Whilst HGV registration appear to be on the increase, (2013 looks like it could be a bumper year as people bring forward 2014 purchases ahead of Euro 6 coming in), the LCV marketplace has had signs of stagnation in 2012 yet hopefully this will reverse in 2013 as people’s confidence grows. Ever creeping legislation is having a greater effect on us as firstly we have the new Whole Vehicle Type Approval to worry about (See FleetForum 1 for details about it) and with only weeks to go until this comes into force, our industry is still seeking clarification over specific areas of it around masses and dimensions for example. Looking ahead 3 to 5 years, it is becoming increasingly likely that, following more Government discussions on the topic, we should prepare ourselves for LCV’s to be taxed like cars, via their specific CO2 emissions outputs. Although timed to probably coincide with the introduction of mandatory Euro 6 engine legislation in 2016, this is likely to have both a significant impact in the types of vehicles that manufacturers bring to the UK market as well as the types of vehicles that operators look to purchase, depending of course if it is able to be integrated within their normal application.
Electric vehicles,
although now backed by major manufacturers like Renault are still finding it
difficult to win the “hearts and minds” of the masses. If the likes of TfL get
their way, Operators may have little option than going down this route as the
latest proposal to be issued is concerning the changes which form part of the new Ultra Low Emission Discount (ULED), which would replace
the current Greener Vehicle Discount (GVD). The changes would take effect in July 2013 and provide a single 100 per
cent discount from the Congestion Charge for electric and ultra-low emission
cars and vans that emit 75g/km or less
of CO2 and meet the Euro 5 emission standard for air quality, versus the
current level of 100g/km. With the lowest emitting commercial vehicle outside
of electric being at around 87g/km, the new limit of 75g/km will be forcing
operators to move into other forms of motive power if they wish to avoid the
congestion charging in totality or face the continued increase in operating
costs.
So, 2013 appears it
will be a year of interesting challenges and opportunities regardless of
which part of the industry you currently operate in, yet it is evident that
doing nothing and placing our “heads in the sand” is not an option at all and
that change will come for us to all deal with. We are working tirelessly with
colleagues from within our industry in trying to better understand all of the
implications of the changes that we will face however rest assured that we will
continue to communicate and share with you, the changes and solutions required in helping you run a more effective fleet.
As part of this
communication, we will be running our first Commercial Vehicle Industry
Workshops in the first quarter of 2013 (North and South), to which we sincerely
hope you may join us and participate in. The exact agenda is yet to be
finalised, however informative, supportive and of much value it certainly will
be, so if you are interested, please let Mandy know on mandyriley@prohire.plc.uk and we will ensure that you are included in further
communications surrounding it.
Finally, we wish you
and your families a very happy and festive Christmas with the hope of a
prosperous and successful New Year in whatever you do.
Grahame Neagus
The frequency of medical examinations: Annex III
of Directive 91/439/EEC places drivers into two groups. With regard to medical examinations, different
arrangements apply to each of them.
The Directive recognises two groups of drivers:-
Group 1 relates to vehicle categories A and B, including 2 or 3–wheeled
vehicles, cars and light vans up to 3.5
tonnes covering the drivers of vehicles in categories A, B and
B+E and in sub-categories A 1 and B 1. Candidates have to undergo a medical examination if it
appears, at the time of completion of the necessary formalities or during the
tests that they are required to undergo before obtaining a license, that they
are suffering from one or more of the incapacities mentioned in the annex.
Group 2 relates to vehicle categories C, and D (and their sub categories of C1 and D1) including the drivers of vehicles in categories C, C+E, D, D+E and in sub-categories C 1, C 1+E, D 1 and D 1+E. Note that these include medium and large lorries and buses. The medical licensing standards for lorry and bus drivers are more stringent than for Group 1 drivers. The processes and higher medical standards aim to balance the additional risks to road safety presented by the size and weight of the vehicles being driven and the greater time the driver may spend at the wheel in the course of their occupation. Candidates have to undergo a medical examination before the first issue of a license and, thereafter, drivers have to undergo the periodic examinations which will be prescribed by national legislation.
National legislation may provide for the
provisions for Group 2 to apply to drivers of Category B vehicles using their
driving license for professional purposes (taxis, ambulances, etc.),
In accordance with the legislation, other fields
are not harmonised by the European Community
legislation and fall within the residual competence of the states, i.e. the UK.
In summary, the new rules coming into force in
January 2013 around the above topics are bringing the UK in line with the rest
of Europe and so it is important to make sure that any Fleet Manager in charge
of vehicles, regardless of if their drivers are of Group 1 or 2 vehicles, are
aware of these. It is advisable to work with your HR department in ensuring
that firstly you know which drivers are at risk or have one / more of the
above, and that your policies have embraced the changes with the correct
medical records updated and the correct checks are undertaken to maintain
everyone’s well- being.
2 – The
latest addition to the Car Derived Van market is a marketing dream
They say things have a habit of
going full circle and this months’ new vehicle review is certainly living up to
this reputation for after a huge gap over recent years and under the
stewardship of its German parents, there is a new face on the “car derived van
block” namely that of the Mini Clubvan.
Those of us old enough to
remember will have visions of such a vehicle, albeit in the old Mini guise,
being driven around towns in the 1970’s, delivering small loads across a wide
range of industry sectors. Today, a much larger version than the original can
be ordered for those wishing to make a marketing statement of intent in the
high end market of this size of van.
Based closely on the Mini Clubman
passenger model that was launched back in 2007, the Clubvan is aimed at top-end CV users for whom a van is
not just about moving loads from A to B but is also a means by which they can
articulate a vision about their business to their customer base.
One area that will immediately
spring to mind, following those who have ever priced up a Mini car lately, will
be the area concerning price. Mini and BMW have worked hard in ensuring that despite
a higher list price that it doesn’t translate into the Clubvan being expensive
to run. Mini’s passenger car efficiencies mean the 112hp 1.6-litre diesel has
an official fuel consumption figure of 72.4mpg, while the two petrol versions,
at 98hp and 122hp, both offer an official figure of more than 50mpg.
In addition to this, the residual
values for the Clubvan should be excellent for a light commercial vehicle, due
to a combination of Mini’s brand prestige and the expected low numbers that
will mean the used market should be keen to get hold of any being sold and with
the smaller SME and regional fleets more likely to purchase and look after
them, this should help greatly in residuals.
The cabin is identical to the
Mini passenger car, including the huge centrally mounted speedometer, and there
will be a longer list of optional equipment than normally expected from a van,
with many of the Mini car options offered, including items such as Xenon
headlights, audio system upgrade and three different interior upholstery
upgrades. It is fair to say that drivers who are likely to be seen at the wheel
of such a new van will no doubt be the envy of many in terms of general levels
of luxury and quality.
Looking more closely at what the
van is designed to do in terms of moving cargo, the elements around practicality
and load box functionality are not high on the selling points for this type of
vehicle. Indeed looking at a load volume of just 0.9m3 it means that the
typical Fiestavan or Corsavan has a similar load space and the associated 500kg
payload is also only on par with the aforementioned vans. So maybe the load
length is more akin to something of the old Astravan?
The load area is accessible via
the twin rear doors with tinted glass or the small side door on the driver’s
side. The flat load floor and side walls come trimmed with carpet, and feature
six tie-down points and a 12-volt power socket as well as a half-height mesh
bulkhead protecting the driver and his passengers from any shifting loads in
the cargo area. Again you will be mildly disappointed as it isn’t so why would
someone look at purchasing such a vehicle?
Well if it’s pure load carrying
characteristics you are after then there are cheaper more cost effective
solutions out there. If however you are looking to put a high quality van into
your fleet that has excellent driving characteristic’s, that is highly
noticeable from a marketing perspective and one that will have drivers
clambering across your desk to get their hands on one, then this is the van for
you. Looking at the durability of the Mini car, it is obvious that this is a
van that is capable of a long and hard life whilst still retaining a first
class image and with the now legendary BMW fuel consumption from the diesel
engines fitted into this van, it is likely to be a very cost effective vehicle
to operate.
Overall then the new Mini Clubvan
is an attractive, stylish and fashionable small van that will offer businesses
that trade at least partially on reputation to be seen in a vehicle that makes
their operation more memorable. With the current CDV arena still populated by
the same familiar faces, one could say it’s an interesting and exciting
development to have been introduced and although it probably won’t sell in
large volumes, there is a niche there for it and for the first time, you can
have commercial vehicle from BMW! What next…………..a John Cooper version?
3 - Prohire
News Update
There is never a quiet time within the Prohire world and this
December is no exception! With building work nearly finished on site here in
Stoke to house our ever growing team of downtime management staff and our 5
year strategic plan almost complete, we enter the festive season with continued
vigour and enthusiasm as to what the next 12 months hold. With 12 people taken
on in 2012 alone, when others within our industry are retracting, we continue
to grow, ensuring that you our Customers are fully supported every step of the
way. As briefly mentioned on page one of this FleetForum, we are going to host
some events in Quarter 1 2013 for which we look forward to seeing you there.
In the meantime, should you require any further information on
how the Prohire Team can help you improve your operational efficiency and
overall cost effectiveness, please give us a call or drop us an email at the
following:
t – 08432
909 089
e –
enquiries@prohire.plc.uk
Thank you for reading FleetForum, and we look forward to speaking with you soon.
Grahame Neagus
LCV New
Business Director