away from that, to a network of repairers that understand the importance of getting the vehicle back on the road as quickly as possible.”

Walkaround checks can lead to greater efficiencyInspecting vehicles every day before they’ve turned a wheel can lead to greater efficiency, but it is more about a duty of care, says Mark Lovett.

“With every Leaseplan commercial vehicle there is a driver pack, which recommends and stipulates the walkaround check should be carried out,” he says.

“This pack contains a process where, if any defects are found, they are escalated to the fleet manager.

“We do everything we can to ensure

the walkaround check can be done because it is important for us to show that we do have the necessary processes to ensure our customers are aware of that fact.

“But in reality, the education of the driver rests more with the fleet manager to ensure drivers are doing what we recommend.”

Darren Luckett also stresses the importance of inspections at the end of the day.

“It is easy for a driver to think that if

there is a problem, it won’t be his problem the next day, but there is a need to take responsibility,” he says. “We can make recommendations, but when we hire a vehicle out to a company it is difficult to integrate and easy for drivers to argue when we claim that failures could have been picked up during the checks.

“This makes the whole procedure quite difficult to police.”

Mark Lovett:

education rests with

fleets

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R e m a r k e t i n g U s e d v a n v a l u e s

Underlying health of LCV market remains robustNAMA expects stability after auctions see small increase in van values in August

T

“It was positive to see conversion rates standing at 74% for the fourth month running” Alex Wright, NAMA

By John Challenhe stability in the used van market over recent months continued in August, with slight increases in values being

reported by auction houses.In contrast to July’s small reverse

in prices, an increase of 1% was reported by the National Associa-tion of Motor Auctions (NAMA), taking the average price from £4,118 to £4,224; down £221 on the previous August.

Total sales for the month increased by 18%, from 6,007 to 7,101 units, with average ages and mileages decreasing. The average mileage decrease was achieved despite increases in all year sectors apart from the 4.1-6-year-old category, which registered a mileage fall of 3,629 miles.

The price levels, which NAMA described as lacklustre, were attributed to big increases in volumes that are typically seen in the holiday month of August.

Average prices slipped for three

out of the four van sectors but, again due to the greater size of the market for 4.1-6-year-old LCVs, average prices across all age bands posted a small uplift.

While the average age of vehicles

dropped slightly from 65.9 to 65.7 months, this figure is still well up on 12 months previously, when the average age of a vehicle at auction was 58.7 months. The average mileage change over the same period has increased by 5,120 miles, from 77,076 to 81,196 miles.

The NAMA report states that the expectation for September is for price stability with some increases where quality is high and numbers remain low.

It also concludes that the under-lying health of the LCV market remains robust and “more than

capable of absorbing LCVs that vendors will supply to it over the remainder of the year”.

In spite of some slow periods in August, the auction halls managed to deliver an upbeat message with plenty of positive signals coming through that bode well for market prospects in September.

Alex Wright, chairman of NAMA’s commercial vehicle group said: “Overall, the view of the market-place for LCVs as witnessed across the nation’s auction halls in August provides a

PRICE AND VOLUME CHANGES BY AGE YEAR-TO-DATE

Source: NAMA

Feb % March % April % May % June % July % August % 2013 diff 2013 diff 2013 diff 2013 diff 2013 diff 2013 diff 2013 diffPrice changes<2 years £9,385 -12% £10,595 13% £10,735 1% £10,305 -4% £9,990 -3% £10,775 8% £10,160 -6%2-4 years £6,365 5% £6,310 -1% £6,780 7% £6,480 -4% £6,315 -3% £6,200 -2% £6,095 -2%4.1-6 years £3,985 0.8% £3,970 0% £4,285 8% £4,075 -5% £3,925 -3.70% £3,840 -2% £3,900 2%Over 6 years £2,075 5% £1,970 -5% £2,345 19% £2,145 -9% £2,070 -3% £1,945 -6% £1,930 -1%Volume changes by age<2 years 431 18% 198 -54% 316 60% 323 2% 346 7% 335 -3% 385 15%2-4 years 1,625 -4% 2,058 27% 1,502 -27% 2,083 39% 1,706 -18% 1,538 -10% 1,997 30%4.1-6 years 2596 18% 2,497 -4% 2,140 -14% 2,671 25% 2,104 -21% 2,097 0% 2,433 16%Over 6 years 1,871 0% 1,972 5.40% 2,295 16% 2,645 15% 2,099 -21% 2,037 -3% 2,286 12%Total 6,523 6% 6,725 3% 6,253 -7% 7,722 23% 6,255 -19% 6,007 -4% 7,101 18%

Average values at BCA rose above £5,000 for the first time

R e m a r k e t i n g U s e d v a n v a l u e s


“The key factor driving the market is lack of supply of

good retail-quality stock” Duncan Ward, BCA general manager commercial vehicles

sound jumping-off point for sales of used vans and 4x4s over the autumn months. It

was also positive to see conversion rates standing at 74% for the fourth month running.

“With the ongoing shortages of prime stock predicted to run well into 2014, as the UK’s economy makes steady headway and the appetite of both trade and retail customers holding firm, the direc-tion for prices of desirable used LCV stock is on an upward trend.”

BCA says it is seeing exceptionally high average values for LCVs as demand from professional buyers remained strong last month and shortages of good, retail-quality vans continued.

Its latest Pulse report stated average values for all vans rose above £5,000 for the first time, and record values were achieved in the fleet and lease and dealer part-exchange sectors.

Nearly-new values were the second highest on record, with more of the same expected for September.

Duncan Ward, BCA’s general manager commercial vehicles, said: “Average values have been substantially stronger over the summer holiday period than we might have expected, given that anecdotal reports suggest 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

With the holiday season over, and despite the dwindling number of auction entries, September saw a resurgent wholesale LCV market signalled by busy auction sales around the country.

Without exception, all of the sales we visited were well attended by a healthy

mix of trade and private buyers along with the predatory internet bidders lurking anonymously in the background.

Although faint at times, there was a definite buzz in the air, with many of the professional trade buyers clearly buying for stock and adding weight to the tentative reports we’ve received from some dealers that retail demand for used LCVs is improving.

Doubts over the strength and sustainability of any increase in demand in the current economic climate are bound to remain, but these early signs of an improving LCV retail market are encouraging.

Most makes and models up to the £2,500 mark appeared to be selling easily while the late-plate higher-value entries seemed to struggle with many selling provisionally, if at all. Close analysis of sales results clearly indicate a strengthening of demand for vehicles in the sub-£3,000 price band, while those in the higher price bands appear to be weakening.

Arguably, this might be explained by the limited mix of stock currently available. However, anecdotal evidence suggests that potential retail buyers are still having difficulty obtaining funding for higher value vehicles.

With fewer pages in the sale catalogues, watching from the sidelines it was tempting to say that the stock shortage was affecting mainly the car-derived and light van sectors. However, the model mix has remained fairly constant. Auction entries fell during August, but by the second week in September they had recovered significantly. Overall auction entries for September were down by 26%.

The average age of vehicles remained much the same, hovering around 62 months, while the average mileage increased by 545 miles from 83,479 to 84,024.

The market remains deprived of low-mileage, good-quality stock. Based on our inspections of vehicles at auctions around the country, we found that the average repair cost for body panel damage has increased from £427 to £471. Generally it appeared that there were many entries that had been poorly prepared or not prepared at all, with many exhibiting extensive panel damage.

Ken Brown, CAP LCV editor

UNDER THE HAMMER

“These early signs of an improving LCV retail market are encouraging”

it – and this means there is plenty of competition for the best examples reaching the market.”

Manheim reported plenty of demand in August for car-derived vans; the segment accounted for 37% of all of the company’s sales in the month.

This demand has resulted in a 15.2% (£394) year-on-year increase in values and, despite an identical average age, average mileage had decreased by only 3,610.

Delve a little deeper in the figures and there are two clear trends: 36% of all car-derived vans sold in August had an average age of 86 months, while 37% had an average age of 40 months.

“This strong two-tier market for car-derived vans is clear to see,” said Tim Spencer, commercial vehicle manager at Manheim Remarketing.

“Typically the vehicles attract fewer incidences of damage compared to their larger workhorse cousins, as they’re used for different jobs. The older they are, the better value they are as a retail proposition to savvy sole traders and SMEs looking at bottom line profitability.”

Remarketing experts agree that the market appears to be heading in a positive direction and with a real buzz back in the auction centre.

Competition for vehicles has not been this strong in a long time, although they add that judging the direction of the market is difficult as the popularity and values of vehicles at auction is changing weekly.

Manheim reported plenty

of demand for car-derived

vans

Europe’s No.1 vehicle remarketing companyLog on to bca.co.uk or call 0844 875 3480

New record values achieved in September

Advertisement feature

LCV values continue to rise as shortages bite

Average values for light commercial vehicles reached record levels in September, according to BCA’s latest

Pulse report, as demand for good quality vans from professional buyers continued to outstrip supply.

Average values for all vans rose to £5,158, an increase of £145 compared to the previous record set in August. Record values were achieved in the fleet & lease and dealer part-exchange sectors, while nearly-new values declined compared to the previous month.

The average September figure of £5,158 for all LCVs represented a 2.8% increase over the August value, with average age rising slightly to 59.3 months and average mileage static at just over 80,000. Year-on-year values remain well ahead, up by £934 equivalent to a 22.1% uplift over the twelve month period. Average CAP performance climbed again to 105.19%, rising by nearly three points compared to August and up by 4.5 points compared to a year ago.

Duncan Ward, BCA’s general manager – commercial vehicles, commented: “BCA saw exceptional levels of demand for light commercial vehicles during September, with a number of 100% conversions for corporate sellers and notably higher average values for fleet/lease vehicles. The market remains very short of good quality stock and with anecdotal evidence suggesting retail activity picked up in September there was very competitive bidding right across the remarketing sector last month.

“Looking ahead, there are no signs that stock availability is going to rise substantially this year or even into 2014. There is an ongoing shortage of younger used LCVs in the marketplace because of the lower new van sales following the onset of the recession.

“With stock at a premium, trade buyers have been very active on BCA’s Live Online and Bid Now/Buy Now internet platforms and the new video appraisals introduced by BCA have proved popular with buyers. With professional buyers increasingly looking at buying older, higher mileage vehicles to fill any gaps on their retail forecourts, we have seen values rise in the dealer P/X sector, while demand for the very few late year, low mileage LCVs remains intense.”

Ward added: “Even with all this activity in the market, sellers should remember that the basics of remarketing remain important. Good preparation and presentation will ensure vehicles achieve the best possible value.

“As always, good condition is the key and vans with a nice specification and in an attractive retail colour will always be very desirable.”

Fleet & leaseValues in the fleet & lease LCV sector

improved by £194 (3.1%) in September to a new record value of £6,408. Performance against CAP improved by two points to 105.06%, while retained value against Manufacturer Recommended Price (MRP) rose by a point to 37.03%.

September recorded the largest ever year-on-year value differential in the fleet and lease sector, up by £1,406 (28.1%) compared to the same month in 2012 – with average age and mileage down over the year. Retained value against MRP improved by 5.38 points over the year.

Part-exchangePart-exchange van values also reached

record levels, rising by £91 (2.6%) to £3,509. CAP comparisons improved by nearly four points over the month to 106.51%. Year-on-year values remain ahead by £535 or 17.9%, with both average age and mileage rising compared to a year ago.

Nearly-newNearly-new LCV values fell in September by

£1,767 to £12,694, with CAP performance declining by a point to 99.39%. As always, this has to be taken in the context of the very low volumes reaching the market and the model mix factor.

£6,000

£5,000

£4,000

£3,000

Aug Se

p

Ocv

t

Nov

Dec Jan

Feb

Mar Apl

May Ju

n

July

Aug Se

p

Oct

Nov

Dec Jan

Feb

Mar Apl

May

June July

Aug Se

p

Average used values 2011 - 2013 Source: BCA

BCA saw exceptional levels of demand for light commercial vehicles during September

F l e e t c a s e s t u d y B a l f o u r B e a t t y F l e e t S e r v i c e s

AWARD-WINNING RISK PLAN SAVES ‘MILLIONS’By John Charles

alfour Beatty Group has saved hundreds of thousands of pounds through its innovative and multi-faceted driver risk management programme. But when the ‘hidden

costs’ from cutting vehicle downtime, reducing maintenance bills and lowering levels of absenteeism are calculated, those savings extend to millions of pounds.

More recently, the company, an infrastruc-ture services business operating in more than 80 countries, introduced a focus on ‘smarter’ driving, with the emphasis on fuel savings, which is generating further savings and reducing its carbon footprint.

Behind these training programmes is Balfour Beatty Fleet Services (BBFS), which offers a comprehensive fleet service, incorporating both contract hire and fleet management as well as specialised vehicle specification, vehicle procurement and servicing and main-tenance requirements to Balfour Beatty

Balfour Beatty’s Zero Harm initiative provides spark for driver programme

B


Group companies. Those organisations have the choice of using BBFS or an external provider, so it is vital that BBFS is competitive.

But not only is BBFS converting companies within the Balfour Beatty Group, which are investing in its training programmes, it is also successfully delivering its message to sub-contractors, suppliers and like-minded companies at large.

Rob Lindsay, who heads the driver risk manage-ment programme, says: “It is a real success story – reducing vehicle incidents, empowering employees and saving money for businesses across the group and beyond.”

The BBFS fleet numbers some 4,500 cars, 4,000 vans and 745 vehicles of more than 7.5 tonnes. The diesel-dominated van fleet – there are 15 electric vans and the number is expected to grow – typically operates across a four-year/100,000-mile replacement cycle, although that can be reduced to two years or extended to seven depending on contract demands.

Results across the BBFS van fleet showed the number of own-fault incidents totalled 0.19 per vehicle last year, down from 0.25 in 2011. During those two years, the total number of own-fault and third-party incidents involving vans was reduced from 1,016 to 808 incidents.

BBFS has also recorded more than a 40% reduction in collisions involving its vehicles; Balfour Beatty Rail Projects has cut direct vehicle costs by more than £100,000 over two years since intro-ducing the driver risk management programme;

“Encouraging drivers to improve mpg is a powerful tool in unlocking the door that delivers road safety”Rob Lindsay, BBFS driver risk manager

Signalling Solutions, a joint venture company, reported a 70% reduction in vehicle damage and misuse claims; and Balfour Beatty construction services business, Mansell, recorded a £50,000-a-year saving in direct vehicle costs and saved more than £400,000 in indirect costs.

‘There should be no secrets in road safety’“We always try to share best practice,” says Lindsay. “There should be no secrets in road safety. We have case studies showing the savings and benefits and those results are powerful in spreading the driver risk management mantra across our supply chain and into the wider community.”

In 2008, Balfour Beatty launched its Zero Harm programme and a year later its 2020 Sustainability Vision, with each designed to drive cultural changes across the group’s wide range of businesses.

The driver risk management programme was part and parcel of the Zero Harm initiative, explains Lindsay: “The business identified that driving was a major risk.

“If Zero Harm was to be achieved, then there needed to be a focus on reducing that risk.

“As a result, there was a cultural shift across the group’s businesses that would perhaps not previously have been achieved as we saw more and more people recognise that driving was one of the most important, if not the most important, risk to focus on, in addition to already acknowledged risks faced by employees when working on


Rob Lindsay, BBFS driver risk manager: ‘telematics has had

a very positive effect on the way people drive’

construction sites, at heights and on electrifica-tion projects, etc.”

The subsequent programme and its results earned BBFS a clutch of awards, including last year’s Fleet Van Innovation in Fleet Safety Award.

The judges said: “Balfour Beatty’s Zero Harm initiative, supported by driver profiling, telem-atics and driving simulators, demonstrates massive commitment and investment. It has delivered tangible results.”

Ensuring compliance and changing behaviourTens of thousands of Balfour Beatty UK employees have engaged with the programme. It has two key focuses – compliance and positive behavioural change. Compliance centres on:n Electronic licence checks with the DVLA.n Grey fleet management and document validation.n Ensuring appropriate employees achieve Driver Certification of Professional Competence

strategy, which focuses on a vehicle’s whole- life cost.

“Some of the biggest savings have come from fuel economy improvements,” he adds. “Driving economically is a positive behavioural change and goes hand-in-hand with safety. Encouraging drivers to improve their mpg is a powerful tool in unlocking the door that delivers road safety.

“There is undoubtedly a return on investment. We started with the driver risk management programme five years ago and it is continually evolving. Telematics has been the most recent development and early indications are a net fuel saving of up to £46 per vehicle per month.”

Drivers across the group are continually reminded of the requirement for safe driving through a range of channels, updates on key issues and incentive schemes.

“Driver feedback and evaluation is a massive part of what we do, but word of mouth is the most significant factor. Once drivers have had a few minutes with the trainers, they realise the risk management programme is designed to help them. As that disseminates through the workforce, more people want to be involved,” says Lindsay.

Protecting corporate reputationReputation and corporate image are also critical for the highly-visible Balfour Beatty Group with its liveried vans.

“Corporate social responsibility, including in the area of driver risk management and sustaina-bility, is an important part of any tender process. The ability to show a good record in those areas is important in winning new business, which is a great by-product on top of the clear health and safety benefits of effective driver risk manage-ment,” says Lindsay.

Looking to the future, BBFS is enhancing its telematics to obtain more vehicle and driver data, is looking to offer its driver risk manage-ment programme to Balfour Beatty companies overseas, and is introducing a ‘permit to drive’ scheme across its sub-contractor base.

As well as delivering driver risk management to sub-contractors and suppliers, the company delivers a range of safe driving programmes to businesses as diverse as Rolls-Royce, Britvic, Anglian Water, DHL Express and National Tyres.

“We have touched every area of Balfour Beatty in some way and we know the driver risk management model we have developed works. Balfour Beatty businesses don’t have to choose us, so we know we have to be better than the external market,” Lindsay says.

“But we know we are competitive, deliver results and we continue to develop and diversify our portfolio.”

Commenting on winning the Fleet Van Award and other successes, including recognition from the Prince Michael International Road Safety Awards, road safety charity Brake and the Driving for Better Business programme, Lindsay says: “Awards success is hugely important. We are benefiting internally and continue to re-invest to deliver further improvements, but we are also benefiting externally. Businesses are choosing to work with us because they can see the benefits across our own organisation.”

(CPC) status – BBFS is an accredited driver CPC training centre.n Daily vehicle checks.

Behavioural change is underpinned by the Driver Risk Index, a web-based psychometric assessment developed with Cranfield Univer-sity. The test, repeated every two to three years per employee, assesses drivers’ level of risk on the road by considering situational, behavioural and attitudinal factors and provides individual-ised psychometric profiles instantly via email.

These profiles are then used to deliver tailored coaching and interventions that, depending on the level of risk recorded, may include:n E-learning modules that cover a wide range of road and driver safety issues.n On-road coaching delivered by one of a team of trainers – two are based at BBFS’s headquarters in Derby and there are 10 nation-wide. The options include SAVE (space, aware-ness, visibility, environment) on-road coaching and DriverMetrics on-road coaching.n Use of the company’s driving simulator, which is seen as a dual solution, mitigating driver risk while enhancing fuel efficiency.

Managing risk with telematicsBBFS has partnered with Masternaut to fit telemetry systems to vehicles, particularly commercial vehicles. The technology measures real-time driver performance, including braking and acceleration, fuel economy and speeding.

It has also resulted in businesses rewarding drivers through competi-

tions such as driver of the week or driver of the month.

“Telematics has had a very positive impact on the way people drive, how they look after their vehicles, fuel use and general attitude,” says Lindsay. “The ability to monitor has meant negative behaviour can be addressed

before it gets serious and incidents are mitigated, damage and misuse costs reduced and fuel use lowered.” He says that fits with BBFS’s overall


F l e e t V a n S u m m i t

REDUCE RISK, COSTS AND ACCIDENT RATESExpert advice on the issues affecting van fleet operators

John Watts, senior editor commercial vehicles, CAPleet operators should take a new approach at buying time when deciding the specification and colour of their vehicles, said John Watts.

Traditionally, they have considered only the extras and colours they need as first buyers.

But to maximise residual values, Watts told delegates they should consider what the second user will want.

He said: “You may decide that you don’t need such things as air-conditioning and alloy wheels, but when you sell your vans, the people who buy them at auction will want them and will be prepared to pay extra for them.”

Watts drew up a list of extras which add value to a van:n Bluetoothn Satellite navigationn Bulkheadn Ply-liningn Alloy wheelsn Air-conditioning

Colour can also affect the value of used vans. Watts said: “Metallic colours such as silver, blue and black will add value to your vans when you sell them, although they are more expensive to repaint if you damage them. My advice when buying a fleet of vans is to choose a mixture of colours. That way, when you sell them you’ll have a sensible mix to offer buyers.

“It’s also important to choose a full-wrapping service rather than part-wrapping. If you fully wrap a van, it can be professionally de-wrapped at selling time to reveal an original factory finish. With part wrapping, any damage will show up where the van wasn’t covered.”

Watts said CAP experts attended many auctions each week and had seen some surprising outside influences having an effect on values.

One influence on values was the introduction of the London Low Emission Zone in January 2012. As owners of old vehicles which didn’t comply bought newer vehi-cles, values of “middle-aged” vans temporarily rose too.

F

He advised delegates: “These are outside influences that you can’t do anything about. My advice is to forget these and concentrate on the factors you can control.”

Government is largely ignoring electric vansThe Government is missing a big opportunity to promote electric vehicles by largely ignoring vans and concen-trating on cars. That was the view of event chairman Gary Whittam. He said: “They are focusing on electric cars but I believe the EV car industry will not take off.

“Where EVs are viable is in the fixed route van fleet sector and they are ignoring this. Manufacturers also need to be more honest about the mileages of electric vans. I’ve seen ranges of 150 miles mentioned but that’s without any load on board. I believe electric vans will become a major force eventually, but there is no easy route to that 50% of the market we’ve heard about.”

In answer to a question about the viability of EVs from the floor, Watts urged caution to any van fleet operators thinking of buying electric vans.

He said: “Technology is moving at such a pace that operators risk buying electric vans and then finding no-one wants to buy them at selling time because they are using outdated technology. We have already seen evidence of this when electric vans come up at auction.”

The Government is also consulting on how to incen-tivise the EV market, having announced £500 million funding to kick-start sales in addition to the £300m that was allocated from 2011 to 2015.

Watts said: “This could also affect the EV market. My view is that never has so much been spent by so many to sell so few.”

“EVs are viable in the fixed route van fleet and the Government is ignoring this”

Careful choice of extras can add value to a van

John Watts: urged caution over electric vans

Reporting by Trevor Gehlcken and Gareth Roberts


Andy Mair, head of engineering, Freight Transport Association

ew laws affecting modifications to light commercial vehicles have been labelled a “monkey’s muddle” by the Freight Transport Association’s head of engineering.

Andy Mair told delegates that prior to legis-lation being introduced, there were only around five or six directives affecting the goods vehicle industry.

The new legislation now covers 60 subject areas. “It’s a huge change,” says Mair. “Many more components and systems are now under the umbrella of the frame-work directive.”

From the end of April, all light commercial vehicles up to 3.5 tonnes became subject to European Community Whole Vehicle Type Approval (ECWVTA) regulations for the first time.

It’s intended to harmonise the construction, the safety and the emissions standards of all vehicles across the 27 member states.

Mair explains: “The key change is that without an approval certificate you cannot register that vehicle, whereas before you could register chassis cabs and then have the bodies fitted. Not anymore.”

Initially, the UK Vehicle Certification Agency (VCA) intended that all modifications, no matter how minor, would require an individual vehicle approval (IVA) certifi-cate, bringing ply-lining and racking into scope.

But it relented and allowed semi-permanent or tempo-rary fittings to be treated as part of the vehicle payload through the newly-created Van Enhancements Scheme.

Mair said fleets can find out what minor modifications don’t require approval, and which do, in a VCA document called the N1/N2 Enhancement Scheme.

However, while fleets’ worst fears have not been real-ised, Mair says: “It’s been a big wake-up call to the body-builder and conversion industry.”

He took delegates through a simple vehicle multi-stage build and some of the complexities that the industry faces.

Stage one of a multi-stage build would involve the production of an incomplete vehicle. It would be certified as much as possible by the manufacturer, according to systems approved by the VCA.

“The type approval will be issued for an incomplete vehicle, but you can’t register that vehicle,” says Mair.

The bodybuilder, converter or manufacturer that completes the next stage will then have effectively invalidated the original approval by changing and altering the vehicle. It then needs to be re-certified and if it’s the final stage, following approval, it can be registered as a completed vehicle.

Mair concludes: “Having been involved in this monkey’s muddle of a piece of legislation for seven years now, my advice is make sure you know what your base manufac-turer’s doing, that it’s building vehicles to your specifica-tion, and the bodybuilder, converter and manufacturer are speaking to each other.”

New type approval rules are a ‘monkey’s muddle’

N

Andy Mair: ‘It’s been a big wake-up call’

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Mark Horton, traffic enforcement scheme manager, VOSA

he Vehicle and Operator Services Agency (VOSA) is stepping up checks on vans this year after it discovered an appalling catalogue of problems in the LCV industry.

Until recently, it stopped only around 8% of vans compared to heavy trucks, but now the Department for Transport (DfT) has given extra funds to VOSA to bring standards among van fleets up to those of heavy goods vehicles.

Mark Horton told delegates that:n 50% of vans fail their MOT at the first attemptn 68% of vans stopped by VOSA last year were served with a prohibition noticen 89% of those vans prohibited were overloadedn 13,000 vans were involved in accidents last year

He said: “The general perception of van drivers is that their standards are lower than those of truck drivers. They tend to treat their vans like cars and don’t bother doing a walk-round safety check every day. They don’t need O-licences and we know that many are driving excessive hours.”

Horton said it appeared these problems were getting worse, thanks to continuing restraints on cash among operators and the fact that vans were now being kept longer and maintained less.

There was also evidence that HGV fleets were increas-ingly using light commercial vehicles to get around the current O-licence restrictions.

“We know that enforcement leads to better regulation, but we also know that the Government has no appetite for more regulation for vans,” he said.



T

“We believe Van Excellence will lead to higher standards in our industry”

“The DfT has given us extra cash this year and we are targeting different sectors in each quarter of the year. There will be more checks, although we want to educate as well as prosecute.”

Horton put at-risk drivers into three categories – “triers, wrong ‘uns and the ignorant”. He said: “We need to treat these attitudes separately. We will educate and advise the triers, take sanctions against the wrong ‘uns and use a mixture of the two with the ignorant.”

VOSA is a big supporter of the Freight Transport Asso-ciation’s Van Excellence programme, which was set up to a bid to self-regulate the van industry.

Horton urged delegates to join the scheme if they had not done so already and added: “Van Excellence is a good example of an industry taking responsibility for itself. We are a great supporter of the scheme and believe it will lead to higher standards in our industry.”

He also urged delegates to ensure that their drivers carried out walk-round safety checks each morning before work.

In a Q&A session after Horton’s presentation, chairman Gary Whittam also pointed out that manufacturers were extending service intervals on their vans to such an extent that in some instances, brakes needed attention before the first service was due.

VOSA increases checks on vans

Suzanne Fribbins, EMEA risk product manager, BSIhe benefits of gaining ISO39001 accreditation were outlined at the Summit by Suzanne Fribbins, of BSI, an organisation which has been helping companies improve safety for many years.

ISO39001 sets out the minimum requirements for a road safety management system and Fribbins urged van fleet operators to achieve accreditation.

She said: “Achieving this accreditation involves taking a holistic approach to safety.

“A key aspect is support from the top and management must demonstrate its commitment beyond simply signing a piece of paper. It must make resources available and lead by example.”

The benefits of accreditation, she said, were fewer acci-dents, lower repair bills, lower insurance premiums, the ability to compete for new business, promotional opportu-nities and a reduced risk of being sued for negligence.

She was joined by Jamie Bogg, environmental and road safety manager at Mark Group, which was the first LCV fleet to gain ISO39001. The process took around four months to complete.

Bogg said: “We already had a road safety system in place and we thought it was great until we had it audited and then realised it was not as robust as we thought.

“The process of gaining accreditation was rigorous and left no stone unturned, but we would recommend it to any business. As a result, our accident rate has dropped by 20%.”

ISO39001 accreditation cut accident rate by 20%

TSuzanne Fribbins: ‘ take a holistic approach to safety’

Mark Horton: ‘enforcement leads to better regulation’


James Backhouse, director, Backhouse Jonesf all the risks faced by van fleet operators, drivers are the most significant, according to James Backhouse, of transport law specialist Backhouse Jones.

In a break-out session looking at legisla-tion, he told van fleet operators: “There has been a change of culture around light commercial vehicles and your style of management needs to change as well.”

Backhouse said areas of concern fell into four catego-ries – licensing, suitability, induction and monitoring.

Licences should be checked at least four times a year, he said. “Drivers could lose their licences for a number of reasons apart from points,” added Backhouse. “They may suffer, say, from diabetes or sleep apnoea. There are also restrictions on what vehicles people can drive if they passed their test after 1996.”

Suitability to drive is also important as he pointed out: “People may not have actually driven a car or a van since they passed their tests yet they are still legally allowed to drive. That doesn’t mean they are safe.

“Vans are very different to drive from cars yet they are both covered by one licence.”

Operators need to adapt to change of culture

O

“If the tyres are bald it is the drivers who will get the points, not you”

An induction should include not only driving ability but also expertise in safe loading and understanding the importance of a walk-round safety check every morning.

Backhouse said: “If the tyres are bald it’s the drivers who will get the points, not you.”

Monitoring is also an important category. Backhouse told delegates: “You must monitor your drivers and their attitude to the job and if you don’t do it now you must rapidly develop some form of system. If there is a problem and officers from VOSA get involved, they will want to know what you have done about this.

“In the event of a death on the roads, you have a responsibility to your drivers and, if it is found they are not managed properly, you could be charged under the Corporate Manslaughter Act.”

Emma Osborn, NDS business manager, Network Raillthough Network Rail is primarily known as a train company, it has 19,000 drivers on its books, with 7,800 fleet cars and vans covering an annual distance of 127 million miles.

It is the job of Emma Osborn to try and achieve a zero crash culture within five years.

It hasn’t been an easy task so far, as she outlined to delegates in her presentation.

In fact, Osborn said it was not until senior managers got involved in the project that some of her proposals were taken up.

She said: “We seemed to have hit a floor where road safety was concerned and our rules and standards were not enough. We needed a cultural change.”

Osborn split her proposals up into a 10-point plan and is now in the process of trying to implement a series of changes.

One improvement that was originally dismissed but has now been agreed is the addition of high-profile red and yellow striped livery on the back of each van which should help to cut down on rear-end shunts.

The planned introduction of electronic DVLA licence checks was opposed by union representatives.

However, these will be rolled out next year despite this resistance.

Osborn said: “We are wrestling with several issues at present, but having our top executives championing the safety cause and pushing it has transformed our ability to effect change.”

Management buy-in key to zero crash culture aim

AEmma Osborn:

‘we needed a cultural change’

James Backhouse: ‘there has been a change of culture’

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Fatigue contributes to 20% of accidents

TNicholas Oscroft, respiratory physician, Papworth Hospital

housands of van drivers are putting themselves and other road users at risk through tired driving, according to one of the country’s top sleep specialists.

Nicholas Oscroft told delegates that fatigue is a contributory factor in up to 20% of all road traffic collisions.

He said: “Most people will have felt quite sleepy while driving and may have also on occa-sion not remembered driving the past few hundred metres because they’ve dropped off briefly. It’s not an uncommon experience; my wife certainly did it quite regularly while working shift patterns.”

Most collisions where sleep is a factor occur sufferers having extremely poor-quality sleep. Oscroft warned that it’s also going to be a growing problem as the rates of obesity increase.

He said: “It’s very important that employers carry out a risk assessment and look at the training of their drivers.

“You can look at the vehicles to ensure they are as safe as they can be but, probably more importantly, you can look at scheduling and work hours.”

“You can sleep for a minute and not realise it”

on long, monotonous roads. “If you’re on a motorway or a dual carriageway, that’s when you’re most at risk,” said Oscroft.

He highlighted research where a third of respondents admitted to driving while tired in the past 12 months. “The problem with that is we’re very good at detecting when we feel sleepy, but very we’re very bad at detecting when we go to sleep,” added Oscroft.

That’s very important in terms of risk. He said: “You can sleep for a minute and not realise it.

“If you fall asleep behind the wheel, it’s going to be a bad accident.

“You will not react, you will not brake. You will have a high velocity incident and the risk of being killed is significantly higher.”

Oscroft told delegates that as 72% of colli-sions are due to driver error – with the most common reason given that the driver failed to look properly – fatigue could be contribute to many more incidents than previously thought.

There can be many factors which lead to tired driving, but he said that the most common reason is the modern world. People simply don’t get enough sleep.

However, sleep apnoea is becoming more common as levels of obesity rise. It results in

Nicholas Oscroft: ‘important to carry out a risk assessment’

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Joe Fielder, sales and marketing director, BT Fleet

any fleets are failing to tap into potentially massive cost savings by not managing risk.

Joe Fielder was eager to demonstrate to delegates how

businesses can use technology and data to miti-gate risks, as well as save cash.

He highlighted how BT Group has benefited over the past 10 years by tackling risk. “It’s prob-ably realised somewhere in the region of £150m in forward projected savings,” said Fielder.

That’s such a large amount number because BT Group operates a big fleet.

“Oroportionately that kind of number should

be of interest to all fleet operators,” he added.BT Fleet starts with the driver because it has

a knock-on effect to other costs, such as brakes, suspension and general wear and tear.

Meanwhile, a relentless focus on proactive repair and maintenance ensures vehicles stay on the road for longer.

Fielder stressed a robust risk management programme takes time to implement. He says: “It not a quick fix. It’s not something you can do overnight. It takes perseverance and application over many, many years.”

It’s a focus that has seen BT reduce its number of claims by 60%, while the number of claims per 1,000 vehicles has fallen by 47% and the value of claims are down by 50%.

BT Fleet saves millions of pounds through risk management

M

Assess, analyse and understand the risks to increase safety

Expertise and analysis helps recruitment and training

Andy Price, practice leader, Zurich Risk Engineering

he first and most fundamental part of any risk management process is to assess, analyse and understand the risks.

Andy Price told delegates that risk encompasses four distinct areas for fleets.

They are the organisational risk – the risks that are created from what you’re asking your drivers to do on a daily basis.

The next area is proven risk, which is where a collision has already occurred and involves processes such as driver debriefs immediately after an incident. This is followed by the theo-retical risk, which involves driver assessments, and finally dynamic risk, which relates to how the vehicle is actually being driven.

However, Price said that if fleets focus on getting the management systems right to create the environment where drivers can drive safely and they can develop a safety culture within an organisation, success will follow.

It’s an approach that Iron Mountain embraced. The information management company oper-ates a fleet of around 400 vehicles in the UK and Ireland that includes approximately 200 vans, while the rest are HGVs.

However, at the end of 2008 the company decided to take action after collision rates became a major concern.

No stone was left unturned and through a range of initiatives, which included vehicle checks, telematics and driver training, it has seen a 70% reduction in incidents and a 57% reduction in own damage third-party costs.

Paul Gibbons, procedural and training manager for online, Sainsbury’s

lmost a third of the applicants who want to be a driver on the Sains-bury’s home delivery fleet fall foul of its ‘data test’.

The supermarket operates a fleet of 1,600 vans, employing around 4,600 full-time drivers that collectively covered more than 40 million miles in 2012 and delivered 10.5m items per week.

The driving element of the home delivery service was brought in-house in 2003, but the company recognised it could not make the divi-sion a success with outside help.

Paul Gibbons, who is responsible for the training of online delivery drivers, said: “We

knew we didn’t have the expertise within our business to do the technical training.”

It forged a partnership with AA DriveTech and asked it to provide a database of driver informa-tion. The online portal has now developed into an essential element of the company’s risk management and driver training strategy, with analysis and tailored driver training provided by AA DriveTech.

It also provides the company with the ability to test every applicant before they are offered a job and embark on an 11-week training programme. The data test analyses the back-ground of the applicant, their driving history and their attitudes before scoring them low, medium or high risk. Almost a third (30%) of applicants are scored high risk and do not progress.

T

A

Joe Fielder: ‘it’s not a quick fix’

Paul Gibbons: enlisted external expertise

Andy Price: four distinct areas of risk

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S p o t l i g h t V a u x h a l l

VAUXHALL PUTS ITS FAITH IN CONVERSIONS


By Trevor Gehlckenith no new models on the horizon until the replacement of the ageing Vivaro next year, it would be easy to assume that the bosses at Vauxhall were

resting on their laurels and enjoying the benefits of a rising van market. As of August, Vauxhall’s sales had increased by a healthy 10.25% over the previous year.

But behind a calm facade, Vauxhall is busily launching niche conversions which, while not likely to set the sales charts alight, will certainly help the Luton-based manufacturer secure any solus deals that might be up for grabs.

With the new EU Whole Vehicle Type Approval rules meaning that some smaller converters are going to the wall, the conversions business is becoming ever more important for the manufac-turers, who can offer a guarantee on the whole vehicle rather than having separate warranties for van and body.

In fact, conversions account for 35% of all van sales and with Vauxhall’s share running at about 20%, CV brand manager Steve Bryant acknowl-edges that the firm has a great opportunity to do better.

At the same time, Vauxhall has lost its tradi-tional No2 slot behind Ford to Volkswagen, as the German firm races ahead. So far this year, VW sales have risen by 22.39%.

But Bryant said: “Our rise in sales mirrors the

We aim to be a one-stop shop for conversions, says CV brand manager Steve Bryant

Wincrease in the total market so far this year and we are pleased with that and hitting all our internal targets.

But, at present, we are running at about 20% of sales with conversions, so we will be extending our range to try and improve this figure.

“We have 16 new conversions on offer and we will be adding to this as we see opportunities arise. All these conversions comply with the new EU WVTA rules, so you can just turn up at a dealer and drive one away. We aim to become a one-stop shop in the conversions sector.”

First on the block is a new crew van version of the Combo, which is a rebadged Fiat Doblo Cargo. The crew van will be offered in short- and long-wheelbase versions and, with unglazed side sliding doors, the vehicle will be VAT-recoverable.

There will also be a glazed option, on which VAT cannot be claimed back unless the vehicle is used solely for business purposes. Vauxhall is also assessing whether or not to take the Doblo XL, a LWB hi-roof version that offers a one-tonne payload – a first in that sector.

About 50% of conversions at present are tippers, dropsides and box vans and these are already offered by Vauxhall. In addition, the new models will include everything from car trans-porters to Luton vans and wheelchair-accessible minibuses on the Movano chassis.

Bryant is also confident that by the end of the year there will be a 4x4 Movano, from German all-wheel drive specialist Oberaigner.

Driven: Vauxhall Combo crew-van LWB 105When the Fiat Doblo Cargo first arrived in the UK in 2010, it caused quite a storm, with its rock-solid build quality and superb drivability. In fact, it won Van of the Year at the Fleet Van Awards that year.

Vauxhall subsequently extended its existing relationship with Fiat by using the Doblo as the

platform for its new Combo. This latest version is basically a Combo with a row of seats in the back, so if any serious loads are to be carried we’d recommend the long-wheelbase version as space is at a premium in the smaller model once you have five burly blokes on board. Even the bigger model only has a 1.0-cubic metre load capacity.

It must also be noted that you can’t remove the seats altogether, although they fold and split 60/40.

Under the bonnet, there’s a choice of 90bhp 1.3CDTI common rail diesel engine with or without stop-start and a 1.6CDTi offering 105bhp, which comes with standard stop-start.

The crew van’s on-road experience is exactly the same as that offered by the standard version – pin-sharp handling, a slick gear change and extremely comfortable seats. In fact, it’s a pleasure to drive and with an official 52mpg fuel economy on the 105bhp version, it won’t break the bank at the pumps either.

VerdictWhen it comes to small vans, they don’t get much better. But watch out for the new Ford Transit Connect, due for launch soon. Also bear in mind you may have problems trying to reclaim VAT on window versions of the Combo.

Gross vehicle weight (kg): 2,300Power (bhp/rpm): 105/4,000Torque (lb-ft/rpm): 214/1,500Load volume (cu m): 1.0Payload (kg): 706Comb fuel economy (mpg): 52.3CO2 emissions (g/km): 141Basic price (ex-VAT): £17,448

Specification

Steve Bryant: ‘All conversions meet EU WVTA

rules, so you can turn up at a

dealer and drive one away’

D r i v e n To y o t a P r o a c e 2 . 0 L ( s h o r t w h e e l b a s e , s t a n d a r d h e i g h t )

Having driven many of these models in the past, it was like greeting an old friend when I first climbed aboard the Proace, albeit one with a new badge.

The seats are big and comfortable, and the steering column adjusts for height and rake, which means most drivers will find a comfortable position.

However, there isn’t a huge amount of space for the middle passenger and the whole cab is pretty cramped, so it’s a good job the Proace has an overhead parcel shelf to accommodate every van driver’s needs.

Rather annoyingly, the space where some of these models have a coffee cup holder on either side had been blanked off.

In the back, there are eight load-lashing eyes and our test model was fully ply-lined. It costs around £200 to have done but is well worth it as that money will be recouped at selling time if the rear end remains undamaged.

On the road, there’s plenty of power from the engine, so we wouldn’t really recommend the higher-powered 163bhp model, as the 126bhp is enough for any van fleet driver.

The Proace corners nicely and all gear changes are achieved slickly. It offers a combined fuel economy of 44.1mpg, which is pretty reasonable for a vehicle of this size.

Gross vehicle weight (kg): 2,932Power (bhp/rpm): 126/3,500Torque (lb-ft/rpm): 236/2,000Load volume (cu m): 6.0Payload (kg): 1,212Comb. fuel economy (mpg): 44.1CO2 emissions (g/km): 168Basic price (ex-VAT): £19,796

Specification

Behind the wheel

Need to know commercial vehicles. Also, the Hilux 4x4 pick-up is still very much alive if you need off-roaders on your fleet.

Both long and short wheelbase models are available, along with standard and high roof variants.

Under the bonnet is either a 1.6-litre turbodiesel powerplant offering 90bhp or a 2.0-litre version with either 126bhp or 163bhp, in line with the Expert et al. There will also be a crew-van version on the long wheelbase chassis.

Crucially in the Fleet Van view, Toyota has decided to make electronic stability control (ESC), which helps avoid sideways skids, a standard fitment, unlike many manufacturers which charge for it as an optional extra.

Our test vehicle was the long wheelbase standard roof model offering the middle-powered 126bhp engine and with a load capacity of six cubic metres.

Standard specification is high and includes, in addition to the aforementioned ESC, air-conditioning, bulkhead, twin side sliding doors, Bluetooth connectivity, electric windows, deadlocks, a vehicle alarm and a five-year, 100,000-mile warranty.

n First Toyota panel van since Hiacen Rebadged Peugeot Expertn Electronic stability control is standard

Proace opens fleet doors for ToyotaPanel van allows manufacturer to pitch for solus deals


VerdictFor any van fleet which buys cars too, the Proace makes a lot of sense as you can do a total deal with one person. However, if you opt for the near- identical Citroën Dispatch, you get a Trafficmaster sat-nav and tracking unit thrown in for free.

By Trevor Gehlckenhen the Toyota Hiace originally arrived in the UK in 1983, fleet buyers were wowed by its space-age looks and sophistication compared with many of its rivals.

Over the years, that cutting edge gradually eroded as the other manufacturers caught up and eventually overtook the Japanese company.

The Hiace was discontinued in 2012 and Toyota was left with no panel van in its range.

Now the manufacturer is back in the LCV arena with a new offering – the Proace. Sadly, there isn’t a lot of fresh innovation here as it is, in fact, a rebadged Peugeot Expert, which also appears as the Fiat Scudo and Citroën Dispatch. These models have been around since 2007.

Not that there is anything wrong with this vehicle, but it’s a shame that a manufacturer the size of Toyota could not have managed to come up with something equally as dazzling as its original Hiace.

But, rebadging or not, the move now allows Toyota to pitch for any solus deals that involve both cars and

W

The Proace: lacks the dazzle of Toyota’s original Hiace

D r i v e n M e r c e d e s - B e n z V i t o 11 6 C D i S p o r t C o m p a c t D u a l i n e r

When you climb behind the wheel of a Mercedes-Benz LCV, things are a little different from the norm.

As you would expect from a manufacturer with its reputation, build quality is superb and just about everything has that built-to-last feel.

The Vito sits lower than rivals such as the Vauxhall Vivaro and Renault Trafic, so it feels as though you are driving a large car rather than a van.

The seats are typically German: hard as rock at first but supremely supportive and comfortable after 100 miles or so.

Some LCV manufacturers shy away from building high-output vehicles, but Mercedes-Benz is quite happy to churn out powerful vans such as this that will happily accelerate as quickly as the majority of cars.

You can also get lower-powered Vitos with 95bhp and we’d recommend these variants for everyday business use.

Even they feel fairly lively as maximum torque comes in right down at 1,600rpm.

Underway, the driving experience is marred slightly by a heavy clutch and a rather lumpy gearchange that means you can’t flick through the cogs very quickly.

The power steering is a tad on the light side, too, giving very little feel for what’s going on between the steering wheel and the road.

Having said that, I did get used to these little annoyances after a week behind the wheel.

They certainly weren’t bad enough to stop me from recommending this otherwise impressive vehicle.

Gross vehicle weight (kg): 3,050Power (bhp/rpm): 163/3,800Torque (lb-ft/rpm): 265/1,600-2,400Load volume seats up (cu m): 2.63Payload (kg): 895Comb. fuel economy (mpg): 37.7CO2 emissions (g/km): 198Basic price (ex-VAT): £26,395

Specification

Behind the wheel

Need to know three seats can be removed, turning it into a van for everyday purposes. Mind you, it takes the strength of Samson to get them out and even more to get them back in again.

Under the bonnet is a four-cylinder 2.2-litre turbo-diesel engine offering a meaty 163bhp and torque of 265lb-ft. This gives the van a top speed of close to 120mph and acceleration far in excess of any fleet’s usual requirements.

Meanwhile, fuel economy is 37.7mpg on the combined cycle, although this figure will be affected dramatically with a heavy right foot. CO2 emissions nudge in at just under 200g/km.

Payload is 895kg and with the seats up there is still a respectable 2.63 cubic metres of loadspace. Price including VAT is £26,395.

n Ample seating for five peoplen Loadspace of 2.63 cubic metresn Combined fuel economy of 37.7mpg

Seats add versatility to Vito packageAppeal for fleets that transport both people and goods


Smoked glass side windows give the Dualiner a stylish appearance

VerdictIf style and build quality mean anything, then the Vito is a hands-down winner. However, it’s a little heavy on fuel, especially when you compare it to the new Transit Custom Tourneo we tested recently, which offers 43.5 mpg on the combined cycle.

By Trevor Gehlckenf your fleet has the task of transporting important people about – and occasionally a few heavy loads as well – then the van on test here could well be the vehicle for the job.

The Vito has the Mercedes-Benz premium badge appeal and, as if that isn’t enough, the van is finished off with a set of snazzy alloy wheels and a silver metallic paint job.

Important people don’t generally appreciate being picked up in vans, so the Vito Dualiner also has smoked glass side windows to give it the appearance of a stylish minibus, with ample seating for five.

The downside is that you’ll be able to reclaim VAT only if the vehicle is used solely for business purposes. Any private mileage and it’s deemed to be a car.

But the great thing about the Dualiner is that the rear

I

The Vito’s interior has a built-to-last feel about it The rear seats can be removed for extra cargo space

D r i v e n M i n i C o o p e r D C l u b v a n

This vehicle may look like a diminutive little van from the outside, but climb aboard and a space-age black and silver world reveals itself, looking more like the interior of a nightclub than a commercial vehicle.

Our test vehicle featured leather heated sports seats (£220 extra) which hug the figure from top to toe and, despite its size, there was plenty of legroom for both occupants.

A kitchen clock-sized dial in the centre of the dash controls all the functions, such as sat-nav, DAB radio and Bluetooth, although this turned out to be part of a media pack that costs £1,340.

In the back, the cargo area features chunky rear ‘barn’ doors but, sadly, thanks to its car origins, there is a lip, meaning loads cannot simply be slid in or out.

The engine is started by a button (as in the original Mini) and is quiet and smooth, even at motorway speeds.

The designers get top marks for managing to dial in the maximum amount of fun to the driving experience. It’s a real drive-on-rails ride, although this may lead drivers to push things a little too far and waste fuel.

As long as speeds are kept to a reasonable level, fuel efficiency should hit almost 70mpg, so this van won’t break the bank at the pumps.

Gross vehicle weight (kg): 1,185Power (bhp/rpm): 112/4,000Torque (lb-ft/rpm): 199/1,750-2,250Load volume (cu m): 0.86Payload (kg): 500Comb fuel economy (mpg): 72.4CO2 emissions (g/km): 103Basic price (ex-VAT): £13,600

Specification

Behind the wheel

Need to know the Cooper D (for diesel), and it is the last that is on test here. The basic price is £13,600 ex-VAT, about on a par with the rival Ford Fiesta Van, but this price only tells half the story.

Mini offers a massive array of paid-for extras, so buyers can customise their vehicles exactly to their specification and our test van seemed to have the lot – so much so that the ex-VAT price rocketed to £18,592. If that’s too much to pay, the lowest One petrol variant weighs in at a more fleet-sensible £11,175.

Under the bonnet is a 1.6-litre turbodiesel engine with an output of 112bhp and 199lb-ft of torque. Fuel economy on the combined cycle is 72.4mpg while CO2 emissions are a low 103g/km.

Meanwhile, standard spec is high, with alloy wheels, six airbags, a DAB radio, a dynamic stability control system, electric windows and mirrors and remote central locking all fitted as standard.

In the rear, there is a full-height mesh bulkhead and plenty of padding, along with six load-lashing eyes. Payload is 500kg, while load volume is 0.86cu m.

n Payload is 500kg and load volume is 0.86cu mn Combined fuel economy of 72.4mpgn CO2 emissions from 103g/km

A stylish but small addition to any fleetSuperbly-built Mini LCV offers ultra-low running costs


VerdictThis vehicle is everything you’d expect from the BMW stable: superb build quality, a stylish interior and ultra-low running costs. As long as space isn’t an issue, the Mini Clubvan will make an excellent addition to any fleet.

By Trevor Gehlckenhe Mini brand has been an amazing success since its launch in 2001.

A steady stream of new derivatives have emanated from the factory in Oxford, which is a division of BMW, so it was inevitable

that eventually we would see a light commercial vehicle version.

After all, the old Mini van was one a staple of British business back in the 1960s for firms that needed a small commercial vehicle.

The old version may have been cheap and cheerful, but it was not without build quality and reliability prob-lems – something this new model certainly doesn’t suffer from.

As with the Mini car variants, the Clubvan is stylish, funky and incredibly well built. Although it is unlikely to sell in huge numbers, there is certainly a place for the Clubvan with companies that want to reflect an upmarket and rather artistic image to clients and customers.

Three versions are on offer: the One, the Cooper and

T

A lip at the back of the Clubvan’s loadspace

floor means loads cannot be slid in or out

The old Mini van was a staple of British business back in the 1960s

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


LWB hi-roof 3.5-tonne gvw vans

RUNNING COST COMPARISON (5YR/150,000 MILES)

By Trevor Gehlckenhis month we turn our running cost spotlight on the largest of all light commercial vehicles – long wheelbase, high-roof panel vans.

These titans are the biggest available without going over the 3.5-tonne gvw limit, which would mean an O-licence for the operator and tachographs for all vehicles.

With around 14 cubic metres of space available, these vans can be seen day-in day-out travelling up and down Britain’s motorways.

The undoubted king of the sector is the Mercedes-Benz Sprinter. Some 85% of all Sprinters sold are LWB hi-roof variants and this vehicle has been named Large Panel Van of the Year every year since the Fleet Van Awards began in 2008.

But, as all canny van fleet operators know, it is pence per mile running cost figures that count, so in this feature we’ll see exactly how well the Sprinter fares against its rivals the Citroën Relay, Fiat Ducato, Ford Transit, Nissan NV400, Peugeot Boxer, Renault Master, Vauxhall Movano and Volkswagen Crafter.

Among our selection, some vans are the same with different badges – for instance Citroën Relay/Fiat Ducato/Peugeot Boxer and Renault Master/Vauxhall Movano. Meanwhile, the Nissan NV400 is a reworked Master and the Volkswagen Crafter is essentially a Sprinter with different engines and front end.

But as will be seen, even the same vans may have different pence per mile running cost figures thanks to slight variations in spec, pricing and predicted residual values.

Leading the field on running costs by a fair margin this month is the Fiat

T

Source: KeeResources

Ducato, which wins mainly because of its excellent fuel economy figures (the Ducato uses a different engine from its brothers the Relay and Boxer) and lower servicing, maintenance and repair costs.

Its nearest rival is the best-selling Ford Transit, which weighs in at 38.2ppm, which is 1.8ppm behind the Ducato.

It may not sound much, but over the course of a 150,000-mile lifecycle, this equates to £2,700 extra. The Transit does, however, have the highest payload capacity.

Meanwhile, the Sprinter may be head of the herd as an overall package, but it lags behind in this table, coming second from last in front of the Volk-swagen Crafter.

The reason for this fairly poor showing is its relatively high front-end price and slightly higher than average fuel costs.

Rather surprisingly, its depreciation costs are higher than any apart from the last-placed Crafter.

The Sprinter also has the highest load volume but a much lower payload than the rivals, which makes it more likely to be accidentally overloaded.

For more van running costs, visit www.fleetnews.co.uk/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 Relay 35 L3 2.2HDi 130 High Roof 25,280 130 236 13.0 3,500 1399 229 32.5 19.83 15.41 4.61 39.85Fiat Ducato 35 LWB 2.3 130 HRf 25,840 130 236 13.0 3,500 1525 195 38.2 16.87 15.67 3.95 36.49Ford Transit 350 LWB FWD 2.2TDCi 125 HRf 27,370 125 221 10.2 3,500 1549 209 35.8 18.0 16.26 3.93 38.20Mercedes-Benz Sprinter 313 LWB 3.5t 2.1CDi 129 28,785 129 225 15.5 3,500 905 222 33.2 19.41 16.53 4.69 40.63Nissan NV400 L3 35 FWD 2.3dCi 125 High Roof 25,095 125 229 14.13 3,500 1490 227 32.85 19.62 14.97 5.23 39.81Peugeot Boxer 335 L3 2.2HDi 130 High Roof 25,136 130 236 13.0 3,500 1525 229 32.4 19.89 15.39 4.14 39.43Renault Master LWB 35 FWD 2.3dCi 125 HRf 27,224 125 229 14.8 3,500 1490 209 35.3 18.26 16.46 4.86 39.58Vauxhall Movano L3 2.3CDTi 125 High Roof 26,488 125 229 14.8 3,500 1490 209 35.3 18.26 15.85 4.31 38.42Volkswagen Crafter CR35LWB 2.0D 136 HRf 28,920 136 251 14.0 3,500 1156 234 31.7 20.33 17.03 4.68 42.05

Fiat Ducato – winner in the running cost stakes by a clear margin

Mercedes-Benz Sprinter – a fleet favourite but expensive to run

“These titans are the biggest available without going over the

3.5-tonne gvw limit, which means an O-licence for the operator”

fleet van october2013

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