Europcar summer van hire from £14 per day
Are you moving house this summer? Planning a big DIY project? Hitting the festival trail or planning a big outdoor trip?
Whatever you’re up to, you may need to hire a van.
The good news is that Europcar is currently offering van hire from just £14 per day.
** THIS OFFER HAS NOW EXPIRED **
This offer is valid until 31 July 2015 for pick-up dates until 30 September 2015.
Terms and conditions may apply, see Europcar website for details.
Heading into the summer, a seasonal slowdown is likely in the used van retail market. As a result, dealers are in no rush to top up with stock except to replace sold vehicles or to grab more unusual models.
That’s the view of David Hill, LCV expert at My Car Check’s new Trade service, which provides used van valuations for trade buyers.
Mr Hill says that while supply to the market is currently ample, it’s very repetitive. Certain models are available in volume, but there’s little choice in other areas. Here’s a run-down of his view of current conditions in the used van market.
As reported previously, the Ford Fiesta Van and Vauxhall Corsavan are the pick of the field. However, ample supply means that only tidy examples will fetch strong prices. Prices rapidly drop off for more average examples.
One step up in size, the Peugeot Partner, Citroën Berlingo and Volkswagen Caddy are all around “in volume” according to Mr Hill. As always, this means that only retail-ready vans will fetch top prices. Apparently there’s a particular glut of “blue 69PS” VW Caddies. These are presumably ex-British Gas. A decent spec means that prices are holding firm at the moment, says Mr Hill, but values are likely to weaken as the influx continues.
Stepping up to the Volkswagen Transport/Ford Transit sector, it’s a similar story. While demand for Transporters remains strong, prices are slipping for poorly-specified 84 and 102PS models. Used buyers want 140PS Highline or similar models if possible.
Similarly, old-style Ford Transits and newer Transit Customs sell best in Trend and Limited specification, for which trade buyers will travel.
Supply of large panel vans remains tight. As a result, they tend to sell quickly, although prices still come under pressure for vans “that require body work or mechanical attention”. If the price is too high, trade buyers will still walk away, says Mr Hill.
With chassis cab models, badge is much less important than condition:
Tippers have to be clean with no tarmac or concrete in the rear. Double cabs have to have the rear seats. Drop sides are not even mileage sensitive as long as they are tidy, and it is the same for Luton variants. This is all because demand outstrips supply.
I’ve been watching used van prices at auction weaken for some months, as buyers have become more discerning. This provides further evidence from the next level up the chain that the market is softening slightly as supply shortages start to be eroded by strong new registrations.
Volkswagen has produced a graphical guide to help drivers avoid overloading issues (click to enlarge)
A new survey by Volkswagen Commercial Vehicles has found that 45% of drivers knowingly overload their vans and that 53% of drivers don’t even know their vans load-carrying capacity.
As a result, VW estimates that nearly 50%, or 1.2m, of the vans on British roads are overloaded.
According to the survey, nearly half of UK businesses don’t monitor the weights of their company vehicles. When driving a hire van the difficulties can be greater.
Even similar models can have signficantly different weight ratings, depending on how they’ve been specified by the hire company. Payloads for a Volkswagen Transporter, for example, can range from 682kg to 1,340kg, according to the firm!
Knowing how much your load weights isn’t always easy, either. While standardised items such as bags of cement are labelled with their weight, the contents of your home aren’t. If you’re moving house with a hired van, it’s potentially quite easy to overload the van, especially if you have lots of heavier items, such as boxes of books.
The Driver and Vehicle Standards Agency (DVSA) are quite good a spotting overloaded vans, too. The DVSA stopped over 10,800 vans last year, of which 89% were overloaded. If you get caught, you could face points on your licence, a fine or even a court summons, depending on how overloaded your van is.
What’s more, if you are involved in a collision when your van is overloaded, your insurance will be invalidated. Driving when overloaded increases braking distances and can unbalance the handling of your van, making it more likely to roll over and harder to steer.
Before you hire a van, I’d suggest a look at the vanrental.co.uk van weight jargon buster.
Once you’ve punched through the confusing jargon relating to this subject, then a bit of common sense is required. Assuming you are not able to know the weight of everything in your van, here are some tips:
Finally, remember that many council recycling facilities also have weighbridges. To find your nearest public weighbridge, try ringing your local council.
Buckinghamshire tree surgoen Graham Free is an LPG convert.
Although he only does around 10,000 miles per year, Graham says that running his van on LPG saves about £500 each year.
The scope for bigger savings for higher mileage drivers is clear — and Graham says that LPG is more widely available than many motorists believe:
When I first started using autogas seven years ago, there were only three local stations to choose from. I now have a choice of five within a 20 mile radius so who knows what this could rise to in the future.”
As someone whose business revolves around the environment, the eco credentials of LPG are also very welcome.
LPG produces 33 per cent less CO2 emissions than petrol and 45 per cent less than diesel, as well as up to 82 per cent less Nitrogen Oxide pollutants than petrol and 99 per cent less than diesel, according to Autogas Limited, the main supplier of LPG at UK fuel stations.
In an occasional series about the impressive loyalty Mercedes-Benz vans inspire in their operators, I bring you JJX Logistics of Wolverhampton.
This high-end light transport company serves the aerospace and aviation industry with a fleet of 24 Mercedes vans and a handful of Merc trucks. JJX was an early customer for the Euro 6 Sprinter when it went on sale last year, and the most recent addition to its fleet is a new Vito, a model that’s only just reached the UK.
A real head-turner in its metallic blue paintwork with colour-coded bumpers, five-spoke alloy wheels and roof rails, the latest addition to the JJX Logistics is also fully specced up.
The van’s equipment includes the optional Driving Assistance package with Collision Prevention Assist, Blind Spot Assist and Lane Keeping Assist systems, as well as host of other extra features such as Tempmatic Air Conditioning, an LED Intelligent Light System, a Comfort driver’s seat and Chrome interior trim.
JJX founder John Donovan had already placed his order when he trialled one of Rygor’s demonstrators:
“I liked everything about it,” he recalled. “The restyled front end looks really smart and it’s even more car-like and comfortable to drive than the previous model, while in terms of usable cargo space the Extra-long version is brilliant. I’m now looking forward to reaping some valuable fuel bill savings as a result of the New Vito’s improved economy.”
The New Vito is powered by an advanced 2.1-litre engine which transmits its 163 hp output via a six-speed manual transmission. The first low-emission Euro 6 engine in the mid-sized van class drives the back wheels –uniquely in this segment, New Vito customers can choose from variants with front- or rear-wheel drive configurations.The van also came with a standard-fit package of fuel-saving enhancements including alternator management, improved underbody aerodynamics and the ECO start/stop function.
Summer has truly arrived, and with it comes a scorching new 10% discount code from Hertz Van Rental.
vanrental.co.uk visitors can save 10% on Hertz Van Rental with this exclusive discount code. Here are the details:
** THIS OFFER HAS NOW EXPIRED **
To hire a van from Hertz, click the button below and enter the discount code when prompted:
Terms and conditions may apply, see Hertz website for details.
The new Volkswagen Transporter T6
Volkswagen has announced pricing for the latest version of its most popular van, the Transporter T6.
List prices for the sixth-generation van will start from £17,745 +VAT, with Kombi models priced from £19,840 +VAT.
Order books open on 6 July, with the first UK deliveries expected in September.
VW says that the new Transporter range will contain the broadest range of engines, trims and transmissions ever offered. This includes a choice of Euro 5 and Euro 6 engines, while buyers of 140PS and 180PS models can also choose between a six-speed manual transmission and VW’s seven-speed DSG automatic gearbox.
As I expected, BlueMotion fuel-saving technology, which was previously an option, is now standard across the range. This includes low rolling resistance tyres, regenerative braking and Start/Stop systems.
As with the new Caddy, the Transporter T6 will be available in three trim levels, Startline, Trendline and Highline. Here’s what you’ll get and what it will cost.
The entry-level Startline range is priced from £17,745 +VAT. The standard specification includes BlueMotion Technology, DAB+ digital radio, 5-inch touchscreen, Bluetooth phone connectivity and USB connection.
Next up is Trendline, which starts from £19,755 +VAT and adds new wheel trims, a full-height steel bulkhead (panel van), body-coloured bumpers and rear parking sensors to the Startline’s standard spec. Other standard features include a multi-function display and a new cloth upholstery design.
A Comfort pack consisting of foldable grab handles on A-pillars, additional storage compartments, dimmable cabin lights and additional noise suppression is also fitted as standard.
Moving on up, the Highline range starts from £21,315. This is aimed at owner-drivers and perhaps the campervan market, and the standard spec includes feel-good features such as a new leather multifunction steering wheel, heated windscreen, automatic driving light control, daytime running lights and 16-inch Clayton alloy wheels (17” Richmond alloys on T32 and/or 180PS engine).
Highline models also come with front fog lights with cornering function and a Thatcham Category 1-approved alarm as standard.
As with previous models, the new Transporter will be available in a range of sizes. Three roof height options, four gross vehicle weights (2,600kg – 3,200kg) and short and long wheelbase versions will be available.
UK commercial vehicle production rose by 32.8% to 6,808 units in May, according to the latest figures from the Society of Motor Manufacturers and Traders (SMMT).
The figures represent a big step up from last May’s production of 5,127 units vehicles, but the overall rate of growth was lower in May than in April, when UK CV production rose by 36.8%. There was no mistaking the cause of this reduction, either — the rate of demand growth from domestic buyers fell from 21.5% in April to just 5% in May.
It’s worth keeping this in perspective, though. So far this year, UK CV production is almost 25% higher than it was during the first five months of last year. That’s not bad news, especially as export demand is surging higher and rose by a whopping 69.4% last month, which is good news for the UK economy:
| CV manufacturing | May-14 | May-15 | % Change | YTD-14 | YTD-15 | % Change |
| Total | 5,127 | 6,808 | 32.8% | 31,112 | 38,872 | 24.9% |
| Home | 2,937 | 3,098 | 5.5% | 15,544 | 19,702 | 26.7% |
| Export | 2,190 | 3,710 | 69.4% | 15,568 | 19,170 | 23.1% |
| % export | 42.7% | 54.5% | 51.2% | 49.3% |
Data courtesy of SMMT (www.smmt.co.uk)
Commenting on the figures, Mike Hawes, SMMT chief executive, said:
“May’s strong figures consolidate the UK commercial vehicle manufacturing sector’s return to form, following a more subdued period over the past couple of years when changes to type approval legislation disrupted fleet renewal patterns. Continued demand for high quality British engineering, growing business confidence and regulatory stability have helped to fuel steady growth for both the domestic and export markets.”
We’ll have to wait a few more months to see whether this months slowdown in growth is simply a glitch or the start of a new trend. Logically, the rate of growth might well be slowing down — trees don’t grow to the sky, after all.
I’ve been a bit hard on diesel in recent months. Headlines such as “Government must act to combat killer diesel pollution in cities” may have given the impression that emissions from diesel vehicles are on a par with untreated nuclear waste.
They’re not of course, although I suspect that diesel particulates probably do cause more health problems than nuclear power stations.
The main targets of my criticism were the EU and Euro 5.
The EU because it has chosen to focus myopically on reducing CO2 emissions while ignoring equally dangerous NO2 (nitrogen dioxide) emissions.
Euro 5 because it doesn’t work properly. The latest-but-one emissions standard turns out to have been a spectacular failure at reducing harmful emissions in our towns and cities. That’s because the pollution control technology used to meet the Euro 5 standard doesn’t actually work in stop-start, low-speed conditions.
However, things are improving with Euro 6. In the interests of balance I thought I should highlight some recent commentary from used vehicle price bible, Glass’s.
Glass’s view appears to be that imposing new restrictions on diesel vehicles in urban areas would be like shutting the stable door after the horse has bolted.
Rupert Pontin, Glass’s head of valuations, points that while some older diesel vehicles undoubtedly pump out too much nitrogen oxide and other potentially harmful substances, those that meet the latest emissions standards are virtually as clean as petrol. He said:
“We have no argument against the findings of the various reports on air quality that are pointing the finger at diesel. The science appears to be very robust. However, they are reporting an historic picture. The latest diesel emissions standards are very stringent and newer vehicles are unlikely to have the same kind of impact on the air that we breathe.
Mr Pontin is probably right. Euro 6 is a big step forwards, in that it should actually deliver the benefits we were promised for Euro 5.
However, I’m not sure Glass’s motives are as pure as they would have you believe. Remember that this is a company funded by people who sell cars for a living. Mr Pontin clearly understands what his customers need:
“There is a general assumption that, for example, a hybrid is always cleaner than a diesel but the picture is not always that straightforward and we are potentially engineering a move away from diesel without looking at all of the facts.
…
“Of course, there will also be an impact on car and commercial vehicle values if there is general governmental move against diesel. Current and predicated residual values will undoubtedly fall thanks to higher running costs.”
The problem is that the last thing Mr Pontin’s customers (car dealers) need is any weakness in demand for nearly-new and used diesels, of which there is a vast supply.
There is already evidence that car drivers who don’t do high mileages are switching back to petrol, in order to avoid the higher purchase prices and costly mid-life repair bills which increasingly characterise modern, low-emission diesels. Some friends of mine did exactly that recently.
For the van market of course, petrol isn’t a serious contender. Anyone covering any distance will continue to use diesels. However, concerns over the harmful effect of diesel emissions remains.
Electric vans are now proven to be a viable solution in urban environments and operations where their daily mileage is predictable and includes one or more returns to base. Vans should also be able to play a role in reducing urban pollution and the resultant health problems.
Figures released by the Freight Transport Association show that 72% of parking ticket appeals in London are successful. In other words, 72% of tickets issued to FTA members are issued incorrectly.
The FTA provides a PCN (Penalty Charge Notice) Administration Service, which helps FTA members (including many van operators) to administrate and if necessary appeal their PCNs.
According to the FCA, the most common reason for a PCN is ‘stopping where prohibited’. This typically means stopping on a red route or on single or double yellow lines to deliver to a high street business. Almost 36% of tickets included in the survey were issued for this reason, which a further 33% handed out for parking or loading where restrictions are in force.
However, Natalie Chapman, FTA’s Head of Policy for London, says that many of these tickets are issued incorrectly:
“Loading and unloading is an exemption to restricted street regulations – it’s allowed on single or double yellow lines for a maximum of 40 minutes. Often PCNs are issued incorrectly because the enforcement officer needs more training and doesn’t realise what’s permitted.
“Our PCN Administration Service can advise members when tickets have been issued incorrectly and should be challenged.”
The survey was based on data provided by fifteen companies covering about 32,633 parking fines they had received over a 12-month period.
PCN’s are a daily occurence for many companies delivering into London and other cities. However, drivers of hired vans delivering on business in the capital should take note — the hire company will forward the penalty notice on to the company or individual who hired the van, but it could be worth taking a closer look at the circumstances of the parking ticket to check that it is valid.
FTA members can of course use the association’s PCN Administration Service.