The contact details of your European Light Commercial Vehicles’ suppliers The European headquarters The International Coordination units The contact persons on a national level DIRECTORY Second Edition A publication of DIRECTORY 2012 MMM BUSINESS MEDIA - Special edition 2011 of Fleet Europe Magazine - English publication - Deposit office Luxembourg-Gare Luxembourg-1 Port payé PS/497 DIRECTORY 2012
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The contact details of your European
Light Commercial Vehicles’ suppliers
The European headquarters �
The International Coordination units �
The contact persons on a national level �
DIRECTORY
SecondEdition
A publication of
DIRECTORY
2012
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US
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S M
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Luxembourg-1Port payéPS/497
DIRECTORY
2012
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EDIT
OR
IAL A good start can lead
to a greener and safer futureWelcome to the new edition of the Van Europe Directory. As you will read in oureditorial pages the European light commercial vehicle market has recovered well fromthe economic and financial uncertainties of the past two years. More importantly, thefuture looks even brighter, although there are some considerable challenges to face.
The first one is Ecology. The automotive industry as a whole has already madeenormous efforts in terms of sustainable technology and fuel efficient powertrains, but the road to the future will be ever greener – EU legislation is sure to guarantee that.
A second trend is Connectivity. Efficient mobility will become a key element for fleetprofessionals and drivers, and as interactive communication is a predominant factor for the new generations of employees, the majority of vehicles will be connected to the internet and new smart telematics systems will be integrated. The advantage isinformation and two-way communications in real time, providing substantial cost and operational advantages for companies which depend on LCVs.
The third and last challenge is Safety. According to various studies safety does notappear to be a major element for companies when choosing new LCVs, although it iswhen choosing a company’s passenger cars. And although LCV manufacturers arepaying a lot of attention to the safety of their vehicles, there is no independent safetytest – for example the Euro NCAP crash tests – for the European market. Fleetprofessionals, manufacturers, governments, consumer federations and the mediareally should be making more noise about this. Here at Van Europe we will be doing so, because whatever vehicle or transport mode you use, there can be no differencewhere safety is concerned.
3VAN Europe DirectoryEDITORIAL
CO
NTE
NTS FLEETS & MARKETS
04 MARKET STRATEGYVan market increasing across the globe
06 LEGISLATIONLCV Taxation in Europe: CO2-emission targets set
VAN EUROPE DIRECTORY
08 LCV Manufacturers
26 Bodyworkers
28 Remarketing
30 Other suppliers: Telematics & Fleet Vehicles Servicing
Firstly, some figures have been pro-duced by PricewaterhouseCooperswhich suggest that worldwide pro-
duction for LCV’s will rise from its 2010level of around 71.5 million units, to75.9 million by the end of 2011, and on to83.5 million units in 2012. The largestproportion of this first increase of around6% (4.4 million units) increase is set tooccur in the Asia Pacific region, which isforecast to account for around 1.5 millionof these extra sales. North America andthe EU follow, at approximately 1 millionand 800,000 units. This leaves a littleover a million units for Eastern Europe,
South America, Middle East and Africatogether. In other words, the fully deve-loped regions – North America andEurope – are sandwiched between allthe developing regions of the world. ThatAsia-Pacific should head the productionfigures is helped, according to PwC, bya post-earthquake recovery in Japan,but hindered by inflationary expecta-tions in China – again, a confused pic-ture.
European sales is upMoving to sales of all commercial vehi-cles in Europe, the statistics show that
during the first half of 2011 theyamounted to a fraction over 1 millionvehicles, which is around 13.5% up onthe same period in 2010. Of the majorWestern European markets, Germany,the UK and France and were all signifi-cantly up on last year, by around 24% inthe first two cases, and 8.5% in the caseof France. Only Spain of the major mar-kets declined, by 8.4%. Looking speci fi-cally at light commercial vehicles, thesemarkets followed the same trend,although France topped the sales table here, with almost 223,000 ‘vans’sold. The UK and Germany registered
By contrast with the global passenger car market, where it is relatively easy to compare one country to another,the light commercial vehicle market is very fragmented. The ‘degree of development’ of different countries has a crucial impact on the market. To get some sort of insight, we have therefore looked at a selection of availablemarket facts and opinions from different regions.
MARKET STRATEGY
The Mercedes Vito is one of many mid sized vans on offer from the major manufacturers.
Van market increasing across the globe
4 VAN Europe Directory LIGHT COMMERCIAL VEHICLES
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133,000 and 110,000 respectively, bothup by percentages either side of the 20%mark. Spain was down by just over 13%.In overall terms, LCV sales in Europeamounted to 826,000, 9.4% up on 2010.
Other markets followThere is less detailed information avai-lable for many of the emerging coun-tries, with ‘cars and vans’ often quotedas a single category; however, someexamples are able to give a flavour ofhow these economies are faring com-pared to Europe. In one of the emergingmarkets, India, the country’s potentialhas attracted the interest of some ofthe established European and Americanbrands, along with some of the Chinesemanufacturers whose names arebecoming better known – SAIC and BeiqiFoton for example. Several manufac-turers are known to be studying the pos-sibility of beginning or expanding pro-duction activities in India. This race totake advantage of an emerging marketcomes in the light of sales of LCV’s inIndia having shot up by 23% over thelast financial year, to a total of around354,000 units. In neighbouring Russia,the sales of light commercial vehiclesgrew by 34% in the second quarter of2011 compared to the same quarter in2010, reaching what still appears, how-ever, to be a very modest 44,000 units.
In Brazil, some forecasts say that drivenby strong demand from the SME sector,sales of LCV’s may grow by as much as20% per year up for at least the next3 years.
Green considerations It is not possible to talk about any formof vehicle sales, including commercialvehicles, without the subject of ‘green’making an appearance. Following onfrom the substantial progress – and sub-stantial legislation expectations – in thepassenger car sector, the commercialvehicle sector is now also taking thisdomain on board. LPG conversions arealready available for many models, andelectric micro-vans are becoming acommon site in European city centres,often operated by local authorities. Inbetween the two, EU legislation is indeedset to make mainstream productionmore environmentally friendly in theyears to come. A proposed EU law set-ting out new emissions targets for lightcommercial vehicles sets out that, from2014, 70% of a manufacturer's vehiclesmust reach the target of 175 g/km, a figure set to rise to, 100% by 2017. Theproposals also introduce a longer-term2020 target of 147 g. If manufacturers donot achieve this, they may face a finethat will reach EUR 95 per vehicle forevery gram over the limit by 2019.This
trend may have an upsetting effect onvan sales and production across theglobe. For instance, it may be envisagedthat some form of incentive (scrappageschemes?) could emerge, and manycountries have experience of what thesecan do to a market. The difference withthe passenger car market is that theLCV sector is heavily influenced by verysmall enterprises (a man with a van)and the complicated financial calcula-tions between keeping the old fuel-inefficient van and laying out capital (or committing to monthly leasecharges) for a new green model, can bethe difference between surviving or not.
Tim Harrup
5VAN Europe DirectoryLIGHT COMMERCIAL VEHICLES
Although very small companies are crucial in the small van market,they are not the only ones to find these vehicles useful. A recent study by Roland Berger Strategy
Consultants involving over 60 expertsfrom the automobile sector hasidentified a number of probable trends,some of which are likely to be just asrelevant to the LCV market as the carmarket. Looking towards 2025, thesurvey believes, for example, that therewill be a drastic relocation of productioncapacities and sales towards Asia. It isalso possible that that 10% of all carssold will be electric, 40% will be hybrid,with the remaining 50% still using dieselor petrol internal combustion engines.And by then, the vast majority of vehicleswill be permanently connected to theinternet. Connectivity will have becomean essential feature.
The importance ofconnectivity
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Anew element compared to the pas-senger car regulation is that emis-sion limits are set according to the
mass of the vehicle, using a limit valuecurve. The curve is set in such a way thata fleet average of 175 grams of CO2 perkilometre is achieved. The limit valuecurve means that heavier vans areallowed higher emissions than lightervans while preserving the overall fleetaverage. The EU fleet average of 175 g/kmwill be phased in between 2014 and 2017.In 2014 an average of 70% of each ma nufacturer's newly registered vansmust comply with the limit value curve setby the legislation. This proportion willrise to 75% in 2015, 80% in 2016, and100% from 2017 onwards. If the average CO2 emissions of a manu-facturer's fleet exceed its limit value inany year from 2014, the manufacturerhas to pay an excess emissions premiumfor each van registered (EUR 5 for thefirst g/km of excess emissions, EUR 15 forthe second g/km, EUR 25 for the thirdg/km, and EUR 95 for each subsequentg/km, from 2019, the first g/km of excessemissions will cost EUR 95).A target of 147g/km is specified for theyear 2020 to be confirmed based onassessments. Innovative technologies areallowed to reduce CO2-emissions but withlimited credits equivalent to a maximumemissions saving of 7g/km. Vans pro-duced with extremely low emissions(below 50g/km) will get superior credits.
Potential impactBy setting the above targets, it is clear theEU has again stimulated the marketappeal and offering of manufacturers ofcleaner vans. Unlike the situation withpassenger cars, it is generally felt in the
market that demand for cleaner vans willat least equal supply. Many companieshave started CO2-emission reduction pro-grams for their vehicle fleet, encouragedby the current CSR objectives of compa-nies. Replicating this approach intothe LCV fleet seems a small yethighly desired step. And it shouldalso be remembered that thechoice of vans is less influenced bythe emotions of the drivers.Business related (cost) ele-ments dominate. Govern -ments are in general notpushing demand by linkingvan taxation to CO2-emis-sions. In general, theyare still taxed on theirweight, number ofaxles, etc... Taking intoaccount the CSR drivendemand, it is likely that governments do not need to ‘interfere’.
SafetyBased on several surveys, itis clear that companies areallocating more responsibi -lity to their dri vers. Driverbehavior influences realfuel consumption andhence the actual CO2-foot-print. It also influencessafety, a genuine issuewithin the LCV domain,according to statistics.This opens up oppor-tunities for otherdevelopments andimprovements: themarket fortelematics
to improve behaviour, on top of facilitatedbusiness processes, is more developedthan in the passenger car fleets sector.Looking at it from a distance, althoughLCV and passenger cars may be quite
different in terms of their use andusers, many cross fertilizationoccurs or is likely to occur in termsof in-car and after market techno -logy.Unlike with CO2-friendly passenger
cars where governmentshelped to stimulatedemand, the marketseems to be more inbalance for vans, andthe CSR objectives of companies seemto be sufficient tostimulate the re -quest for cleanvehicles and safer
and appropriate driving behaviour.A trend that has mostcertainly only in itsearly stages and that
is set to continue. �
As part of its strategy to cut CO2 emissions from light working vehicles, in May 2011 the EU adopted legislation toreduce emissions from vans ('light commercial vehicles' used to carry goods weighing up to 3.5t and which weighless than 2,610 kg when empty), similar to that passed in 2009 for passenger cars. The Vans Regulation will cutemissions from vans to an average of 175 g of CO2 per km by 2017 – with the reduction phased in from 2014 - and to 147 g CO2/km by 2020. These cuts represent reductions of 14% and 28% respectively compared with the2007 average of 203 g/km.
LCV Taxation in Europe
“By setting clear CO2-targets,the EU has again stimulatedthe market appeal and offeringof manufacturers of cleanervans.”
Citroën Limited Company 08Daimler AG 10Fiat Group Automobiles S.p.A. 08Ford Motor Company 12Hyundai Motor Europe GmbH 14Iveco S.p.A. 10Mitsubishi Motors 16Nissan Europe 16Adam Opel AG 18Peugeot Automobiles 20Renault Corporate Sales Division 22Toyota Motor Europe 24Volkswagen Commercial Vehicles 20
� BODYWORKERSGroupe Gruau 26Kerstner Lamberet Deutschland GmbH 26Lamberet Construction Isothermes 26Modul System HH AB 27Sortimo International GmbH 27Spier GmbH & Co. Fahrzeugwerk KG 26Terberg Specials Belgium NV 26
� REMARKETINGAutorola A/S 28BCA Europe 28CarsOnTheWeb NV 28Macadam Europe NV 29Manheim 29
� OTHER SUPPLIERS
TelematicsFleet Compare Srl 30Mix Telematics 30TomTom Business Solutions 30
Mr Robert HANDYSIDEB2B development North of EuropePhone: +33 1 58 79 74 89 - Mobile: +33(0)6 6 60 95 [email protected] Olivier MARIONB2B development South of Europe and South AmericaPhone: +33 1 58 79 84 12 - Mobile: +33(0)6 08 74 17 [email protected]
European Headquarter
National fleet contact personsAUSTRIAFIAT GROUP AUTOMOBILESAUSTRIA GMBHMr Georg [email protected]
UNITED KINGDOMFIAT GROUP AUTOMOBILES UK LTDMr Simon P. [email protected]
Corso G. Agnelli 200 - 011003111110135 Torino - Italywww.fiat-fleet.com
International Coordination Unit
FIAT GROUP AUTOMOBILES S.P.A.
Mr Nicola PUMILIAEuropean Fleet Sales ManagerPhone: +39 011 00 31 [email protected] Francesco MONACOHead of International Key AccountPhone: +39 011 00 33 [email protected]
Mr Fulvio CORBELLALVC International Key Account North East EuropeMobile: +49 151 54 32 70 [email protected] Jean Marc FERRANDLVC International Key Account South West EuropeMobile: +33 6 09 88 42 [email protected]
European Headquarter
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10 VAN Europe Directory MANUFACTURERS
National fleet contact personsAUSTRIAIVECO AUSTRIA GMBHMr John VENSTRAPhone: +49 89 31 77 12 [email protected]
BELGIUMIVECO BELGIUM SAMr Roland DE DEYNEPhone: +32 2 467 12 [email protected]
Mr Niko NEMECSales Director Light Commercial VehiclesPhone: +49 6142 773 [email protected] Juan Manuel SAGARDOY Director Pan European Corporate Sales and LeasingPhone: +49 6142 773 [email protected]