A better labelling system for the range of electric vans is becoming “critical to adoption”, says the Association of Fleet Professionals.
The organisation first highlighted the inadequacies of the existing WLTP figures last year and, says chair Paul Hollick, this winter has only made the problem more apparent.
“We’ve had reports during the last few weeks of operators of electric vans with a WLTP range of 200 miles seeing that number halve with a full load in cold conditions. That’s a reduction that is extremely difficult for fleet managers to work their way around in operational terms.
“Ultimately, it means that the official data designed to guide fleets towards making informed buying decisions is at best, inaccurate and, at worst, actively leads them to purchase the wrong vehicles. These are very expensive mistakes for businesses to be making.”
Paul said that WLTP labelling for vans needed to cover not just a load-free vehicle in warm conditions but a variety of payload and weather variations.
“Ideally, we’d end up with a grid that perhaps showed how vans operated with no load, a medium load and a full load in warm, normal and cold conditions. Also, it would be useful to know something about towing capacity. This is not a complex or onerous request but a fundamental one bearing in mind the technology.
“Ultimately, having an accurate idea of how electric vans will perform in real world conditions is critical to their adoption. Fleet managers can’t make buying decisions without having a good indication of range. Instead, they are coming into work on cold mornings and finding that the routes they had planned are unviable, sometimes creating huge difficulties.”
Paul added that it was important to underline that many fleets were operating electric vans without issue because their operational needs were less demanding.
“If you’re allocating electric vans with a light load to local routes, then you are unlikely to encounter any problems, and we have many members in that position for whom electrification is proving relatively easy. However, if you have bought a van with a 200 mile range because you need a 200 mile range, then the WLTP figures can be actively misleading and you could acquire a vehicle that just doesn’t meet your requirements.
“What we need to happen is for the WLTP standard for electric vans to change but the agreement is made at a United Nations level, so bringing that pressure to bear is extraordinarily difficult, especially in a short timeframe. Perhaps there is potential for the UK to introduce its own labelling system alongside WLTP but this also appears to be a long shot.
“However, what is abundantly clear is that the existing WLTP range figures for electric vans are not fit for purpose and are acting as a potential roadblock to adoption. It’s a situation that benefits no-one – not manufacturers, not fleets, and not governments who want to see rapid adoption of zero emissions vehicles.”
Insurers are telling fleets that minimising claims rates are the key to keeping electric vehicle (EV) premiums under control, the Association of Fleet Professionals (AFP) is reporting.
The organisation reported in October last year that its members were complaining that while all insurance premiums were rising substantially, EVs were being especially targeted.
Paul Hollick, chair, said: “Our advice to fleets at that time was to engage their insurers in a dialogue about possible solutions, and many of them have been doing just that. The main message that is coming through is that insurers want to see evidence of good core risk management, and how this having an impact on claims rates.
“This might sound obvious but it seems they want to work with fleets to see that insurance fundamentals are being properly followed when it comes to EVs.”
Paul said that the mood could be summed up by one fleet manager, who had reported that “our insurer’s view is that as long as we can demonstrate that we’re managing the risk, such as by training drivers to use EVs, we won’t see an increase in premiums.”
He said that another had fed back that their insurer had indicated that the cost of repairing and replacing EVs would always be a distant secondary consideration to simply working to keep claims as low as possible.
“The fleet view is often that insurers don’t like EVs because they tend to be expensive to buy, that parts are often in short supply, and that the electrical, mechanical and bodywork expertise needed to repair them is still in short supply.
“However, it appears that if you talk to the insurers themselves, they’ll say that these things matter but only to a limited extent, and that the most important fact when it comes to controlling premiums is to do more to prevent EV accidents and theft.
“They also appear to want evidence that fleets have an understanding that EVs are different from ICE vehicles and to see this applied to risk management – driver training is mentioned – but really, they’re mainly interested in the fundamentals.”
Paul said that the dialogues fleets were having with insurers were indicative of the importance of keeping channels of communication open with suppliers.
“Some fleets may view the attitudes from insurers that are being reported here with a degree of scepticism. However, we are certainly hearing from others who are doing what their insurer is asking in terms of managing EV risk that their premiums are not rising, or only by a little. It shows that talking to suppliers in the face of rising costs can have an impact.”
AFP board member Peter Milchard will be taking a lead on insurance topics within the organisation, supporting members and helping to educate the insurance market about our fleet requirements.
Some fleet operators are starting to “take hydrogen seriously” as a fuel option because of issues they have encountered in operating electric vans, says the Association of Fleet Professionals (AFP).
Paul Hollick, chair at the organisation, said that the forthcoming arrival of the Vauxhall Vivaro-e Hydrogen – really the first practical hydrogen-powered panel van available in quantity in the UK – was providing fleets with the potential opportunity to follow a multi-fuel, zero emissions strategy, although several major challenges remained.
“Ever since I’ve been involved in the fleet industry, hydrogen has been the ‘five years from now’ solution for zero emissions. Historically, it has never been quite ready for adoption and the promise it represents of almost compromise-free travel never quite materialises. Now, however, we are seeing a handful of fleet managers – all van operators – start to take hydrogen seriously.
“This doesn’t mean that the many complications surrounding hydrogen have gone away. For example, clean production of the fuel – known as green hydrogen – remains expensive while there are probably fewer than 15 public stations across the UK. These facts in themselves present fleets with some very real, day-to-day problems to solve.”
The move towards hydrogen was largely being prompted by the difficulties surrounding the adoption of electric vans in their current form, Paul added.
“Some fleets in some applications are finding that the range and payload of the electric vans available so far remain unsuitable for their needs. There are also operational issues ranging from poor towing ability through to practical difficulties such as charging out of hours. Against this backdrop, especially for businesses with strict zero emissions corporate targets, hydrogen looks like an option worth trying.”
Paul said that the development that made this move appear viable was really a single vehicle. Arriving in the UK soon, the Vauxhall Vivaro-e Hydrogen has a 249-mile range and can be refuelled in three minutes. However, fleets adopting them would face several hurdles. Finding fuel pumps would be the main one, probably requiring the construction of their own hydrogen bunkering facilities to ensure supply, while the price of hydrogen has been even more volatile than other road fuels in recent times.
“In addition to these issues, residual values are basically an unknown. Remarketing a vehicle for which there is effectively no refuelling infrastructure is always going to be difficult. It’s worth bearing in mind here the experience of Swindon, which had two hydrogen filling stations a few years ago, leading to local fleets dipping a toe in the water with available hydrogen cars. Both closed and those fleets were effectively left with nowhere to go.”
Really, to become a serious national option in the UK, hydrogen needs substantial government backing similar to the kind seen in Germany, Paul added.
“That means both support for the purchase of new vehicles and the creation of a viable national network of green hydrogen stations. Our view is that when it comes to early adoption, as with electric vehicles, production availability and technology tends to follow the places where there are incentives. However, that just doesn’t look like it’s happening in the UK in any meaningful way, certainly under the current government.
“Until then, we’ll be watching the few fleets that are actively adopting hydrogen with a high degree of interest. Some of the most prominent are AFP members and we hope to share their experiences and their developing best practice over the coming months and years.”
A new committee formed to look at the practicalities of sharing charging infrastructure between fleets operating electric vans has been launched by the Association of Fleet Professionals (AFP).
To be led by AFP chair Paul Hollick, it will investigate ways in which businesses can make their own chargers available to other organisations on a reciprocal basis.
It follows research undertaken by the AFP in October that showed almost six out of 10 van fleets (58%) would consider sharing their depot or public charging infrastructure with others to make electrification more practical.
Paul said: “Charging has emerged a key issue for those operating electric vans, whether that means finding power as part of a planned route that exceeds the vehicle’s range, overnight to ensure a van is ready for the following day, or in a part of the country where charging facilities are scarce.
“Many fleet operators can see the potential for sharing their infrastructure on this basis and what we are aiming to do with the new committee is work out the practicalities of such arrangements and how the AFP can work as a facilitator.”
Questions that needed to be answered included mapping the companies that would be interested in taking part, gaining physical access to chargers, booking time when they would be needed, and how charging would be paid for.
“These are all highly practical issues and what we want to do is try to arrive at solutions that mean shared charging can be accessed and paid for easily with the minimum of work. If it becomes too onerous for the companies involved, our view is that they won’t want to take part. The whole idea relies on ease of use.”
He added that the AFP was keen to hear from fleets who would like to be involved both in the new committee and the wider shared charging initiative.
“A key part of our initial activities will simply be to work out whether it looks as though there are enough fleets interested in shared charging on a national basis to make the whole initiative viable, so we need anyone who is interested to get in touch as soon as possible.”
The shared charging committee can be contacted via [email protected].
Progressing zero emissions van deployment is top of the fleet agenda for 2024, according to the Association of Fleet Professionals (AFP).
Chair Paul Hollick said that the issue was proving difficult for some businesses with several tricky practical and strategic issues needed to be overcome.
“The view of most van fleets is that electrification, which obviously forms the backbone of the move towards zero emissions, is going to be very much an incremental process because of compromises imposed by the current technology when it comes to key areas such as payload, range and charging.
“Across our membership, the feeling is that these issues can be resolved but that it will take time and a wide range of strategies will need to be applied. For us, it appears that making progress in these areas – and the incremental best practice policies that need to be developed to make this happen – will be the dominant fleet topic for 2024.”
The most immediate problem to tackle, he added, was probably resolving 4.25 tonne electric van derogation, which has been beset by a degree of confusion that had caused many fleets to cancel or delay orders.
“We’re talking to the relevant official bodies about this and are hopeful that workable solutions will soon appear. Being able to practically operate 4.25t electric panel vans is central to many fleets’ zero emissions plans and this is something that is very much acting as a roadblock to progress.”
A longer-term issue that also needed attention was finding solutions to van charging, with both rapid proliferation of on-street chargers and better access to forecourt charging facilities sorely needed.
“Where drivers can charge a van on their driveway overnight, fleet operations have a head start. However, it is now known that around half live in terraced houses or apartments. The ideal solution to this conundrum is on-street charging and the AFP has been working on a national ‘heat map’ in recent months to show where these are most needed, making the data available to relevant parties such as local authorities and charger companies.
“Also, we’ve been talking to charging companies about better access to forecourt chargers. Simply, the bays are often not big enough or aren’t designed to accommodate light commercial vehicles, and this is proving a major hindrance to fleets that want to use electric vans. Like on-street charging, this is not a problem that will be solved overnight but we are hopeful that progress will be made on both these fronts in 2024.”
The AFP is also planning to create a new working group to investigate the practicalities of shared depot charging, where fleets provide mutual access to on-site facilities.
“We know from our research that there is much potential interest in this idea. What we now need to work out is whether it can be made to work on a practical level,” Paul said.
A further subject that was likely to be on the minds of fleet operators looking for zero emissions solutions in 2024 was hydrogen, he added.
“We’ll be saying more about this soon but the arrival of the Vauxhall e-Vivaro Hydrogen represents probably the first viable opportunity for van fleets to adopt hydrogen. The advantages are a fast refuelling time, 250 mile range, and a purchase price as low as £32,000. The list of disadvantages is long though, starting with a refuelling infrastructure that is so small that it barely exists.
“However, it is clear that at least some of our members are keen to try this vehicle in operational roles where electric vans are considered impractical, creating a multi-fuel zero emissions strategy.”
All of these subjects illustrated the value of being a member of the AFP for van fleet operators, Paul concluded.
“It’s a moment when having access to the expertise and ongoing dialogue that is present within the AFP has massive benefits for any light commercial vehicle fleet that is working towards zero emissions.”
Find out more about AFP membership here – Membership – AFP (theafp.co.uk)
The Association of Fleet Professionals (AFP) has unveiled an extensive programme of training for 2024, as interest in its courses reaches record levels.
In total, the organisation plans to offer 550 days of training through its training arm, the AFP Fleet Academy, the highest number ever, including its predecessor body, the Institute for Car Fleet Management.
Paul Hollick, chair at the AFP, explained: “Enthusiasm for training across the fleet sector has been increasing for some time. Last year we have delivered a record number of training days and are gearing up to exceed that figure in 2024.
“Not only are we seeing increased attendance at our well-established fleet vehicle management courses, but new options we have introduced over the last couple of years in areas such as electric vehicle management have proven very successful.
“We’re also adding new courses in 2024 – Fleet Vehicle Management Foundation is aimed at those in fleet administrator and co-ordinator roles and Your Voice in Fleet will help anyone in a fleet role to make their voice heard more effectively in a corporate environment.
“Across the AFP, we see many fleet professionals who want to enhance their skills and progress their careers, and the courses that we provide are very much designed to meet those needs.”
The AFP is an Institute of the Motor Industry (IMI) Centre and its Fleet Vehicle Management courses at Strategic and Advanced levels are accredited, so the organiation can support its members not only in developing their knowledge and skills but also by receiving professional recognition in the motor industry.
Paul added; “Many delegates attending training in the last year have commented how grateful they are to be on one of our programmes, feeling valued by their employer and creating a sense of job security.
“At a time where many employers are finding it hard to attract and retain good people in their organisations, investing in their training and future development is crucial in enhancing business performance and lowering attrition.”
Full details about all of the AFP’s courses, including pricing, dates and locations, is available here.
A new course designed to help fleet professionals make their voices heard in a corporate environment is being launched by the Association of Fleet Professionals’ (AFP) for 2024.
Called “Accelerate – Your Voice in Fleet,” it has been designed by the AFP’s Fleet Academy to help those working in the industry make their knowledge, ideas and experience heard, whether giving a speech at a major formal occasion or during a routine internal meeting.
Ronnie Gillman, training manager at the AFP, said: “Last year, we launched this course for women working in fleet, which has proven very popular, and were asked to provide a similar course open to everyone working in the fleet industry.
“Many people find public speaking of any kind daunting, even in front of just a handful of colleagues. Fear of public speaking can potentially limit the effectiveness of highly competent people in their roles and this is an area we are keen to address through this course.
“The content covers areas such as how to gain confidence, limit your fears, convey messages clearly and easily, and create a repeatable formula that enables you to bring your own style and target your content for the audience. It’s all about creating a practical approach to something that affects many fleet professionals.”
The first course will take place in Tamworth on 21st-22nd May 2024, priced at £650 for AFP members and £750 for non-members. More details are available at theafp.co.uk/product/accelerate-your-voice-in-fleet-21st-22nd-may-2024.
Ronnie said: “Stepping outside of your comfort zone is never easy but we create a supportive environment where delegates can learn to become more confident public speakers, developing a toolkit that can be learnt, honed and repeated.”
Fleets are starting to enter a “tougher” period of electrification in 2024, the Association of Fleet Professionals (AFP) is reporting.
Paul Hollick, chair, said that a number of factors were combining to potentially slow the rate at which electric vehicles (EVs) were being adopted by businesses and that fleet managers needed new strategies to maintain momentum.
“When it comes to electrification, so far fleets have largely been picking low hanging fruit in large quantities. That means switching company car drivers with space for their own off-road chargers into EVs, with very low personal taxation as a considerable carrot. This has been hugely successful, and we expect that part of the market to continue to move forward as more models become available and electric fleet cars become the absolute norm.
“The issues lie elsewhere and the list is quite long. For example, there is still a general absence of pick-ups, 4x4s and other specialist vehicles in the EV sector, towing capacity is uncertain, insurance costs are rising very rapidly and are sometimes prohibitive, and there are still no easy charging solutions for people living in terraced houses or apartments.”
Paul said that creating a consistent used market for EVs was a further challenge and one where fleets needed to work in conjunction with the remarketing sector.
“The drop in EV values seen in the last year has made dealers understandably wary while confidence among at least some consumers has been shaken by the government’s 2035 move and a steady stream of EV-bashing stories in some sections of the media.
“Also, we’re in a situation where fleets arguably have too many of the ‘wrong’ EVs for the used market. There is a surfeit of prestige saloons and SUVs around, and a shortage of bread and butter family hatchbacks. This has, to some extent, been a reflection of the kind of EVs available to buy so far, but it does lead to supply distortions.”
An area that presented a series of electrification challenges on its own was vans, Paul added.
“Some fleets in some applications are adopting electric vans without any problems but they are almost certainly in the minority. Ultimately, while things are improving, the range and payload of the available models just doesn’t meet the needs of most operators, while the charging infrastructure is not yet in a place to offset these disadvantages.
“The operational compromises required to overcome these issues are considerable, and some of our members have currently paused their commercial vehicle electrification as a result.”
Fleet managers were working hard to overcome all of these challenges, Paul said, and showing a high degree of drive and ingenuity.
“There is no doubt that this phase of electrification is tougher and there are no easy answers to any of the problems that are being encountered. However, we’re seeing many kinds of new best practice ideas being developed and shared across the AFP that are having an impact. It is one of those moments when being a member of the organisation brings maximum benefits.”
A new committee launched by the Association of Fleet Professionals (AFP) aims to break down barriers in the workplace by promoting equality, diversity and inclusivity.
The Diversity and Leadership Committee’s aims include creating guidance and promoting best practice for AFP members and the wider fleet community, providing a safe space to explore difficult topics, shaping future training within the AFP Fleet Academy, and engaging with a diverse group of individuals and businesses in fleet to develop understanding.
Denise Lane, board member at the AFP, said: “There has been a real drive in many professional environments to promote equality, diversity and inclusivity, and the formation of this new committee is designed to create a focus point for efforts being made in this area within the fleet industry.
“The AFP is already working closely with several members who feel as though their voice is not always heard, helping them to bring about change in their particular workplace. Creating this forum where their ideas and thinking can be developed will help us to bring greater structure to those efforts on an industrywide basis.
“Job one for us will be to create a range of best practice advice that can be applied across the fleet sector, to engage employees, help employers to attract a broader range of talent, and encourage leadership that promotes diversity.”
The committee started work last month and is made up of AFP members in both fleet operator and fleet service provider roles.
Notes to Editors:
Formed in 2020, the Association of Fleet Professionals brings together over 1,200 fleet professionals to form the recognised industry body for car and light commercial fleet management. A not-for-profit organisation, it provides everything from training and campaigning through to white papers and events, as well as creating a wide range of committees and forums for the discussion of current issues and best practice. More details can be found at www.theafp.co.uk.
Fleets and insurers need to collaborate to ensure the degree of risk surrounding electric vehicles (EVs) is understood, says the Association of Fleet Professionals
The industry body says that evidence from its members indicates that some insurers have recently been increasing premiums for EVs, based on what appears to be incorrect and, in some instances, irrelevant information.
Paul Hollick, chair, explained: “We’re hearing of issues in certain areas. The first is the repair data that insurers employ to calculate premiums. Many are using information based entirely on experience with Teslas and applying this across the board to all EVs, even to vans.
“Clearly, this is problematic. The repair profile of Teslas is applicable only to Teslas, in the same way as any other manufacturer, and has very little relevance to commercial vehicles. Fleets and insurers need to be working together to create a situation where premiums can be calculated based on much better and directly applicable data.”
A second issue, he said, was that insurers seemed unsure of the value of an EV that had been written off in an accident.
“This is especially the case where the battery may have been damaged as part of the write-off. Some insurers seem to be working on the incorrect basis that the vehicle has no market worth. Again, this needs to be included in the maths behind premiums.”
Finally, there appeared to be an undue amount of worry about the possibility of EV fires and the potential for damage to then spread beyond the vehicle itself to other cars and vans, as well as surrounding property.
“EV fires, when they occur, are a serious issue, but experience so far shows that they are very rare – substantially less likely than fires in ICE vehicles – and we are unaware of cases where there has been a fire and a significant amount of harm has been caused in the immediate vicinity. The risk is just not that high.”
Paul said that the AFP was keen to work with insurers to share their experience of EV operation and provide the information needed to calculate more precise premiums.
“At this point, it’s very much about opening a dialogue that will probably continue over some time. We understand that insurers want to be conservative when it comes to new technology and that this approach applies to EVs but we also believe that fleets are in a position to provide the operational evidence to show that the risks and costs associated with EVs are much lower than many appear to believe.”