Electric Fleet June 2013

A FleetNews publication

ELECTRIC VEHICLES: WHY THE

SUSPICION?There has never been a better time to adopt

EVs. So why aren’t more fleets using them?

June 2013

FLEETELECTRIC

ELECTRIC, HYBRID AND OTHER ALTERNAT IV ES

fleetnews.co.uk June 2013 3

COMMENT

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

EditorialEditor-in-chief Stephen Briers 01733 [email protected] editorSimon Harris 01733 [email protected] content managerSarah Tooze 01733 468901ContributorsLouise Cole, John Maslen, Debbie Wood

ProductionHead of publishingLuke Neal 01733 468262Production editorsAndrew Ryan 01733 468310Alan Salt 01733 468267DesignerCharlotte Boon 01733 468312

AdvertisingB2B commercial director Sarah Crown 01733 468320B2B commercial manager managerSheryl Graham 01733 468256 Account managersWendy Cowell 01733 468046Lucy Herbert 01733 468800

Lisa Turner 01733 468345Stuart Wakeling 01733 468342Marcus Woods 01733 468269Head of project managementLeanne Patterson 01733 468332Project managersAngela Price 01733 468338Kerry Unwin 01733 468327Telesales/[email protected] 01733 468275/01733 468328

PublishingManaging directorTim Lucas 01733 468340

General managerIan Richardson 01733 468555Office manager Vicky Meadows 01733 468319Group managing directorRob Munro-Hall

Circulation enquiries: 01858 438847Printing: Wyndeham Heron, Maldon© 2013 Bauer Media ISSN 0953-8526. No part of this magazine may be reproduced without the permission of the publisher. You can purchase words or pictures for your own publications. Phone 01733 465982 or email [email protected]. Fleet News will not accept responsibility for unsolicited material. Member of the Audit Bureau of Circulation

C O N TA C T U S

4 I The cost argumentSuspicion disrupts zero-emission fleets campaign.

8 I Leasing company EV trialsTrials remove the fear factor.

12 I ‘Meeting CO2 targets with no compromises’ Step changes needed to cut carbon emissions.

13 I ‘Plugged-in fleets key to success’Transport minister Norman Baker has his say.

14 I Hydrogen: The fuel of the future?Refuelling infrastructure is holding technology back.

16 I Pay-as-you-go plan for electric charging points Government scheme will open charge points to all EVs.

20 I Case study: Dundee City Council Preparation key to making EVs work on a fleet.

21 I Case study: Environment AgencyVehicle costs may soon rival diesel.

22 I Case study: JCDecauxEVs are a financial and environmental success.

24 I What’s availableHybrid and electric vehicles out now and coming soon.

There was reassuring news for fleets already using plug-in vehicles and those considering adopting them in the 2013 Budget report.As hinted late last year, the

Government softened its line to tax EVs at the same level as conventional cars for BIK in future, so vehicles with CO2 below 75g/km and less than 50g/km will now be

subject to a graded structure with lower rates than cars producing higher CO2 emissions.The number of plug-in and hybrid vehicles available

continues to grow. Production has begun in the UK of the European Nissan Leaf, which offers improved range and more pricing options. And this summer we will welcome the first high-

performance plug-in hybrid saloon in the Porsche Panamera, which has CO2 emissions of 71g/km with

416bhp performance. There are now numerous plug-in and hybrid choices in between these two.But why are so many fleets reluctant to take the

plunge? There seems to be any number of reasons. The technology is still very new and expensive, and the used market is unknown, neither of which bodes well for depreciation.Infrastructure still needs improving, and drivers need

to understand how to use battery power to make it work most effectively. And more needs to be done for the emerging hydrogen fuel cell technology before this becomes an affordable alternative.Our fourth EV supplement offers analysis and insight

into where the market is now, and highlights the organisations that are making plug-in vehicles work for them, helping you decide for yourselves how big a part they might play in the future of your fleets.

Simon Harris, deputy editor, Fleet News

CONTENTS

Should we give Sarah

4 June 2013 fleetnews.co.uk

Hybrids and electric vehicles promise vastly reduced running costs, but the price is still wrong for the majority of fleets

THE COST ARGUMENT

By John Masleno the casual observer, the reaction of fleets to the latest wave of hybrids and zero-emission vehicles is the equivalent of looking a gift horse in the mouth.

The Government, manufacturers and industry groups are practically throwing cash at potential buyers to encourage them to take on vehicles that are already designed to save them money.

These advocates say electric vehicles and hybrids are the antidote to rocketing fuel prices and plummeting air quality. They point to lower emissions, reduced fuel costs, smaller SMR bills and even improved reliability.

But their heartfelt cries seem to be falling

T

NEED TO KNOWn Fleet take-up of ultra-low CO2 cars still lown Plug-in car grant not enough to offset heavy depreciation

on deaf ears, with hybrids and electric vehicles making up a tiny fraction of sales to the fleet market each year.

Among the Fleet200, the community of the country’s 200 largest fleets often at the forefront of any change, demand for the greenest vehicles seems to be stuck at a red light. Of more than 500,000 cars and vans, just a few hundred are hybrids or electric vehicles.

So what’s the problem?In an industry with so many variables, fleets seem to crave predictability and the fledgling market for low-emission vehicles offers little in the way of certainties.

For example, the Government’s £5,000 grant is designed to help bring the price of plug-in cars in line with traditional diesel and petrol variants.

Norman Baker, Parliamentary Under Secretary of State for Transport, said: “The Coalition Government has given a clear commitment to support the development of the market for electric and other ultra-low

SUSPICION DISRUPTS ZERO-EMISSION FLEETS CAMPAIGN

emission vehicles. There is a real financial opportunity to be grasped. The Government’s Plug-in Car and Van Grants are already helping to bring down the upfront cost of plug-in vehicles. When this is combined with lower running costs and favourable tax treatment, plug-in vehicles can help fleets to save money.”

But fleets still have bitter memories of the last grants scheme, when the Government encouraged companies, manufacturers and suppliers to invest heavily in liquefied petroleum gas (LPG) vehicles and infra-structure, only to pull funding before the market had really found its feet.

In addition, even with grants there are concerns that hybrid and electric vehicles just don’t make the grade when it comes to wholelife costs.

Dylan Setterfield, senior forecasting editor for residual value experts CAP, said: “The greatest handicap is still depreciation and this far outweighs the positive elements. Even with the current £5000 government subsidy, they remain far too expensive.”

The demon of depreciation is the biggest threat to hybrids and electric vehicles being a sound fleet investment.

That is the tough message to fleets and manufacturers being given by residual experts CAP.

Dylan Setterfield, CAP senior forecasting editor, says: “The cost implications of buying a battery electric vehicle (BEV) from new are still prohibitive and most hybrids are also less cost-effective than many perceive.”

He accepted that there were many positive aspects to ultra-clean vehicles, such as exemption from both VED and the London Congestion Charge.

And he agreed that SMR costs were

lower, in some cases by up to 30% compared to a standard combustion-engined vehicle.

But he warned: “The greatest handicap is still depreciation and this far outweighs the positive elements.

“Battery-electric vehicles will not be suitable for the vast majority of motorists and should not be seen as a substitute for an internal combustion engine – they are only suitable for consistently short urban trips due to their short (and unpredictable) range.”

Manufacturer attempts to reduce this gap by selling the car and then leasing the battery separately have also failed to impress CAP, which argues that it

makes it hard to predict residual values and causes benefit-in-kind headaches.

The story is the same for hybrids, CAP says, with depreciation meaning a Peugeot 508 diesel hybrid, which costs £5,585 more than the equivalent diesel derivative when new, has running costs which are higher by 10ppm over three years and 30,000 miles.

“Fleets are more willing to consider hybrids compared

to electric vehicles”


Cautious, sceptical and unhurried – these words sum up how the majority of the fleet industry is approaching ultra-low emission vehicles.

For many fleets, the investment in greener vehicles is driven by two key factors – cost and employees.

Members of Sewells Fleet Research Panel have been quick to identify running costs as a key concern.

Among fleet operators who have reviewed the wholelife costs of hybrid and electric vehicles, the overwhelming verdict is that diesel is better.

Most have decided against using hybrid and electric vehicles on fleet, citing cost and range, but also the difficulty in

persuading drivers to accept them.For the future, fleets indicate a

greater willingness to consider hybrids compared to electric vehicles, with the main obstacle again being cost.

Despite this, fleets that operate ultra-low emission vehicles believe there are savings to be made, although many of them tend to have only made a small investment.

One of the biggest beneficiaries of electric power is Dairy Crest, which operates 1,800 electric delivery vehicles that save £144,000 a week in fuel costs compared to using diesels.

In a bid to help businesses make purchasing decisions in more confidence,

the Energy Saving Trust is offering tailor-made support to help companies understand the potential savings.

In a report released earlier this year on the Plugged-In Places initiative, the EST showed 20 of UK’s organisations how they could adapt their fleets to electric and plug-in hybrid vehicles. It found that electric fleets could prove the driving force behind potential fuel savings of 75% at a time of rising fuel costs.

Running cost experts

Fleet operators

“Battery-electric vehicles will not be

suitable for the vast majority of

motorists”

THE COST ARGUMENT


LEAF PRICING: Buy car, buy battery Buy car, lease batteryVisia £20,990 £15,990Acenta £23,490 £18,490Tekna £25,490 £20,490Prices after receipt of the plug-in car grant prior to any options or accessories.

BATTERY LEASING:Contract term <7,500 miles 9,000 miles 10,500 miles 12,000 miles 15,000 miles36 months+ £70.00 £77.00 £85.00 £93.00 £109.0024 months £80.00 £87.00 £95.00 £103.00 £119.0012 months £90.00 £97.00 £105.00 £113.00 £129.00

Four hours from 32 amp home / public charging infrastructure with options 6.6kw charger.The repair or replacement option will be offered for any battery which falls below nine bars of the 12 bars displayed on the vehicle’s battery capacity gauge during the first five years or 60,000 miles of ownership (whichever comes first).

PRIUS v AMPERA PRICING Toyota Prius Vauxhall Plug-in Ampera EarthOTR price (including £5,000 OLEV grant) £27,895 £29,995Driving range 769 miles 360 milesBattery charging time 90 minutes 4 hoursCost to charge £0.60 £2.20Cost per mile electricity 3.9p 4.4pNumber of seats 5 4Navigation system Included -Rear-view camera Included -Specification adjustment value vs Prius Plug-in* - +£3,587Wholelife costs over 3 years/60,000 miles** £36,272 £38,130* Data provided by JATONet**Data calculation by KwikcarcostIndependent car data specialist Kwikcarcost also rates Prius Plug-in a stronger proposition for company car drivers in terms of cost-per-mile, compared to the Peugeot 508 Hybrid4 saloon and Vauxhall Ampera. The Toyota comes in at 60.45p, compared to 69.12p and 63.55p for the Peugeot and Vauxhall respectively. In the course of a year – an average 20,000 miles – this will see the Toyota costing £700 less to run than the Vauxhall and more than £1,700 less than the hybrid 508.

For company car drivers Prius Plug-in attracts a 5% benefit-in-kind tax rating for the first three years, rising to 13% in year four. For fleet operators it benefits from a 100% write-down allowance in the first year. And for all owners, the 49g/km CO2 figure means there is no annual road tax (VED) bill to pay, plus exemption from the London congestion charge.

Manufacturers are urging fleets to clear their minds of preconceptions and concentrate on the facts when it comes to reviewing hybrid and electric vehicles. They argue that fleets need to consider their particular business demands when it comes to reviewing low-emission vehicles and how they might play a valuable role in supporting their transport requirements and keeping costs down.

Toyota has been a pioneer in the hybrid market for more than a decade and has now expanded its range to include plug-in hybrid vehicles.

A spokesman said: “Fleets need to make sure that they don’t just put all hybrid and electric vehicles in the same category.”

Infrastructure and fuel“As well as a fuel saving, hybrids offer better tax rates and much more. They are mechanically simpler, with fewer moving parts, and this means they suffer less from wear and tear, with less to go wrong or need replacing.

“Battery and hybrid system reliability is also well proven. It is as good, if not better, than an internal combustion engine, so there should be no issues with replacement costs.”

Toyota points to figures revealed at the launch of the new Auris Hybrid that showed it had a lower total cost of ownership than an equivalent Volks-wagen Golf, Vauxhall Astra or Ford Focus. Nissan claims that wholelife costs for its Leaf, including SMR, insurance, fuel and road tax are nearly £2,000 cheaper than an equivalent Ford Focus 1.6 diesel over three years/30,000 miles.

It also points to huge benefit-in-kind tax savings for the driver, who would pay nothing this year and next in a Leaf and £284 in 2015 if they were in the 20% tax band. By contrast, a driver in an equivalent Ford Focus would pay £2,089 tax over the same period.

For London-based fleets, there are even greater benefits, as electric cars and plug-in hybrids are among the only vehicles that will be exempt from the congestion charge when changes take effect in July. Only vehicles below a limit of 75g/km will escape the charge.

Volvo has been quick to point out that its plug-in hybrid V60 D6 AWD emits just 48g/km, although it also states that it costs £43,775, including the £5,000 Plug-in Car Grant.

Wholelife costs from Toyota indicate a Prius Plug-In hybrid would cost 60.45ppm over three years and 60,000 miles, which beats its rivals, but is substantially more expensive than the wholelife cost of a standard diesel.

The manufacturer view

Impressive cost-per-mile figures for the

Toyota Prius Plug-in

Nissan Leaf: low wholelife costs and big BIK benefits

At Alphabet we’re always developing new, more efficient ways of moving employees from A to B.

It’s all part of our vision for the future of mobility.

Existing forms of fleet management underpin this vision. But there’s certainly more to come.

Take AlphaCity for example. As ingenious as it is simple, it’s a corporate car sharing scheme set

to change the way we finance, manage and use company vehicles.

It’s yet another step forward in clever fleet thinking from Alphabet.

Business Mobility on the Move.

Find out more:

Tel: 0870 50 50 100

Email: [email protected]

www.alphabet.co.uk


Drivers testing Leafs were generally won over by the experience

LE A SING COMPANY E V TRIAL S

By Sarah Toozeleet management company Zenith is convinced that electric vehicles can be part of a company’s vehicle mix, having trialled two Nissan Leafs since October last year.

“People shouldn’t be nervous about using electric vehicles,” says Ian Hughes, commercial director at Zenith. “They are an acceptable solution for a specific requirement.

“If you’ve got a pool car that only ever travels a radius of five to 10 miles and you have a green agenda it might be more appropriate to use an electric vehicle.”

Zenith’s two Leafs are being used as pool vehicles. One does short, local trips while the other can be booked for longer journeys with employees able to use it for up to a week at a time.

To keep engagement levels up, competitions are held, such as a challenge to see who can take the Leaf the furthest

away from Zenith’s head office in Leeds and photograph it. This led to one employee photographing the Leaf by the Humber Bridge (see image, right).

When employees were surveyed after three months of using the Leaf the feedback, on the whole, was positive (see panel, right).

However, cost, range and charging infrastructure were highlighted as issues, despite Zenith having a charging point at its head office.

Hughes suggests these issues may be overcome as the technology develops, although he acknowledges that “infra-structure will be critical” to the success of electric vehicles.

Zenith has now added two Vauxhall Amperas to its trial.

“We’re starting to look at what the Leaf does compared to the Ampera, with range being the obvious difference,” Hughes says.

Zenith is also working with the transport

department at Leeds University.“We want to look at a mobility solution

for each type of population,” says Hughes. “If you optimise the vehicle solution, how much less CO2 do you create?”

Zenith hopes it will be able to incorporate driving habits and mileages into vehicle selection.

A driver choosing a car under a salary sacrifice scheme, for example, might find that an electric vehicle is among their shortlist of vehicles, based on their driving habits and mileage.

Electric vehicles can already be leased from Zenith and there have been “a few” early adopters.

Asda, for example, has been using a Leaf as a pool car for visits between stores for about two years.

Hughes adds: “We’re confident about discussing the appropriate use of electric vehicles with our customers because we’re living with electric vehicles ourselves.”

F

EV TRIAL TAKES OUT THE FEAR FACTOR

ZENITH

ALPHABE T

In a head-to-head trial, the EV was the victor on shorter journeys

USAGE PATTERN KEY TO BUILDING A CASEBy Sarah Tooze

ne of the biggest barriers to EV take-up among fleets is a lack of real-world experience, according to Nigel Trotman, Alphabet head of strategic consultancy. To

address this, Alphabet conducted a two- month trial with one of its customers, Amey.

“It was to help us and our customers understand the practicalities of running an electric vehicle,” says Trotman.

The trial saw the Nissan Leaf pitted against a typical diesel company car (a Volkswagen

Passat BlueMotion Tech SE). Telematics was fitted to both vehicles to log journeys and vehicle performance, as well as recording differences in the way the vehicle was driven by Amey’s principal service delivery manager, Matt Dillon.

During the trial the Passat averaged 54.7mpg at a fuel cost of 14.01 pence per mile (ppm) while the Leaf was nearly 10 times cheaper (1.65ppm when charged overnight at 4.6p per kWh).

Alphabet suggests the fuel savings would cover the cost of installing home charging

units within a year. The driving experience was also positive.

Dillon felt the Leaf outperformed – or equalled – his Passat on quietness, eco-friendliness, acceleration, driver and passenger comfort, and the control layout and instrumentation.

“My perceptions improved as I became more familiar with the electric car and my confidence in it grew,” he says. “The really positive factor for me was the lack of noise.”

Charging could be improved, however. “Having to pick up a dirty charging cable

O


THE POSITIVES:All employees rated the overall driving experience as “satisfactory” or “extremely satisfactory”.85% were satisfied with the Leaf’s ‘ease of use’. 95% were satisfied with specification. 95% were satisfied with handling.95% were satisfied with performance. 75% were impressed by reliability. 95% were pleased with the vehicle’s environmental credentials.

POSITIVE COMMENTS:n “Performance was a lot better than I expected.”n “Very responsive to driver and has plenty of acceleration when required.”n “They are surprisingly powerful and smooth. It is a highly enjoyable drive.”n “If affordable to buy, I would love one for local use or commuting.”n “I was initially sceptical but driving this nearly every day have grown to love it.”

while wearing a business suit is not the best start to one’s day,” says Dillon. “A self-retracting pull-out arrangement would be more practical and probably take up less space in the car.”

The Leaf didn’t quite live up to its quoted range of 80-100 miles. It typically averaged 70 miles on a full charge, although this was partly due to using the heater and wipers during bad weather. It covered 660 miles during the pilot while the Passat covered 1,013, with Dillion making one long return journey of 160 miles in the Passat.

“Only four journeys during the two-month period called for the Passat because they were too long for the Leaf,” he says. “And on two of them I’d have been happy to take the Leaf if there had been fast charge facilities at my destination.”

Trotman says “having the right usage patterns” is key to building a business case.

“It needs to be short trips of less than 100 miles day,” he says. “Electric vehicles are viable where they are fit for purpose.”

Dillion feels the barriers to wider EV take- up will fall as the number of charging points in workplaces and public places increases.

Since the trial, Amey has added a Mercedes Vito E-Cell to its fleet and is looking at further EVs for specific contracts.

ELECTRIC VEHICLES TO BE AVAILABLE UNDER ALPHA CITY SCHEMEAlphabet plans to introduce an electric vehicle offering to its car-sharing product AlphaCity early next year, following the launch of the BMW i3. It will give customers the option of booking a full EV or a combustion engine vehicle (Mini Hatch, Mini Clubman, Mini Clubvan, BMW 1 Series or 3 Series), depending on journey length.

Kit Wisdom, mobility solutions manager at Alphabet, says: “Alphabet foresees a significant requirement from customers for corporate car sharing electric vehicles.”

Prior to launch, Alphabet has been running a car sharing-enabled BMW Active E within the AlphaCity fleet in the UK and across Europe in France and Germany.

SURVEY RESULTS

THE NEGATIVES:9% raised concerns that the extremely quiet motor could be a hazard for pedestrians. 40% were concerned about the availability of charging points. 53% were dissatisfied with range.50% felt that the charging time was ‘poor’ or ‘very poor’. 25% said cost would prevent them switching to an electric car.

NEGATIVE COMMENTS: n “It does not feel reliable or practical in the sense that the battery could deplete quickly and there are no widespread public charge points.”n “It puts me off that the maximum journey length you can do is approx 80 miles before it needs charging so you can’t do long journeys in it.”n “Until charging times come down, this isn’t a viable solution as your main car.”

VAUXHALL FLEETCall 0870 010 0651 | visit www.vauxhall.co.uk/fleet

BusinessCar Green Model of the Year 2013

ELECTRIFYINGPERFORMANCE

AMPERA

Absolutely, positively not a hybrid, Ampera’s advanced Extended-Range Electric Vehicle technology offers the convenience of a conventional car – overcoming the range anxiety often associated with other electric cars.

WDA 100%

FIR

ST

YE

AR

CO2 27g/km*

FR

OM

BiK 5%**

FR

OM

MPG 235.4mpg*

UP

TO

Official Government Test Environmental Data. Fuel consumption figures mpg (litres/100km) and CO2 emissions (g/km). Model shown Vauxhall Ampera Positiv: Urban: N/A. Extra-Urban: N/A. Combined/weighted: 235.4mpg (1.2). CO2 emissions: 27g/km.* = The “Combined/weighted” fuel consumption/CO2 figures for Ampera are calculated from two test results: one with the battery fully charged and the other when the battery is discharged. The two test results are a weighted average, taking into account mileage range on battery power only, providing a representative figure in a variety of charge conditions. Extended range is achieved by 1.4 litre 16-valve VVT ECOTEC® petrol engine generating electricity. ** = 2013-14 to 2015-16 tax years, 7% in 2016-17 tax year. General Motors UK Limited does not offer tax advice and recommends that all Company Car Drivers consult their accountant with their particular tax position. † = Excludes fuel and lubricants; congestion charges; parking and speeding fines and the £250 insurance excess (if applicable). 3 Day Test Drive vehicles are subject to availability and terms and conditions apply. Please refer to www.3daytestdrive.co.uk for full terms and conditions. Drivers must be 25 years or older and is available for Mainland UK only. All figures quoted correct at time of publication (May 2013).

Book your FREE† 3 Day Test Drive at www.3daytestdrive.co.uk or call 0870 240 4848

Ampera: Advanced thinking, revolutionary motoring

It’s clever. The Ampera’s battery provides up to 50 miles4 of motoring – plenty for most commuters5 – but on longer trips, a 1.4-litre generator cuts in seamlessly, providing up to another 310 miles1 before having to recharge or refuel. And, happily, there’s no shortage of performance, either; the 150PS electric motor gives 0-60mph in 8.7 seconds, and a 100mph top speed. Reassuringly, the battery has an eight-year/100,000 mile warranty and each car also comes with Vauxhall’s 100,000 mile Lifetime Warranty6.

Enhanced driving, reduced costs

The Ampera is a very sophisticated five-door four seater. While it drives like a conventional automatic, it also has two hi-tech displays that show power flow and charging schedules – and four driving modes for different driving conditions and styles.

Incredible fuel economy

Fuel savings will depend on particular drivers and journeys, but if every commute falls within the battery-only range, the cost per mile will only be around two pence7. The Ampera offers a Combined/weighted fuel economy figure of 235.4mpg2. Seeing is believing; take a look at your potential fuel costs at www.vauxhallfleet.co.uk/fuelcosts

Tax breaks and buying incentives

• £0 Vehicle Excise Duty (first year and standard rates)

• Exempt from London Congestion Charge3

• 5% Benefit-in-Kind taxation8 (from £29 per month, 20% tax payer 9)

• Reduced Employer Class 1A National Insurance contributions

• 100% first year Writing Down Allowance

• Eligible for the Government £5,000 Plug-in Car Grant

• Ampera Driver’s Package -

Free home chargepoint installation (Vauxhall and Government Grant)10

Free Type 2 public charging cable

1 = Cumulated range from battery electric and range extender operation, based on the respective official Combined consumption figures according to regulation R (EC) No.715/2007 (in the version respectively applicable). The figures for fuel consumption, electrical consumption, range and CO2 emissions do not relate to a specific vehicle and are not part of an offer. They are provided only for the purpose of comparison between different vehicle variants. Additional equipment may increase the weight of the vehicle when empty, which may lead to a reduction in top speed and increased acceleration time. The published performance figures assume a 75kg driver plus 125kg load. 2 = The “Combined/weighted” fuel consumption/CO2 figures for Ampera are calculated from two test results: one with the battery fully charged and the other when the battery is discharged. The two test results are a weighted average, taking into account mileage range on battery power only, providing a representative figure in a variety of charge conditions. Extended range is achieved by 1.4 litre 16-valve VVT ECOTEC® petrol engine generating electricity. 3 = The charge is £12 if paid by midnight on the charging day after travel, or £10 if paid in advance or on the day of travel. Those who register for the Congestion Charging Auto Pay scheme pay £9 per day. Exemption from London Congestion Charge available upon the payment of a £10 annual fee. 4 = The range achievable in battery mode with a fully charged battery under typical everyday driving conditions, modest use of engine performance and in average weather conditions (without use of additional electrical consumers). The range is substantially influenced by the driving style. 5 = CCB EcoAuto Research, May 2010. 6 = Lifetime Warranty covers lifetime ownership of first car owner, 100,000 mile limit, (eight-year 100,000 mile warranty on the Ampera battery subject to the warranty conditions as outlined in the Vauxhall Ampera service booklet). Annual check required. The warranty excludes wear and tear and serviceable items and the vehicle must be serviced in accordance with the manufacturer’s servicing schedule to continue the Lifetime Warranty. Terms and conditions apply. Offer available to all Vauxhall passenger cars, (this offer does not apply to car-derived vans) registered from 1 August 2010. 7 = Depending on electricity prices. 8 = 2013-14 to 2015-16 tax years, 7% in 2016-17 tax year. General Motors UK Limited does not offer tax advice and recommends that all Company Car Drivers consult their own accountant with regards to their particular tax position. 9 = Benefit-in-Kind quoted is based on Earth model, 2013-14 to 2015-16 tax years. 10 = Vauxhall £335 (inc. VAT) Home Charging Top-up Allowance equivalent to the 25% funding gap on domestic home charging installations. The Government will fund 75%, up to £1,000 towards a home chargepoint installation. For more information on the Government grant visit https://www.gov.uk/government/publications/domestic-chargepoint-grant-guidance-for-chargepoint-suppliers. * = Excludes fuel and lubricants; congestion charges; parking and speeding fines and the £250 insurance excess (if applicable). 3 Day Test Drive vehicles are subject to availability and terms and conditions apply. Please refer to www.3daytestdrive.co.uk for full terms and conditions. Drivers must be 25 years or older and is available for Mainland UK only. All figures correct at time of publication (May 2013). Image is shown for illustrative purposes only.

Advertisement Feature

The Ampera is way ahead of its time with an ingenious, practical solution. A revolutionary Extended-Range Electric Vehicle (E-REV), it uses advanced technology to provide a non-stop range of up to 360 miles1 – giving all the convenience of a conventional car, but with significantly lower CO2 emissions (27g/km2) and running costs.Cost savings also extend to the London Congestion Charge. With the Ampera, you can totally avoid paying the charge (saving up to £12 per day3) even after TfL introduces the new Ultra Low Emissions Discount on 1 July 2013. How can any conventional car compete with that?

Drive the futureTo book your FREE* 3 Day Test Drive, go to www.3daytestdrive.co.uk or call 0870 240 4848 (never has a three day road trip cost so little…).

FAST FORWARD TO THE FUTURE

VFL5818.011-Q2 2013 FN advertorial_AW.indd 1 21/05/2013 11:08

OPINION


ransport is one of the most expensive sectors the UK will need to decarbonise if it is to meet its legal obligations to cut greenhouse gas emissions.

Light vehicles contribute around 16% of UK CO2 emissions, and are a major contributor to congestion and urban air quality. They are likely to remain central to UK mobility over the coming decades.

In collaboration with academia, industry and government, we have invested several million pounds over four years analysing the market and its energy supply infrastructure to identify an affordable transition path towards sustainable and secure energy for light vehicles in the UK.

The cutting of transport carbon emissions is expensive when compared to most other industry sectors, but energy and climate change goals can be achieved without the need for consumers to compromise on their light vehicles expectations.

In all likelihood a combination of petrol, bio-fuels and the at-home charging of plug-in hybrid electric vehicles is expected to provide the most cost-effective pathway for transport contributing towards the achievement of the UK’s 2050 energy and climate change goals.

Developments in other parts of the UK energy infrastructure could have a major effect on the decarbonisation of transport and light vehicles.

Innovation in other parts of the energy generation system, such as the development of biomass electricity generation with carbon capture and storage, could open headroom for transport and allow some fossil fuel to still be used in light vehicle fuelling until 2050.

This could amount to approximately 40% of the 2010 energy mix, and is likely to significantly reduce the cost of carbon reduction.

Most of the fundamental technology building blocks to transform to a low-carbon solution are already in development or in the early stages of commercialisation. This gives confidence that the transition can be achieved at an affordable price.

There are some significant industrial opportunities to the UK, firstly through the exploitation of existing UK energy and automotive capabilities in liquid fuels, electricity systems, vehicle design,

development and manufacture, and secondly, in allowing for the creation of new UK capabilities in the development and exploitation of bio fuels and smart energy demand management.

Government policies can help smooth the impact of any transition costs while also ensuring that the UK capitalises on these industrial opportunities.

Both the energy and automotive industries are in a position to meet the technology development pathways, but they require a supportive policy environment such that low-carbon technology can compete on a level playing field with high-carbon technology.

Any transition is likely to require significant infrastructure investment. The electrification of light vehicles through the roll-out of plug-in hybrids is one of the most affordable components to meeting the country’s CO2 targets. But any large-scale public vehicle recharging infrastructure is a very high-risk investment and is unlikely to be necessary to meet 2050 targets.

Our analysis shows that any charging infrastructure should be focused around homes and commercial depots and that a standard domestic socket power rating (3kW) would be sufficient for most users.

The supply of these charge points has to match physical demand (they can be installed at the time someone buys a plug-in vehicle). It is not a case of trying to create demand by building an infrastructure that does not match consumer needs.

In order to meet a least-risk, least-cost, evolutionary path to help meet UK 2050 carbon reduction and climate change targets, we believe there will need to be a series of step changes.

These include rapid increases in the efficiencies of conventional vehicles, a move back to petrol from diesel as the liquid fossil fuel in light vehicles and a significant growth in the volume of home- charged plug-in hybrid electric vehicles. Innovation in bio-fuels to sustainably reduce their carbon intensity is important too.

Long-term sustainability criteria to drive innovation, R&D investment and a timetable for a new high-blend bio fuel being the de facto standard to enable transition are key steps.

MEETING TARGETS WITH NO COMPROMISES

Greenhouse gas emissions

John Batterbee, vehicles intergration manager, Energy Technologies Institute

T

“Most of the building blocks to transform to a low-carbon solution are in development”


leets are agents of change in Britain’s motor industry. Although the days when every middle manager drove a company Ford, Rover or Vauxhall are long gone, fleets still wield huge influence today. No

other sector of the market is as instrumental in the design and development of new cars; and no other sector is better placed to test and assess new automotive technologies.

That is why we see fleets as the arrowhead in our electric vehicle programme.

Earlier this year I launched the final report of the Plugged in Fleets initiative, which helped fleets consider the benefits and cost savings of electric vehicles. At the same

event I announced that the Department for Transport would fund 100

fleets during a second phase of the scheme. More than

20 have already expressed interest, in both public and private sectors

S i g n i f i c a n t progress has been made rolling out charging infra-structure over the past year.

More than 4,000 charge points have been

installed across the UK using Government funding through the

Plugged-in Places programme and more than 5,000 further charge points have been installed by the private sector.

We have listened to calls for national infra-structure funding. In February we announced £37m of investment to install charge points at people’s homes, on residential streets, at rail stations and across the public sector estate.

We have seen a welcome rise in ultra low- emission vehicles (ULEVs) on the road. By the end of March, the plug-in car and van grants had been taken up by more than 4,000 customers.

The new Sunderland-built European market Nissan Leaf will be on sale from June, and by

2015 most major car manufacturers will have an ULEV in their range, providing much more choice for fleet managers.

The Coalition Government is committed to supporting the growth of low-carbon vehicles and has taken steps to make clear the certainty of our long-term direction of travel.

In the March Budget, we retained favourable company car tax incentives for ULEVs to 2020. And this summer, we are planning to publish an updated strategy which will shape the long-term future of the ULEV market.

We are confident this will encourage investment in Britain, and help the industry decide to locate ULEV manufacturing plants here.

I was pleased recently to see that Gateshead College had bought a 2,000sq.m facility next to Nissan’s Sunderland plant to establish a multi-million pound centre for low-carbon vehicles.

Focused on developing new vehicles and components, as well as infrastructure and battery technology, the project aims to promote partnerships between the automotive industry, academia and the public sector.

Despite the growth in sales, I do recognise that misconceptions about electric vehicles have unnecessarily slowed the market to a degree. That is why we are currently working on a new communications strategy with key manufacturers to tackle misconceptions and barriers to adoption, and improve understanding of ULEVs.

Fleets will be key to this process. We welcome your involvement, and you can share your views with us at: [email protected].

I am convinced that we will in the not too distant future reach a tipping point with ULEVs. Just as we saw with the internal combustion engine a century ago, three game changers will transform the fortunes of electric vehicles: better technology, mass production and a radical improvement in infrastructure. We are making considerable and rapid progress in all three of these areas.

We are moving nearer to a time when plugging-in becomes more cost-effective than filling up over a vehicle’s lifetime. We are on the cusp of a motoring revolution in this country. As agents of change, fleets will be at the heart of that revolution.

PLUGGED-IN FLEETS KEY TO EV PROGRAMME

Electric vehicles

“We are nearing a time when plugging-in becomes more cost-effective than filling up”

Norman Baker, transport minister

F


A lack of refuelling opportunities is keeping hydrogen fuel-cell vehicles off our streets

INFR A STRUCTURE: HYDROGEN

By Louise Coleydrogen is tipped as one of the fuels of the future. It is zero carbon at the tailpipe and, if sufficient amounts can be created by renewalable energy

sources, it may soon be zero carbon at source. If used to replenish fuel cells, it has none of the range limitations of standard electric vehicles, giving an equivalent mileage to a current ICE car. The vehicle designs are viable, the production lines are ready and cost to fleets will be economic in the not too distant future.

The car manufacturers at the fore of hydrogen fuel cell vehicles say the technology and quality are in place and the economics will be viable when the market develops. There is only one thing keeping hydrogen cars off the road – a lack of refuelling infrastructure.

In April 2013, UK H2 Mobility, the UK’s government/industry task force, produced a roadmap. It predicts that by 2030 there will be 1.5 million fuel-cell cars on the road, and the tipping point at which investment in refuelling sites will become immediately profitable will be some time prior to this.

To achieve this thriving market, there is the need for 65 refuelling stations (HRS) to be built in the UK between 2015 and 2030. The report says the UK needs a co-ordinated network of hydrogen refuelling stations, focusing at first on national trunk routes and urban areas, to provide sufficient coverage to support early vehicle sales and to provide at least two HRS per local authority and no more than 8km between them.

Infrastructure investmentThe report says: “In the roadmap, the total financing need [to develop the HRS infrastructure] up to the break-even point is £418 million, of which £62 million is required before 2020.”

However, it does not make clear where the investment for these sites will come from – a question marked for stage two of the UK H2 Mobility project.

BOC built the first commercial hydrogen

H

NEED TO KNOWn Refuelling infrastructure has been slow to developn Report recommends ‘market seeding’

station at the Honda site in Swindon, capable of fuelling 50 vehicles at 350-bar or 700-bar (smaller tanks need higher compression for range). Nick Rolf, innovation manager for hydrogen systems at BOC, says: “We could build another station tomorrow but, at a cost of between £500,000 and £1.5m, if there are no cars we won’t make money.”

The UK H2 Mobility report recommends that market seeding will be necessary, as will ways of ensuring sustained advantage for those who put up the money to get the market started.

While the next phase of UK H2 Mobility will consider a commercial model for building the HRS, the roadmap is nonetheless confident that a network of 1,150 HRS can cover the whole country by 2030.

The first refuelling stations will be small and later upgraded – cheaper, says UK H2 Mobility, than developing large but under-utilised stations from the outset.

Hyundai’s Robin Hayles, product manager for the Santa Fe and fuel cell vehicles, believes the investment will come quickly and will be sufficient to support vehicle sales. Several car manufacturers have H2 cars in the pipeline, with Hyundai at the forefront.

There are around a dozen HRS in the UK and Northern Ireland, although many are small removable sites catering for only two vehicles. Scotland has one site in Stornoway and ministers say their refuelling strategy will depend upon the work of H2 Mobility and the Hydrogen Fuel Cells and Electromobility in European Regions (HyER) group.

Air Products has several at university research sites and is now looking at larger fixed stations. It installed a site in Stratford, east London, on behalf of First Group and Transport for London, and has another larger station at Heathrow, which has fuelled taxi fleets and will support Hyundai demonstration models later this year. The Heathrow site will be upgraded to dual refuelling pressures under the London Hydrogen Network Expansion project.

Other sites are located at Millbrook (Air Products); University of Nottingham (ITM Power); University of Glamorgan (Air Liquide); the BOC/Honda site at Swindon; University College London; and Birmingham University. Most are publicly accessible by appointment. Another is planned for Bristol.

The Technology Strategy Board has also funded HRS development since 2009. Through its Whole System Integration competition, it is backing five projects strengthening hydrogen infrastructure, including new HRS and building on existing stations. The sites are at Aberdeen, Swindon, London, the Isle of Wight and Dunsfold Park in Surrey.

The five projects will be led by Air Products, BOC, ITM Power, Rutland Management and SSE. They include:

THREE SIZES OF FILLING STATION

Station size Daily H2 capacity capacity (FCEV fills/day)Small 80kg 16Medium 400kg 80Large 1,000kg 200

FUEL OF THE FUTURE, BUT FOR FILLING UP

“We could build another station

tomorrow but, at a cost of between

£500,000 and £1.5m, if there are no cars we won’t make any money.”

Nick Rolf, innovation manager for hydrogen systems at BOC


n The development of a fully public 700-bar renewable H2 refuelling station network across London by Air Products; n The delivery of solar energy-generated hydrogen for Swindon’s existing public access H2 refuelling station via an electrolyser, which will power vehicles and light vans at Honda’s manufacturing plant (BOC). (Electrolysers use electricity to split the hydrogen out of water, thereby using it as a storage mechanism for energy.)n The integration, on the Isle of Wight, of an electrolyser-based refueller with renew-able energy, enabling zero-carbon hydrogen to be produced for use as a transport fuel for a range of vehicles. (ITM Power).n The demonstration of a viable solar-hydrogen energy system to provide heat and electricity (Rutland Management).

n An Aberdeen demonstration site that will capture wind-generated power in hydrogen to a fleet of fuel cell buses (SSE).

An almost comprehensive map of HRS, with generation plants and demonstration projects, can be found at connect.innovateuk.org/web/uk-hydrogen - capab i l i t ies -online-map/overview

Search for suitable land One challenge for HRS development is the availability of suitable land in urban areas. Nick Rolf, of BOC, says the company has looked at various models of investment and ownership, including leasing real estate from existing fuel station forecourts.

However, the technical, and health and safety specifications are all quite different, and the fuel would then need to be brought

in by tanker which adds to its carbon footprint and may contaminate the fuel.

Rolf sees the future of H2 in back-to-base fleet operations, fuel cell-powered forklifts, passenger cars and mass transit markets such as buses. However, until there are sufficient vehicles investment in HRS will be hard won.

“We built the Swindon station [as a full-capacity, public outlet] to show it could be done, hoping it would encourage others to do the same.

“So far, that hasn’t happened which isn’t really surprising,” he says.

Emma Guthrie, business development manager, hydrogen energy systems, at Air Products, says: “It is building from a small scale but once we have the cars it will be exponential.”


By Louise Colehe Government’s new round of funding for electric charging points is focusing on connectivity and ease of payment for motorists.

The Plugged In Places scheme focused on getting chargepoints on the ground in eight key regions. However, there were resulting problems. Although for the first three years’ electricity would be free to users, the systems generally work on subscription or membership schemes with little inter-operability. The Government’s second wave of funding through the Office for Low Emission Vehicles (OLEV) seeks to make all charge points accessible to any EV driver, ultimately meaning pay-as-you-go refuelling.

By the end of March 2013, more than 4,000 chargepoints had been provided through the eight Plugged-in Places (PIP) projects, with 65% of them publicly accessible. It is estimated that non-PIP organisations may have also installed about 5,000, with 2,000-3,000 residential or workplace chargepoints.

The PIP facilities comprise more than 50 rapid chargers (50kw), 350 fast chargers (20kw) and more than 3,600 standard chargers (3 and 7kw). (Some firms consider 7KW fast chargers.)

Rapidity of investmentFrom December 2012 to March 2013, the number of PIP charging points had grown by 42% nationwide, from just 2,800 to 4,000, demonstrating the rapidity of investment. The proportion of publicly accessible points has fallen by 5%, however, suggesting that installation on private commercial premises is creeping ahead.

Scotland’s transport plan aims to have charging points every 50 miles and its government is providing 100% funding for domestic charging points.

“The UK government’s new funding is looking for far more strategic proposals [than before],” says Terry Brightmore, commercial director at Elektromotive. “It’s now about creating corridors of rapid chargers and connecting the regions. We believe OLEV has listened to what EV drivers

INFR A STRUCTURE: ELECTRIC

Government scheme will open charge points to all EV drivers

T

NEED TO KNOWn Plugged in Places charge points increasen Plans to introduce fast charge ‘corridors’n More joined up thinking needed

PAY-AS-YOU-GO PLAN FOR CHARGE POINTS

will really need and sought to provide that.”EV drivers need to be able to access any

charging point in the way they could any petrol station, to pay as they go and for long journeys to charge rapidly on route.

OLEV has provided £37m for home and on-street charging, charging points at train stations and local authority rapid chargers. The Government will meet 75% of the costs, dovetailing with its Door To Door strategy which aims to make low-carbon journeys easy and connected for travellers.

Brightmore says local authorities are seeking private funding for the other 25% of the rapid charger costs, so fleet operators

could apply if they meet the criteria.Chargepoint providers have to ensure

open access and enable customers eventually to use wireless (phone-enabled) payment schemes. It is likely that at least two or three national schemes will emerge.

Mark Bonnor-Moris, head of electromobility at Siemens, believes the marketplace is still confusing for motorists, with many separate schemes and multiple memberships needed to charge outside their own region.

“The policy is to let the market sort it out but because there isn’t a market that will take time,” he says. “In Scotland all systems had to meet a standard spec and be PAYG

“The policy is to let the market sort it out but because there isn’t a market yet that will take time”

Mark Bonnor-Moris, Siemens

Book your table now – visit www.fn50event.co.uk

13th November 2013Park Plaza Westminster

Bridge Hotel, London

networkingdinnerThe

of the year

Events

Headline sponsor Associate sponsors

��

We’ve thought of everything...

AffordabilityClass-leading whole life costs,

company and driver savings.

ServiceabilityAward winning service and more peace

of mind with our Service Charter.

SustainabilityBe cleaner and more fuel-effi cient with the World’s

No. 1 Green Brand (Interbrand 2011 & 2012).

RangeabilityA range of 26 models giving you

choice without compromise.

ReliabilityCommitted to quality keeping

your drivers on the move.

DesirabilityBetter by design, perfectly balancing your

business needs and drivers’ requirements.

Brilliant for business

The New Auris Touring Sports from 85g/km CO2.*

*Available July

We’ve thought of everything...

AffordabilityClass-leading whole life costs,

company and driver savings.

ServiceabilityAward winning service and more peace

of mind with our Service Charter.

SustainabilityBe cleaner and more fuel-effi cient with the World’s

No. 1 Green Brand (Interbrand 2011 & 2012).

RangeabilityA range of 26 models giving you

choice without compromise.

ReliabilityCommitted to quality keeping

your drivers on the move.

DesirabilityBetter by design, perfectly balancing your

business needs and drivers’ requirements.

Brilliant for business

The New Auris Touring Sports from 85g/km CO2.*

*Available July

...so you don’t have to

We’ve put our minds to creating a range of solutions to meet your needs. So companies can enjoy

cost-effectiveness, drivers can enjoy style and performance, and you’ll all benefi t from the fuel effi ciency, tax

savings, less time off the road and peace-of-mind services – thanks to our dedicated Business Centre Network.

Put our thinking to the test. Call 0844 701 6186 or visit us online to arrange your extended test drive.

brilliantforbusiness.co.uk

“It is not so much about training the drivers as familiarising

them”Fraser Crichton

Dundee City Council

Dundee Council says preparation is key to making fleet EVs work

CA SE STUDY: DUNDEE CIT Y COUNCIL

By Debbie Woodange anxiety is a key concern for many considering electric vehicles (EVs), but as it is only seven miles from one end of Dundee to the other, the city’s council saw

the battery technology as a natural fit for its fleet.

Dundee City Council was one of the first fleets to invest in the technology, buying four Mitsubishi I-MiEVs and four Nissan Leafs.

The vehicles may have arrived on the fleet 18 months ago, but the initial planning started some two years prior to that. For Dundee Council, making EVs work is all about preparation.

Planning included not only the operational needs of the vehicles but also the use of the electric power – for example, charging stops at lunchtimes on weekdays so as not to burden the electrical network because there is a spike in usage during that period.

Assistant fleet manager Fraser Crichton had to make a case that in the next five years the EVs would at the very least break even. Grant money from Transport Scotland

R

NEED TO KNOWn Dundee Council increasing EV fleetn Driver handover key to efficient runningn Low retail demand holding back progress

There are around 30 charging points in Dundee, free to use until 2015. The council also has a rapid charger available to the public, introduced to support the EVs in winter when the range dropped off by 30%.

But Crichton admits the infrastructure is not where it needs to be because the uptake

from the public has been too slow.

“The infrastructure and the vehicle work together,” he says. “You cannot have one without the other. Careful planning is key – you need to think about buying these vehicles and what the operation will be.”

Crichton believes the EVs bring significant savings to the fleet, especially when their usage is mainly short journeys, but says companies need to do the mile-

age to make them cost-effective. The council measured its first 3,000 miles on a meter and the total electric cost came to £48.

This year the fleet took on 24 Peugeot Ions two mega trucks and five Kangoo vans, bringing the electric fleet up to 39 vehicles. The introduction of a new grey fleet policy, reducing the pence-per-mile payment from 45p to 25p, should see use of the EVs increase rapidly.

EV SUCCESS IS ALL DOWN TO PLANNING

One of Dundee Council’s Nissan Leafs being charged

helped make the vehicles affordable.The fleet comprises around 1,000 cars

and vans, with the original eight EVs used mainly as pool vehicles for council staff.

Two car pools were originally set up at different sites across Dundee for various council departments for local travel.

The electric vehicles have been well received by council employees, with over 200 individual drivers having used them to date.

Like conventional fuelled vehicles, driver behaviour plays a key part in an EV’s range. Crichton has found that familiarising the drivers with the car is more important than training.

“It is not so much about training but familiarisation – making drivers aware of an automatic gearbox and ensuring they understand the range and the safety issues with the lack of noise,” he says.

All drivers get a 10-15 minute run-through of the vehicle and its controls.

“Getting people to buy in is important and emphasising the benefits and communicating around the business is key, as is making sure everyone is aware of the limitations and how to get the best performance out of the car,” says Crichton.


But early take-up presented Environment Agency with challenges

CA SE STUDY: ENVIRONMENT AGENCY

By Debbie Woodeing an early adopter of new technology can sometimes be risky, especially when it comes to expensive company assets.

Dale Eynon, head of fleet operations at the Environment Agency, is the first to admit thatbuying into electric vehicles so early on was a bold move, one that didn’t entirely pay off.

“I feel there has been an oversell on the benefits in the past and certainly we had our fingers burnt. We wanted to be early adopters but sometimes you have to be prepared to pay the price,” says Eynon.

The Environment Agency found particular challenges with the infrastructure to support electric vehicles (EVs) in the UK, especially when it comes to accessibility of charging bays and free parking.

“The reality is quite different as drivers have found these limited spaces taken up by other vehicles, the availability of these benefits are very limited,” says Eynon.

With the public infrastructure proving difficult, Eynon looked to invest in on-site charging points but found the commercial units expensive, despite the on-going reduction in vehicle prices.

“People need to be prepared to invest and not rely on the public infrastructure and that is expensive,” he says.

The Environment Agency fleet includes a Mitsubishi I-Miev, three Nissan Leafs, an electric pick-up and a Smith Edison van.

Eynon found the picture painted by manufacturers in the early days of electric vehicles quite different to the reality. After running EVs for a year, return on investment time has doubled.

The Nissan Leafs and I-Miev are used as pool cars across the fleet and there has been a mixed bag of successes and challenges.

The I-Miev in particular has had range issues, with employees struggling to get 50 miles from a full charge. In some instances this has resulted in drivers being left stranded. The Leaf has been more successful, with a range of 70-80

miles. Eynon says he would replace the Leafs, but not the I-Miev at the end of the vehicles’ cycle.

Eynon’s advice for fleets interested in EVs is to be cautious and to ensure they have a drive cycle that suits the technology.

“People need to be careful and find ways for the vehicles to fit within the fleet easily and have vehicles that the EVs can replace,” he says.

Driver perception has been another challenge for the fleet.

Eynon believes changing attitudes needs to be championed inside the company if uptake is to be successful.

“The biggest thing we have found within the business is that you really need some champions, people who are really behind the electric vehicles and can promote the use of them in-house as there is still a lot of resistance,” he says. “People will not naturally move towards EVs unless there is quite a lot of support.”

With the costs beginning to come down, Eynon believes it is getting to the point where EVs will cost some organisations

the same, if not less to run, than a conventional diesel, with outright purchase seeming to be the best funding method.

“Previously, we said the environmental benefits outweighed the extra cost – now we are in a situation where EVs will cost the same, if not less to run, than the diesel versions,” he says.

“Prices are coming down all the time, which helps to justify to the board, and outright purchase seems to be a good model at the moment as leasing companies are cautious when setting RVs.”

Following a report from Cenex, as part of a piece of work for the plugged-in initiative, Cenex used its vehicle simulation package to assess the potential environmental

and cost performance of a variety of low-carbon technologies and fuels within the Environment Agency’s fleet operation.

The results of the analysis highlighted the potential for the deployment of small electric panel vans. The Environment Agency is looking to deploy electric Kangoos across 10% of the fleet over a five-year cycle in the summer.

B

NEED TO KNOWn Early adoption comes at a pricen Fleets need to establish optimum usen Changing attitudes is important


VEHICLE COSTS MAY SOON RIVAL DIESEL

The Mitsubishi I-Miev hasn’t been as easy to run as the Nissan Leaf

“You need champions to promote the

use of electric vehicles”

Dale EynonEnvironment Agency

JCDecaux is hailing its EVs a financial and environmental success

By Debbie Woodunning six electric Renault Kangoo vans over the past year has saved JCDecaux £14,000 in fuel and a further £480 in congestion charges.

All six of the vans are built to specification and are used by the company employees maintaining street furniture and cleaning in the London area.

The biggest concerns for fleet manager Gerald Hares and fleet rep Frederick Joseph when they first chose the technology were breakdowns and range anxiety.

Since taking delivery of the vehicles, JCDecaux has never had a breakdown, which has helped to improve company acceptance to the technology.

JCDecaux owns and maintains outdoor advertising sites. The UK operation runs a fleet of 400 vehicles, 60 cars and 340 vans, operating in major cities. Although the electric vehicles currently only operate in London, Hares would like to see them introduced into every major city, provided the infrastructure is in place.

“My big aim is to have the vehicles operating in other cities too but at the moment it isn’t cost-effective. Electric vehicles are the future, but how soon we get there depends on the infrastructure and the prices,” says Hares.

LeasePlan supplies the vehicles on a three-year contract, with the battery leased separately in a seven-year contract.

Investing in new technology is never without its issues and the biggest challenge for the fleet has been the range the vehicles achieve.

When Hares and Joseph met Renault, they believed the Kangoo would travel 80 miles on a full charge, but the reality has been closer to 45 miles and as low as 25 in cold weather.

According to Hares, having close relationships with manufacturers is an important part of getting the most out of the vehicle and improving driver behaviour is an important step to improving range.

As well as training with the Energy Saving Trust, Hares and Joseph are also working in collaboration with Renault to help further educate the drivers.

“Drivers that are used to driving a diesel

will need to be given time to learn how to drive electric,” says Hares.

Overall, the electric vehicles have been a success for the fleet and in particular, Joseph believes the environmental benefits have been a good step forward for the company.

“The vehicles have become part of our everyday operation.

“They are excellent for the environment and we see this as a huge success for the company,” he says.

Cost seems to be one of the major stumbling blocks for electric vehicles and in particular the cost of installing charging points

Hares and Joseph both agree that electric vehicles are part of the future and will continue to support

the technology. “If companies can relocate routes and

reduce mileage to accommodate electric vehicles then they will work,” says Hares.

“More and more companies are looking at electric vehicles and the technology will only improve.

“With fuel prices going up we do see electric vehicles as the future.”

R

NEED TO KNOWn £14,000 fuel savingsn £480 saved in congestion chargesn Separate battery lease over seven years

£14,000 SAVED AND GREEN BENEFITS TOO

CA SE STUDY: JCDECAUX


Outdoor adveritisng company JCDecaux have six electric

Renault Kangoo vans on their fleet

“With fuel prices going up, we do

see electric vehicles as the future”

Gerald HaresJCDecaux

Fleets in the West Midlands will participate in a three-year project

CA SE STUDY: HYDROGEN

By Sarah Toozeleet operators in the Midlands have the opportunity to trial a hydrogen fuel cell vehicle for three years as part of SWARM, a new EU-funded project.

The University of Birmingham, one of 17 project partners, has already signed up to the trial, with the fleet department set to lease the latest-generation Microcab H2EV, which launched in 2011.

Monica Guise, transport manager at the University of Birmingham, trialled the previous Microcab in 2009 in collaboration with Royal Mail. She says: “It was the first time the technology had been used in a business environment.”

At that time, the vehicle did not have a licence to go out on the open road and had a top speed of 30mph so it was used as a postal service vehicle covering the same route every day around the university.

Downtime was an issue, with adjustments often being made to the vehicle.

This time a Service Level Agreement (SLA) has been set: 90% of the time the vehicle will be on the road.

The new H2EV has a top speed of 55mph

F

NEED TO KNOWn Trial to monitor fuel cell performancen University of Birmingham pioneering FCV usen Time to consider future beyond ICE

vehicle goes out on the open road. Fuel costs are expected to be 70% less

than the university’s diesel vehicles.In the original trial, the hydrogen vehicle

achieved 71mpg, running at 15-20mph compared to 28mpg in a diesel equivalent.

The new H2EV has a range of up to 120 miles (70 more than the previous generation) and refuelling takes three minutes.

The University of Birmingham’s chemical engineering department will manage refuelling as it is expected to only need refuelling once a fortnight. If it’s more frequent, Guise may train a member of the transport department.

John Jostins, managing director of Microcab, admits that hydrogen vehicles are “costly at this point in time”. Leasing rates have yet to be confirmed but they will be “higher than a similar-size vehicle”.

How long a fuel cell will last is an unknown factor and is one of the reasons for the trial.

Jostins would like fleets from further afield to trial the vehicle and give honest feedback.

“You’ve got to have commitment,” he says. “Find drivers who are interested, not an unwilling user who just wants to drive petrol.”

Guise believes a key benefit of taking part in the trial is that “it raises your profile”.

“We’re one of the few fleets that can say we have a hydrogen fuel cell vehicle,” she says. “Realistically, the combustion engine might not be an option in the future – we have to look ahead.”


FUEL CELL TRIAL ON HYDROGEN HIGHWAY

SWARM is the “demonstration of Small 4-Wheel fuel cell passenger vehicle Applications in Regional and Municipal transport”.n Three regions are taking part: the Midlands in Britain, the Brussels and Wallonian regions in Belgium, and Weser-Ems in North West Germany.

n A hydrogen filling station will be built in each of the regions and the new and existing filling stations will create a ‘hydrogen highway’ – see map. n The project consortium conprises 17 organisations, including the Birmingham and Coventry Universities and Birmingham City Council. n SWARM started in October 2012, with the three-year trials set to begin in the UK in October 2013. Around 90 hydrogen cars, built by three different manufacturers (Riversimple, Microcab and H20), will take part. n In the UK, Riversimple will supply 35 vehicles and Microcab will provide 10 vehicles. n swarm-project.eu

What is SWARM?

The latest-generation Microcab H2EV launched in 2011

and has full European type approval. Guise plans to use it in Birmingham city centre as a service run vehicle.

“If one of our vans needs to go for a service, two guys will go out and then come back in the hydrogen vehicle,” she says. “It will mean it does lots of different routes.”

Two to three transport assistants will undertake a half-day training course before driving the vehicle and emergency services will need to be informed before the


EV CAR OPTIONSWhat’s available in the market from petrol hybrids to full-electric

VEHICLE CHOICE

Petrol-electric hybrids

Audi A6 2.0 TFSIPrice (OTR) £43,965Seats 5Power 245bhp0-62mph (sec) 7.8CO2 emissions (g/km) 145Fuel consumption (combined mpg) 45.6An alternative to diesel A6 models, it uses Audi’s 2.0 TFSI engine, developing 211bhp, plus an electric motor. Lacks the power of BMW, Lexus and Infiniti rivals.

Audi A8 2.0 TFSIPrice (OTR) £61,575Seats 5Power 245bhp0-62mph (sec) 8.0CO2 emissions (g/km) 147Fuel consumption (combined mpg) 44.8The A8 Hybrid offers the same power and similar performance to the smaller A6. Its aluminium construction means it’s not much heavier than the A6.

BMW ActiveHybrid 3Price (OTR) £40,560Seats 5Power 340bhp0-62mph (sec) 5.3CO2 emissions (g/km) 139Fuel consumption (combined mpg) 47.9This is the quickest 3 Series currently available. The hybrid system uses BMW’s twin-turbo 3.0-litre petrol engine with an electric motor for extra power.

BMW ActiveHybrid 5Price (OTR) £47,100Seats 5Power 340bhp0-62mph (sec) 5.9CO2 emissions 149 Fuel consumption (combined mpg) 44.1BMW’s EfficientDynamics has always been about combining performance with efficiency and fuel economy. The ActiveHybrid 5 demonstrates this well.

BMW ActiveHybrid 7Price (OTR) £66,045Seats 5Power 354bhp0-62mph (sec) 5.7CO2 emissions (g/km) 158Fuel consumption (combined mpg) 41.5Hybrid version of the 7 Series takes the six-cylinder twin-turbo petrol engine from the 740i and adds an electric motor for improved performance and CO2 emissions.

Honda Jazz HybridPrice (OTR) £16,770Seats 5Power 101bhp0-62mph (sec) 12.1CO2 emissions (g/km) 104g/km Fuel consumption (combined mpg) 62.8Honda’s aim was to ensure that adding a battery to drive the electric motor did not compromise practicality. The result is one of the most spacious small cars on sale.

Honda InsightPrice (OTR) £20,100Seats 5Power 98bhp0-62mph (sec) 12.5CO2 emissions (g/km) 96 Fuel consumption (combined mpg) 68.9This hybrid alternative to the Civic takes the car below the 100g/km barrier. The electric motor is only to assist the engine, not power the car.

Honda CR-ZPrice (OTR) £20,750Seats 2+2Power 1370-62mph (sec) 8.7CO2 emissions (g/km) 116 Fuel consumption (combined mpg) 56.5Honda’s CR-Z coupé tries to inject some fun into the small hybrid sector with its compact dimensions, feisty engine and slick manual gearshift.

Lexus GS 450hPrice (OTR) £44,995Seats 5Power 345bhp0-62mph (sec) 5.9CO2 emissions (g/km) 141Fuel consumption (combined mpg) 46.3The second hybrid Lexus GS is more accomplished than its predecessor, slightly more engaging to drive, while offering exceptional refinement and quality.

Lexus RX 450hPrice (OTR) £44,495Seats 5Power 3450-62mph (sec) 7.8CO2 emissions (g/km) 145Fuel consumption (combined mpg) 44.1The Lexus RX is not just one of the most efficient large hybrid cars, but it manages it to carry it off with SUV styling. Should be cheaper to run than diesel rivals.

Lexus LS 600hPrice (OTR) £99,445Seats 5Power 4440-62mph (sec) 6.1CO2 emissions (g/km) 199Fuel consumption (combined mpg) 32.8With power that places it alongside 12-cylinder rivals, the LS is competing in a sector where it would always seem a costly vehicle to run.

Lexus CT 200hPrice (OTR) £21,995Seats 5Power 134bhp0-62mph (sec) 10.3CO2 emissions (g/km) 87 Fuel consumption (combined mpg) 68.9The Lexus CT 200h offers compact hybrid fuel economy and CO2 emissions in a premium package.

Infiniti M35hPrice (OTR) £42,015Seats 5Power 365bhp0-62mph (sec) 5.5CO2 emissions (g/km) 159 Fuel consumption (combined mpg) 40.9Currently the most fuel-efficient Infiniti – until the Q50 is launched – the M35h is also the fastest accelerating full hybrid.


Porsche Panamera S E-HybridPrice (est) £93,000Seats 4Power 416bhp0-62mph (sec) 5.5CO2 emissions (g/km) 71 Fuel consumption (combined mpg) 91Facelifted Panamera brings about a plug-in hybrid to replace the outgoing full-hybrid model. Longer EV mode witnesses a big cut in CO2 and fuel consumption.

Porsche Cayenne HybridPrice (OTR) £61,594Seats 5Power 375bhp0-62mph (sec) 6.5CO2 emissions (g/km) 193 Fuel consumption (combined mpg) 34.4Sharing technology with VW’s Touareg, it is competitive with six-cylinder diesel rivals and provides a useful performance advantage over the Lexus RX 450h.

Toyota Yaris HybridPrice (OTR) £15,195Seats 5Power 100bhp0-62mph (sec) 11.8CO2 emissions (g/km) 79Fuel consumption (combined mpg) 80.7Launched as the UK’s most affordable hybrid car, the Yaris has among the lowest CO2 emissions of any non-plug-in car on sale.

Toyota PriusPrice (OTR) £21,845Seats 5Power 134bhp0-62mph (sec) 10.4CO2 emissions (g/km) 89 Fuel consumption (combined mpg) 72.4One of the cars that defined what we expect of low-emission vehicles, the Prius is now in its third generation and has built up a strong fan-base. Customers need to be aware that larger wheels on higher-spec cars increase CO2 emissions.

Toyota Auris HybridPrice (OTR) £19,995Seats 5Power 134bhp0-62mph (sec) 10.9CO2 emissions (g/km) 87Fuel consumption (combined mpg) 74.3The second-generation Auris comes with a hybrid version from launch. With more purposeful styling than before and improved quality, the Auris Hybrid will soon be tweaked further for CO2 emissions from 84g/km.


VEHICLE CHOICE

Volvo V60 Plug-in HybridPrice (OTR) £48,775Seats 5Power 265bhp0-62mph (sec) 6.1CO2 emissions (g/km) 48 Range (miles electric/fuel) 32/900Standard recharge time 2.5 hoursHigh-performance plug-in diesel hybrid due in 2013 isn’t cheap, but offers a good deal of practicality.

Coming soon Peugeot 3008 plug-in hybrid

Plug-in hybrids/range-extended vehicles (petrol and diesel)Qualify for the £5,000 plug-in car grant

Diesel-electric Hybrids

Toyota Prius Plug-in HybridPrice (OTR) £33,245Seats 5Power 134bhp0-62mph (sec) 11.4CO2 emissions (g/km) 49Range (miles electric/fuel) 18/740Standard recharge time 90 minutesThe plug-in Prius offers extended zero-emissions travel from its plug-in charge (up to 18 miles), but then behaves like a standard Prius.

Chevrolet VoltPrice (OTR) £35,200Seats 4Power 150bhp0-62mph (sec) 9.0CO2 emissions (g/km) 27Range (miles electric/fuel) 50/310Standard recharge time 3 hoursAlthough its plug-in charge will usually only last up to 50 miles, the electric motor continues to run as a petrol-fuelled 1.4-litre engine takes on charging duties.

Vauxhall AmperaPrice (OTR) £34,995Seats 4Power 150bhp0-62mph (sec) 9.0CO2 emissions (g/km) 27 Range (miles electric/fuel) 50/310Standard recharge time 3 hoursThe Ampera is always driven by the electric motor, and like the Volt, its T-shaped battery pack means it can only seat four adults. It has no range anxiety.

Citroën DS5 Hybrid4Price (OTR) £28,100Seats 5Power 200bhp0-62mph (sec) 8.3CO2 emissions (g/km) 99Fuel consumption (combined) 74.3The eye-catching DS5 is available with diesel-electric hybrid technology, which combines a 2.0-litre diesel engine with an electric motor to deliver up to 200bhp. The electric motor drives the rear wheels offering four-wheel traction.

Mercedes-Benz E300 Bluetec HybridPrice (OTR) £39,530Seats 5Power 245bhp0-62mph (sec) 7.5CO2 emissions (g/km) 109 Fuel consumption (combined) 67.0The E300 Bluetec Hybrid is a ‘mild hybrid’ rather a ‘full hybrid’. Therefore, the E300’s electric motor only assists the twin-turbo 2.1-litre diesel engine which only cuts out at rest and when coasting. It is also available as an estate version.

Peugeot 3008 Hybrid4Price (OTR) £26,995Seats 5Power 200bhp0-62mph (sec) 8.5CO2 emissions (g/km) 91Fuel consumption (combined) 80.7Peugeot has already managed to make useful revisions to the year-old Peugeot 3008 which cut CO2 emissions on the first diesel-electric hybrid to 91g/km.

Peugeot 508 Hybrid4Price (OTR) £31,850Seats 5Power 200bhp0-62mph (sec) 9.0CO2 emissions (g/km) 95 Fuel consumption (combined) 78.5Peugeot’s 508 saloon loses a little in the way of boot space to deliver 95g/km and 78.5mpg potential. At more than £31,000 on the road it isn’t cheap, but it has plenty of standard equipment and 10% BIK tax for drivers.

Peugeot 508 RXHPrice (OTR) £33,895Seats 5Power 200bhp0-62mph (sec) 9.5CO2 emissions (g/km) 107 Fuel consumption (combined) 68.9The RXH offers the looks of a four-wheel drive vehicle to go with its four-wheel drive ability when using the electric motor of the hybrid system to power the rear wheels. It also has raised suspension and the estate body also means it’s a practical car.

Toyota Prius+Price (OTR) £26,495Seats 5Power 134bhp0-62mph (sec) 11.8CO2 emissions (g/km) 96Fuel consumption (combined mpg) 68.9Toyota’s seven-seat hybrid Prius+ switches to EV-style lithium-ion batteries, which are more expensive, but more compact and can be mounted between the front seats. It adds to Toyota’s extensive hybrid range.

Volkswagen Touareg HybridPrice (OTR) £59,270Seats 5Power 375bhp0-62mph (sec) 6.5CO2 emissions (g/km) 193Fuel consumption (combined mpg) 34.4The Touareg uses a 3.0-litre V6 engine and a potent electric motor to deliver 375bhp. Consumption and CO2 emissions are higher than the Lexus RX 450h.

Coming soon: Ford Focus electric (2013), Volkswagen E-Up (2013), Volkswagen Golf electric (2014)

EV VAN OPTIONS

Mercedes-Benz VitoPrice (lease) Around £1,000 per monthPayload Up to 850kg (LWB)CO2 emissions (g/km) 0Plug-in charge n/aPlug-in range up to 80 milesThe Vito E-Cell feels every bit as sturdy and workmanlike as a diesel model. It offers real usability although the lease cost is rather steep.

Renault Kangoo EVPrice (exc VAT) from £16,990Payload 650kgPower 60bhpCO2 emissions (g/km) 0Plug-in charge Up to eight hoursPlug-in range Up to 100 milesAffordable small electric van thanks to Renault’s leased battery choice. Offered as a standard van or a long-wheelbase Maxi.

Smith Edison Price (exc VAT) from £57,556Payload 725-2,300kgPower 120bhpCO2 emissions 0g/kmPlug-in charge up to eight hoursPlug-in range Up to 100 milesExpensive purchase price could be off-putting, but this converted Ford Transit is a good way of advertising a company’s green credentials if it’s fit for purpose.

Coming soon: Nissan e-NV200, Citroën Berlingo Electric, Peugeot Partner Electric.

Full-electric vehicles

Citroën C-ZeroPrice (OTR) £26,216Seats 4Power 66bhp0-62mph (sec) 13.0CO2 emissions (g/km) 0 Range (miles) 93Standard recharge time 8 hours The C-Zero offers a simple four-seat compact electric vehicle, ideal for short trips. Citroën likes customers to lease.

Mitsubishi i-MievPrice (OTR) £29,045Seats 4Power 66bhp0-62mph (sec) 13.0CO2 emissions (g/km) 0Range (miles) 93Standard recharge time 8 hoursThe UK’s first electric car, the i-Miev might now seem unsophisticated, but its technology forms the basis for future plug-in vehicles from the carmaker.

Nissan Leaf VisiaPrice (OTR) £25,990Seats 5Power 107bhp0-62mph(sec) 11.9CO2 emissions (g/km) 0Range (miles) 124 Standard recharge time 8 hoursThe 2013 UK-built Nissan Leaf brings with it a segmented range with lower entry price. Still feels sophisticated.

Peugeot IonPrice (OTR) £26,216Seats 4Power 66bhp0-62mph (sec) 13.0CO2 emissions (g/km) 0 Range (miles) 93Standard recharge time 8 hours Peugeot’s version of the i-Miev and C-Zero, the four-seater city car is nippy enough to enjoy using around town, but feels out of its depth on motorways.

Renault Fluence ZEPrice (OTR) £22,495 (plus monthly battery lease)Seats 5Power 95bhp0-62mph (sec) 13.7CO2 emissions (g/km) 0 Range (miles) 110Standard recharge time 8 hours Spacious medium saloon makes electric vehicles more affordable thanks to Renault’s battery lease scheme. Boot space is compromised compared with the Nissan Leaf, but it’s still appealing.

Renault TwizyPrice (OTR) £6,690 (plus monthly battery lease)Seats 2Power 17bhp0-62mph (sec) n/aCO2 emissions (g/km) 0Range (miles) 50Standard recharge time 4 hoursTwo-seater quadricycle doesn’t qualify for the plug-in car grant, but is cheaper than many EVs. Windows are optional and top speed is 50mph so perhaps it is better suited to short journeys.

Renault ZoePrice (OTR) £18,443 (plus monthly battery lease)Seats 5Power 88bhp0-62mph (sec) 13.5CO2 emissions (g/km) 0 Range (miles) 130Standard recharge timeRenault’s new electric small car, launches early in 2013. Add in the £5,000 plug-in car grant and prices fall to around the same as typical diesel small cars. There is an additional monthly payment on the battery lease.


For further information please contact Kate Howard on 01733 468146 or email [email protected]

Partnersponsors

Headlinesponsors

10 SEPTEMBER 2013 – PETERBOROUGH ARENA, CAMBRIDGESHIRE

...all under one roof at one of the biggest events in the LCV calendar

Presentations, Q&A’s,case studies, best practiceguidelines and networking

��

Electric Fleet June 2013

Documents

Transcript of Electric Fleet June 2013