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| "White van man"
keeps the wheels of commerce turning – and van manufacturers
are making sure they protect this great British asset |
The Corsavan |
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| “The design and safety
levels of vans have moved on in leaps and bounds from a few
years ago” |
“White van man” has become both a figure of hate and
a cartoon character in the British psyche, yet where would British
business and commerce be without him? As with so many issues, the
tag is applied to virtually every single person who drives a van.
But everybody is different and, increasingly, every van is different.
While car-derived vans – such as the Vauxhall Corsavan, Astravan
and Combo – may be little different in features to the cars
which inspired them, the Luton-based manufacturer’s Vivaro
and Movano – ensure a van is available for all seasons.
Ensuring a van is “fit for purpose” is a crucial aspect
of vehicle selection. That criteria includes making sure vehicles
are not only the right size for the job intended, but also equipped
to carry out that job.
If both aspects are handled correctly, it is likely that the vehicle
will be “safe”. It is because of the specialist knowledge
required to equip particularly larger vehicles such as the Vivaro
and Movano that Vauxhall has established two specific van dealer
networks.
There are 115 “heavy van dealers” that specifically
sell the Vivaro, launched in September 2001, and the Movano, launched
four years ago; while an additional 99 dealers are categorised as
“light van dealers” as they sell the car-derived vehicles.
The “heavy van” network also sells the smaller vehicles.
Ian Hucker, Vauxhall’s national van sales manager, says: “Vauxhall
has had a light van tradition for many years. However, five years
ago we re-entered the panel van sector in a big way.
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| “Vauxhall has had a light
van tradition for many years. However, five years ago,
we re-entered the panel van sector in a big way” |
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“While our car-derived vans have all the features of the cars
to which they are related, panel vans in all their guises are very
different vehicles. Therefore, it is essential that they are sold
and maintained by specialists. That way customers are assured that
they will be buying a vehicle that is fit for the purpose they intend
to use it for. “That is particularly true of Movano, the largest
van in our range, where, apart from panel vans, chassis cab, crew
cab and minibus conversions are available.”
Traditionally, safety features on LCVs have lagged some way behind
that of cars, but with the UK’s van fleet expanding as a result
of an increase in home deliveries inspired by internet ordering,
coupled with a growing focus on corporate risk, the need to protect
“white van man” has grown.
Mr Hucker says: “Our commercial vehicle customers have become
more and more aware that today’s traffic volumes, coupled
with the pressure on drivers to collect and deliver parcels on time
and ensure appointment schedules are met, demands safe vehicles
to protect them.”
While the long-established Astravan – the current version
was launched in 1998 – and the Corsavan, launched in March
2001, retain the safety features of their car counterparts, Vauxhall’s
newest vans – the Vivaro and Combo van, launched in November
2001 – have a wide range of active and passive safety features
not historically associated with LCVs.
“As both these vehicles are car-like to drive this will assist
in reducing the possibility of accidents. If they are engaged in
an accident, the body structures that have been optimised in extensive
computer simulation and validated in crash tests will protect the
driver,” says Mr Hucker.
Safety is incorporated in the design of a vehicle from the drawing
board. Not only in terms of issues such as crumple zones to absorb
impacts and airbags to protect occupants but also, crucially, in
accessibility.
Easy access to the loadspace is invariably essential to the driver,
but so is safe access. That is why, for example, the Vivaro and
Movano have nearside doors as standard, with the option of offside
sliding doors. Meanwhile, more than half of all Combos are ordered
with the optional side sliding door.
As Mr Hucker explains: “The opportunity for fleet decision-makers
to operate vans with kerbside opening doors shows the growing importance
of safety when drivers have deliveries to make.”
Similarly, a high-roof version of the Vivaro has recently been launched.
Giving 1.92m (over six feet) of load height, it is designed for
van users who want a mobile and versatile workshop solution with
integrated shelf systems and space to stand up.
“If an employee is working in the back of a cramped van and
bent double and then has to drive they will feel uncomfortable and
that presents a health and safety issue,” says Mr Hucker.
Numerous bulkhead variations depending on vehicle use can also be
specified to ensure driver and passengers are protected from any
load movement. For example, the Combo features an optional FlexCargo
system that sees the passenger seat fold flat, and a hinged, moveable
bulkhead allows items up to eight feet long to be carried safely
and securely inside the vehicle with the driver still protected.
The Astravan |
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| “Traditionally, safety
features on LCVs have lagged behind cars but with the UK’s
van fleet expanding, the need to protect ‘white van
man’ has grown” |
The safe carrying of tools and other equipment is essential and
Vauxhall has a pan-European van storage system agreement with specialist
equipment manufacturer Bott. Available as a series of self-contained
modules, each system features a combination of shelves, drawers
and/or removable service cases.
“While it is vital to ensure a vehicle is fit-for-purpose,
it is also essential that tools and equipment are carried safely
and are secure while the vehicle is on the move. Our partnership
with Bott gives fleets access to not only the latest racking and
storage equipment but also expert advice,” says Mr Hucker.
Underlining just how far van specification levels have increased
is the recent addition of the Sportive special edition to the Vivaro,
now the second best-selling medium-sized panel van behind the Ford
Transit. Designed to present “a professional image”,
the silver metallic paint vehicle’s specification includes,
for the first time on a Vauxhall van, air conditioning as standard,
as well as features such as a CD and electric windows.
Designed with the owner/driver in mind, Mr Hucker says: “If
van drivers are spending all day in a vehicle they want the same
comfort features as those enjoyed by car drivers. Many comfort features,
such as air conditioning, are also safety features as they help
avoid fatigue and keep drivers fresh.
The New Combo |
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| “The majority of LCV
drivers have no driver training, according to a Vauxhallsponsored
survey of the fleet van market” |
“Air conditioning is an option across the board and we have
a number of fleets that are looking at specifying it as standard
because it is being viewed as a safety feature. Fleet managers have
seen how air conditioning has now become a standard feature in most
cars and how it helps drivers stay fresh and alert and they don’t
want any less for their LCV drivers.”
In recent years, Vauxhall has become the UK’s leading supplier
of liquefied petroleum gas (LPG) fuelled vehicles. All vehicles
are factory-engineered and currently Combo and Astravan are available
in LPG format. The provision of factory-fitted and manufacturer-warranted
LPG vans means fleets are protected from potential problems with
independent aftermarket conversions.
Mr Hucker adds: “The design and safety levels of vans have
moved on in leaps and bounds from a few years ago. In the past,
vans used to be the cab of a car with a loadbox bolted on the back.
Today’s Combo is designed and engineered as a van from the
drawing board. That significantly improves safety.
“Similarly, while all Vauxhall vans feature a high-level of
standard equipment the range of options available is enormous. That
allows fleets to specify a vehicle exactly for the job intended
to ensure the driver operates in absolute safety.”
Safety features:
Corsavan
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Driver’s airbag |
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Half-height steel bulkhead and sidewall half-height panelling
protect against shifting loads |
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Side impact protection beams |
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Pedal release system that helps prevent driver’s legs
and feet being injured in frontal impacts |
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Load restraint lashing eyes |
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Pyrotechnic body-lock seatbelt pretensioners |
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Height-adjustable head restraints |
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Height-adjustable inertia reel seatbelts |
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Driver’s seatbelt force limiter |
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Anti-submarining ramps in seats |
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Optional upper load restraint mesh |
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Optional air conditioning |
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Optional safety pack includes ABS and passenger airbag |
Astravan
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Driver’s airbag |
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Half-height steel bulkhead |
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Half-height sidewall panelling |
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Side impact protection beams |
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Pedal release system which helps prevents driver’s
legs and feet being injured in frontal impacts |
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Load restraint lashing eyes |
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Pyrotechnic body-lock seatbelt pretensioners |
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Height-adjustable head restraints |
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Height-adjustable inertia reel seatbelts |
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Seatbelt force limiters |
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Anti-submarining ramps in seats |
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Upper load restraint mesh (optional on Envoy) |
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Optional air conditioning (standard on Sportive) |
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Optional safety pack includes ABS and passenger airbag |
Combo
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Driver’s airbag |
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Side impact protection beams |
| • |
Pedal release system which helps prevents driver’s
legs and feet being injured in frontal impacts |
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Pyrotechnic body-lock seatbelt pretensioners |
| • |
Height-adjustable head restraints |
| • |
Height-adjustable inertia reel front seatbelts |
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Front seatbelt force limiters |
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Anti-submarining ramps in seats |
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Optional hinged movable bulkhead |
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Optional FlexCargo system |
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Optional air conditioning |
| • |
Optional safety pack includes ABS and passenger airbag |
Vivaro
| • |
Driver’s airbag |
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Full height steel load restraint guard behind driver |
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Side impact protection beams |
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Pyrotechnic body-lock seatbelt pretensioner system |
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Height-adjustable padded head restraints |
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Height-adjustable outer seatbelts |
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Three inertia reel lap and diagonal seatbelts |
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Seatbelt force limiters |
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Anti-submarining ramps in seats |
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Nearside sliding side-access door |
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Load restraint lashing eyes |
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All-round disc brakes |
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Optional full height steel bulkhead |
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Optional air conditioning (standard on Sportive) |
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Optional offside sliding side-access door |
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Optional ABS brakes |
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Optional passenger airbag |
Movano
| • |
Full height steel load restraint mesh behind
driver |
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Height-adjustable padded head restraints |
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Height-adjustable outer seatbelts |
| • |
Three inertia reel lap and diagonal seatbelts |
| • |
Anti-submarining ramps in seats |
| • |
Nearside sliding side access door |
| • |
Load restraint lashing eyes |
| • |
Optional full height steel bulkhead |
| • |
Optional safety pack includes driver’s airbag, passenger
airbag, ABS brakes, pyrotechnic seatbelt pretensioners for
driver and outer front passenger |
| • |
Optional air conditioning |
Safety report
The Vivaro long wheelbase |
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| “Drivers of whatever
level in the corporate hierachy need to be reminded of their
duties towards the business, their own and other drivers’
safety, as well as the wider community” |
The majority of LCV drivers have no driver training, according to
a Vauxhall-sponsored survey of the fleet van market “Light
Commercial Vehicle Trends: 2003”.
According to the report, written by Professor Peter Cooke, of the
Centre for Automotive Industries Management at Nottingham Business
School, 57% of fleets provide no driver training.
The lack of driver training is most prominent in the smallest LCV
operations – 79% among the sub-10 units – but, even
among fleets running more than 500 vans, at least half of drivers
have no training.
And, even when training is provided, there is a wide range of approaches
with Professor Cooke questioning whether that is best practice in
terms of good risk management on behalf of a business.
Those approaches range from “a walk round” of the vehicle
to “individual assessment with training needs identified and
provided” and “RoSPA training for all drivers”
to be “taught how to lift properly”.
The report also highlights the difference in approach to vehicle
care and, therefore, safety if a van is a pool vehicle or allocated
to an employee. Similarly, the report also reveals that only 31%
of LCV drivers have any input into vehicle choice – compared
to company car drivers who typically have a significant say in their
choice of vehicle.
The report says: “In an age of industrial democracy, and given
the status of driver inputs into business car choice, one might
argue that there is some way for LCV operators to go in terms of
driver involvement in vehicle choice, particularly in view of the
possible implications for road safety and corporate responsibility.”
It adds: “While the LCV is essentially a working tool, the
worker who uses it may well have use of a vehicle for much, if not
all of their working time. In the interest of personal pride, vehicle
quality assurance and driver responsibility, there may well be a
case for allocating, where feasible and if there is no significant
incremental cost involved, vehicles to individual drivers.”
The Movano |
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However, with the majority of vans operated on a pool basis the
report questions whether, in the interest of benefit to businesses
and the overall driving community, that percentage should be improved.
Meanwhile, more than 90% of companies operating more than 500 LCVs
have a formal policy on drug and alcohol abuse but the figures drop
alarmingly to around 70% for smaller fleets.
“Smaller fleets,” says the report, “may well need
to review the issue with some urgency and perhaps seek to introduce
a policy across the organisation.” Similarly, with smaller
fleets there is a greater ignorance towards banning mobile phone
use while driving, with around 40% of small fleets having no formal
policy in place.”
Arguments such as "our drivers would never do it” abound,
says the report, which adds: “That is not a very strong defence
in terms of the developing duty of care responsibilities being imposed
on companies and their directors. Drivers of whatever level in the
corporate hierarchy need to be reminded of their duties towards
the business, their own and other drivers’ safety as well
as the wider community:”
Company and driver attitude towards safety is also likely to be
reflected by the cleanliness and maintenance levels associated with
vans.
Between 64% and 90% of fleets do have formal company policies towards
dirty or badly-maintained LCVs with, unlike in answers to other
questions, business operating 50-99 vehicles having the best record
(90%).
“While the LCV filled with cigarette ends, empty Coke cans
and stale sandwich wrappers may sometimes be used by the most effective
technician or service engineer, what does it do for the company’s
image?” says the report. “A dirty vehicle may well be
regarded by some quality-conscious clients as being a sign of slovenly
attitudes elsewhere in the business – and perhaps a need to
look for another supplier.”
The report exposes dramatic differences in company policies towards
driver licence checks with 6% of fleets admitting they never check
to see if an LCV driver is qualified to drive.
Almost half of companies say they check licences annually, 15% say
they conduct random checks, just 2% hold monthly checks and 1% quarterly
inspections. With LCV drivers under pressure to deliver parcels
on time and arrive at appointments on schedule and the number of
speed cameras on the UK’s roads increasing, the report says
the physical inspection of licences is essential and recommends
at least quarterly checks.
New LCV drivers should have their licences checked before the job
is offered. The report highlights that 2% of companies don’t
check the licences of new staff.
LCV fleet management
safety checklist
• Do company driver training programmes satisfy/exceed
business and health and safety duty of care requirements?
• Does the company have formal written policies
concerning alcohol, drugs, mobile phone use and condition
of vehicles? Are the policies properly communicated and implemented?
• How often are driving licences checked?
• Is the checking of driving licences part of
recruitment procedure?
• Are vehicles specified in the best way –
in particular is driver/user input maximised?
Source: “Light Commercial Vehicle Trends:
2003” by Peter Cooke, Centre for Automotive Industries
Management, Nottingham Business School.
Report sponsored by Vauxhall |
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