FACTS Issue 88 by Eat Golf

Welcome to FACTS 88

CONTENTS

IN THIS ISSUE

elcome to FACTS 88 It’s show time again. In this issue of FACTS we look at ScotPlant, PAWRS, FPS Expo, SME and we have the beginnings of our coverage of this year’s CV Show. As we discussed at this time last year, the importance of these shows cannot be under-stated. It is vitally important for potential customers to be able to talk to potential suppliers in a situation where they can see not only the new products that are coming to market, but the full range of products from many different manufacturers in the same sector. We are beginning to feel the first fair-wind of sustainable economic growth, and can at last look forward to an easing of financial pressures; though austerity, it seems, will be with us for a long while yet. However it is essential that private businesses and public services find the time and the money to allow their management teams to investigate the market, to look at where they will need to invest to ensure that our rise from the financial doldrums can be maintained in the longer term.

FACE FACTS Some of the issues that affect everyone in commercial transport

Jock Howson jock@belljohnstone.co.uk

THE FRONT LINE OF LUBRICATION EQUIPMENT DEVELOPMENT PAGE 19

CONTACTS Editorial Jock Howson jock@belljohnstone.co.uk

Commercial Director Simon Byers simon@belljohnstone.co.uk

Production Nick Senior nick@belljohnstone.co.uk

Title Manager Douglas Powell douglas@belljohnstone.co.uk

Production Controller Leanne McLeod leanne@belljohnstone.co.uk

Sales Executive Steve Georgiou steve@belljohnstone.co.uk

NEWS 08 Shows, Fuel Cards, Emissions and Pallets SCOTPLANT 36 Construction Equipment, Overhead Wires and Efficiency HEAVY HAULAGE Making big moves with Allelys and Cadzow

FPS EXPO Storage Tanks, Petrol Tankers and Alcohol

WINTER EQUIPMENT Keeping Britain Moving, Snow Ploughs and Gritters

GARAGE & WORKSHOP The best tools for the job

ACCIDENT PREVENTION RoSPA, Lighting and Drug Driving

LOADS AND LIFTS Vehicular Lifts and Standalones

ALTERNATIVE FACTS The Truck of the Future

Bell Johnstone Communications 34 Bernard Street, Edinburgh EH6 6PR Tel: 0131 554 1129 - Fax: 0131 555 1622 Bell Johnstone are proud to be Associate Members of the Road Haulage Association. Cover: TEXA: Axone 4 and Navigator TXTS Copyright - All rights reserved. Reproduction in whole or part of any text, photograph or illustration without the written permission of the publisher is strictly prohibited. While due care and attention is taken to ensure that FACTS is accurate, the publishers cannot accept liability for errors or omissions. © Copyright 2014 - Bell Johnstone & Co Ltd, FACTS and the Publisher accept no responsibility for the veracity of claims made by contributors, manufacturers or advertisers. Subscription free to trade and education addresses, other subscribers, twelve editions by post £40.80, by cheque to the address above.

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FACE FACTS

George Stubbs and Alan Ruthven

This is where FACTS Magazine takes the opportunity to look at some of the issues that affect everyone in commercial transport. This edition we speak to George Stubbs, Group managing Director at GS Group, one of the leading insurance brokers in the UK.

GS GROUP: TAKING CARE OF BUSINESS

eorge Stubbs is an insurance man through and through. More importantly however, he is a man of integrity and dedication, and he is entirely focussed on the mission to do everything possible to help his clients. Even more important still though, is his dedication to making sure that everyone who works for him and with him in the business which has now grown into the GS Group, has the same focus and the same level of dedication. “The way I look at it is very simple. My clients need to protect their businesses by making sure they are insured to properly cover the risks which their business is exposed to. Every customer is unique, because every business is unique; with a completely individual asset and operational profile, and their own set of priorities, plans and ambitions. But the whole thing is that they have their own businesses to run. It is our job to manage their insurance requirements for them They might be a small traditional family business, with premises they’ve been in for a hundred years, equipment old and new, and a few vehicles for delivery and distribution, or they might be a big haulage company with a hundred trucks, and multiple depots, and a huge range of different assets and risks. They might be large or small, from any business sector, and with a huge variety of different business models and business offerings, and that is the point. The services or the products they provide is their area of expertise. By and large they have neither the experience or the time to manage all their different insurance requirements. What GS Group do is to provide management of that area of their business for them. We don’t sell insurance, we provide a service which

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makes sure that our business partners are covered, that their premiums are minimised, and that any claim is handled justly and promptly. The big insurance companies, like any business, prefer to hold on to money in the bank. They will always try to minimise the amount paid out, and to maximise the length of time they can hang on to the cash. It is our job to make sure that any claim is properly covered and that settlement is made in a timely manner. We will move heaven and earth to make sure our customers are never left with unresolved insurance issues.” Unusually, one of GS Group’s primary aims is actually to minimise the amount of revenue they get from every single one of their customers. The whole point is to help the customer to move further and further up the risk ladder, from the bad risk end, where cover is expensive, or simply not available, to the good risk end of the scale, where good flexible cover is easy to arrange and premiums are low. One way of doing this for example is to make sure that any outstanding claims are settled, promptly and justly, to make sure that the customer’s insurance history is as clean and straightforward as possible, before proposing a coverage portfolio to the large insurance companies. GS Group is one of the largest independent insurance brokers in the UK. One of the reasons for that is that they have a 98% customer retention rate. And one of the main reasons for that, is that everyone at GS Group is absolutely focused on making sure their customers are treated fairly and promptly, and will go to extraordinary lengths to make sure that their insurance affairs are in the best possible position, and that the customer’s best interests are always at the top of the insurance agenda.

GS LOSS RESOLUTION CONSULTING GS Loss Resolution is GS Group’s in-house claims consultancy, underlining the Group’s commitment to provide added value to their customers. In the current financial climate, it has never been more important for clients to be protected in the event of a material damage or business-interruption insurance claim. When an insurer appoints a Loss Adjuster, it often results, unsurprisingly, in the adjustor deciding on what is the best deal for the insurer. As a GS customer however, the customer has a Loss Resolution Consultant working completely for them, working on their side, to get the best possible settlement. This GS specialist service gives customers the right advice from their own dedicated Loss Resolution Consultant, available from the time of the claim right through to settlement. This GS Group expertise comes from former Loss Adjuster experience, and as a result, they know how to protect customers’ interests in the event of Material Damage and Business Interruption claims. The Loss Resolution Consultant will negotiate on the customer’s behalf, identifying potential liability issues at the outset, and cutting through any ambiguity, ensuring the best outcome for GS Group customers.

FACE FACTS

A CASE IN POINT Recently GS Group had a commercial insurance customer who had the misfortune of a driver putting diesel inadvertently into a petrol engine car, causing damage to the tune of £14k. The vehicle was deemed uneconomical to repair, and, because the insurers had a policy exclusion for wrongful mis-fueling, they refused the claim. GS Group, leveraging their years of experience, managed to get the company to consider the claim on the basis that their policies were out-of-line with the rest of the fleet insurance market. After agreeing to consider the claim, the insurers appointed engineers to assess the circumstances. However the appointed engineers came to the determination that it was not wrongful mis-fueling and stated the cause of the vehicle failure to be pre-existing damage and that it should be classed as mechanical breakdown and therefore not covered by the insurance. GS Group then contacted the clients warranty company to make a claim on behalf of the client, on that basis, but were advised by them that the original garage who had made the original assessment, were still insistent it was wrongful mis-fueling and so no warranty claim could be accepted. In order to resolve this frustrating impasse, GS Group, at their own expense, appointed another independent engineer who stated that, on the balance of probabilities, it probably was wrongful mis-fueling. Argument and counter-argument passed back and forth between the different engineering companies until finally GS Group managed to persuade both sides to a sit down discussion. After extended negotiations GS Group managed to persuade both the insurer and the warranty company to contribute, which resulted in the client being paid out in full, plus costs and compensation for the extended inconvenience This story demonstrates just how hard GS Group is willing to work to make sure that their customers are justly treated. Very few brokers would spend the time and effort needed to resolve the complex issues in this case, but for GS Group this is part and parcel of their ‘customer first’ philosophy.

GS GROUP: MARKET OVERVIEW

ommercial Insurance markets generally continue to be reasonably flat and we do not foresee any significant up-lift in rates within the motor fleet market in particular over the next 12 months for risks that continue to perform well. Standard light commercial and private car fleets continue to appeal to mainstream insurers and competition in this market dictates that rates will remain low; although most insurers would try to carry nominal increases of around 5-7.5%, most will invite renewal at expiring rates if under competition. As most insurers wish to maintain a positive (and profitable) Combined Operating Ratio (COR) on their motor fleet account, material drivers such as risk exposure and claims experience will have a significant effect on rating. For example, risks that feature multidrop or time critical exposure will be less attractive to insurers and higher rates will apply. Similarly, if the claims experience has been poor, the operator should be prepared for a premium increase. In terms of the haulage market, although the number of mainstream insurers transacting business in this sector is reduced, rates will again remain flat on the assumption that the risk is running well. Haulage fleets that feature adverse claims performance however will see rating increases. The Lloyd’s market has a significant presence in the haulage sphere insuring ‘distressed’ fleets and fleets that feature non-standard elements such as the carriage of hazardous goods or airside use. Coach fleets may be more problematic as Aviva has

now effectively withdrawn from the coach insurance market. As the only real option to fleets that were Aviva held is the traditional Lloyd’s market, there is always a worry that the Lloyd’s insurers could ‘make hay while the sun shines’ in terms rate profiteering although, discussions that we have had with a number of significant players would suggest that a common sense approach will be taken on rate, again assuming that the claims experience has been satisfactory. The preferred coach fleet profile is risks that feature private hire, school contracts, touring, etc and rates will generally be loaded for risks featuring stage carriage (particularly city centre routes) and express routes. Non-standard risks where reinsurance will feature (such as the carriage of professional sportsmen / sportswomen and professional musicians) will attract higher rates. As Combined Operating Ratio is at the forefront of rating philosophy, insurers will always favour those fleet risks that are committed to fleet risk management and the ‘partnership’ approach between insurer and insured towards risk reduction should be reflected in rate. Very often insurers will fund or part-fund risk management programmes as, ultimately, this will result in a profitable account. In summary, for standard risks, risks that historically perform well and risks that show a commitment towards risk management, operators should not expect any significant increase in rate. Fleets with deteriorating claims experience and fleets that operate in non-standard sectors will probably see increases.

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NEWS

JACK SEMPLE TALKS ABOUT DRIVER CPC, THE DEPARTMENT FOR TRANSPORT AND BRUSSELS Jack Semple, Director of Policy

he full spread of awareness and attitudes in the HGV operating industry has come sharply into focus over the Driver CPC, which all readers of this publication will know completes its first five-year term this autumn. On the one hand, you have progressive firms – small, medium-sized and large – that have been working out how best to approach the new requirement, so that it works for them. Many firms are continuing to learn and continuing to evolve their strategies. Then you have the firms that are grudgingly getting through the requirement with the minimum of fuss and cost. And ploughing on blissfully unaware are those on the fringes of the industry – a significant minority. A lot of firms are still getting to grips with the “wop pays” issue. The obligation is on the driver to get his 35 hours of qualified training by this autumn (unless he has come into the industry in the past five years); but the obligation on the employer is not to employ him if he doesn’t. It is an uneasy mismatch of responsibilities. But if employers are to benefit from a more skilled driver, they need to be directing him in the training – which in practice means paying at least part of the cost. And certainly, the traffic commissioners take a dim view of employers

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having no involvement if they come to the TCs’ notice because compliance standards fall below what is required. This issue of responsibility is one that will continue to evolve. Meanwhile, the stragglers and the totally ignorant are causing some concern. I understand from colleagues in the training sector that there is the capacity, theoretically, to train everyone. But courses are being booked up - especially for everpopular Saturdays - and time is running short. I worry also that a gap is growing up between larger fleets and smaller firms, which have less practical ability to structure training to suit their operations, certainly at a cost-effective price. While larger firms deliver training mostly in-house and review their training contracts, increasingly, year by year and contract by contract, smaller firms are struggling to see how they can match that. This is an issue we are trying to address at the RHA and all thoughts are welcome on the subject. Meanwhile, what of the regulators in London and Brussels? The review of the Directive seems unlikely to lead to change for some time to come. It could be five years before we see amendments. There is all to lobby for in that long-term review to protect freedoms and flexibility, and to allow firms to keep up with technology in their delivery of training.

Implementation in the UK is continuing to evolve. The RHA is keen, as are many members, so that trainers are as good as they can be, without a heavy and costly system of bureaucracy. Indeed, the RHA has a particular interest, having trained more than 800 trainers in its week-long DCPC “train the trainer” course, which still runs. As far as regulation is concerned, we were disappointed that the DfT dismissed our suggestion to restrict the ability of drivers to do the same course over and over again and will continue to highlight that is bad practice. Similarly, our proposal - supported by the TCs - to allow a literacy and numeracy element, was not supported by the DfT. Perhaps there is some embarrassment in government that the job is not being done adequately in schools. But we will press the case in Brussels - not least as we have been invited to highlight a new EU funding stream for just such adult training. The biggest immediate challenge, however, is to get the government to accept that the seven hour delivery period can be split into two or even three sections, delivered over a year. The obstacle seems not to be disagreement over desirability but what the Directive allows. We will continue to make the case to haulage minister Stephen Hammond.

NEWS

GREEN GROUP LIVES UP TO ITS NAME BY ORDERING 50 EURO VI NEW ACTROS

outh Yorkshire’s Green Group has placed one of the biggest orders yet for low-emission Euro VI trucks from Mercedes-Benz. The environmentally-conscious operator takes delivery this year of 50 New Actros tractor units, the first of which will enter service in March. Supplied by local Dealer Northside Truck & Van, all will be New Actros 2545 models with flat-floored BigSpace cabs and state-of-the-art straight-six engines which transmit their 330 kW (450 hp) outputs to the road via the latest Mercedes PowerShift 3 automated gearboxes. Rotherham-based Green Group offers a broad portfolio of transport and warehousing services. Green Group Logistics specialises in full and part loads and is an approved sub-contractor to some of the biggest names on Britain’s roads. The operator is also a member of the Pallex network and runs an International arm, as well as a Construction division. The fast-growing company ordered its Euro VI tractors after setting its first batch of Mercedes-Benz trucks – 30 New Actros 2545s with Euro V engines – on the road last summer. By the end of 2014,

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having previous relied on vehicles by three other manufacturers, Green Group will have transformed the profile of its fleet, with all but 10 of its 90 units wearing three-pointed stars. Assistant Managing Director Rebecca Wharmsby confirms: “Our Euro V New Actros are performing very well and typically returning between 9 and 9.5 mpg full freighted, which puts them as much as a mile and a half ahead of the vehicles they’ve replaced. Given that each unit averages 160,000 miles per year, a fuel saving of that magnitude is worth a lot of money. “Our drivers love their New Actros and we’ve had no reliability issues, while the team at Northside’s Doncaster dealership provide a fantastic service.” Green Group signed the deal for its first Euro VI trucks last autumn. “We could have gone down the Euro V route again,” explains Miss Wharmsby. “But we strive as a business to do all that we can to reduce our carbon footprint, not least because customers invariably ask us when conducting their own annual reviews, what we’re doing to cut emissions. “By investing before we needed to do so in clean,

Euro VI technology from Mercedes-Benz, we’ve proved that not only are we Green by name, we’re also green by nature.” She adds: “I’m hoping too, that we’ll recoup the Euro VI price premium through higher residual values. We like to keep a nice modern fleet so don’t tend to run our vehicles for too long. This should mean there’s plenty of demand when ours become some of the first Euro VI trucks to go onto the second-hand market.” Mercedes-Benz employed a precisely controlled combination of SCR (Selective Catalytic Reduction) and EGR (Exhaust Gas Recirculation) systems, as well as equipping each vehicle with a DPF (Diesel Particulate Filter), to meet the Euro VI regulations which came into force on 1st January. Already well proven, particularly on the Continent where thousands of Euro VI Mercedes-Benz trucks are in service, this technology offers reduced running costs through increased fuel efficiency and dramatic reductions in AdBlue® consumption.

NEWS

ADBLUE A SMART ADDITION OR A FINANCIAL DRAIN?

he new Euro VI emission standards have just arrived and inevitably, impose even stricter and more comprehensive emission limits on all commercial vehicle manufacturers, implementing a further 80% reduction in NOx emissions and a 66% decrease in permitted particulates over the Euro V engines. Previously, the Euro V standards could be met by utilising Exhaust Gas Recirculation (EGR) technology, whereas Euro VI-compliant engines need to reach the tighter regulations through the use of the Selective Catalytic Reduction (SCR) systems and Diesel Particulate Filters (DPF) combined with AdBlue (Aqueous Urea Solution). This is a 32.5% solution of highly concentrated urea in de-mineralised water; and thanks to its relatively simple composition, it is not classified as a fuel or additive, and naturally, is unharmful to the environment. AdBlue can only be used in trucks that are fitted with a SCR system, carefully calculated amounts of AdBlue are sprayed into the trucks exhaust - the urea is turned into ammonia by the heat, which then reacts with the NOx in the exhaust gases as it passes through the catalytic converter. This reaction turns the ammonia and NOx into nitrogen and water vapour. Ad Blue needs to be kept in a separate dedicated tank, and is easily refilled. While this is all for the aim of reducing emissions for a cleaner fleet, the introduction of mandatory AdBlue might not mean a squeaky clean sweep of benefits for operators who will be buying/or have already purchased new Euro VI vehicles. First of all, Euro VI vehicles will cost an increase of up to ÂŁ10,500 over an equivalent Euro V model, specification depending. The maintenance of the EGR, SCR and DPF will be of a high standard and up-to-date diagnostic

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equipment will be a crucial aspect of maintaining these vehicles. The increased number of parts of the new exhaust system could also increase servicing costs. Even though AdBlue technology can improve fuel consumption by up to 2%, the increased weight could offset this rather negligible improvement, and could potentially compromise payload. Furthermore, depending on volume purchased, AdBlue costs around 30-40p per litre and consumption is approximately 5% of that of diesel. According to the latest figures, AdBlue can be found at around 260 stations across the UK, and considering there are only four producers of AdBlue in the UK, over time and the inevitable shift in supply and demand, prices of AdBlue could realistically see a sharp price hike in the near future. On the face of it, it is a positive that the standards imposed by the European Commission are a positive move towards cutting down harmful exhaust emissions, but in doing so, and pushing manufacturers to develop new and cleaner diesel engine technologies, the balance of advantage for the hauliers seems to be tipping in the opposite direction. Some hauliers are of the opinion that AdBlue is simply just another expense, and at this stage, it is difficult to challenge this view.

It is all very well imposing regulations to utilise technologies to reduce emissions, but there needs to be a more convincing business benefit which incorporates more fuel-saving advantages, at a more agreeable overall price. Perhaps future measures will be more fleet friendly.

What are your thoughts? Share them with us: Tweet us @facts_magazine Or email rory@belljohnstone.co.uk

NEWS

AS24: HELPING HAULIERS TO MORE EFFECTIVELY MANAGE INTERNATIONAL OPERATIONS

S24, an offshoot of the giant French oil company Total, have a huge pan-European network providing three key advantages to any freight operator working anywhere between Galway and Galatasaray. AS24 provides access to low cost fuel through its range of AS24 freight only filling stations, as well as hundreds of affiliate fuel outlets across the region. AS24 also provides automatic tolling systems to enable easy passage through tolls in countries across Europe, and they provide centralised billing, so that all expenses can be charged through a single reporting mechanism, This is a very important consideration. Transcontinental trips are very complex, and there is always a lot to think about for every individual trip. Even just managing the paperwork when planning long-haul transport across Europe can take a great deal of effort. All drivers and crew, for example, must have a valid passport. It is also required to have a visa to enter certain countries. These can normally be obtained from the destination countryâ&#x20AC;&#x2122;s embassy or consulate, or sometimes at the border itself, though this can lead to long delays at border crossings. It is important to remember that even if only passing through a country, it will be necessary to have an appropriate visa where one is required. All EU states will of course recognise a UK driving licence with the correct vehicle category on it as proof of their right to drive in that country. Additionally, EU driving licences are acceptable in Turkey, Switzerland, Serbia, Norway and Montenegro.

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International Driving Permits are not generally required throughout central Europe, but it is advisable to have one in much of eastern Europe. A 12-month IDP can be purchased through the AA or RAC. Every vehicle on an international journey must bear an Identification plate showing its country of origin. A UK standard number plate is sufficient for haulage vehicles travelling within the EU. Until 2016, when all trailers in the EU will have their own individual number plate, all UK vehicles must have the same number on both tractor and trailer. Equally, every driver and crew-member driving through Europe should have a European Health Insurance Card. These are free to UK residents and provide access to healthcare services in all EU countries, plus Iceland, Norway and Switzerland. Vehicle Registration Documents, the V5, is required by any vehicle engaged in pan-European haulage operations, which needs to have all its appropriate documentation on-board and available for inspection at any time. The final thing that every international haulage operator should make sure that each of his vehicles is equipped with is the AS24 Fuel Card. The AS24 Fuel Card gives the driver the possibility of paying all fuel and toll charges throughout Europe and gives him access to some of the cheapest fuel and AdBlue in Europe at more than 12,000 AS24 Truckstops and affiliated filling locations. With AS24, an operator is assured of being able to access some of the cheapest fuel in Europe, has the ability to have all toll charges paid and billed centrally,

and can even make sure that all VAT is reclaimed automatically. Most importantly perhaps, all of this can be done with the assurance that any anomalous activity, whether in terms of fuelling, tax or toll charges, will generate advisory emails through the AS24 PassAlert and CardAlert systems. If a card is used in certain flagged geographical areas or out-with permitted zones or working hours, or if a target budget is being exceeded, then alerts can be sent to notify management back at home. Similarly, PassAlert will notify management of abnormal or undesirable toll charging, where tolls may be overcharged because of read failure on entry or exit, the vehicle classification being misidentified, or the vehicle using tolls in unauthorised or inappropriate areas. Whenever a haulier is undertaking an international journey it is vital that he understands what documentation and paperwork is required and that his drivers understand all the little European idiosyncrasies that he is likely to encounter on the roads across Europe. International long-distance haulage will always come up with its challenges, but the better prepared a driver and a vehicle is the fewer problems they are likely to encounter. The financial and operational benefits of the AS24 fuel card means that, of all the documentation carried aboard, the first on the checklist should be the AS24 Fuelcard. Anyone venturing out on the international road network should never be without it. For more information: www.as24.com

NEWS

VISION UK: IT’S ALL ABOUT FOCUS

hired a small runabout a few weeks ago, for an afternoon visit to an unknown town. Just a low cost, low budget car for a very brief business trip. I was happily surprised to find it came fitted with a flat-screen infotainment screen, complete with satnav, into which I typed my nearby destination. The route map promptly appeared - and then promptly disappeared again, to be replaced with the image from the rear view-camera as I engaged reverse gear to back out of its parking space. I was, frankly, astonished. This car was less than 12 feet long, and the rear overhang was perhaps six inches. The requirement for a reversing camera was, to my mind, highly questionable, as the view out of the rear window and the wing-mirrors was excellent. So why would the manufacturer of such a “short vehicle” go to the trouble of fitting such a device? The answer is quite simple, not only does this allow them to tick an attractive box on the ‘standard specification’ sheet, but they could do so at very little additional manufacturing cost, because over the last ten years or so, the quality, reliability and price of these systems has become such as to make them an easy option to

add to the standard fitment list. It seems likely that, in the very near future, virtually every new car you can buy will come with a reversing camera fitted. “That is the key thing for us,” explains Rick Traherne of Vision UK, the leading commercial vehicle video system specialist. “The basic reversing camera is now very low cost, very high quality and superbly reliable, and everyone is familiar with them from their own cars. Amazingly though, they do not come as standard equipment on vans and lorries, where the need for them is greatest. Many of our customers, who run fleets of hundreds of different types of commercial vehicles, agree with us that they should be standard on their vans and trucks, and indeed a large percentage of our business is working with the CV body manufacturers and suppliers, to install camera systems on every new vehicle which is added to our customers’ fleets. “However, for these much larger vehicles, it is not simply being able to see what is behind the vehicle that drives our customers’ business decisions. Though safety is of course a fundamental part of what these systems are for, more and more of our customers are looking at all-round multiple-camera video systems tied into a central recording unit. There are all sorts of ramifications of health and safety with regard to remote workers in different kinds of commercial vehicles, from delivery vans to council RCV’s. Each of our customers have their own reasons and requirements for requiring video recordings from their vehicles, but one key common factor is to provide video evidence on any significant road incident, especially with regard to compensation claims of one sort or another, and, more and more commonly,

to provide evidence where fraudulent claims might be suspected.” The next wave of technology in the commercial vehicle video monitoring industry, is the ability for instantaneous up-load from a vehicle, using GPRS and, soon, the ability to connect through local wi-fi connections. This kind of technology is already in place, enabling fleet managers in the control room to upload footage of any incident, moments after becoming aware that a vehicle and driver has had a problem. However, as unit costs go down and communication becomes easier and cheaper, it seems inevitable that these full capability systems will become a standard component on all vans and lorries, as part of the move towards IITS, the Integrated Intelligent Transport System towards which the road haulage business is gradually edging. For more information: www.vision-uk.co.uk

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NEWS

EMISSIONS SAVING DOESN’T HAVE TO BE SMOKE & MIRRORS THE STEP CONFERENCE Sally said: “I thought it was a great event and very useful! It was really good to see lots of transport people working together with air quality people in Scotland - I think that’s the key really, as most of our air quality problems are due to transport. “I noticed that the transport people seemed to be leading the way with this in Scotland, and they’re absolutely the best people for the job. At the moment, it’s the Environmental Health and Air Quality people that are tasked with the problem and engaging with transport people who take hold of it which is quite challenging and obviously, you’ve been able to do this in Scotland.”

ommercial and municipal vehicle fleets could soon see the benefits of a cleaner atmosphere. The Scottish Transport Emissions Partnership (STEP) is a collaborative and cross-professional air quality technical group workings with internal and external stakeholders to improve Scotland’s urban air quality. In November 2013 FACTS was invited to attend the first annual conference to find out what progress had been made. In the ‘Low Emission Strategy for Scotland’ topic of the conference, one speaker that caught our attention was Sally Jones, Pollution Control Officer at Bradford Council. She detailed the progressive and impressive work that her council has carried out on their fleets to benefit more than just the atmosphere. Fleets and municipalities should consider the initiatives Sally and her teams are driving forward to save fuel, emissions, and logistic operating costs.

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DEVELOPMENT CONTROL Sally explained that it is not possible to get on top of air quality problems if new development is ignored. “In England, we have the National Planning Policy Framework which specifies that any new development must be sustainable - for this to happen we have to address air quality problems and there must be mitigation on each scheme. “Something that we are already doing in Bradford is, for particular developments, we are able to work out which types of vehicles are likely to be used in that area, how many trips they make each day, and estimate how much that development will add to the pollution rate. From there, we can calculate the damage costs from that development. “This is really relevant to commercial fleets as we are asking fleet operators if they have considered low emission vehicles, if they have a strategy to improve their emissions and asking them to commit to Euro standards for each development. Over time, this will make a huge difference.” BRADFORD’S LOW EMISSION ZONE Sally detailed how the LES began: “We established quite quickly that we’ve got some big air quality problems in Bradford and in 2006, we declared air

quality management areas. In West Yorkshire, we have the fourth worst air quality in the country. “Also, we now know from Public Health work that 1 in 20 of all deaths in our area is attributable to particulate pollution. In the UK, this amounts to 29,000 deaths costing £20bn a year in health costs, so it makes sense to address this and resolve it with time and resources, with money savings in the long run. “So in 2011, we adopted an air quality strategy that looked at everything the Council does, how we can work with partners and what commitments we could make. The Council wanted us to focus in on transport pollution and develop a LES, and that’s how it started. “We were lucky enough to have received a £102,000 grant from DEFRA which we have used to bring in outside help such as a low emission strategy consultant who has pulled in his own resources and contacts. Local Authorities don’t have the expertise regarding what measures can be considered and the various technologies available. We have also put the grant towards our refuelling infrastructure for our bio-methane trials, and to fund the feasibility study to move to gas power for our vehicles.” MEASURES ADOPTED IN THE BRADFORD FLEET “For every litre of fuel used, 1p goes towards emission reduction initiatives; this is something that Bradford Council agreed a while ago and helps to reduce the impact of climate change and reduces carbon emissions. “We have also introduced SAFED (Safe and Fuel Efficient Driving) training for all our drivers. “ECO driver assistance systems have been installed on 28 of our refuse collection vehicles which inform the driver if they are emitting needlessly. We have been looking at whole life costings of vehicles: if we are intending to run a vehicle for five to seven years, instead of buying the cheapest diesel vehicle, we will consider how much fuel the vehicle will use based on its average mileage, as well as what

NEWS

we would spend in road tax, maintenance etc and also the damage costs of pollution the vehicle will produce in that time.” UNIVERSITY OF BRADFORD’S INVOLVEMENT “I would really recommend that Councils and fleet businesses approach their nearest university and see how they could help; they certainly thought of things that we might never have considered. “Our university in Bradford has some really amazing equipment in their automotive unit and have been working with private industry for quite a long time, with the aim of fuel efficiency. We met with them when we started the LES and they wanted to be partners with us. They are helping us with work to inform vehicle choices; and are pulling together a project where they can develop a modelling system that would determine the real-world emissions on our own roads in Bradford so we will have a much better understanding of local emissions.” GAS “We have looked at using bio-methane trials on our minibuses and refuse collection vehicles, purely to try them out and see what our drivers thought. “We worked out that we could save a lot of money running on gas and of course, it’s much cleaner, it reduces the particulates in the atmosphere and if we can use bio-methane from waste, this would also lower our carbon footprint. The Council has committed to looking at a feasibility study for the use of bio-methane for the whole of the fleet, and we are now well on our way to producing a draft.” WHAT MESSAGE WOULD YOU GIVE TO OTHER COUNCILS/FLEET AND COMMERCIAL TRANSPORT OPERATORS IN THIS MATTER? “The biggest challenge is awareness - we really need to get the message across to people. Nowadays, the pollution levels caused by traffic are on the same scale in terms of health implications as they were in

“For every litre of fuel used, 1p goes towards emission reduction initiatives; this is something that Bradford Council agreed a while ago and helps to reduce the impact of climate change and reduces carbon emissions.”

the 1950’s in the days of ‘smogs’ and ‘pea soupers’. “Do not underestimate the benefits of getting together and being realistic about what you can achieve. It helps when everyone’s aims are the same and I think health is definitely one of them - air quality problems affect everybody and collaboration can have a great impact. “From the grants we have received, especially the work we have done with the £102,000 grant, it shows that a lot of progress can be made without a lot of money. A big part of this is sharing learning and implementing what measures you can. It doesn’t necessarily need to cost the earth but can have a really positive impact on everyone. “From a business perspective, many ‘eco solutions’ don’t necessarily need to cost money, and in some cases they can be totally free. It is well worth your while considering what measures can be adopted on your own fleet and you never know what savings and efficiency gains could be made.”

THE FUTURE “We want to achieve this for the benefit of health but we don’t want to upset the local economy. If we have a way of saving some money and helping ourselves, then we will try and share this with the local economy. “We know that a lot of businesses are taking on various corporate social responsibility initiatives, and talking to them is really beneficial to learn how these can be shared. There is so much innovation going on in businesses so it’s beneficial to know about it. “Looking to the future, we now have further funding and I am now working for all of West Yorkshire pulling together a West Yorkshire Low Emission Strategy.” For more information: www.bradford.gov.uk

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NEWS

BUSINESS CONFIDENCE BUILDS AHEAD OF INTERNATIONAL SHOWCASE

gainst a backdrop of increasing business confidence, organisers of Euro Bus Expo (November 4-6) are experiencing unprecedented demand for this year’s leading international trade fair for the bus and coach industry. A recent survey, conducted by Lloyds Bank researching business opinions and trends, underpins the evidence of increasing optimism. The survey ‘Business in Britain’ draws on the experiences and opinions of over 1500 SME’s covering all sectors and regions. The results indicate that company optimism about the economic outlook and their own business prospects has become increasing buoyant. All the sectors saw notable rises in the net balance for sales over the last six months with transport & communications and hospitality/leisure leading the way over other sectors including construction and retail/wholesale. Overall business confidence increased across all the sectors for the third consecutive survey, signalling a firming upswing.

Colin Robertson unveils an Enviro 500 for KMB Hong Kong. Mark Griffin, Show Director commented: “We haven’t experienced demand for exhibiting space to this level since 2006. Indeed, with only limited availability remaining, this sends a very positive message that there is a return to confidence amongst suppliers. This is great news for jobs and great for the passenger transport industry.” CEO of CPT UK, Simon Posner said: “Many of the

confirmed exhibitors are looking to increase trade not only in the UK, but also in a number of key international markets. Euro Bus Expo is engaging with UKTI’s export trade team to set up a number of initiatives. These will support UK based companies capitalise on overseas opportunities, and encourage high-level decision makers to attend the exhibition.” The respondents of the Lloyds Bank ‘Business in Britain’ survey envisage an increase in their exports, with optimism highest for the Asia-Pacific and Middle East/Africa regions. The organisers of Euro Bus Expo will be carrying out its own research to further investigate levels of export business within the bus and coach industry. The high demand for exhibition space is set against a backdrop of growth in the industry, with the last five months of 2013 seeing a positive trend in bus and coach sales, as reported by motor industry body SMMT at the turn of the year. For more information: www.eurobusxpo.com

COMMERCIAL BODY FITTINGS: QUALITY, SERVICE AND VALUE

ommercial Body Fittings are leading suppliers to the UK, European and world wide vehicle bodybuilding, trailer manufacturing and associated allied industries. Now trading in their 43rd year, CBF’s position has never been stronger with their stringent emphasis on quality, service and cost effectiveness. With a comprehensive portfolio of over 3600 products ranging from polyurethane sealants, black plastic, steel, stainless steel and aluminium truck mounted toolboxes, plastic mudguards, “Geomet 500” coated mudwing stays, LED hazard warning and interior lighting, cargo restraint, fire extinguishers, storage boxes, rubber buffers and their recently launched ASGK990 & ASGK991 ‘Type Approved’ Lateral Protection System (SideGuard). The system is fully ‘E’ marked to meet the impending Whole Vehicle Type Approval mandatory fitment regulations. A range of Reflexite VC104+ vehicle conspicuity tapes approved to ECE104 Class C are available, both rigid and segmented curtain grade are resistant to power washing, easy to cut and no

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edge sealing is required due to the single layer construction: these offer outstanding long distance night time visibility. CBF have entered the Refrigeration Bulkhead market which are now regular fixtures in many supermarket/ food service vans and trailers. A Bulkhead is used to divide compartments in the truck or trailer body into separate temperature zones. CBF have recently been appointed sole UK distributor for Chicago based Randall manufacturing. This leading US manufacturer has developed a design which is lightweight for lifting, non sagging once stowed in the roof, and all units are impervious to moisture and bacteria. Two general styles are available: fully portable units which are generally used in small trucks and can be shaped to suit most panel vans and the “Pivotal” roof mounted versions which are ideal for the trailer market. These can be effortlessly swung up to the ceiling for safe and secure stowage. The partnership between Randall’s and CBF brings this revolutionary range to the UK market. For more information: www.cbf.uk.com

NEWS

SUPERIOR FLUID MANAGEMENT & LUBRICATION EQUIPMENT FROM ALENTEC ORION LTD.

lentec Orion UK is an industry leader in providing solutions to fluid management and lubrication equipment. Backed by their parent company Alentec Orion AB in Sweden, they are considered a global leader in the fluid management market place and have been supplying quality product for over 30 years. Due in no small part to working with their qualified distributors, Alentec Orion has been able to set the benchmark in a variety of applications in the automotive and industrial sectors. Widely used in the road haulage and other transport industries, the company are renowned throughout the UK as a premium product manufacturer and supplier. An already well established network maintains their service offering to major brands as well as numerous independents within the automotive aftermarket.

Alentec Orion are specialists in lubrication equipment, offering an extensive range of equipment for pumping, dispensing and measuring most fluids found in the modern workshop. They can cater for a wide range of requirements; whether it be a bulk fluid dispensing system requiring air operated pumps and hose reels, portable and mobile fluid dispensing equipment, or hand operated equipment. There are a wide range of high-quality products to satisfy your needs. Equipment for oil, grease, waste oil, air, water based fluids, diesel, adblue, exhaust extraction, drum handling and monitoring are available on a supply basis, or full installation is also offered. In particular, Alentec Orion has developed the OriLink oil monitoring system that allows workshops to have complete control of their oil consumption,

minimise oil shrinkage, and therefore maximise workshop revenue from their oil stocks. Alentec Orion offers customers a bespoke design service to ensure their workshop lubrication equipment performs at its optimal level. The company have the experience and expertise to install and commission a wide range of fixed pipe work installations - this can be a brand new installation or an addition to an existing system. All of Alentec Orion products are offered with full calibration and service, which can be carried out at their head office or out on site. For further information about how Alentec Orion can enhance your business please contact our head office. Alentec Orion Ltd, Bruce Way, Cambridge Road, Whetstone, Leicester LE8 6HP Tel: 0116 284 6040 Or visit: www.alentec-orion.co.uk

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NEWS

SUPERTRUCKS DEAL OPENS A NEW ‘WINDOW OF OPPORTUNITY’ FOR BEVAN

he UK’s number one manufacturer of specialised glass carrying commercial vehicles was today trading under new ownership, following its acquisition by the fast-growing Bevan Group. It is now ‘business as usual’ for the 20-strong company team at Supertrucks, who supply and fit glass-carrying bodies and ‘frails’ (racks) for rigid trucks and vans of all sizes. Supertrucks operates from a production facility in St Helens, Merseyside. It was founded in 1981 by former Chairman Peter Wright, who is staying on for the time being in a consultancy role. The decision by West Midlands-based bodybuilder Bevan Group to purchase the business - for an undisclosed sum - comes less than a year after it launched its own glass carrying vehicle. Bevan quickly won orders for more than 70 units from two of the biggest names in the industry. However, as Managing Director Anthony Bevan acknowledges: “When it comes to designing and manufacturing systems that allow for the safe transportation of glass by customers from the glazing and related windows and conservatories industries,

Supertrucks is the undoubted market leader.” Bevan’s financial muscle, as well as its sales and marketing expertise, mean Supertrucks has a bright future. “Supertrucks represents an exciting new addition to the Bevan Group portfolio and we look forward to growing the business with the enthusiastic support of the team in St Helens,” continues Anthony. As well as dominating the UK market Supertrucks exports its glass carrying products, with Germany accounting for the majority of overseas sales. The company has also diversified and recently launched a light weight, low height box van for carrying dry freight, which has proved particularly popular with customers from the furniture industry. “Supertrucks has been a very successful company for the last 32 years and enjoys an unrivalled reputation within the glass industry,” says Peter Wright. “With its high quality, specialised range of products, and a committed, loyal workforce who know exactly what is required to serve this niche market, I have no doubt that this business will prove a sound investment for its new owners.”

DRIVING-STYLE MONITORING

ehicle fleets of all sizes across the UK are increasing efficiency and reducing operational costs by employing telematics to monitor the driving behaviour of individual drivers. Quartix vehicle tracking includes a driver style reporting suite, offering valuable management information and reporting data to help fleets make substantial savings in fuel costs whilst dramatically improving the safety and productivity of the mobile workforce. A pivotal feature of the Quartix software’s capabilities is its Driving Style Monitoring, which grants fleet managers the ability to evaluate the driving style of each driver operating a tracked vehicle. The system’s sensors gauge levels of excessive speeding, harsh braking, flat-footed acceleration, and overly enthusiastic steering inputs. Driving results determined by these criteria can be analysed on any specific day, regardless of trip duration or location. By collating rates of acceleration, speed braking and steering characteristics, the system will then rate each driver with a performance-based score

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out of 100. Furthermore, this data can also help illustrate any potential driver safety concerns such as concentration during travel or adherence to speed limit laws. Driving scores are presented in the form of a league table for easy driver comparison and to foster friendly competition within a fleet. In fact, some companies using the Quartix system have implemented their own performance-based rewards schemes based on the information extracted from this feature. When one company embraced the driving style suite during a six week trial period of the Driver Style Management suite, their average driver score improved from 62 to 82. Furthermore, over the same period, the same company saw a very convincing 18% reduction in fuel usage across the fleet. Overall, the range of options afforded to fleet managers with the Quartix system can greatly benefit the efficiency of large or small-scale fleets and considerably improve driving quality on a long-term basis. For more information: www.quartix.co.uk

Its acquisition of Supertrucks caps an incredible 12 months for family-owned Bevan Group, which has headquarters in Halesowen and a second factory in nearby Oldbury. A long-established supplier of dry freight commercial vehicle bodies to some of the biggest and best-known operators on Britain’s roads, it began manufacturing temperature-controlled bodywork for rigid vehicles a year ago, after entering into a strategic partnership with Schmitz Cargobull. In October Bevan purchased a stake in Black Country neighbour A&R Vehicle Services, one of the country’s top accident repair and refurbishment specialists, the first step in a process that will ultimately see it assume total control. And Bevan followed this a month later by announcing a deal with DEL Equipment (UK), under which its highly successful after care team have taken on additional responsibilities for maintaining the manufacturer’s market-leading range of tail-lifts in the field.

NEWS

BANBURY COUNCIL PREPARES FOR WINTER’S WORST WITH 4X4 FUSO CANTER

ouncil chiefs in the Oxfordshire town of Banbury have drafted in a specially equipped 4x4 FUSO Canter to help keep the streets clear of ice and snow this winter. The 6.5-tonne Canter 6C18 was supplied by Mercedes-Benz Dealer Euro Commercials (South Wales) – the German manufacturer’s franchised network is responsible for sales and support of the popular Japanese light truck range in the UK. The truck came with a demountable snowplough blade and gritting hopper/spreader by US specialist Meyer. It is also fitted with a Neath Coachbuilders dropside body and a 5.0 tonne/ metre Hiab XS 055 crane which is used to lift 1.0-tonne bags of grit. The Canter’s arrival coincides with the recruitment by Banbury Town Council of teams of volunteer ‘snow wardens’, who are being provided with shovels, high visibility jackets and gloves, as well as training sessions on how to clear snow effectively and safely from minor roads and pavements in their neighbourhoods. The authority hopes to be able to call upon some 200 of these wardens when temperatures plummet. Town Council Leader Kieron -Mallon was inspired to launch the scheme after one of his constituents was unable to get his frozen car off his drive last winter to take his daughter – who was in labour – to hospital, because the grit bin in his street was empty. “We want volunteers to link with each other so there will be a co-ordinated response to clearing the roads,” he says. “It’s a good use of council tax payers’ money if we can keep Banbury moving in adverse weather conditions, so people can still go about their daily lives.” Euro Commercials won the order for the Canter after responding to a tender document submitted via The Procurement Partnership, a leading provider of specialist procurement services to UK local authorities.

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Banbury Town Council’s vehicle has a three-seat Comfort cab - a seven-seat crew version is also available - and, thanks to its space-saving, cabover-engine layout, is relatively compact and highly manoeuvrable. Mike Hall, Banbury’s Recreation & Amenities Manager, says: “The truck’s all-wheel drive capability means it will still be able to get around on snow and ice. It can also access small, residential roads to deliver bags of grit, and, when fitted with its demountable plough blade and hopper, undertake snow clearing and gritting operations.” The 4x4 model combines the road-going Canter’s well-established virtues of rugged reliability and low running costs, with high traction, a limited slip differential on the rear axle, and a body and payload allowance of up to 3,880 kg. It has a 129 kW (175 hp) engine and five-speed manual gearbox with dashboard-mounted shift lever for easy cross-cab access. Drive to the front axle can be selected or disengaged on the move, to maximise the efficient engine’s excellent fuel economy. The 4x4 chassis is also significantly higher than standard Canter variants, the increased ground clearance allowing uneven terrain and steep slopes to be tackled with confidence. Mr Hall adds: “We’re very pleased with our 4x4 Canter, which is ideally suited to the primary role for which it was commissioned and will be used to undertake a variety of general tasks, some of them off road, during the rest of the year. Euro Commercials’ Municipal Sales Specialist Richard Harvey was also very helpful when we came to specify the vehicle.” Like other Canter models, Banbury Town Council’s new vehicle is backed by a three-year, unlimited mileage, manufacturer’s warranty. Mercedes-Benz parent company Daimler AG owns an 89% stake in Mitsubishi FUSO Truck and Bus Corporation (MFTBC).

NEW GUIDANCE FOR LOADING VEHICLE PUBLISHED The International Road Transport Union (IRU) has published its International Guidelines in Safe Load Securing for Road Transport. BIFA regularly receives complaints from members regarding their vehicles that have been stopped in Europe for being incorrectly loaded. The problem seems to happen most frequently in the German speaking countries and stems from there being more than one standard governing loading standards and the appropriate restraints to be used. The Association welcomes the publication by The International Road Transport Union’s (IRU) International Commission on Technical Affairs (CIT) of their International Guidelines on Safe Load Securing for Road Transport “to promote safe load securing practices to all stakeholders involved in the transport of goods by road and further increase road safety.” While the IRU guidelines are primarily based on a European standard on load restraining on road vehicles (EN 12195-1:2010), they also include other safe practices observed across the road transport industry, such as timber and vehicle transport as well as others, not covered by the European standard. BIFA sits on a Health and Safety Executive committee, where there is concern that the transport and logistics sector has the third highest accident rate of any industry within the UK. Whilst shifting loads cause relatively few fatal accidents they are a factor in most which involve a vehicle overturning and how often do you hear on the radio the fateful words, there are long delays on ...because a lorry has shed its load. These impact on all road users and help contribute to the public’s poor perception of the industry.

NEWS

OPTIMAL SERVICE WITH YOUR FUEL CARD!

hese days fuel cards are well-known to many transport and logistics operators. Especially for drivers travelling in Europe regularly for transport operations, the fuel card is essential to manage costs and to retain a transparent administration system. A fuel card is the perfect solution for keeping track of the costs for fuel and goods purchased by the drivers. Besides that, the fuel card will also give the drivers a sense of security and ease, especially when providing them with a card that allows for add-on vehicle-related purchases. The DKV Card for example is a full-service card. This means all services and goods including fuel, lubricants, ferry services, tyres and tolls can be paid by using the DKV Card. The DKV Card is accepted in Europe at over 54.000 acceptance points, by far the highest in the industry. More than 100,000 customers in 42 countries already benefit from the use of their DKV Cards. Also, the future of European road transport is one of tolls without borders. To enable this, it is recommended to select a fuel card that

can be combined with an On Board Unit covering all European fuel purchases and toll fees and taxes. With one contract and one invoice this results in optimised cost management. The DKV Card is the best back-up when drivers have to pay tolls. Road toll systems in Europe were, and generally still are, non-interoperable. This implies that the cabins of international transporters are decorated with a myriad of electronic tags and On Board Units. For toll payments, DKV Euro Service offer the DKV Box that relieve international transportation companies from burdens related to the many different, non-interoperable road toll systems. The services combine payment systems of multiple road toll systems into one box, online toll calculators and provide solutions for centralized, monthly invoicing of paid road tolls (by OBU or DKV Card). German tolls for example can be paid by using an On Board Unit via partner Toll Collect, and the payments will be handled by DKV. In this way the invoicing process will be handled in a more efficient way, and besides that, will cost less

time and money. But if there is no On Board Unit available for the driver to use, the DKV Card is always there to back-up. The DKV Card is also accepted for toll payments in Europe, and all payments will be provided in one invoice. Besides the additional and flexible services of your DKV Card, it is also possible to claim back your VAT paid abroad. The whole process of obtaining foreign VAT will be handled by DKV, even those charged on invoices for goods and services not purchased through DKV. The tiresome task of gathering together original receipts for fuel and toll payments therefore becomes a thing of the past. This will certainly improve the continuity of your business processes. The DKV Card will ensure operational excellence, especially by using additional services, including eReporting, all payments within one invoice, toll payments, VAT- and fuel tax refunds, 24/7 truck service and many more. For more information: www.dkv-euroservice.com

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NEWS

FREIGHT FORWARDERS SEEK MORE ADVICE ON FORTHCOMING HGV LEVY

he British International Freight Association (BIFA) is seeing a considerable amount of enquiries about the charge, which will be levied on all lorries weighing 12 tonnes or more to use the UK road network from April 1, 2014. The levy is being introduced by the new HGV Road User Levy Act 2013 and from April 1, 2014, UK registered vehicles will pay the levy alongside their vehicle excise duty (VED). Vehicles registered outside of the UK will need to pay the levy before entering the UK and using the road network. When BIFA initially highlighted the new levy to its members last year, its main focus was to advise the changes that it would have for them as truck operators. Now, in light of an increasing number of requests for information from its members anxious about the possible impact that this legislation will have on overseas truckers, the trade association for UK freight forwarders has prepared additional guidance for members to provide to any non-UK haulage sub-contractors that they use to help explain the new rules. Peter Quantrill, BIFA Director General, comments: “The guidance basically explains to those sub-

contractors that on April 1, 2014, the UK will be introducing a new time-based user charge for Heavy Goods Vehicles (HGV) which ensures that for the first time foreign HGVs using the UK road network will contribute to the cost of maintaining it. “The charge is aligned with EU legislation regarding road charging, often referred to as a Eurovignette, and is based upon vehicle weights and axle configuration. There are seven levy bands, which align with the UK’s domestic VED bands. “An independent company has been awarded the contract to develop and manage payments made by foreign operators. The aim is to allow foreign truck operators or drivers to purchase the levy in advance of entering the UK via the Internet, telephone or terminals. The system will create a database to enable the identification of hauliers that have not paid. “We are encouraging BIFA Members to make any overseas trucking company to which they subcontract aware of the introduction of this levy.” During 2013, BIFA highlighted to its Members that the HGV Levy would be implemented from the April 1 2014. Initially our main focus was to give advice on how the changes would impact members, if they were truck operators. Now we are increasingly receiving information from members anxious about

the possible impact that this legislation will have on overseas truckers who they use. In the light of this, BIFA has prepared the following brief guidance which members can provide to its European truck operators to explain the new rules: On the April 1 2014, the UK will be introducing a new time based user charge for Heavy Goods Vehicles (HGV) which ensures that for the first time foreign HGV’s using the UK road network will have to contribute to the cost of maintaining them. The charge is aligned with EU legislation regarding road charging often referred to as a Eurovignette, and is based upon vehicle weights and axle configuration. There are seven levy bands which align with UK’s domestic vehicle excise duty bands. As advised last year Northgate Public Services have been awarded the contract to develop and manage payments made by foreign operators. The aim is to allow foreign truck operators or drivers to purchase the Levy in advance of entering the UK via the internet, telephone or terminals. The system will create a database to enable the identification of hauliers who have not paid. If you are using overseas truckers we would suggest that you make them aware of the introduction of this levy.

‘BUS BONUS’ WOULD GIVE UK ECONOMY £93M A YEAR BOOST

he Government should adopt a new tax allowance – the ‘Bus Bonus’ – to allow organisations to provide employees with ‘e-vouchers’ to help pay for the cost of commuting to work by bus. The e-vouchers would be exempt from income tax and national insurance, giving thousands of hard-working families much needed support with the rising cost of living and help to tackle the increasing problem of transport poverty. The policy proposal from Greener Journeys - the campaign to promote sustainable travel - builds on a series of proposals in the recent Bus 2020: A Manifesto for the next Parliament, which set out how the Government can harness the potential of the bus to catalyse growth and jobs. Buses play a crucial role in the UK job market, with 2.5 million workers regularly commuting by bus and a further million using them as a vital back up. Those on low and moderate incomes are particularly reliant on the bus with the National Travel Survey revealing 48% of households on the lowest incomes do not have access to a car. With transport costs second only to housing, fuel and power in terms of their share of total household expenditure, the affordability of commuting is a real financial challenge for many households.

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The ‘Bus Bonus’ scheme would operate in a similar way to the childcare voucher scheme currently in place, with the following operating structure: Employers offer employees e-vouchers, which can be used to purchase bus travel (via a smart card). The employee pays for the e- vouchers through a salary sacrifice scheme. These e-vouchers would be exempt from income tax and National Insurance Contributions. There would be a cap or maximum limit to the value of e-vouchers that are tax exempt, depending on the employee’s tax rate. Individuals on lower incomes will have a higher cap. The individual can purchase more or less than the value of this cap, although would have to pay income tax and National Insurance Contributions on the value above the cap. If the value of the e-voucher is not spent in any given period, it will be carried over to the next period. Working with KPMG, Greener Journeys estimate that the initiative would cost the Treasury £79.5 million per year in foregone tax revenues and generate benefits to bus users, non-users and the wider economy totalling £172.9 million per year through a wide range of benefits:

• For bus users: fare and travel time benefits amounting to £95.4 million • For non-users: Reduced noise pollution, improved local air quality, less greenhouse gases, fewer accidents and decongestion benefits worth £13.1 million • For employers: National Insurance Contribution savings amounting to £19.4 million • For the wider economy: Greater accessibility to employment and jobs growth will mean wider economic benefits of £20 million • For bus operators: £25 million of benefits from increased patronage (partially offset by increased operating costs for extra services) and enlarged grants and subsidies. Claire Haigh, Chief Executive of Greener Journeys commented: “The beauty of the Bus Bonus is that it not only puts money directly back in hard working people’s pockets it also gives the economy a much needed boost and improves access to jobs - all with one simple package. With the rising cost of living a key concern for millions across the country, this support would be a huge boost for thousands of households. We urge the Government to adopt the bus bonus as soon as possible to take advantage of the manifold benefits it would bring to the economy and job market.”

NEWS

THE 2014 PLANT & WASTE RECYCLING SHOW IS SET TO BE THE BIGGEST SHOW YET!

he PAWRS Show is pleased to announce that 2013 was a great success despite the bad weather. There were just over 3000 visitors and the quality of delegates is still at an all time high with orders being placed at the showground for vehicles and waste machinery etc. PAWRS is unlike any other show in the UK. The exhibition is not diluted and is strictly about Plant, Waste & Recycling and all visitors that we attract come for one thing, to buy !! We have a number of new projects that will take place at PAWRS 2014 including “Arrive & Drive” demonstration zone, training zones and auction areas. These are all to enhance visitors experience and big reasons why new visitors should attend.

For anyone that would like to attend the PAWRS Show please feel free to visit our website www.pawrs.com to pre register or please feel free to register at the showground. Everyone is welcome to come and enjoy the show set on Paignton’s Seafront. With stand costs starting from £500 and local guest houses offering accommodation within walking distance to the show from £20 per night including breakfast, we are pleased to organise an inexpensive quality exhibition that businesses enjoy without breaking the bank. The show offers unrivalled networking opportunities at the local restaurants and bars opposite to the show ground. PAWRS is set in a great location for exhibitors with access to your stand from 8am until 10pm. No other exhibition offer these terms. The organisers of the show believe they stand out from the crowd because they are a small family team that is passionate about the exhibition and go that extra mile for exhibitors including friendly and helpful staff to help set up and break down your stand if required, FREE forklift hire throughout the show, 24 hour on site security, FREE banner advertising on the main fencing adjacent to the main road, FREE directory listing on our website and if there’s anything the PAWRS team can do to help, you just need to ask.

Along with the PAWRS show there will be The Plant & Waste Recycling Awards that will be hosted at the Riviera International Conference Centre in Torquay. The awards ceremony will be hosted by a top celebrity and will be a great opportunity to network with over 300 attendees including Local Authorities. The awards are free to nominate so if you or your company would like to be recognised for excellence, please visit the PAWRS website, wwwpawrs.com, to nominate. All short listed nominations will receive two free tickets to the gala dinner and awards ceremony. We look forward to hearing from you and celebrating the 2014 Show together. For more information: www.pawrs.com

FUELTEK PROVIDE A COMPLETE SERVICE

F A bespoke 52,300 ltr Fuel Storage Tank, manufactured for S.E Davis. Equipment installed includes: A twin Dispenser for Gas oil and Diesel and single Dispenser for Adblue. The dispensers are integrated with the Fueltek Fuel management system and provide internet access to both stock and throughput information instantly allowing effective management of the re-fuelling facility.

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ueltek have developed to be able to provide anything from a single pump to a complete re-fuelling facility. They can offer a complete service including pumps, fuel management systems, tank monitoring systems, leak detection, bulk fuel storage tanks, civil works, ground works and project management to ensure any project is achieved with minimal disruption. Fueltek assume all responsibilities and provide on-going service and support for all equipment. Martin Devine of Fueltek claims: “Fueltek are different from most companies in the industry as we are designers and manufacturers, and in complete control of any product we supply. We are not in the situation where we have to buy from a manufacture to meet specifications. We can match any specification with our own products, which puts us in an enviable position in terms of on-going support to the end user.” Fueltek work in many areas of the transport industry: road, rail, sea and air, and have provided many solutions to many types of organisation. The likes of Westland Helicopters, Port of Felixstowe, East Coast Rail, Northern Rail, B&Q Homebase, Asda, Nestle,

Aldi, Dominos Pizza plus many smaller transport operators have benefitted from Fueltek expertise and continue to enjoy on-going support. A recent project saw Fueltek provide a 52,300 litre fuel storage and dispensing facility for S.E Davis Plant Hire in Worcester. The facility included a Fuel storage tank with three compartments; for Diesel, Gas Oil and Adblue, with all the dispensing in a single security cabinet located at the fuel tank. Fueltek provided Fueltek FMO, their browser-based, web-hosted fuel management system, and Tankwatch, their tank management system, which forms part of the overall fuel management system. The installation replaces an older less well designed fuelling facility and should provide S.E Davis with good service for at least the next 20 years. Fueltek are continually developing new products, new software solutions and new approaches to enable them to stay at the forefront providing reliable worthwhile products that provide a cost effective solution to onsite re-fuelling. For more information: www.fueltek.co.uk

NEWS

12TH ANNUAL CILT YOUNG PROFESSIONALS’ CONFERENCE

rganised by young professionals, The Chartered Institute of Logistics and Transport’s Young Professionals Conference 2014 sponsored by Unipart (www.unipart.co.uk) is about investing in knowledge and the betterment of the industries we serve. It is an opportunity for practitioners, students and enthusiasts in the sector to come together and learn about projects that are important to the industry at the moment. Whether you’re a

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student or a veteran of the logistics and transport industry; a member of CILT or not; the programme is inclusive in its scope, exploring best practice and innovation. Interaction is key to this conference, with question time panels and discussions designed to involve the attendees as well as listening to the speakers. On top of the structured learning experience, the conference is a chance to meet new people and create fresh contacts. With the drinks reception

at the end of the conference (Sponsored by de Poel www.depoel.co.uk), attendees are given the chance to discuss the presentations and mingle in a relaxed setting. The main focus of this event is professional development; be that learning from the delivery of projects and operational improvements or networking with fellow attendees. With a wide range of topics on the agenda, this year’s conference promises to be as exciting and interesting as ever before.

NEWS

RED FORGE: RESISTING TEMPTATION WWW.REDFORGE.CO.UK - 01527 526112

OVERLOADING A VEHICLE CAN BE A VERY TEMPTING PROPOSITION. THAT’S THE PROBLEM. The effects of overloading a vehicle: • It makes the vehicle less stable, difficult to steer and take longer to stop. Vehicles react differently when the maximum weights which they are designed to carry are exceeded. The consequences can be fatal. • Massive strain is put on vehicle tyres. Overloading can cause the tyres to overheat and wear rapidly which increases the chance of premature, dangerous and expensive failure (such as blow outs).

• Insurance cover is void. Overloading a vehicle is illegal and therefore insurance cover can be voided if the vehicle is involved in a crash. • It causes excessive wear and damage to roads, bridges and pavements at the expense of the tax payer. • It is unfair on other operators. Exceeding weight limits is unfair competition as more load is moved per journey. • Fuel consumption increases when carrying extra load, which will increase your costs From VOSA: Overloading (The basics)

For most operators, accidental overloading is a nightmare scenario which they will do everything they can to avoid. For the more unscrupulous however, overloading is a way of cutting costs. If you consider the points in VOSA’s analysis above, a nefarious operator doesn’t necessarily worry overmuch about the operational safety of his vehicle and is prepared to take the risk of tyre failure and insurance problems. He doesn’t care about wear and tear on the infrastructure - in fact he might regard that aspect as representing better value for the money he spends on road tax and fuel duty, assuming he hasn’t found a way to avoid those. Unfair competition is a core part of his rationale, and though the fuel consumption might rise on an overloaded vehicle, the lower number of trips more than offsets that extra cost. Fortunately, there are very few such operators left. VOSA has clamped down hard on overloaded vehicles and their drivers and operators, and many hard lessons have been learned. It is because of

VOSA’s sharp, and fully justified, focus on vehicle overloading that almost every operator now pays close attention to vehicle loading. The temptation to overload however remains a problem: not with the operators, but with the drivers. Although drivers fully understand that they too can be prosecuted for being in charge of an overloaded vehicle, situations can arise where they are tempted to pack on a little bit extra. Whether it is doing a favour for a friendly customer or whether it is trying to avoid having to spend the time going away to off-load and come back for the extra few bits which might overfill the vehicle, or even if he just wants to pack everything in to the vehicle so that he can get away in time for his dinner, there is always the possible temptation to overload, and, without the necessary technology, the possible excuse of saying “How was I supposed to know the vehicle was overweight?” As an example; although it is less common these days, some council waste collection operations are

sent out on a ‘task and finish’ basis, which means that as soon as their rounds are done, they can go home. The question then arises for the crews: when the RCV is getting full do you do the proper thing and go back to the tip to unload, then come back to do the final few streets, or just stick everything in and hope for the best? By fitting a Red Forge Limitlite or Axalert overload protection system, an operator can ensure that there is no excuse for a driver or a crew overloading the vehicle. Telemetry and reporting systems can provide real-time information on vehicle status, so that the employee knows that he cannot get away with ignoring the system, and the operator can make any instance of overloading a possible reason for dismissal. Any goods vehicle, light or heavy, which operates with variable loads should be fitted with a Red Forge load alert system, so that the temptation to overload and the dangers of overloading can be avoided entirely.

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NEWS

FTA SAYS SAFER LORRY SCHEME WILL MEAN MORE COSTS FOR LONDON BUSINESSES

eacting today to the publication by Transport for London (TfL) of the Safer Lorry Scheme - The Way Forward document, the Freight Transport Association has said that this is not the most targeted or effective approach to take on this issue, and will affect a much wider audience who may be unaware that the restrictions will apply to them. The proposed ban outlined in the TfL document states that every vehicle in London over 3.5 tonnes must be fitted with sideguards and that it will require them to be fitted with mirrors which will be enforced by CCTV cameras and on-street checks, subject to approval by the Department for Transport. Christopher Snelling, FTA’s Head of Urban Logistics Policy commented: “These proposals will affect anything larger than a transit van and are not targeted, as we believe they should be, at construction traffic. Many large vans and small HGVs would in fact fall foul of other legislation if they fitted additional mirrors as their cabs are too low and pedestrians and cyclists would be at risk of being struck by these low mirrors. This is the danger with politicians developing new standards without working with the industry. Safety on the roads is a complex issue and politicians often reach for the simplistic solution.” The proposed scheme includes a pan-London Traffic Regulation Order which would prohibit HGVs not fitted with the required safety equipment from driving on London’s roads, and states that this should apply to all vehicles over 3.5 tonnes.

“These proposals will affect anything larger than a transit van and are not targeted, as we believe they should be, at construction traffic. Many large vans and small HGVs would in fact fall foul of other legislation if they fitted additional mirrors as their cabs are too low and pedestrians and cyclists would be at risk of being struck by these low mirrors.” Christopher Snelling, FTA’s Head of Urban Logistics Policy

The association noted however, that there are many vehicles performing vital functions in the capital that will have great difficulty adapting to the new requirements. Snelling said: “This is not a cost free option, as it will cause many London businesses to incur more costs on a daily basis. There is no guarantee that these costs won’t increase in the future, and how politicians might decide to change or extend these powers at a later date.” FTA believes that the best way forward on HGVs and cyclist safety is a more targeted approach than the kind of blanket regulations outlined in the proposed TfL scheme would allow. Snelling added: “FTA considers that one of the best uses of TfL’s time and money would be to maintain a higher level of enforcement against poor quality HGV operators and we will recommend that approach to them in our response.” FTA members in the freight and logistics industry continue to invest hundreds of thousands of pounds in training and equipment appropriate to their particular operations. The association also calls on the public authorities to ensure such training and advice is available to all cyclists, and that good quality safer roads are available to all users. Snelling concluded: “There is no one solution to the issue of cyclist safety. Unless everyone involved takes intelligent action the problem will not improve as much as we all want.”

ROWLANDS TAKES THE CHAIR AT FTA ROAD FREIGHT COUNCIL

reight Transport Association (FTA) members have elected Dave Rowlands, Technical Services Director at Wincanton Group, as the next Chairman of its highly influential National Road Freight Council. The Council, which consists of FTA members elected from the Regional Freight Councils across the UK, directs FTA policy in its representations to government, Brussels and other authorities. Rowlands, who is currently Chair of FTA’s West Midlands Regional Freight Council, said: “I am delighted to receive Council’s election in this special year as FTA celebrates its 125th anniversary of representing the logistics industry. FTA’s freight council process is critical in ensuring that the association speaks for the freight industry with well informed views which reflect the experiences of

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operators in the real world.” Rowlands takes over from Eric Fisher of DS Smith after a two-year term which saw the Council defeat proposals from DVLA to increase fees on all vocational licence transactions from zero to £20, steer the Department for Transport in its approach to the Driver CPC review in Brussels, and get the tolls removed from the proposed new A14 near Cambridge. Rowlands continued: “I’m grateful to Eric for his chairmanship over the last two years, in which FTA has led the way in effecting real change in the industry. I’m looking forward to carrying on that essential work during my term.” Road Freight Council also elected Vincent Brickley of Tandem Transport and Chris Hall of Asda as Vice Chairs.

NEWS

BRIT EUROPEAN BLAZING LOW CARBON HGVS TRAIL

he North West firm chosen as one of the partners for a £23 million government scheme to encourage the use of lower carbon commercial vehicles says the project is on target to deliver the hoped for reductions in fuel costs and carbon emissions. Brit European, the Crewe-based vehicle delivery company, whose customers include JCB, Mercedes Benz, Porsche, Jaguar Landrover and Toyota, has converted 36 of its transporters to allow the engines to burn a combination of diesel and natural gas simultaneously. At the half way point of a two year pilot programme it says the results so far suggest it’s possible to reduce fuel costs by 10% and emissions by up to 25%. Brit European was one of 13 logistics companies selected by the Government’s Technology Strategy Board in November 2012 to receive funding support to establish fleets of alternative and dual-fuel heavy-

COMPANY ANNOUNCES NEW XBRITE WILL BE LAUNCHED THIS SPRING

heels India (WIL) has completed a multi-million pound investment to setup a state-of-the-art facility to meet increased demand for xlite forged aluminium wheels, and announced the next generation Xbrite will be launched this Spring. The products are available throughout the UK and Europe from Motor Wheel Service Distribution (MWSD),who recently retained supply rights for the CV ranges having signed a three-year contract extension with the global manufacturing giant. xlite wheels, which are five times stronger and 40 percent lighter than the standard steel equivalent, are forged from a single aluminium billet using a computerised numeric control machine to produce a higher degree of production accuracy. They are available in 17.5,19.5, 22.5 and 24.5 inch sizes. The wheels are available with three finishes machined, polished and Xbrite - with the latter due to benefit from a new clear coat facility which will

goods vehicles. Some 300 low-carbon commercial vehicles are involved in the demonstration scheme around the UK, including HGVs used by Tesco, the John Lewis partnership, Robert Wiseman Dairies, and the BOC Group. The technology is retrofitted and allows compressed natural gas (CNG) to replace up to 55% of the diesel fuel used to drive the engine. In the event that the system runs out of CNG, the engine switches automatically to normal diesel mode. The two-year programme also involves Government funding to help meet the cost of 11 new public access refuelling stations around the country. Graham Lackey, managing director of Brit European, said: “We’re at the half-way point and have HGVs that have done 75,000 miles without experiencing any significant issues in terms of performance or reliability. The data from the trial is providing the hard evidence that dual fuel is substantially cheaper and cleaner. The exercise is also creating a wealth of information from a range of real-life situations that will increase industry confidence in low carbon trucks in the long term.” Brit European says its converted HGV fleet is doing around 60,000 miles a week, making the fuel cost saving significant. With the 30k capital cost of the conversion, the company expects to make its investment back in two years. As the lifespan of each vehicle is five years Brit European expects to achieve three years of ‘profit’ from the dual fuel conversion.

Neil Sturmey, of accountancy firm Grant Thornton, which advises Brit European and a number of low carbon businesses in the North West, commented: “The efforts to stimulate the market for dual-fuel vehicles are being watched carefully by the transport and logistics companies. Fuel costs are always a sensitive issue and if you extrapolate the 15% reduction in carbon emissions across the entire UK transport fleet you are talking about a step-change towards a cleaner industry. ” “The dual fuel trial is providing a real time test of the vehicles and refuelling technologies and will enable further refinement of the technology. There’s some way to go to develop the UK’s gas refuelling infrastructure but we are now on that journey and the positive results so far are encouraging. “We also think the Government could do more to promote dual fuel by changing the tax regime to further encourage future capital expenditure on these vehicles.” The dual fuel program is managed by Technology Strategy Board in partnership with the Department for Transport and the Office for Low Emission Vehicles (OLEV). OLEV is a cross-Whitehall team that has been established to manage a program of measures designed to promote uptake of the nextgeneration of ultra-low emission vehicle technologies. The usage data from the demonstration will be gathered and analysed by the Department for Transport.

WHEELS INDIA COMPLETES MULTI-MILLION POUND XLITE WHEELS INVESTMENT produce the highest levels of corrosion resistance and shine. More details of the product will be released in due course. The ultimate advantages of operating with forged aluminium wheels includes extra payloads, reduced diesel usage and decreased CO² emissions. Other added benefits include unique safety features, reduced vibration and longer wear on surrounding parts. John Ellis, managing director of MWSD, said: “Never one to rest on their laurels, WIL has been continuously upgrading their factory and facilities to attain exceptional manufacturing capabilities aided by a strong R&D function. “Since their launch in 2010, xlite wheels have proven to be an exceptional forged aluminium product across the breadth of commercial vehicle operations, and the next generation Xbrite will be very well received in the market having been specifically designed for higher corrosive environments.”

Motor Wheel Service Distribution is one of the leading independent distributors of truck and trailer wheels throughout Europe. With more than 80 years experience, they are the only aftermarket company in Europe who ensure all wheels are homologated to OEM standards.

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NEWS

QUARTIX RELEASES NEW MOBILE APP FOR ITS AWARD-WINNING VEHICLE TRACKING SYSTEM Quartix has released a new mobile app which enables users to view the real-time location of their vehicles and access the core features of the system whilst on the move. The app is free to download and can be used by all Quartix customers. The Quartix app offers three key features: • Vehicle List – a summary of all the vehicles to which the user has access, and their present location. • Live Tracking – shows the latest location of a chosen vehicle in real time, as well as other vehicles in the area. The vehicle can be selected to be ‘followed’ by the app, and the map screen will automatically be updated. • Trip Data - shows the trips carried out on any day over the previous six months. The app is now available to download on the iTunes App Store, with Android and Windows versions coming soon.

Founded in 2001, Quartix has grown to become one of the UK’s most respected vehicle tracking companies. Today, more than 5000 customers across almost all sectors of the UK economy use the system - including government organisations, housing associations, construction firms, hospital trusts, the emergency services, SMEs and large British brands. Over 42,000 units were installed during 2013 in the UK alone. The robust Quartix system is renowned for its ease of use, and offers a wide range of features including live tracking and alerts, as well as comprehensive fleet management reporting and driving-style monitoring. With a network of over nearly 200 experienced engineers, the award-winning Quartix system is available throughout the UK. For further information regarding Quartix vehicle tracking systems, contact the sales team on 0870 013 6663.

we started using Dieselink based on their very competitive prices. It is important that we get the lowest price we possibly can each week.” The company also benefits from better planning, as fixed weekly pricing means always knowing in advance exactly what the diesel price will be. Cashflow is improved, with a single weekly invoice covering all refuelling and paid automatically by direct debit. Even better, the interval between filling up and payment can mean

up to two weeks of free credit. Phil Young can examine the account 24/7 via secure Internet access, even including refuelling that has yet to be invoiced. If necessary, he can always call the Green Bus Company’s dedicated account manager. Because he always takes any calls, Michael Gallacher has come to know the company and its refuelling needs. “Our assigned Dieselink account manager,” says Phil Young, “has been very helpful.”

GREEN BUS COMPANY SAVES WITH DIESELINK

hen a Birmingham school lost its only bus service in 2001 and a teacher set up a replacement service, nobody could have foreseen the venture’s success. Today, the Green Bus Company leads the UK in school bus services. It serves schools and communities in the West Midlands, Worcestershire, Berkshire and Surrey and plans further expansion. The company name refers to more than the colour of the buses, as finance manager Phil Young explains. “We are always striving to be more efficient in everything we do,” he says. “We need upwards of 15,000 litres of diesel each week, so we try to make the most of it.” The Green Bus Company refuels its vehicles with a Diesel Direct fuel card, from Bellshill based Dieselink. Phil Young says, “After switching between several companies over recent years, searching for the best deal as fuel costs increased,

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NEWS

UK’S FIRST PETROLEUM DRIVER PASSPORT FULLY OPERATIONAL

Brian Worrall

he UK’s first Petroleum Driver Passport became fully operational on schedule as of January 1st 2014. Training centres have been able to apply for PDP approval from September 2013 and now driver training applications can begin. The UK Downstream Oil Distribution Forum (DODF) recently announced that the Scottish Qualifications Authority (SQA) has been appointed as Scheme Manager for PDP. During the calendar year 2014 all drivers will need to be trained and to pass the associated assessments, which leads to the issuance of the PDP card. Terminals will begin using the PDP as a requirement of entry from 1st January 2015. PDP has been designed to sit alongside existing industry regulation, with a five year renewal cycle, in line with ADR, and annual refresher

requirements that can be aligned to Driver CPC. The PDP consists of both classroom and practical elements. If a driver needs to renew their ADR in 2014 they can take the PDP classroom module and assessment at the same time. If a driver’s ADR renewal date is later than 2014, drivers can obtain the PDP via an Interim route. Brian Worrall, DODF Independent Chair, said: “This is a significant day in the introduction of the petroleum driver passport. The scheme is now fully open for business and drivers can now work to obtain the PDP during 2014. I am particularly pleased that we have been able to integrate the PDP requirements with both ADR and with driver CPC, which is a great benefit to the industry. PDP can now go on to be the benchmark by which all petroleum driver training is measured and will give confidence to terminal operators, hauliers, customers and the wider public that all drivers have been trained to the same consistently high and externally verified standard in all aspects of tanker driving from pre-vehicle checks to loading, driving and discharging.” Secretary of State Edward Davey added:

“Government is supporting the Petroleum Driver Passport scheme which will improve standards and the quality of training across the industry. We would encourage all training providers to sign up to delivering this new qualification.” Sue Macfarlane, Head of Specialist Awards and Services at of SQA, said: “The Scheme is now well and truly up and running. We have already received a number of requests for approval from training providers and expect to enrol candidates in the New Year. We are looking forward to carrying out our role of ensuring high quality training and assessment on behalf of the industry.” Diana Holland, Assistant General Secretary Unite said “Unite strongly welcomes the new Petroleum Driver Passport achieved by bringing all parts of the industry together. A race to the bottom on safety and training standards is bad for the industry, bad for our communities, and bad for tanker drivers too. The Downstream Oil Distribution Forum needs to continue its important work in 2014.” See the FACTS FPS Expo feature on page 53.

SCANIA RANKED WORLD’S MOST SUSTAINABLE COMMERCIAL VEHICLE MANUFACTURER

cania has been ranked as the world’s most sustainable commercial vehicle manufacturer, according to the prestigious Corporate Knights Global 100 list. The list, which is announced each year during the World Economic Forum in Davos, includes companies from all sectors of the economy. Ranked in 38th position overall, Scania was the highest ranked Swedish company. Inclusion in the Global 100 index is determined using 12 quantitative sustainability indicators, including the amount of revenue companies generate per unit of energy consumption, the ratio

of CEO to average worker salary, lost time injury rate, carbon emissions and leadership diversity. Focusing on sustainability is a key success factor for Scania. More than 90 percent of the environmental impact of Scania products occurs during use. That is why Scania helps customers to dramatically reduce costs and carbon while improving road safety through product offerings such as Ecolution by Scania (see Editor’s note). Scania also works hard to provide safe and healthy workplaces and to ensure that the company’s own operations and products are as

lean and clean as possible. According to Toby Heaps, CEO of Corporate Knights, the Global 100’s out-performance of 3.21% over this period speaks to the investment benefits of sustainability. “The results speak for themselves,” he says. “Topping a well-diversified benchmark is not easy, but the Global 100 has managed to squeak out marginal out-performance across a turbulent period in the history of the capital markets. We attribute this excess return to the growing investment relevance of core sustainability themes.”

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NEWS

HOW CAR CLUBS CAN IMPROVE YOUR ORGANISATION’S TRANSPORT EFFICIENCY WHAT IS A CAR CLUB? A Car Club is a very simple idea. The club owns a fleet of vehicles which it leaves parked in approved parking spots around a city. These vehicles are available to club members to book, by phone or on the web, for anything from an hour to several days. The hire is charged at an hourly rate, or a significantly lower day-rate, and there is also a relatively low per mile charge. The beauty of the system is that a member can borrow a car any time he or she wants or needs it, with only the direct cost of that particular hire. The Car Club looks after everything else; maintenance, insurance, valeting, and fuelling. The car must be returned to its designated parking spot by the time specified, but then the member simply locks it up and walks away, and will be automatically billed for the hire. If the closest car is not available for a particular hire period, then the Car Club will locate the nearest available vehicle, reserve it and direct the member to that location. The other benefit of car club membership is that the larger car clubs have cars available in many cities, so that if a member is working in a different location for a day, then simply by travelling to the city centre, they will be able to pick up a pre-booked car there, ready for the drive around his clients’ locations in that city. All car clubs offer private and corporate memberships, but it is also possible to set up specific arrangements to suit particular requirements, as can be seen in the case studies below. BENEFITS OF CAR CLUB MEMBERSHIP The primary potential benefit of car club membership, is that it can dramatically reduce both transport and administrative costs and can offer a significantly more efficient way of dealing with ad-hoc and casual transport requirements. By analysing the way your organisations transport needs are currently met, including fleet vehicles, pool vehicles, the grey fleet (and the issues involved with this problematical area) and how your business integrates to local public transport services. By assessing how your transport needs are currently addressed, both to and from the office, in the local area, further afield and in other cities around the country, then it may well be possible to identify how access to car club vehicles could improve efficiency and reduce costs. Other potential benefits include improved efficiency, reduced risk and fewer administrative burdens,

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lower vehicle particulate emissions (Euro four or five), increased safety (NCAP four or five) and lower carbon emissions. Staff can either book cars themselves or through an internal authorization system. Bookings are normally made using the online system provided, but longer term company-specific agreements can be negotiated. In addition, the company can use any car from the club’s network, not just those that may be assigned to the company on working days. By giving your staff access to a car during the day, some may be able to commute by public transport, freeing up valuable parking space and reducing congestion. Itemised account statements provide detailed information on usage including your internal job codes so that you can track travel costs and easily attribute charges to departments or projects. Also, by supporting a car club in your area you can bring a benefit to the local community that would otherwise not have been available. Importantly for employers, car club vehicles are insured for business use, well maintained, roadworthy and fit for purpose. Car club vehicles compare favourably with grey fleet cars, which are typically older, with lower safety standards and higher carbon dioxide (CO2), nitrogen oxide and particulate emissions. Additionally, the car club removes the employer’s obligation to check that grey fleet vehicles are insured for business, roadworthy, and fit for purpose, which can be time consuming and easily overlooked. With sophisticated online booking systems, an organization can have exclusive access to a vehicle during the day for business and local residents and staff can use it in the evenings and at weekends. This spreads the cost over a larger group of users and vehicle utilisation is maximised. Even with an employee-only car club, it is possible to allow private use by staff – they simply need to create a different user identity to book, access the vehicle and be individually billed for its use. Case study: Round Foundry Media Centre, Leeds (City Car Club) The Round Foundry Media Centre, located in Leeds city centre within a business and residential development, provides serviced office space specifically for creative, digital and media businesses. 16 businesses and 32 local residents make use of the City Car Club vehicle (a Ford Fiesta) located in the site’s car park. There is a

second vehicle about a five minute walk away and a total of 17 vehicles in and around the city centre. Utilisation is split almost equally between the two groups (business and residential), and the user group includes IT companies, architects and consultancy businesses. Features of interest: Mixed SME use of City Car Club and the success of mixed business and residential development in providing round-the-clock demand. (From Energy Savings Trust: Car Club Guide) Case study: Kirklees Council (City Car Club) City Car Club has worked with Kirklees Council since May 2009 to develop a carclub solution for the district. The development of a car club in Kirklees is part of the Council’s strategy to reduce congestion through the provision of alternatives to private car ownership. Kirklees Council supported the club through its own membership of the scheme; they effectively guaranteed the cost of provision for the first year. Additionally, the council provided parking spaces at key locations in Huddersfield, the principal town in Kirklees. The car club now has over 300 members, making it one of the largest and most successful car clubs outside a city in the UK. Features of interest: The number of vehicles available has increased from five at two locations to nine vehicles at four locations in Huddersfield and one in Dewsbury. Over 8,200 bookings have been made in the last three years, totalling 30,400 hours and members have travelled over 164,000 miles using the vehicles. Most bookings are made by members on accounts set up by their employers. (From Energy Savings Trust: Car Club Guide) You can find out more about how a car club might be able to help you make your business more transport efficient by contacting the local office of the Energy Savings Trust. (www.energysavingtrust.org.uk) Or visit Carplus, the UK’s pioneering transport NGO supporting the development of affordable, accessible and low-carbon shared mobility. (www.carplus.org.uk )

NEWS

NOTTINGHAM CITY TRANSPORT SELECT PFC BRAKES PADS AFTER TRIAL CONFIRMS ITS PADS LAST TWICE AS LONG WITH POTENTIAL SAVINGS OF OVER £60,000 European division is now expanding its CV business across the UK and Europe. “Our Carbon Metallic compounds have been proven to offer longer life with less maintenance on US duty cycles,” says PFC Brakes Europe’s managing director, Peter Babbage, “This and other carefully monitored projects in the UK has highlighted the benefits for European operators to make valuable savings through a simple pad change.” All PFC Brakes’ pads rely on a Carbon Metallic compound, with specific constructions for each application. Derived from the harsh motorsport environment, where the firm has won more championships than any other brake manufacturer, the carbon material in a metallic matrix improves thermal stability, stopping power and noise. In line with all PFC Brakes’ products, the pads exceed current and planned US legislation for copper content which is very likely to be introduced in Europe in the future. Following the success to date, NCT is now also using PFC Brakes’ components on its Solo and Versa vehicles.

n extended trial with Nottingham City Transport (NCT) and subsequent trouble free use have demonstrated that PFC Brakes offer fleet operators the opportunity to make considerable cost savings through the simple switching of brake pad supplier. The trial, led by NCT, monitored pad and disc wear on two Scania double decker buses, which are used daily around the city. The results confirmed that the PFC Brakes would cover 156,000km compared to the existing pads, which last, on average, 85,000km. Crucially, the less abrasive PFC Brakes compound meant that disc life was also doubled – further reducing costs and workshop time. In the first trial the 21mm PFC pads and new (separately purchased) 44mm discs were fitted to the rear axle of bus 743. They were then monitored and measured by both PFC and NCT on a six weekly basis. Over an 11 month period, the discs remained at 44mm and the pads had only worn by 5mm, despite having covered 52,000km, using the previous pad specification new discs would typically be needed after the second set of pads. A second trial using PFC Brakes’ pads fitted on the front axle of bus 720 returned equally pleasing results, with just 4mm of wear over 40,000km and, again, a lifespan of up to four years. With less time in the workshop, NCT calculated it would save £60,000 if it rolled PFC Brakes’ pads out across the fleet. “Following the successful trial with PFC pads NCT now fits these as standard across the fleet of double deckers,”

says Graham Smith, NCT’s engineering manager. “This has also included the vehicles in the Network fleet at Parliament Street depot which now totals 220 vehicles. The fleet is made up of Scania double deckers ranging from 2003 up to 2014 models. This also makes standardising on one pad type much simpler to control and gives the company possible saving of over £60,000. As Parliament Street is a big bus depot with only 11 midi buses it was easy to convert all vehicles to PFC once the warranty period had expired.” Since 1953 PFC Brakes has manufactured brakes in the USA, notably for the automotive and motorsport industry where it is already supplying large fleets such as U-Haul and FedEx. Thanks to its ability to offer significant cost savings through its patented Carbon Metallic compounds, the Oxfordshire-based

ABOUT PFC BRAKES Founded in 1953 and headquartered in Clover, South Carolina, USA, PFC Brakes designs and manufactures high performance brake components for motorsport, performance road, commercial vehicle, off highway and motorcycle applications. With a culture of ‘No Compromise’ that runs through the whole organisation, PFC Brakes sets the standard with innovative brake parts to outperform and outlast the competition. This advantage has led PFC Brakes to be specified by leading vehicle manufacturers including, most recently, Porsche for its Supercup race car. In motorsport, PFC Brakes has won more championships than any other brake company in the world. Its European headquarters are in Banbury, UK.

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SCOTPLANT

SCOTLAND’S LEADING OUTDOOR EVENT FOR THE CONSTRUCTION INDUSTRY IS RETURNING! 36 - WWW.FACTSMAGAZINE.CO.UK - FACTS 88 2014

SCOTPLANT

cotPlant offers exhibitors the opportunity to speak to buyers during the key buying season with the added benefit of occupying pole position in the outdoor events schedule for the industry. ScotPlant 2014 will be the major event of the year for the Scottish construction equipment industry, and represents a great opportunity for suppliers to meet real Scottish buyers, and for Scottish construction companies to take a look see at what is new to the market. The exhibitor line-up already includes many of the world’s leading manufacturers including Case, Volvo, Liebherr, Sandvik, Takeuchi and Finning Cat.

Organisers are expecting over 4000 visitors this year, which gives an idea of the scale of the event. There’s no other exhibition in Scotland like this, and with the economy now looking as if it is starting to pick up, it’s probably more valuable to attend this year’s ScotPlant than ever before. Figures from the Construction Products Association estimate that construction output is expected to rise by 3.4% this year and by a further 5.2% in 2015, so this is the time to buy the equipment needed to cope with the expected increased workload. ScotPlant 2014 takes place on Friday April 25, 9am to 5pm and Saturday April 26, 9am to 4pm. The event is once again being held at the Royal Highland Centre, Ingliston, Edinburgh EH28 8NB.

Figures from the Construction Products Association estimate that construction output is expected to rise by 3.4% this year and by a further 5.2% in 2015

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SCOTPLANT

FLYING THE FLAG FOR INNOVATION AT MILESTONE CELEBRATION

Lord Bamford (front right) joins in the celebrations to mark the production of the 10,000th JCB Teletruk

CB has celebrated the production of its 10,000th Teletruk forklift in patriotic style - by producing the milestone machine in the colours of the Union flag. The red white and blue machine was snapped up by one of the UK’s best-known waste management companies, Biffa, who run one of the largest fleets of JCB Teletruks in the world. It was sold by JCB dealer, Watling JCB, of Whetstone, Leicestershire. The keys to the colourful machine - a TLT 35D 4 x 4 Eco - were handed over by JCB Chairman Lord Bamford to Biffa CEO, Ian Wakelin, at JCB’s World Headquarters, before it was pressed into service at Biffa’s new flagship mechanical biological treatment facility in Horsham, West Sussex, where it is the sole industrial forklift truck handling waste bales.

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Ian Wakelin said: “We have long recognised the advantages the JCB Teletruk’s forwards reach ability brings to our business which is why we have over 50 of these innovative machines working at our plants across the UK. “Its ability to reach forwards and load and unload lorries from one side saves time, space and ultimately money, which is crucial in an industry as competitive as ours. We are delighted to have taken delivery of the unique 10,000th Teletruk, the only one in the world to be painted in the colours of the Union flag.” It is highly specified with a full cab and air conditioning, waste kit and a Cascade bale clamp. It is also one of the first machines off the production line with the brand new ‘JCB Diesel by Kohler’ engine; a highly fuel efficient Tier 4 Final/

Stage IIIB which not only meets the next stage of emissions legislation without the need for a diesel particulate filter (DPF), but also uses less fuel and improving efficiency. The JCB Teletruk, manufactured at JCB Utility Products, Cheadle, Staffs, is the only counterbalanced forklift in the world with the ability to reach forwards. It is the only industrial truck with 4x4 capability and can work in rough or unprepared ground conditions enabling customers to keep the machine working in spaces previously considered inaccessible and in a range of applications thanks to its ability to pick up a host of attachments including clamps, grabs, lifting hooks, buckets, forks and rotators.

SCOTPLANT

AVANTHIRE IN SCOTLAND

vant will be using its stand at the 2014 show to launch AVANTHIRE in Scotland - a growing nationwide network of hire companies that will partner with Avant by adding its compact wheeled loaders and attachments to their fleets. AVANTHIRE will operate via an 0800 telephone number or a newly created AVANTHIRE App which will automatically divert enquiries to the caller’s nearest hire partner. At launch there will already be four members of the network - Versatile Equipment, Winner Plant, Selwood and Avant Hire Services - but the company hopes to grow the list rapidly during 2014 with plans to reach a total of 50 by the end of the year.

The company is confident it can reach its target, thanks to the outstanding versatility of its little green machines which can be best described as tool carriers, with well in excess of 100 attachments now available which enable the machines to tackle a huge variety of different applications. Commenting on the launch, Avant’s Managing Director Jukka Vaattovaara said: “The demand for hiring our machines has been growing steadily and we feel the time is now right to establish a national network of hire partners. These partners, as well as current Avant hirers who are also very welcome to join, will benefit from having something a bit different to offer and customers should enjoy a hassle-free service.”

CASE CONSTRUCTION EQUIPMENT

ase Construction Equipment together with Hodge Plant, their newly appointed dealer in Scotland, will be presenting an impressive line-up of machines at this year Scotplant exhibition, which takes place on April 25 and 26. Designed for every sector of the construction, aggregate, quarrying and waste handling and recycling sectors, Case machines are renowned for being engineered to the highest standards. With 90% of all models now benefiting from Tier 4 interim engines, and the introduction of fuel saving SCR technology, the company continues to maintain its global position as manufacturers of intelligently designed machines. The heavy range line-up will include crawler excavators, wheeled loaders, wheeled excavators together with Case’s first Tier 4 final, crawler midi excavators. The compact range display will comprise skid steers loaders, mini excavators plus a backhoe loader. As well as the machines on show, Case will be hosting the first UK round of their popular Case Rodeo challenge. Operators are invited to take part in a series of tasks designed to test their skill and speed. The winners will then go forward to take part in the European final, which will be held in Paris, later in the year.

These machines are fast and extremely productive, and with low operating costs they are ideally suited for a wide range of applications. Alongside will be the WX148 wheeled excavator, which has an exclusive three-pump hydraulic system, which delivers increased performance and control. The Case C series crawler excavator range will be represented at the exhibition, with the CX210C long reach and the CX350C models. These machines also benefit from Tier 4 Interim engines that offer increased efficiency and fuel saving benefits, through the use of the Case Intelligent Hydraulic System (CIHS), incorporating five

electronically managed energy saving systems. Case has led the way when it comes to cutting emissions and the company’s first Tier 4 final midi excavators, the CX75C SR and CX80C SR models will be part of the line-up. The versatility this range offers makes them the perfect option for urban construction sites, due to their leading emissions, performance and reduced dimensions. To ensure they meet the stringent exhaust standards they use cooled exhaust gas recirculation (CEGR), and a Diesel Oxidation Catalyst (DOC). This eliminates the need for a costly Diesel Particulate Filter or for fuel-consuming regeneration.

FAST, POWERFUL AND FUEL EFFICIENT There will be a comprehensive display of Case heavy line equipment, which offers customers productive, reliable, high performance, fuel efficient machines. The line-up will include the 621FXT and 821F wheeled loaders, which are equipped with Tier 4 Interim engines and benefit from fuel saving selective catalytic reduction (SCR) technology.

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SCOTPLANT

WIRE-WATCHER: KEEPING YOUR MIND ON DANGER

There is a constant stream of accidents and incidents involving over-head cables which end up in poweroutages, equipment damage, insurance claims, lost productivity, prosecutions and fines and, worst of all, injury or death.

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At Scotplant 2014 at Ingliston this spring, you will see a vast variety of different equipment: tippers and loaders, MEWPs and JCBs, concrete pumps and telehandlers, hoists and HIABs. Some of the equipment will be in â&#x20AC;&#x2DC;transportâ&#x20AC;&#x2122; mode, everything tucked away in the safe position, looking ready to be driven on to your low-loader so that you can take it back to base and get to work. Many however will be in the extended position, showing off their capabilities; the geometry and range of their performance envelope. As you wander around the show grounds, try this simple mind-game. Imagine you are the strong-man in a troupe of circus acrobats. On your shoulders you are balancing another man, your hands locked around his ankles. A svelte and smiling young lady in a spangled costume, standing on the lower end of a see-saw, is suddenly catapulted up into the air, performs a graceful back summersault, and lands with her feet on the shoulders of the man you are supporting. You bend your knees slightly to cushion the extra weight, and then stand tall, as the pretty young artiste raises her arms and flicks her wrists in a triumphant flourish as the drum roll ends and the cymbals clash. Freeze that image. The young lady standing atop this human column has her hands at almost exactly the height of the live over-head power cables which could be crossing the next construction site you might be visiting or working on. So, as you wander round

the Ingliston display area, recall the height of the lady balanced above you and compare it with the height of the swing arms and raised platforms and tipper bodies and extended jibs. Anything that is higher than her raised hands could easily come into contact with a live cable. Think about that and imagine the young woman accidently brushing against a wire and plummeting to the earth before your eyes, badly burned or fatally electrocuted. That could be you, or someone working for you, or one of your customers, operating any one of the machines that you have seen which can extend up to that fatal height or beyond. Despite all the warnings and advisories from the HSE, despite all their prosecutions of companies and individuals who fail to take all the proper precautions, there is a constant stream of accidents and incidents involving over-head cables which end up in power-outages, equipment damage, insurance claims, lost productivity, prosecutions and fines and, worst of all, injury, mutilation or death. The rule is simple. Anywhere where there is even the possibility of coming into contact with over-head live wires, then any piece of equipment coming on site which can extend above five metres, MUST be fitted with a Wire-Watcher detection system, to alert the operator to the presence of over-head cables and all the dangers they represent. For more information: www.wirewatcher.co.uk

GRANGE QUARRY CONTINUES TO SHOW ITS COMMITMENT TO KLEEMANN

ith an MOBIREX MR 122 Z impact crusher from Kleemann, the Scottish quarry operator, Grange Quarry Limited, recently strengthened their fleet of machines. Founded in 2000, Grange Quarry Ltd is now one of the largest manufacturers of highquality aggregates and ready-mixed concrete in the south of Scotland and the north of England. For Grange Quarry, the MOBIREX MR 122 Z impact crusher is not the first plant that they have acquired from Kleemann. “Since 2012, we have been working successfully with a mobile MOBICAT MC 110 Z jaw crusher and we are really impressed with the quality of the crushed end product,” explains Stuart Dodd, owner and Managing Director. They use this mobile plant to crush whinstone at Grange Quarry, Lockerbie for road construction with a maximum feed size of 600 mm to 125 mm at an output of around 200 t of crushed material per hour. Since 2012, Grange Quarry Ltd has also been developing Kelhead Quarry near Annan. At this site, Managing Director Mr Dodd also uses a plant from the same German manufacturer to process the stone: “In the interim, in the quarry, we tried out a similar crusher from one of the leading Scandinavian manufacturers. But it just wasn’t right for us. In the end, we replaced it with a new Kleemann plant because we know that their technology is first-class and that it works extremely reliably.” The new MR 122 Z impact crusher has been in use since October 2013 and crushes limestone breccia of 600 mm that is produced by the blasting to a final grain of 60 mm. With an output of around 220 tonnes per hour, Grange Quarry is extremely satisfied with the product. The crushed stone is mainly used as concrete aggregate and to produce a high quality crushed rock sand. The crusher with its 250 kW electric drive, which is supplied by a 364 kW diesel engine, crushes heavily reinforced concrete just as easily as limestone blocks. This means that the classic MR 122 Z crushing plant is also ideal for concrete recycling. Another advantage is that the standard vibrating discharge chute under the crusher reduces wear on the crusher discharge conveyor and thus significantly increases the operational safety of the plant. This high level of reliability was one of the decisive factors in Stuart Dodd again investing in a plant from Kleemann. But he is also impressed by the crusher technology and the quality of the granulation: “The crushed stone has an outstanding cubicity,” in the opinion of the Managing Director.

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SCOTPLANT

GROENEVELD RETURN TO SCOTPLANT

roeneveld, one of the leading companies in providing high-quality and robust solutions for automatic maintenance, active safety and efficiency, will be attending the Scot Plant exhibition at Ingliston, Edinburgh on April 25 and 26 for the first time since 2007 They will be sharing their stand with Scottish distributor, MTH who carry out Groeneveld’s installation, service and repair work in Scotland. At Scot Plant, Groeneveld will be displaying a fully comprehensive range of their products that can all be added to a single machine, improving its safety and efficiency. Gary Hewitt, Managing Director Groeneveld UK, said: “We will be showcasing our sophisticated Greensight obstacle detection system which can be specifically tailored to the off-road market. Part of our active safety range, the Greensight uses a colour camera and in-cab monitor supported by ultrasound sensors giving the driver a complete and blind spot-free view. “Our Twin greasing system is the best-selling auto lube system in the off-road sector and is a popular choice with heavy-duty machinery dealers such as Scot JCB, Hodge Plant Hire and Finning. Effective greasing is especially important for vehicles like this, considering the harsh working environment and the great expense of bearing replacements. “In terms of oil management, the Oilmaster is

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fantastic for controlling the oil management of large commercial, off-road vehicles and buses ensuring reduced maintenance costs and decreased oil consumption. “And our hugely popular CompaLube automatic lubrication product is a compact but powerful 20cc pump which pumps to 19 points and features its own unique cartridge reservoir,” said Gary. Groeneveld’s relationship with MTH has been a long-standing business partnership. Previously, they were a distributor selling Groeneveld’s products among competitors, and over the years the relationship has considerably strengthened. Now, MTH carry out virtually all of Groeneveld’s installations in Scotland as well as servicing and repairs. “MTH are now our first point of contact if we need any installations, whether it be off-road equipment, refuse vehicles, buses etc - they are the ones we call,” said Gary. “We are so happy with how MTH operate that we don’t have Groeneveld employed technicians in Scotland, because we don’t need to. They have the quality skills that our customers expect from our quality products. MTH have really helped us to develop some of the market, and have managed to build on a very strong relationship with our customers which has in turn afforded us an expanding market presence in Scotland which we did not have a few years ago.

“With our workings with companies Caterpillar, Finning, Scot JCB, Logan Inglis, Taylor & Braithwaite and Western Mercedes has been growing and we have been doing more and more work over the last 18 months, so I think our reputation is growing as well as our customer base. Groeneveld have previously attended APSE over the years and will be returning, again partnered with MTH, because of Groeneveld’s success in the refuse sector. The company has been very well received in this market, with an increase in commercial vehicle equipment sales by 26% in 2013 on the back of the success in the refuse market. Gary said: “Considering Groeneveld do not cover the whole commercial vehicle sector in that sense, it has been a significant growth rate for us and it’s one we’re really proud of.” “Scotland as a territory for us grew by 19% last year, which is why we’re increasing our presence in the market, and we are constantly developing new products for release in the very near future,” concluded Gary. Whatever your safety, efficiency or maintenance needs, Groeneveld has the solution. For more information: www.groeneveld-group.com or call 01509 600033

SCOTPLANT

NORTHUMBRIAN ROADS TIPS NEW MERCEDES-BENZ AROCS FOR SUCCESS

ighways contractor Northumbrian Roads is streets ahead of the competition after commissioning one of the North-East’s first Euro VI Mercedes-Benz Arocs. The Prudhoe-based operator has assigned the purpose-designed 8x4 tipper to its contract with Sunderland City Council – the truck makes short trips between the company’s own asphalt plant at Hendon and road surfacing sites across the city. Supplied by Newcastle upon Tyne Dealer Bell Truck and Van, the Arocs 3240K is powered by a 290 kW (394 hp) 10.7-litre engine, which drives through the latest Mercedes PowerShift 3 automated transmission. The truck’s double-skinned and insulated aluminium body is by PPG Fabrications, of Peterborough. Promoted as “The new force in construction”, the muscular Arocs range comprises tractors and four-, six- and eight-wheeled rigids, with gross weights from

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18 to 250 tonnes. All combine previously unseen levels of performance and efficiency, with state-of-the-art Euro VI engines that offer mpg savings of up to 5% compared to equivalent, outgoing models. Reliability, however, is the most crucial attribute that Northumbrian Roads looks for in a new truck. “We need a vehicle that’s going to give us maximum ‘uptime’,” explains Transport Manager Stephen Atkinson. “Our vehicles typically make short journeys, with lots of stopping and starting, so while fuel efficiency is clearly important it’s not our only concern. Rather, given the demanding nature of the job, what we want above all else is a truck that won’t let us down.” Mr Atkinson was among a group of customers taken by Bell Truck and Van to an Arocs launch event in Germany last year, at which he had to chance to get behind the wheel and pilot vehicles from the new

range around a demanding off-road course. He continues: “The Arocs is a brand new model and clearly designed for our kind of work. This, coupled with my own experience of running Mercedes-Benz Actros in the past, means we have every confidence that it will live up to expectations.” “We like the automated transmission, which will make the driver’s life easier when negotiating city centre traffic, because he’ll be free to concentrate fully on what’s going on around him rather than worry about which gear he’s in. “Our trucks have to access some very uneven sites and the Arocs’ excellent ground clearance will also help protect it from the sort of minor damage that can result in costly trips to the workshop. And he adds: “It’s a hugely capable truck and we’re very happy with it – just as we are with the exemplary service we’ve received from Bell Truck and Van.”

SCOTPLANT

TAKING FUEL CONTROL

ndrew Hargreaves, Director of fuel storage equipment manufacturer Fuel Proof Ltd, discusses the benefits of storing and managing fuel in-house. The continued threat of rising fuel costs combined with an increasingly competitive marketplace has led to many UK based companies and organisations investing in an in-house solution for their fuel storage requirements, in an effort to reduce costs and improve efficiency. With so much money being invested in modern fleet vehicles and fuel, the importance of fuel storage and management equipment cannot be overestimated. So what are the main advantages of this approach – and what are the important things to consider beforehand? Although there are numerous solutions for keeping track of fuel purchased from filling stations, one of the main advantages of refuelling fleet vehicles on site is that fleet and driver fuel usage can be monitored more easily and quickly. Dispensing equipment can be linked directly to fuel management software, allowing fleet managers instant access to detailed information – a real advantage in such a competitive environment. Companies also benefit from having fail-safe, aroundthe-clock refuelling, which gives them more flexibility and peace of mind, and importantly can reduce refuelling during driver’s on-duty time.

Companies looking to install or improve their own fuel storage systems are, however, faced with some important decisions to ensure the solution they implement meets their own specific needs. Areas such as storage capacity, security, tank location and operator usability must be assessed to ensure that the customers individual requirements are met. Even though fleet vehicles and the fuel they run on are vital assets for any company, some make the mistake of cutting corners with the fuel storage and dispensing equipment which can prove costly long-term. The ongoing fuel price rises mean fuel is effectively liquid gold, and therefore a growing target for criminals. A strong, double skinned tank constructed from steel throughout, with dispensing equipment and inlets and outlets kept secure, is essential for above-ground installations. In most cases the cost of filling a diesel tank will be significantly more than the cost of the equipment itself, which highlights the importance of making tank security a top priority. Plastic tanks, although a cheap alternative to steel tanks, do not provide adequate security for a commodity as valuable as fuel, and can be easily breached by fuel thieves. Steel tanks also tend to last longer and hold on to their value better than plastic tanks, giving the user peace of mind on their investment. Specifying the right fuel dispensing equipment is another

important decision: pumps must deliver high-flow rates and be reliable to reduce refuelling times and maintenance costs. Unlike older diesel engines, the modern common rail diesel injection systems fitted to all new vehicles need to be better protected from contaminated fuel to prevent damage to expensive components. Fuel installations should include efficient and proven filtration equipment to remove both particulates and water – this small extra cost will help prevent unscheduled filter changes and reduce repair costs and vehicle downtime. This has become especially important in recent years due to the increasing percentage of biofuel in diesel, which can cause a bacterial ‘sludge’ to form inside tanks if left untreated. The storage equipment must be built in accordance with the PPG2 environmental regulations, which requires the tank to be 110% bunded, with all dispensing equipment, valves and other outlets situated inside the bund area. In summary, companies that manage to satisfy all the above requirements can find that their refuelling setup becomes a key part of their business – this really is an area that should never be overlooked. For more infornation: www.fuelproof.co.uk

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SCOTPLANT

FOR MOVING A 265 TONNE ROTARY KILN RING ON 16 AXLES, BOHNET GMBH PLACES ITS TRUST IN GOLDHOFER’S NEW THP/UT AXLE LINES

oday’s heavy haulage challenges call for top quality products. That is why Bohnet GmbH of Kirchdorf - a specialist in heavy haulage and oversized cargo transportation - continues to place its trust in Goldhofer axle lines. The latest example of perfect cooperation between the two companies was the shipment of a huge rotary kiln ring: straight across Europe from Ostrava in the Czech Republic to Allmendigen in the Swabian Alp region of Germany, with challenges great and small en route. The huge steel ring (with a diameter of eight meters) took four weeks to complete the journey, which included perhaps more than its fair share of obstacles. The logistics experts at Bohnet GmbH worked for a good six months to ensure that there would be no nasty surprises on the highways, although they know better than anyone that, no matter how careful the planning, the unforeseeable can always occur. And it did. The weather gods seemed determined to cause maximum trouble for the project because the River Elbe was in flood after days of continuous rain. The decision was finally taken to load the rotary kiln ring onto a barge in Melnik in the Czech Republic and transport it to Duisburg in Germany, where it was transferred to a barge on the River Neckar and floated to Stuttgart. There, a mobile crane was waiting on the quay to lift the 265-tonne rotary kiln ring onto the 16 Goldhofer THP/UT axle lines. For the logistics experts, this marked the beginning of a series of challenges they had not reckoned

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with: the permit for the journey was not issued in time, and it was only thanks to the local police that the wide load was able to leave the port at all. But then the route along one of the main thoroughfares in Stuttgart was found to be blocked by dozens of parked cars. There were No Parking signs everywhere, but more than forty drivers seemed not to have noticed them, and German law does not permit parked cars simply to be towed away. The next obstacle was the Swabian Alps, with roads so narrow that, over part of the distance, the sixteen axles had to be replaced by twelve for greater maneuverability. In the town of Nürtingen, for example, a matter of just a few millimeters decided between success and failure. The cargo was exactly two millimeters wider

than was posible at the narrowest point on the roads, but with some precision maneuvering and a little gentle persuasion applied to a few branches, the tractor-trailer combination was able to pass. One last cliffhanger was created by more cars, parked inappropriately in the little town of Erkenbrechtsweiler. Fortunately, with the help of the police it was possible to find their owners just in time. And so the rotary kiln ring finally arrived as planned, and still on time, in Allmendigen. With the help of Bohnet’s mobile crane, the rotary kiln ring was transferred to a low loader and installed in the cement works, bringing to a close yet another exciting heavy haulage mission. For more information: www.goldhofer.de

HEAVY HAULAGE

FORTH PORTS ANNOUNCE PARTNERSHIP WITH COLLETT TO SERVE THE WIND ENERGY INDUSTRY

orth Ports have announced a 2-year partnership with Collett & Sons Ltd to launch their new Heavy Lift and Port facility at the Port of Grangemouth. The three acre site will be Collett’s Scottish headquarters and will act as a central hub in Scotland for importing wind turbine components. The new Grangemouth depot will feature a 110 tonne gantry crane along with other heavy duty handling equipment, which will all be fully operational by January 2014. The depot will have its own quayside facility as well as the full use of The Port of Grangemouth, and will provide a range of services including discharging vessels, stevedoring, cranes, lifting, handling, storage, maintenance and transport of the turbines. The Port of Grangemouth has easy access to all

Scottish regions from the dock and its’ east coast, so Collett’s new depot will be well positioned for shipping cargo and components from Europe and worldwide. Collett & Sons Ltd is one of the UK’s top providers of heavy transport, shipping and project management for delivery of wind turbines. The new depot at Grangemouth will complement Collett’s headquarters in Halifax, West Yorkshire, and its Heavy Lift and Port facility in Goole, which has handled over 300 wind turbines since it opened in 2008. Nik Scott-Gray, Business Development Manager at Forth Ports, said: “We are delighted to be the home of Collett’s new Scottish HQ and provide an operational base which we hope will house an

NEW SCOTTISH HQ FOR COLLETT AT GRANGEMOUTH

effective and efficient partnership. Our location on the east coast of Scotland provides a strong location for Collett’s varied and extensive shipping activities.” David Collett, Managing Director for Collett, comments: “For our operational capabilities, there’s nowhere better than Grangemouth. Its strategic location allows us to serve all of our customers who need specialist lifting, handling and transport services right across Scotland from quay to site.” Collett’s Regional Manager, Gerry Carroll, comments: “Collett’s new depot in Scotland shows the company’s commitment to the area, and shows its healthy economic prospects. We’ll be able to offer a superb service not only in Scotland, but also the borders and the north of England from this central location.”

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HEAVY HAULAGE

ALLELYS:

MAKING BIG MOVES

The press crown, weighing in at 285 tonne, negotiates the narrow lanes of Lincoln.

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heffield Forgemasters International Ltd (SFIL) has produced both a 315 tonne and 285 tonne casting which will form the carcass of an enormous screw press for Italian engineering company Bifrangi UKâ&#x20AC;&#x2122;s Lincoln site. Bifrangi, which supplies forged parts to the power generation industry including engine crankshafts, is installing a new screw press at its Monks Road site as part of a ÂŁ50m upgrade to its facilities. The multi-million pound castings, which required Forgemasters to make pours of 600 tonnes of molten steel for each one, were completed nearly three months ahead of schedule and left the Brightside Lane site on two specialist trucks with a girder trailer from Allelys Heavy Haulage.

HEAVY HAULAGE

he biggest dump truck in the world is the BelAZ 75710, which is almost 65 feet long and is more than 30 feet wide. It’s unladen weight is 350 tonnes, on top of which it can carry a load of 450 tonnes. You are unlikely to see one bowling along outside your front door of course, unless you happen to live in a house in the middle of one of the biggest strip mines in the world somewhere in Siberia, Nor, unfortunately, are you likely to see one at this year’s ScotPlant show at Ingliston, though you are likely to see quite a few not quite so large pieces of plant, all of which will have been transported to the Royal Highland Centre by road. Normal sized dump-trucks, excavators and other large construction equipment are routinely carried from point to point by a wide variety of heavy haulage contractors up and down the country, and indeed FACTS ran a feature on such equipment being moved to the Glensanda quarry on Scotland’s west coast in Issue 83. One of the key companies which operate in this market is Allelys Heavy Haulage, though they have their main focus set somewhat higher. Moving the big stuff, something the size of the BelAZ 75710 for example, presents altogether a different challenge, and there are very few people with the skills, experience and equipment to meet that challenge. Moving something that big requires specialist capabilities, and that is where Allelys excel.

Allelys Heavy Haulage recently completed the biggest road move ever in the UK, moving a transformer weighing over 300 tonnes from Didcot to Avonmouth. This was one of three such moves in the last three months of last year. In all, the 100m long, 32axle, 256 wheeled Goldhofer transport rig and the two MAN 8x4 tractor units weighed-in at over 640 tonnes. “The thing about Allelys is that we actually have three different sub-divisions. As well as our Heavy Haulage group that managed the actual road move of the transformers from Didcot, via Avonmouth, to their new installation site at the EDF power station at Cottam in Nottinghamshire, we also have the General Haulage group, which moved all the ancillary equipment up to the new site. And then there’s the Installations Group,” reports Mitchell Smith, Project Engineer at Allelys. “The installation side of our business looks after all the ancillary work: prior to the heavy move itself, we generally organise the de-installation and preparation of the main load, the heavy lifting required to move the load onto the transportation rig itself, and then also we demount it and reinstall it at the far end. Clearly we don’t do all the necessary technical decommissioning and recommissioning, but in terms of getting it out of its original location and reinstalling it in its new location, we handle the whole project, from beginning to end. For us

it is rarely a simple move from A to B, usually it is a complete project, and we have the resources to deliver on every aspect of some of the biggest transportation projects in the world.” The move of the transformers from Didcot was a project which took over nine months to plan and coordinate; checking every aspect of the preparation; the equipment, the loading and unloading, the access out of Didcot and into Cottam, and of course designing the route itself and agreeing it with all the appropriate authorities. In fact three transformers, all much the same size, had to be moved from Didcot to Cottam, so not only did Allelys complete the biggest road move ever in the UK, but they did it three times, over three months, without a hitch. If you need to move something big, have a chat to Allelys. Clearly they have the tools, and they have the talent.

BelAz 75710: the biggest dump truck in the world.

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HEAVY HAULAGE

CADZOW HEAVY HAULAGE LTD COMPANY PROFILE

perating since 1957, Cadzow are one of the most established heavy haulage companies in the UK, with vast experience in the mining, quarrying, construction, petrochemical, oil and engineering industries. A family business with a friendly and highly professional working ethos, Cadzow is run by Managing Director, Jim Macauley, who is a very well known and respected character in the industry, and as interesting and well travelled as some of his historical automotive collection which he keeps tucked away on site, the day to day running of the company is carried out by Elizabeth Macauley (daughter) and Jim Ritchie who are in the transport office.

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HISTORY “The business started with road servicing contracts,” said Jim Macauley. “Then moved onto old coal sites, tips and removed the red shale for road construction with our own plant and machinery. I used to drive a 6x4 Atkinson 1976 which I managed to purchase back and is now in my museum - you really learn a lot from being out on the road. “The company does not own the quarry anymore, but this sort of work in the early days really boosted the company to help us develop. When we finished that sort of contracting in 1972, later on I purchased a 100 acre farm for the purposes of tipping sand and gravel. We had a lot of good

customers from this. Running ten tippers, we also did a lot of site clearance and demolition. “And from there the company was built up. I purchased our current premises in Blantyre, and over the years we have probably invested in the region of £3 million on its development,” said Jim. OPERATION Moving to the present day, Cadzow currently operate 15 heavy vehicles in their fleet. Serving all over the UK and Ireland, the majority of their work is done in the construction industry. Jim commented: “We do a lot of work down in England and the recent flooding has proved a

HEAVY HAULAGE

challenge for everyone, across the board. We do most of the work out of Terex and have been for 16 years - this involves shifting heavy dump trucks. “When we have a job, to transport a crane let’s say, from point A to point B, because of our experience in the industry, we know the best route to take to ensure it reaches point B quickly and safely, and as soon as we have determined the best route, we can give the price to the customer. Because of the abnormal loads we transport, any price we give is subject to the police’s approval on the suggested route with regards to roadworks etc. We send the police notification, and they then reply with an approval in the form of a permit number. It usually takes one or two days to get this organised and confirmed, ensuring a speedy turnaround. “When a driver starts here, we stringently follow all the necessary procedures and also have our own comprehensive company training manual. A lot of our drivers have been with us a long time, with some coming up for retirement already. We have also had generations of drivers working here, passing their knowledge down the line. BIGGEST CHALLENGES “Throughout the recession saw the construction industry - as with most other businesses - see a big drop and this has obviously had an impact on us, but thankfully we have always had the right equipment - top of the range and fully spec. This means that we can do a job completely without any hassle. In this business, it takes so long to build up your reputation and customers; I think it would be very difficult indeed for a haulage business to start from scratch nowadays owing to high costs.

“Our long standing service and experience in the market is something we are really proud of at Cadzow. We pride ourselves on keeping our vehicles and equipment in good order, and they are all maintained to an extremely high standard.” EFFICIENCY Jim explains how he ensures his fleet runs as efficiently as possible: “If you have good men to drive them correctly, and keep the ‘needle in the green’ so to speak, and cut out engine idling whenever possible, it all helps us to save on fuel costs. “The Mercedes on our fleet have automatic gearboxes, which make a mile to the gallon of difference, which on our fleet is really significant - our fuel consumption on the smaller vehicles can be as high as 7-8 miles per gallon, and the larger ones can be as low as 2-3 miles per gallon. “None of my vehicles are on hire purchase which I think has saved me a fortune over the years, everything is bought and paid for, which I can say with great pride. “Of course, we will also try to make sure we never have an empty trailer, so for instance, if we are taking a load to Southampton, we will try and get a load on the return journey as well - 90% of the time we are successful. It could be that we literally zig-zag our way back home.

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FPS EXPO

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FPS EXPO 2014 is the event of the year for the oil distribution industry in the UK and Ireland. It will take place on April 9 and10 at the Harrogate International Centre. A wide variety of senior professionals from across the UK, Europe and as far afield as the USA will be visiting FPS EXPO 2014 to check out the latest industry innovations.

Visit TB Tanks at FPS Expo 2014

FPS EXPO

ALCOLOCK: PROTECTING YOUR PEOPLE & YOUR REPUTATION

tudies from different countries and road-side surveys indicate that the prevalence of alcohol among drivers of HGVs is lower than among drivers of light vehicles. During a campaign focusing on buses carried out in July 2009, over 38,000 coaches were checked out by police forces in 17 countries: only 55 bus and coach drivers were found to be above the legal limit. Drink-driving by coach drivers is thus as low as 0.15%, far less than in the general driving population. However, although driving under the influence is less prevalent in commercial transport compared to

he Alcolock GB DS®-10 Breathalyser Immobiliser System, part of Alcolock® GB’s extensive range of Alcohol detection systems, is not just a breathalyser. It is a tethered alcohol device which is connected directly to an immobiliser which prevents any driver from starting the vehicle if a breath sample is over a preset alcohol limit. In addition, the unit can be linked to mobile phone technology, Alcolock® GB’s TISO 20 GSM Communications Unit, which allows operators to be made aware instantly of positive tests, allowing them to react accordingly. This system is also supported by remote access to the Alcolock GB dedicated website which clearly identify the vehicle, date, time and alcohol figure recorded. The results of the tests can

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individual transport, alcohol related road crashes in commercial transport result in more serious outcomes due to the increased size and mass of commercial vehicles. The number of people injured in such a crash may be very high in the case of vehicles operated by public transport companies. Moreover, crashes of commercial vehicles have additional negative side effects, which are sensitively perceived by society and, last but not least, the public image of a company involved in a serious crash can be damaged if the event is covered by the media. It can be concluded that it is of great interest to society

and to individual companies to minimise the occurrence of alcohol-related crashes in commercial transport. Moreover, the high level of interest of the media in such crashes is another good reason for operators to take the issue seriously and prevent alcohol related crashes from occurring. For businesses, there is a clear link between safety, quality and customer service, efficiency and the environment. Road safety has a massive impact on society, and for this reason can play a major role in improving - or seriously damaging – a company’s social responsibility image. From ETSC: Drink Driving in Commercial Transport

also be viewed on-line using the secure customisable Alcolock report page. The TISO 44 AlcoTacho® Interface provides a digital tachograph interface, giving driver identification which can be viewed alongside the results of all tests taken. This system also forces all drivers to take a breath test including when there is a driver changeover, and can identify drivers driving without a valid tachograph card inserted. The AlcoTacho® Interface system not only identifies the driver and the location of the vehicle, it can also monitor the system for evidence of circumvention, any tampering with the ignition, or failure to give an acceptable breath sample. This functionality allows operations management to make instantaneous

decisions on how best to resolve any situation which might arise. Most professional drivers are well aware of their obligations to drive safe; alcohol and drug free. But human’s are fallible, and are subject to distraction and temptation. Rather than risk your company’s profitability and hard won reputation, and the lives of your personnel and of other innocents who might be imperilled by a single driver’s errant behaviour, it is surely better to ensure that no vehicle can be driven by anyone with excess alcohol in their system. The Alcolock® GB system prevents a driver from driving with alcohol on his breathe, and lets you know exactly what is going on. For more information: www.alcolockgb.com

FPS EXPO

LEDBURY WELDING & ENGINEERING LTD

edbury Welding & Engineering Ltd (LWE) are leading manufacturers of high quality above ground bunded fuel storage tanks for diesel, petrol, oil and other highly inflammable products. Founded in 1969 by its Chairman Malcolm Sutherland to produce domestic oil tanks, the company has rapidly evolved and today is widely viewed as Europe’s leading player in every aspect of fuel storage. With over 4000m2 of production area and 40 tonnes lifting capability, LWE arguably have the most modern, well equipped, purpose-built factory in the UK capable of meeting all current and future needs. All LWE bunded above ground fuel storage tanks are manufactured from only high quality mild steel and fitted with only premium ancillary

equipment resulting in a serviceable life in excess of 30 years (with regular maintenance). All tanks are fully compliant with EA and DEFRA regulations the standard capacity range offers up to 200,000 litres. Walkways, access ladders/stairs, pump cabinets and fuel monitoring are also available to complete the installation. The Supervault above ground petrol storage tank has enjoyed much success over recent years and has become one of the Company’s main-selling lines. Not restricted to petrol Supervaults UK wide are storing methanol for waste water treatment, solvents and numerous low flash point products across the industry spectrum. The Supervault provides true Secondary Containment, with Class 1 Leak Detection, and can hold up to 110,000

litres capacity in single, or multi compartment format, is capable of storing any highly inflammable products and is the only tank on the market that is Multi-Hazard Rated with a four hour fire resistance accreditation. The next logical step clearly was to develop a self contained filling station - the Ledbury Modular Filling Station (LMFS) - utilising the unequalled storage and multi products capability of the Supervault together with (If capacity demands) the accepted totally enclosed bunded diesel tank juxtaposed in a modular format offering four, six or eight dispensing points. All the constituent parts have been tried and tested over time, so quite simply LWE have successfully brought these together as one cohesive unit. Permanent, semipermanent, manned or unmanned. The LMFS will surely be a factor in the future of forecourts. Since pioneering the Totally Enclosed concept for above ground diesel storage, the scope and scale of the LWE’s services has expanded year-on-year, generating new and substantial repeat business. Due to customer demand LWE have developed a team of experienced engineers to allow them to provide the full turnkey package. For more information: www.lweltd.co.uk

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FPS EXPO

OIL TANK SUPPLIES GROUP SAVES CUSTOMERS UP TO 10% ON FUEL COSTS WITH NEW TECHNOLOGIES

PS show regulars Oil Tank Supplies will this year be demonstrating their most innovative solutions designed to empower fleet operators to maximise the performance of their fuels. Long gone are the days where effective fuel storage was just about capacity - in today’s industry its about implementing tailored solutions that offer a level of intelligence and insight into fuel quality, too. A combination of advanced data collection and fuel filtration technologies can work together to make a significant improvement to fuel quality, delivering tangible results in the performance of a vehicle fleet, including lowered emissions, better engine preservation and output, and increased fuel economy. ‘In-field’ fuel sampling is a basic measure that fleet operators can take to maintain the condition and therefore effectiveness of fuels. Samples should be taken on a regular basis and tested for bacterial, water, and particulate contamination. This is especially important in the case of fuel reserved as a backup resource (such as for emergency power generators), or for biodiesels; which come with a recommended storage time of just three months and a particular susceptibility to contamination. OTS offers a comprehensive service covering measurement and qualification that can be carried

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out at the client’s premises, or remotely by post. Fuel filtration and recirculation systems are another way to keep fuel as clean as possible - preventing microbial infestations and paraffin waxing, whilst restoring calorific value and BTU’s. There are several levels of filtration technology available for a range of different fuels, so it’s important to identify the solution that is most suited to your business. One of the most innovative products that OTS will have on display at the FPS show is the E3 Plus Fuel Conditioning system - a state of the art filtration unit that uses nanotechnology to actually reverse fuel degradation. This proven result is achieved by emitting two charged particles into the fuel. The first vibrates fuel clusters at a wavelength of resonant frequency which breaks unstable bonds that will have formed through natural degradation, whilst the second, E3 Anion particle, ionises and stabilises the declustered molecules and neutralises free radicals. The unit brings fuels back to a newly refined condition, giving the user maximum performance by promoting higher energy release during combustion. For oil distribution companies and large scale distributors, utilising a combination of smart data analysis and fuel reconditioning is crucial to ensuring maximum productivity, saving potentially huge losses incurred through poor quality fuel

replenishments, low fuel economy and of course contamination. The TankStream System is OTS’ ‘all in one’ solution, which provides integrated supervisory instrumentation that monitors stock level status and fuel quality, with sensors to measure water content and temperature. If contamination is detected, the unit triggers the activation of the precision fuel filtration system (if fitted), which recirculates and treats the wet-stock, removing both suspended and freestanding water and particulates to less than five micron. As an optional benefit the system can also be used to asses the quality of replenishment supplies as they are delivered. If sub-quality fuel is detected the system will raise an alarm and then has the option to either halt further delivery or initiate the self-cleansing process. The TankStream System and various fuel filters can be fitted to any OTS tank, the range of which includes everything from standard bunded tanks to fuel/oil separators, extra secure tanks, Adblue tanks, and the flagship multi-purpose solution, MultiServ - to name just a few. To find out more about what OTS’ commercial fuelling solutions could do to help your business, visit them at stand M2 at the FPS Show on April 9 and 10. For more information: www.oiltanksuppliesgroup.co.uk

FPS EXPO

HazMAN BEHIND YOU ALL THE WAY

ressure remains on truck manufacturers to produce ever-more efficient trucks; trucks, like MAN’s best-selling TGS 24.440 6x2 ‘midlift’ tractor unit – trucks that are economic, ultra-reliable, and spend a minimum amount of time in the workshop. That’s why MAN boasts the HazMAN network; the most comprehensive service support network in the industry, with no fewer than 21 dedicated Pet. Reg. workshops, many of which strategically located at the UK’s major oil refineries, terminals and depots. The HazMAN aftersales commitment is a serious proposition for the Pet. Reg. operator. The MAN UpTime Principle (UTP) forms the backbone of the network-wide pledge to keep MAN trucks up and running. Alongside MAN’s Tanker & Trailer parts, MAN’s Mobile24 recovery operation, MAN Trailer Comfort packages and the provision of Safe Loading Passes, and MAN really does provide the One Stop Shop service. KEEPING IT ‘UP’ UTP is now firmly embedded into MAN’s service offering in the UK. Today’s technology allows operators to measure reliability and, therefore, presents them with opportunities to improve it. And measurement is at the heart of UTP. Figures for PMI slippage, MoT first-time-pass rates and other KPIs are gathered from across the MAN dealer network and

meticulously logged. The results provide a benchmark to which the network can aim to beat in order to earn financial bonuses – a clever system that incentivises MAN dealers and ensures the whole network is striving to keep customers on the road. Should an MAN truck be off road for more than 12 hours, the local MAN dealer issues an incident report to the UTP team. The incident is then monitored, both from a customer and dealer stand-point. If UTP’s high standards are not met, the incident is ‘escalated’ and a problem-solver nominated. Then, for example, if a part does not exist on site locally, UTP will scour the network, find one and get it to the repairing dealer. ONLY HALF THE STORY HazMAN Support extends beyond its truck range. MAN knows that a truck is, literally, half the story for hazardous goods operators. The tanker/trailer, with its potentially explosive load, also requires scheduled servicing, expert repair and specialist parts. To take the headache out of tanker and trailer maintenance, every HazMAN location offers MAN Trailer Comfort managed contracts; a flexible ‘open-book’ agreement between operator and MAN whereby a tailored monthly fee pays for any parts and servicing requirements over a 12 month period.

A full range of specialist MAN Tanker & Trailer components is available throughout MAN’s Dealer Network. There are over 45,000 MAN parts available in stock in the UK backed-up by 120 MAN trained parts specialists, offering experience, advice and knowledge. A free delivery service via 66 MAN Network members is supported by 300 delivery vans, all offering prompt delivery times, and all backed by the MAN’s worldwide genuine parts guarantee. All HazMAN sites are authorised to issue Safe Loading Passes, and certified to perform critical Periodic Tank Testing. Highly skilled staff are required to carry out these procedures, and the HazMAN network boasts fully trained technicians, proficient in truck, tanker and trailer specifics. Maintaining an efficient Hazardous Goods distribution operation is an immense exercise in logistics management. Key to its success, of course, is its truck fleet. And the key to a successful truck fleet, whether it’s a single vehicle or a fleet of 200, is its aftersales and service support offering. Not only does MAN know how to build top-quality trucks, it also knows how to keep them running profitably.

HazMAN THE TRUE ONE STOP SHOP -

Dedicated Pet Reg Workshop Specialist ‘VOSA’ lane Fully trained HazMAN Technicians’ Mobile24 vehicle recovery Specialist tanker equipment servicing Tanker & Trailer parts SLP & periodic tank testing All makes’ parts Trailer Servicing Tacho checks

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WINTER EQUIPMENT

KEEPING BRITAIN MOVING

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WINTER EQUIPMENT

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WINTER EQUIPMENT

FLOODED, BROKEN AND SNOW-COVERED ROADS BRING MISERY TO THOUSANDS OF UK MOTORISTS

he past few weeks have seen horrendous weather for British motorists with flooding causing wide-spread issues across the country, with around 16 severe flood warnings issued by the Met Office in southern England, and more than 300 less serious flood warning and alerts for England and Wales. Surrey has been one of most affected areas, with flooding causing the closure of more than forty roads. Towns in the Thames Valley area such as Staines, Runnymede, Henley-on-Thames and Cookham all suffered from submerged streets, with motorists in Somerset finding many routes unpassable. The heavy rain has also thrown another problem in the motoristsâ&#x20AC;&#x2122; way, with landslips hitting the south west of England, Wales, areas of the Midlands

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and a lot of South-east England and East Anglia. The high number of roads affected by flooding extended across the country, including the cities of Oxford and Worcester, Wrexham in north Wales, Purley in south London, the A32 in Hampshire, the A29 at Shripney and several roads in Norfolk, Suffolk and the A4113 in Herefordshire. Cheshire and Derbyshire saw roads closed due to snow, such as parts of the A57 Snake Pass in Glossop and the A54 between Bosley and Buxton. There was more disruption for drivers when a 50ftdeep hole appeared in the central reservation of the M2 in the north Kent area, causing a 10 mile section of the motorway to be closed, incurring massive delays. And again, further disruption was caused on this road after the stretch between junction 5 near Sittingbourne and junction 6 of

Faversham was closed due to weather. Small and medium-sized transport companies affected by the recent flooding will have access to funds as part of the Business Support Scheme. A helpline has also been launched and can be contacted on 0300 456 3565. For more information on how to prepare for driving in floods, visit www.theaa.com/motoring_ advice/seasonal/floods-and-wet-weather.html

WINTER EQUIPMENT

MORE TRUE GRIT

toring grit and salt, in readiness for a sudden turn in the weather, calls for safe and easily accessible containment. The management of ice and snow conditions will get a great boost with these Grit Bins from Wessex. Built in tough and durable polyethylene they are designed to withstand the harshest winter conditions and come UV stabilised, completely waterproof and lightweight. The Wessex CB-1 Grit Bin is ideal for roadsides, offers 200 litre capacity and is fitted with a hinged lid.

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For containing larger quantities the Wessex CB-2 provides a 450 litre capacity and is built with the same durable materials. If you want to transport grit to different locations the WGB-1 is the ideal container offering a 75 litre capacity and it comes complete with wheels and a lockable lid. With increasing Health and Safety legislation making demands on ice and snow control, the Wessex Grit Bins are designed to become an integral part of your winter management system.

GARAGE & WORKSHOP

GARAGE AND WORKSHOP EQUIPMENT: THE BEST TOOLS FOR THE JOB Your vehicles are probably the most important part of your business, but when it needs scheduled maintenance or an unexpected repair, the best quality parts at the best price with minimal downtime are paramount. Also, maintaining a good relationship with a capable garage who use the right parts and are working with you for the best benefit of your business will always pay dividends to ensuring a smooth-running fleet. In this feature, we explain some of the best products, innovations and technologies which will help to keep your vehicle in top-top working order with minimal inconvenience to you.

AUTOCLIMATE: OVER 25 YEARS EXPERIENCE

Want to know what’s involved? Stuart James from the IGA was quoted in 2013 as saying “The most profitable piece of kit in the workshop at the moment is the air conditioning rig. Once you’ve paid for the unit, it’s pure profit. Nearly every car has a/c now.” If you’ve never done a/c work before then a budget of approx. £3000 would give you training, certification, a top of the range machine and all the ancillaries you require. On-going costs are minimal, an annual service of approx. £300, along with consumable costs per job of approx. £7-£8 per vehicle means the profit potential is massive especially when a robust machine can easily give you a life of 7 years+. It is quite realistic for the majority of garages to have covered the cost of their a/c machine within the first 12 months of purchase – after that its pure profit. For those who offer your services to the general public and only service your own fleets, at those minimal cost levels it would make sense to service the vehicles yourself rather than sub-contract the work.

Surely you don’t want to miss out this year too? After a slow start for workshops in general for 2013, Vehicle Air Conditioning work helped provide a timely boost through bumper revenues after many motorists raced to get their a/c blowing ‘ice-cold’ as 7 year high heat wave arrived in July. Historically averages show the UK from June through to mid-September can regularly break through the 20° mark – the ‘magic’ number which almost certainly brings about motorists reaching for the dials on their a/c unit and in most cases after months of neglect can lead to a number of problems which in most cases will require the services of a local workshop.

“But we’ve never done it before” – so diversify! Want to know the key to bringing the customers in? It’s all in the advertising and making the public know you can offer the service. Equally as important are those scary words – “up-selling”. It doesn’t have to be a hard pitch; most cars have a/c now, so simply ask the customer “if it’s running as cold as they think it should be”. Most work will only require a recharge of the system, in most cases a job that can be charged out at £49.99 or less, a price that doesn’t scare the customer off and as it’s a comfort factor will seem more important to them.

Autoclimate; the one stop shop for your a/c needs If you want to discuss your possible requirements, be it getting involved for the first time in air conditioning or looking to increase your range to include equipment to handle R134a or HFO-1234yf refrigerant then contact Autoclimate who will be happy to discuss your needs and suggest the best possible solution. With over 25 years’ experience and on-going partnerships with a large number of vehicles manufacturers they can give you sound advice to help your business be as profitable as possible. Call 0345 50 50 900 for assistance from the Autoclimate Tools and Equipment specialists. For more information: www.autoclimate.com

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GARAGE & WORKSHOP

AUTOCLIMATE ACC690PRO The AC690PRO from Autoclimate is a fully automatic refrigerant management station with complete ‘programme and walkaway’ capability making it ideal for a/c servicing. It automatically controls the recovery, recycling, vacuum and re-charging process for oil, dye and refrigerant. The AC690PRO has an extensive, integrated vehicle database, built-in vehicle-specific diagnostics facility and integral printer.

TEXA’S AXONE 4 The AXONE 4 is TEXA’s “Diagnosis flagship”, including the latest technical features to offer a market leading diagnostic solution for the workshop. The AXONE 4 presents a series of unique characteristics, many of which are linked to the functionality provided by an internet connection. The wireless connection provides Wi-Fi as standard, to connect to the workshop wireless network, which allows download of the latest update and access to the online services, as well as dual Bluetooth to communication with the various TEXA diagnosis and measurement interfaces. Another feature which has not previously been available on a diagnostic tool is an option to connect to a smartphone, which will allow access to the internet whilst on the road. The unit also features a VGA camera, which is useful for documenting and saving specific

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information from the vehicle for future reference, or to attach an image to a spare parts purchase order. The AXONE 4 has been designed for exclusive connection via Bluetooth to a TEXA diagnosis interface. For workshops repairing Car and Light commercial vehicles, the revolutionary Navigator nano, provides a unique miniaturised Vehicle interface, which communicates via Bluetooth with the AXONE 4. Additionally, the AXONE 4 uses the established IDC4 software for all the available vehicle types, and is simple to use whilst offering the technician a complete range of diagnostic functions including adjustments and coding. Additional features such as the technical information, technical bulletins, and “Solved problems” function, TGS2 vehicle system scan and a large database of wiring diagrams. The customer management feature allows data to be recorded and saved under

the vehicle registration number for future reference during the diagnostic procedure. In addition to these functions, the IDC4 software benefits from the new ‘continuous updates’ feature to ensure the latest vehicle coverage is available, and also has the option to link into the Parts catalogues of companies who have a working agreement with TEXA. This procedure allows for the easier identification of the correct spare parts, saving time in the workshop. With the AXONE 4, all procedures can therefore be easily carried out in the workshop, from initial diagnosis to repair. For further information on AXONE 4 or any other TEXA products contact TEXA on 01282 606787 or www.texa.co.uk

GARAGE & WORKSHOP

ESPRIT: REMOVING BONDED GLASS & PANELS The use of polyurethane bonding to fit glass and panels to modern vehicles is becoming increasingly common. At a recent trade show all the HGV units on display by the major manufacturers now had bonded windscreens. We have also seen an increase in the use of bonded panels and trims in vehicle construction. The bonding process has advantages in the design and construction of vehicles. Unfortunately there are also disadvantages in that it is often now more difficult for the removal of these parts when it is necessary to replace them. An increasingly common question that we are asked is “we have the new model vehicle in the workshop and it has a bonded windscreen/ panel/trim. How can we remove the old part before we can fit the replacement?”

To solve these problems BTB designed a cutting system specifically for the damage free removal of bonded glass and panels. The BTB system has a wide range of specially profiled interchangeable blades that are designed specifically for the fast and easy removal of bonded components. For over 30 years BTB have manufactured their patented and unique specialised auto glass & panel removal power tools and cutting blades, including the WK10HD air power tool and new 12Volt battery powered “E-Tool” for mobile applications. For more information about BTB equipment and how it can help you to solve these type of problems contact Esprit Windscreen Systems on FREEPHONE 0800 432 0982 or visit the web site www.btbtools.com

POWERVAMP NATO 200 Designed for field servicing, the Nato 200 is a more powerful heavyduty version of the Nato 175 jump starter. It features a highly durable plated powder-coated case with separate 12v and 24v outlets and independent isolator switches ensuring long, trouble-free use and easy service. It also boasts voltage spike protection, accessory socket, autocell balancing and an angled handle for impact protection.

The Nato 200 also comes with a croc lead set, a mains charger, and a 4 amp, 2-stage float charger complete with status LEDs. The Nato 200 is available with various optional accessories including a cowbell/bus plug lead, a lead light, onboard charge kit (power pole plug) and a universal trolley.

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GARAGE & WORKSHOP

ESPRIT: LEADING WINDSCREEN REPAIR TRAINING USING QUALITY SYSTEMS

Tracy Lomas

Esprit are one of the leading manufacturers and suppliers of windscreen repair tools and equipment across the globe. Since business began in 1981, Esprit has always had a commitment to training and were part of the British Standards technical committee (BSI) that set up the BS AU 251:1994 windscreen repair standard. Neil Skidmore, General Manager at Esprit Windscreen Systems commented: “Our training really separates us from our competitors. Training has always been an important part of the Esprit package - there is no point selling customer tools if they do not know how to use them. We want happy customers.

“Esprit’s training course is excellent. All of our apprentices were really impressed with and enjoyed the hands-on approach. The quality of repairs is superb and the training will save us a significant amount of time and money in the long run. It is well worth doing.” David Bunting, Workshop Manager, Malcolm Group “In terms of training development, we have worked with Thatcham, the motor research insurance institute to make our quality training videos - any readers who would like a free copy of the training video, please give us a call,” said Neil. When the company moved to their current premises near Manchester International Airport in 1995, it provided increased facilities allowing them to offer in-house group training. Tracy Lomas, Esprit Customer Support & Training Manager who has been leading the company’s training courses for six and a half years, said: “It’s very much all hands on and I don’t leave the customer until they are 100% happy. No corner is left ignored: visiting, training and supporting customers is what I’m passionate about. Every customer I train receives training notes as well as back-up and technical support.” Neil Skidmore continued: “We believe that there is no substitute for hands-on training. Our training consists of a standard course for the reason that it doesn’t matter if you are repairing a windscreen on a race car, a coach or a commercial truck - the repair job is the same. All attendees get the same all-encompassing, no compromise

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training covering both theory and practice, and usually finish off with a short questionnaire. This all ensures the technicians have a full understanding of the job, which in turn ensures the best quality repair.” Typically, a session at Esprit’s own training school last around 4-5 hours, and on-site training visits last around 3-4 hours but can be flexible to suit the customers’ schedules. Esprit also carry out ‘train the trainer’ exercises, meaning that customers own training staff will be up to date with the latest practices. Neil Skidmore commented: “In terms of volume, our main customer base is the professional windscreen

companies who then provide the repair service to the end user, and we also cater for the fleet companies. Different companies have different needs but we offer solutions for all of them. The attraction to the fleet operator for doing it himself is cost saving and convenience - a vehicle is not kept waiting as a repair can be done in 20-30 minutes. If you do nothing, then the vehicle will sooner or later need a new windscreen, meaning large expense and with bonded windscreens, around a half day off the road. “Also, over the years another of our commitments has been investing in redesigning the equipment to improve ease of use and improves the job for the technician. Our new repair bridge virtually eliminates set-up time,” said Neil. The beauty of Esprit’s training is that you don’t need to be a specialist - thanks to their expertise and experience, if you can have a bit of patience and observation, you can carry out the repair. For more information: Call +44 (0)1782 565811 or 0800 432 0982 Or visit www.espritws.com

GARAGE & WORKSHOP

KEEP YOUR FLEET MOVING WITH POWERVAMP

owervamp are one of the industry leaders in advanced power solutions for your fleet, and all products are carefully manufactured and assembled on site in their factory here in the UK. Ed Roller, Powervamp’s Marketing Manager, talks through some of their products available for fleet vehicles: “We supply professional jump starters to cater for the smallest 12v application right through to the largest 24v commercial trucks and plant machinery. Our main jump starter products for fleet and commercial vehicles are the Nato range which features twin battery units and 12v / 24v output. There are several versions of this product with different capacity batteries to cater for all commercial vehicles The distinctive green case is well known in workshops and breakdown vehicles”. “All our automotive jump-starters have internal chargers. Over the years, we’ve learned an external charger can easily get broken or lost, so now we include built-in chargers in all the products; all you do is plug a mains lead into the end of the pack to re-charge it.” said Ed Roller. Thanks to Powervamp’s huge aviation division, they are able to borrow various aviation components when required in their automotive products, ensuring the highest quality and reliability. The company pride themselves on the quality of their products and offer a full 12 month parts and labour warranty on every sale. “We can modify products and can even manufacture bespoke pieces of equipment according to the customers’ requirements,” said Ed. “In terms of after sales support, all parts are available ex-stock from our warehouse which we can mail order out should the customer wish to carry out the repair himself.” We have a dedicated technical sales team at the end of the phone should you require instant advice.” “Powervamp even offers a collection and delivery service where we collect the pack from the customer anywhere in the UK, bring it to our

dedicated Service Centre, assess the repair, provide a quotation and return it repaired to the customer for a quick turnaround. We can even service and modify competitors’ products at our facility,” said Ed Roller.

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Powervamp stand head and shoulders above their rivals in this market thanks to their 20 years of industry experience, market knowledge and by understanding customer needs across a diverse,

multi-divisional spectrum – whilst still offering high-quality power products. For more information: www.powervamp.com

GARAGE & WORKSHOP

TEXA EDU: TRAILER EBS AND ADVANCED SETTINGS

here are currently over a quarter of a million HGVs weighing over 12 tonnes on UK roads, the vast majority of these vehicles are towing trailers of all different shapes, sizes and configurations. Over the past thirty years or so these trailers have been fitted with an ABS (Anti-locking Braking Systems). These systems started off as a very basic addition to a conventional pneumatic braking system and have evolved, making commercial vehicles safer and safer. These modern braking systems have now evolved into EBS (Electronic Braking System). There are lots of benefits to EBS in comparison with conventional pneumatic braking systems. Some of these are: • The speed of the brakes being applied, an electrical signal travels much faster than a pneumatic signal; the difference is comparable with the speed of light and the speed of sound. From the second that the driver presses the brake the truck and trailer will brake at the exactly same time, this reduces stopping distance and prevents the trailer from pushing the tractor unit and jack-knifing. • Electronic load calculation, the EBS ECU (Electronic Control Unit) can calculate the load on the vehicle and apply the correct brake pressure for the requested rate of retardation by the driver. • Roll stability control, the ECU incorporates a sensor that can detect when the vehicle is about to roll over onto its side, the brake pressures will be controlled applying greater pressure to the side that the trailer is rolling to and less to the lighter side to prevent wheel lock and roll over. • Improved brake lining and tyre wear characteristics. • The EBS system also has a pneumatic backup in the unlikely event of an electronic failure the braking system will revert back to conventional braking; this is known as redundancy braking. These are just a few of the benefits that these systems have to offer to the driver and the fleet operator. Although EBS systems are very reliable they are underneath the trailer and are exposed to the elements, in the event of a problem a warning light will be illuminated on the trucks instrument panel to warn the driver. The ECU will store error codes

to assist with diagnosing and repairing the systems. Diagnostic equipment is used to access error code and live parameter information where power supplies, pneumatic input pressures, pneumatic output pressures, wheel speed sensors etc can be tested. Most EBS systems are a generic unit that can be fitted to almost any trailer, therefore when they have been replaced they must be configured and programmed. This is not always as simple and strait forward as it seems leaving room for error by the technician which could potentially leave a vehicle in a dangerous or even an illegal state. This situation is always made worse when the old EBS unit is damaged or won’t communicate with a diagnostic tool. At Texa EDU, the training division of Texa UK we have developed a training course specifically on trailer EBS, the course starts with the basic supplies from the towing vehicle, ISO7638 (ABS Suzie) 24s and 24n, red and yellow air lines. Once we have established the basics the course then looks at the older WBS versions of Wabco, Haldex and Knorr Bremse systems in their recognition, operation and via Texa diagnostics. The course then looks at the same on to the latest generation of EBS versions of Wabco, Haldex and Knorr Bremse. Once the trainees have established the basic knowledge we then look at the advanced settings and ECU replacement and reprogramming on new units. We have custom built training rigs especially for this course, they are fully working pneumatically end electrically the same as if they were mounted on a trailer. They all communicate with the diagnostic equipment and will be programmed on the training course. At the end of the course the trainee will be able to test towing vehicle inputs to the system (pneumatic and electric), be able to identify all of the different EBS trailer braking systems, make diagnostic communication, interpret error codes and live parameters, be able to replace and reprogram an EBS module and carry out an end of line start up test. All of our truck training courses are IMI Awards accredited with a test at the end, all successful candidates will receive an IMI Awards Level 3 certificate.

For further information or to book places on this training course or any other Texa EDU training courses please contact: Lisa Collett on 01282 606787, or visit our website. For more information: www.texa.co.uk

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GARAGE & WORKSHOP

BURGEONING TRUCK AND VAN MARKET AUGERS WELL FOR 2014 maintenance. With many operators extending the life-cycles of their fleets, one might argue that extending the retention of commercial vehicles, and therefore increasing operational mileage, might impact residual values, but as build quality, specification and overall condition are the key aspects for the aftermarket replacement parts business, this trend will actually help to ensure a healthy business environment for commercial vehicle garages and workshops. Looking more to the future, two developments are likely to dominate the commercial vehicle market aspects which are already having significant impact in the car market – hybrid technologies and electronics.

Andrew and Rachael Dickinson

he 2013 UK commercial vehicle market rose by almost 15% - the best performance in the last five years. The market was boosted by a strong second half of the year and, with equally buoyant sales of new cars, prospects for the UK automotive industry in the coming few years look positive. The strength of the commercial vehicle market was further reinforced by the strong performance from United Aftermarket Network (UAN) in 2013. One of the UK’s leading aftermarket buying groups - with commercial vehicle members growing at a faster rate than the general aftermarket - the company now has a network of over 30 members who specialise in the supply of commercial vehicle replacement parts. PROSPECTS FOR GROWTH According to UAN Director Andrew Dickinson, “The prospects for growth in 2014 look very promising. Inevitably there are challenges, however, we look forward to introducing new suppliers and new products, as well as encouraging new distributors.” The pace of change in the automotive industry has been, and will continue to be, intense. Today, the complexity of the vehicles which leave the production-line, and of the parts which make up these vehicles, has far outpaced the development of the skills required to service and repair them. But UAN believes that the technology required to provide ultra-efficient but low-cost vehicles, will

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actually make the servicing and repair process a massive opportunity for properly trained technicians. “One of the key elements is training,” says Andrew. “Technicians operating in workshops and garages must embrace training to keep on top of an ever changing market and technologies”. TRAINING IS KEY TO PROFITABILITY The future of the independent aftermarket depends on both motor factors and garages being technically competent in the latest vehicle developments and innovations, particularly in the area of electronics; together with the effective distribution and installation of replacement parts. The responsibility to train technicians to enable them to service and repair today’s increasingly complex vehicles should not rest solely with the independent garages themselves, but should be part of a support package available from buying groups like UAN. And so UAN has partnered with GTG Training, one of the UK’s leading automotive training companies, to provide a range of training programmes from GTG’s state-ofthe-art facility in the West Midlands. DRIVERS FOR MARKET GROWTH An important consideration for the commercial vehicle aftermarket is to establish what factors are going to drive growth in the future and how they will impact the replacement parts business. One aspect to consider is the growth of contract

There are increasing pressures from government and environmental bodies for reducing emissions and focusing on the green agenda. We will see more hybrid technologies in commercial vehicles alongside the huge surge of electronics in these vehicles which we are already seeing. Both of these factors will be determining features of how we, the automotive aftermarket, are going to deal with these challenges. As already mentioned, technician training will be key. Certainly UAN will keep abreast of these and many other industry developments and technologies to ensure that the company supply the right replacement product, of the highest quality, at the right time, at the right price. UAN’S FIRST DECADE This year UAN will celebrate an important milestone. The company will mark its first decade in business, during which time it has delivered double-digit growth every year since its inception. “Delivering added value is at the heart of the UAN approach. Bringing a fresh business perspective was key for UAN, and the company initiated a groundbreaking five year contract with suppliers and a nocost rebate scheme to members. What this provides is a certainty and consistency of supply and tangible rewards for members. “The success of this approach is reflected in the overall growth of the company which now has more than 140 distributors, working from more than 200 branches throughout the UK,” says Andrew Dickinson. “2014 will bring challenges for the commercial vehicle after-market, however, with the general improvement in the UK economy, we are confident of growing our commercial vehicle member base and delivering more products and service, confirming our ‘supplier of choice’ market position.” For more information: www.unitedaftermarket.net

ACCIDENT PREVENTION

PERSONALISED SAFETY SYSTEM OFFERS BRANDING BOOST

new vehicle conspicuity system is providing companies with the chance to raise their profile on the road. Government regulations insist safety markings must be applied to all newlyregistered HGVs over 7.5 tonnes in the UK. Trailers with a gross vehicle weight exceeding 3.5 tonnes are also subject to the rule. Now Rennicks UK have developed a personalised solution that promotes brand identity while meeting legal requirements. Nikkalite® Brand ID conspicuity tape is being seen as the best way to ensure vehicles are fully compliant with the latest standards. The system enables companies to have their logo printed at regular intervals along the full length of the tape in a choice of colours. Nikkalite ECE 104 is fully compliant with 2011 regulations which call for contour marking to outline the shape and length of many rigid and curtain-sided vehicles. The tape, which carries the mandatory E-mark symbol, is designed to help save lives, reduce repair costs, protect businesses from safety claims and

reduce the risk of collisions. But now Brand ID means companies can now boost their image at the same time. David Skinner, of Rennicks UK, said: “Companies have had a legal obligation to use conspicuity tape on their vehicles since the Government introduced new regulations in 2011. “So we have come up with a product that gives them a chance to promote their business too. “The excellent clarity of our tape gives a high definition presentation of any logo, making this an invaluable branding opportunity. “There are grades for both rigid and curtain-sided vehicles and it’s so easy to handle and apply. It offers excellent adhesion to prepared surfaces and its single layer construction means no edge sealing is required.” The durable and long-lasting tape, supplied in 50m rolls as standard, is impact resistant, offering up to eight years of outstanding performance. Maintenance is simple too as the water and solventresistant tape can be repeatedly power washed

following recommended cleaning instructions. Mr Skinner added: “There is a real need for HGVs to reduce risks on the road by increasing their visibility, particularly at night. Our new Brand ID means companies can do just that while also raising their profile. It’s a win-win scenario.” With more than 25 years’ experience, Rennicks UK is at the forefront of sign technology and design. Rennicks UK is part of the Rennicks Group, Ireland. Rennicks UK provide industry-leading solutions available across the UK, with innovative and time proven products, highly trained staff, efficient service delivery and excellent customer value. Customers include the Department for Transport, Highways Agency, national and local government contractors. The company are a major provider to the emergency services and Network Rail.

ROLE SWAP FOR LORRY DRIVERS FROM THE CAB TO THE BIKE SADDLE

L “There is no escape route for them. They are squeezed one behind the other into a very narrow gap with a large truck or bus immediately next to them. It is a very dangerous place to be and very hard for lorry drivers to see them.”

orry drivers get to see the street level view of cyclists when they swap the cab for the saddle in busy traffic in an innovative TTC Group road safety course. LGV drivers who normally sit well above the street surface will lower their sites to cyclist level when they take part in the vehicle swap “to see how the other side sees it.” The one day Driver Certificate of Professional Competence course (CPC) run by the TTC Group working with its Cycle Experience division, includes both theory and on road cycle training in heavily populated urban environments. “We know that LGV drivers are concerned about the vulnerability of cyclists. This role reversal will allow them to experience a cyclists point-of-view and develop even more understanding and empathy for vulnerable road users,” said Ryan Crawley, of TTC Group’s Road Safety Services. “They will see how the other side sees it.” he added. Concerned truckers who use the website forum “Trucknet” have voiced concern about how cyclists are vulnerable when using cycle lanes chanelling them to the left hand side of trucks and buses at

junctions and traffic lights. Cycle Experience trainer Jon Pook, who regularly cycles in the City of London, said he often sees “a stream of three or four” cyclists ride down the narrow left hand channel while he waits patiently behind a bus or truck for the lights to change. “There is no escape route for them. They are squeezed one behind the other into a very narrow gap with a large truck or bus immediately next to them. It is a very dangerous place to be and very hard for lorry drivers to see them.” For more information about the Safe Urban Driving – Protecting Vulnerable Road Users please contact Ryan Crawley at the TTC Group ryan.crawley@ttcuk.com or call 01952 607187 or visit www.ttcrss-uk. com The seven hour course counts towards the 35 hours of Driver CPC training needed by professional drivers who carry passengers and large good vehicle drivers before September 2014. The TTC Group is a UK road safety leader and educates 250,000 road users each year to reduce road casualties.

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THE FACTS ON GLASS evolved, so has the volume and it’s likely that this will increase further for future truck design. That’s something that requires a new approach to doing business in terms of personnel deployment, transportation and equipment, not to mention skills.”

hen it comes to developments being made in automotive glazing, it’s not just cars where detailed R&D is happening. Some of Europe’s leading truck manufacturers are involved in research projects to look at future cab design and ergonomics, which includes the role played by the windscreen in making driving safer. With over 38 years’ experience in the automotive glazing business, Neville Wiffen, is a senior trainer and assessor for the Independent Windscreen Academy, the UK’s leading private training provider for the auto-glazing sector: “First and foremost, the correct windscreen must be selected for the specific model of vehicle as sensors/radars in the windscreen may not work and this could compromise its safety. Windscreens are not all alike. Using the wrong products in the wrong way can be very dangerous. A range of resins is also needed for different windscreen types, which have differing viscosity levels. For example, a solar reflective coated windscreen needs a blue resin rather than a clear adhesive. Laminated windscreens also require a special resin as it must have certain light transmission characteristics as well as those for bonding the glass. “Technicians are faced with a whole range of new developments, so the skill sets required have gone up significantly. Not only has glass technology

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On the subject of equipment and process, automotive glazing technicians must contend with a number of new developments in the field. These include: • Windscreen modifications including cameras, GPS, light, rain and temperature sensors, • Lifting devices to assist with windscreens weighing up to 90KG • New machines for cutting out bonded windscreens, such as ‘A Wire’ • Working at height platforms • Specialist tools to remove GPS systems fitted with anti-tamper fixings • Continuing updates regarding reduction in number of primers used • Changes in application of primers due to rust free guarantees given by manufacturers • Updates in Personal Protection Equipment There’s a responsibility on the part of product suppliers and their wholesalers to ensure that technicians are made aware of new developments and if appropriate, provide access to update training. The Independent Windscreen Academy works with a number of these and is able to provide bespoke training courses. Windscreen manufacturers predict that ‘intelligent’ windscreens, providing real-time visual information, will be widely available across all vehicle types by 2020. By utilising ‘Augmented reality’ technology, which is already used in mobile smartphones, truck manufacturers will revolutionise the way information

is displayed to the driver with a focus on safety for all road users. Augmented reality is the process of using electronic devices to add virtual elements to a real life image or situation. This is achieved using a camera to capture the real image, but using the electronic device to overlay virtual or computer-generated elements on top of this. Like certain brands of car, a number of trucks are already fitted with assistance technologies such as collision avoidance systems, lane departure warnings and sign recognition. By combining this with augmented reality technology, however, using sensors that already display GPS, for example, drivers will also be able to see live information about the places and hazards around them. The windscreen has the potential to play a key role in making driving safer but this goes hand in hand with maintaining a skilled mobile workforce. To find out more about the range of training, qualifications and accreditation available through IWA, email info@iwa.gb.com For more information: www.iwa.gb.com

FACTS A study of in-vehicle video footage of driver behaviour taken from over two million miles of journeys found 22% of crashes could be caused, at least in part, by driver distraction. It also showed that drivers who perform a secondary task at the wheel are two to three times more likely to crash. Some very complex tasks increase this risk even more. Many drivers take risks by eating, smoking, changing music tracks or using a phone in the belief they are skilled enough to keep control. In fact, research shows drivers are not able to correctly estimate the level of distraction they are suffering and 98% of drivers are not able to divide their attention without a significant deterioration in driving performance. Mobile phones and other technology are wellknown causes of distraction, but other things, including eating, drinking or doing your hair or make-up can be just as dangerous. One study suggested that eating that involves unwrapping food at the wheel slows your reactions by up to 44%, more than texting. Some studies have suggested eating a meal while driving increases crash risk as much as talking on the phone. BRAKE’S ADVICE Distraction is deadly. Drivers need to keep their mind and eyes on the road and both hands on the wheel to drive safely. Giving into distractions is a bit like drink-driving: it affects reaction times and control, and could easily cost someone their life. Eating and drinking on the move might seem harmless but research shows it reduces our ability to react quickly. Eating should be a pleasure, so take the time out and savour your meals when you’re not driving. On long journeys, stop for breaks every two hours and use that time to eat, catch up on phone calls and messages, and do any personal grooming you need to do. When you get back in the car, your mind should be completely back on the road. Calls for government action Brake recently welcomed the introduction of a new £100 fixed penalty notice that can be issued on the spot by police for ‘careless driving’ offences. However, Brake believes £100 is not nearly enough to effectively deter risky law-breaking behaviour. The fixed penalty notice should be increased to at least £500 or preferably closer to £1000, reflecting that it is a crime that endangers lives. Brake’s own research has shown that nearly half of drivers (47%) think a fine of £500 or more is appropriate for offences including careless driving, and nearly half (46%) say they would take more care on the road if penalties were tougher. However, a more appropriate financial penalty is of little use unless there are enough road traffic police to detect risky law-breaking behaviour. Brake calls on government to stem worrying cut-backs in traffic policing by making it a national policing priority, to ensure we have sufficient numbers of specialist officers enforcing vital safety laws on roads.

ACCIDENT PREVENTION

DRIVERS URGED TO TAKE TIME OUT TO ENJOY THEIR LUNCH, AS MORE THAN SIX IN TEN ADMIT EATING AT THE WHEEL

rivers are being urged to take a break and enjoy their food away from their vehicles, as road safety charity Brake and Direct Line reveal more than six in ten (62%) have eaten at the wheel in the past year. Three in ten (29%) unwrapped food themselves at the wheel - a telling symptom of busy lifestyles putting lives at risk. Studies have suggested eating a meal at the wheel increases your risk of a devastating crash as much as talking on a phone. Brake and Direct Line’s survey of 1000 drivers reveals that in the past year: • Three in ten (29%) have opened and eaten food at the wheel. • A third (33%) have eaten food that was unwrapped and passed to them by a passenger. • One in 50 (2%) has narrowly avoided a crash in the past year, having had to brake or swerve to avoid a hazard because they were distracted by food or drink. The numbers of UK drivers eating at the wheel reflects a wider trend towards eating on the move, as lifestyles become ever more fast-paced. Britons have been found to spend more on food eaten on the move than any other country in Europe, with our continental neighbours more likely to take time out to enjoy meals. Brake and Direct Line’s survey shows it’s not just meal times being squeezed by our busy lifestyles, as one in five drivers (20%) admit to doing their hair, applying make-up or otherwise tidying up their appearance while at the wheel. One in 20 (5%) admit doing so in free-flowing traffic, risking appalling crashes. Eating at the wheel is part of the wider problem of distracted drivers, believed to contribute to around one in five crashes (22%). Drivers who attempt to multi-task at the wheel are two to three times more likely to crash, and complex tasks like unwrapping and eating a burger increase the risk even more. The consequences can be deadly, as in May 2012 when cyclist Joe Wilkins was killed by a driver who was eating a sandwich. More details in case study below. Brake urges all drivers to give the road their full attention and save any other activities for regular breaks, which should be at least every two hours on long journeys. Brake also calls on government to make traffic policing a national priority to stop multi-tasking drivers putting lives at risk. Recently introduced on-the-spot fines for ‘careless driving’ offences are a step in the right direction and have already been used on a lorry driver brushing his teeth. However, Brake argues the current £100 fine

needs to be much higher to effectively deter this potentially deadly behaviour. Julie Townsend, deputy chief executive, Brake, said: “Driving is the most complicated and risky thing most of us do on a regular basis, so it is vital we give it our full and undivided attention; we can’t afford to treat our cars as an extension of our kitchen or bathroom. Eating at the wheel often means taking your eyes, hands and mind off the road and dramatically increases your chances of crashing and killing or seriously injuring someone. Drivers need to take regular breaks and make time away from their vehicles to enjoy lunch or perform other tasks. We are also appealing to government to increase fines for distraction and careless driving offences, to stop risky multi-tasking drivers.” Rob Miles, director of Motor at Direct Line, commented: “It’s imperative that motorists focus their full attention on the road. There has been significant research into the increase in drivers’ reaction times while talking on a mobile phone, but other in-car distractions that take the driver’s attention away from the road can be equally harmful. We advise motorists to always build in time for a break if they are going on a long journey, and use this time to refuel with food and drinks as well as with petrol.” CASE STUDY: Joe Wilkins, 39, from Eynsham in Oxfordshire, was killed when cycling in May 2012. The driver, Paul Brown, 30, was eating a sandwich and claims he didn’t see Joe. He crashed into the back of Joe’s bike at 60mph, sending him flying into a ditch over 20 metres from where he was hit. Joe died at the roadside, despite attempts by a passing nurse to resuscitate him. Brown was convicted of causing death by careless driving. He was ordered to carry out 240 hours of unpaid work and disqualified from driving for a year, close to the minimum penalty that can be given for this offence. The father of two young children, Joe was a fire fighter with ten years’ experience and described as “one of the nicest people you could ever meet” and “a credit to the community”. Joe’s partner Nicci Saunders says: “My family has been blown apart. Our two young daughters have to grow up without their dad and me without my soul mate. The girls have been utterly traumatised and still wake in the night crying for their Daddy. I am trying to support them through it, but I miss him terribly too. None of our lives will ever be the same again. Road crashes are avoidable, and Joe’s death could have been prevented so easily by the driver giving his full attention to driving.”

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MANAGING OCCUPATIONAL ROAD RISK Left: Kevin Clinton, head of road safety at the Royal Society for the Prevention of Accidents (RoSPA).

Managing Occupational Road Risk not only has the benefit of saving lives, it can also reduce a company’s carbon footprint; reduce its costs of maintenance, insurance premiums, accidents and even fuel consumption

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anaging Occupational Road Risk (MORR) is a basic requirement that all companies who have employees who drive a vehicle on company business need to consider, and no more so than those with large numbers of fleet drivers. With between a quarter and a third of all road crashes in the UK involving someone who is driving for their job, RoSPA has focussed heavily on getting employers to take work-related road risk seriously. Research shows more workers are killed or injured in work-related road accidents than in all other occupational activities combined, which equates to roughly 150 people killed or seriously injured in a work-related crash every week. MORR not only has the benefit of saving lives, it can also reduce a company’s carbon footprint; reduce its costs of maintenance, insurance premiums, accidents and even fuel consumption (some firms have reported a 10% saving in fuel through better driving). By encouraging better driving and reducing the number of crashes, a business can ultimately improve its reputation and staff morale. Traditionally, this training has focussed on car control skills and general rules of the road, but despite many of us knowing how we should be driving, we don’t always do that when we are behind the wheel. A way forward lies in understanding the Goals for Driver Education (GDE) Matrix, which was developed as part of an EU project. This matrix suggests that there are five levels to driver education: car control (level one); rules and procedures (level two); context of the journey (level

three); personality of the driver (level four); and the culture of the organisation (level five). In order to tackle all of these levels successfully, companies must ensure that the culture of the organisation does not put the drivers under undue pressure as well as addressing driver behaviour and better decision-making. On the ground, this means employers looking closely at their working practices, say with journey schedules, to ensure that they don’t inadvertently encourage staff to speed when they are driving for work. MORR must come from the top down and be co-ordinated by effective leadership. This means managers at all levels having guidance on how to manage both the expectations of the company as well as how to help keep their drivers safe on the road. It also means an open company policy where drivers feel they can challenge their line manager if they are being asked to increase their risk on the road while working, whether it is being encouraged to speed or to answer their mobile phone while driving. Then there is the importance of businesses familiarising their employees with company policies, which cover the risk factors associated with driving for work, to ensure that safety remains in the forefront of their minds. At RoSPA, we aim to motivate businesses to continually monitor and review their procedures and to keep upto-date with relevant issues. Among these are the risks associated with young drivers, and also cyclists. For further information: www.rospa.com

ACCIDENT PREVENTION

LED AUTOLAMPS: QUALITY AS STANDARD

he association of the LED Autolamps brand with high quality, well designed products and excellent service standards has led them to be widely recognised as the LED lighting specialist for the commercial vehicle industry. LED Autolamps’ product range offers an attractive opportunity for OEMs and auto-electrical dealers alike, the CV Show has always been an essential event on the company’s calendar - providing an opportunity to showcase their ever-expanding collection to both new and existing customers - and this year’s show promises to be their biggest yet. “Our latest product releases have been some of the most exciting to date,” says Commercial Director, Maurice Bibb. “LED Autolamps invest a lot into the research and development of new products, and I think this is evident in the quality of the range. We aim to create long-lasting and cost effective lighting solutions, and provide enough choice to cater for any type of hard working vehicle.” The popularity of the LED Autolamps brand becomes clear when you look at the physical growth the company has experienced, which

has been continuing year-on-year. LED’s European operations have now expanded even further with the introduction of new supporting roles in the UK and the introduction of a new Territory Sales Manager in mainland Europe. The recent expansion of the Birmingham headquarters has increased warehousing space by 100% - helping LED to achieve the high levels of product availability that they strive for - with next day delivery as standard. With the continued growth experienced, it seemed like a natural time for LED to apply for ISO accreditation, which was awarded earlier this year. LED’s Quality Representative Mark Brant tells us: “We are particularly pleased to have achieved ISO9001 certification in our sales and distribution activities, as it underlines our commitment to our customers and our focus on quality. Not many customers get to see their suppliers’ ‘back-office’ activities. This recognition demonstrates we can provide a quality solution from quotation to delivery.” LED Autolamps will be exhibiting on stand 5C98 at the CV Show 2014. For more information: www.led-autolamps.co.uk

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SURGE IN DRUG DRIVING IN THE UK GOES UNNOTICED 75% INCREASE OVER TWO YEARS • Latest drug-driving stats show a rise of 30% in drug-driving in a year and 75% over two years • More than 1 in 4 drivers failed a roadside drugs test over the Christmas campaigns • The number of arrests for drug-driving double • Nine times more chance drivers will fail a drugs test than a breathalyser • “Most reports focussed on drink driving but ignored this surge in driving under the influence of drugs” Matt Taylor, ScreenSafe

riving whilst under the influence of drugs has shot up in the UK, according to data released by ACPO, the Association of Police Chief Officers. Heralding an 8% drop in alcohol-related arrests from the annual Christmas Drink and Drug Driving campaign, few news reports picked up that more than 1 in 4 drivers were arrested after they failed a Field Impairment Test (FIT), the method police currently use to assess whether a driver is under the influence of drugs. This is a significant increase over previous years: 28% of drivers failed the FIT assessment during December 2013, in comparison to 21% over the same period in 2012, a rise of nearly a third. In 2011 the figure was 16.85%, so that in two years the proportion of drivers failing the FIT has risen 75%. Police carried out 513 FITs, arresting 143 people, almost double the 77 arrests in the equivalent

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period the year before, when 360 FITs were carried out. In comparison, 3.4% of drivers failed a breath alcohol test, nine times less than the proportion of positive drug-driving FIT assessments. “Most reports focussed on drink driving but ignored this surge in driving under the influence of drugs.” Says Matt Taylor, Managing Director of ScreenSafe, one of the UK’s leading providers of drug and alcohol testing services. “We need to be cautious in that these figures are based on a small population of just 500 tests, as the police have to rely on a judgmental assessment and are not yet allowed to use the equipment other countries employ to test drivers by the roadside. Nevertheless the results are a significant increase in drug-driving tests and arrests in just one year. It reflects what many safety organisations have been saying over the last few years, that the message

about the risks of drug-driving is just not getting through.” “Next December’s Christmas drug-driving campaign by the police may look very different, if they have the use of instant roadside drug testing equipment. There could many thousands more tests being carried out and then we will have a far more accurate picture to the extent of risk people are taking if they have drugs in their system whilst driving. Last year ScreenSafe joined up with the Road Haulage Association (RHA) to introduce SmartTest and encourage haulage operators and fleet managers to prepare for the new laws in drug driving being implemented this year and the introduction of roadside drug testing devices which will lead to a significant rise in drug-driving testing.

LOADS AND LIFTS

VEHICULAR ACCESS AND LOADING MADE EASY

asy loading and movement of heavy good and packages by vehicle is essential for the health and safety of drivers and operators. JNS Lift Ltd explain why they chose the Vapor Ricon Cargo Lift to help solve their client’s issues. When vehicles are used for transporting large, cumbersome and heavy packages, it is essential to use a safe and reliable system for lifting, storing and unloading. This is where a cargo lift can pay dividends and why NHS Scotland has commissioned four Vapor Ricon Cargo Lifts to transport vital sundries around the Trust’s area of operation in Central Scotland. “We were approached by NHS Scotland to source and fit a Cargo Lift appropriate for loading products such as wheelchairs and mobility aids that are to be delivered to patients across the Glasgow and Clyde area,” said David McKenna Director at JNS Lift

ltd of Johnstone. “We have used Vapor Ricon products for many years finding that they are the most suitable product in the market for this type of application due to their versatility, quality of build, ease of fitting and the added benefit of being simple to operate and user-friendly.” So far, NHS Scotland has fitted out lifts in four Ford Transit Panel Vans, but to preserve patient dignity and anonymity the vehicles feature only very discreet NHS branding on the external bodywork. The lift is ideally suited to light commercials and provides a cost effective lifting solution which can be fitted to most vehicles of this type. It has been designed in conjunction with Health and Safety Executive Guidelines and aims for managing manual handling and to overcome concerns of lifting excessive weight loads by individuals.

It gives complete peace of mind for employers and employees with regard manual handling and enables the fulfilment of risk assessment and manual handling legal requirements. “The lift only takes around five hours to fit meaning that not only is it cost effective it minimises the downtime of essential fleet vehicles,” said David. “The lifts are preferable to loading ramps as operator interaction and lifting is kept to a minimum. The product or goods can simply be placed on the loading platform which is controlled by a simple two button operation.” In addition to its ease of fitting and operation appeal, the lift also offers a host of other benefits. It has a non-intrusive space-saving footprint, a stable non-skid platform protecting product and operators alike and is capable of lifting 500kg. The Vapor Ricon Cargo Lift also

comes with excellent maintenance credentials, including: pre-lubricated bearings at all major pivot points to ensure long term durability, a five year limited warranty; and should power failure be experienced, a manual back system is provided to ensure schedules and deliveries can continue to be achieved. David concluded, “NHS Scotland are entirely happy with the product and it fulfils all their expectations in terms of quality, easy operation, reliability and cost effectiveness. They and I wouldn’t hesitate to recommend Vapor Ricon to other companies which require a reliable non-passenger vehicular lift system.” Vapor Ricon is part of the Wabtec group of companies and has been established in the UK for over thirty years and provides accessibility solutions and mobility products. For more information: www.ricon.eu

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LOADS AND LIFTS

STERTIL KONI EARTHLIFTS SIMPLIFY HANDLING OF MILITARY VEHICLES

aving used a wide range of different vehicle lifts, Commercial & Military Engineering Limited (CME) decided to specify three sets of Stertil Koni mobile column Earthlifts to support maintenance and servicing operations. Established in 2011 by its two founding partners, Stephen Wallis and Kevin Goodman, CME offers a combined total of 50 years’ engineering experience in commercial vehicle support and specialist military vehicles. The company’s headquarters at Bilsthorpe near Newark incorporates two fully-equipped workshops staffed by an experienced team of vehicle engineers and technicians. The 8200kg capacity Stertil Koni Earthlifts are used to simplify the handling of many types of vehicles such as buses, including Bendibuses, coaches and 8-wheel military vehicles. In typical use, as a set of four mobile columns, the lifts provide a combined capacity of over 32 tonnes. However, when lifting heavier or longer vehicles, such as 18.6 metres long Bendibuses and military recovery vehicles, additional columns may be added up to a maximum of eight columns per set. The initial two sets of Earthlifts were purchased to replace an outdated installation of cabled lifts and, as expected, they introduced an ideal combination of mobility and versatility. In fact, such was the immediate success of the Earthlifts that CME decided to purchase a third set to support the work of its team of mobile engineers that undertakes repair, maintenance and servicing activities at customers’ premises. The ability to take a set of Earthlifts off site and use them without the need for any installation has been warmly welcomed by CME’s customers. In designing and developing the Earthlift, Stertil Koni aimed to set the ‘green’ standard in the industry by producing an environmentally friendly lift. The result is an ergonomically efficient, economically productive and user-friendly model, which contributes towards the reduction of a business’s carbon footprint. One of its most innovative features is a unique Active Energy

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Importantly, the Earthlift features a control system that has been specially developed for industrial applications and not susceptible to interference. Retrieval System which uses gravity and the load of the lifted vehicle to retrieve energy and then store it in the batteries of the lift’s wireless mobile columns. The principle of the Active Energy Retrieval System is as brilliant as it is simple - to use the energy generated by the raised vehicle as it comes back down: in other words, to regain the gravitational energy. The new system increases the number of lifting cycles by about 35%, compared to a fullycharged set of wireless mobiles under maximum load. In addition to the reduction in power consumption, the Earthlift’s batteries need less recharging, thus also increasing productivity and reducing costs. Importantly, the Earthlift features a control system that has been specially developed for industrial applications and not susceptible to interference. The absence of cables provides maximum access to vehicles, with no risk of tripping, and also makes the installation of the columns quicker and simpler.

The Earthlift’s variable raising and lowering speeds mean that vehicles can be positioned extremely accurately which can be particularly important when removing or replacing heavy components such as engines and transmissions. Commenting on the success of the mobile column lifts, Stephen Wallis, CME’s co-founder, says, “We’ve used many different types of vehicle lifts over the years and we’ve yet to find one that comes even close to the performance of the Earthlifts. They are used constantly in our workshops and their combination of versatility and reliability enables us to work on 10 or 12 vehicles in a typical week. Productivity is superb and we’re able to turn jobs round very quickly. The range of vehicles we work on is very wide but we can rely on the performance of the Earthlifts, whether in our workshops or at our customers’ premises, with complete confidence.”

LOADS AND LIFTS

AUTOCHAIR CELEBRATES INCLUSION, INDEPENDENCE AND CHOICE (ICC)

eading UK vehicle adaptation manufacturers Autochair Limited will be consolidating last year’s 30th birthday celebrations with a series of roadshow and customer events throughout the UK, which started with the IIC Show in Manchester on February 14 and 15. The Inclusion, Independence and Choice (IIC) show took place at the G-MEX exhibition centre in Manchester. The event is a super-sized mixed ability/disability exhibition for the general public, professionals and trade. The mission is to engage, promote and educate everyone about Inclusion, Independence and Choice. Exhibiting on stand H49, in the “Mobility Car Showroom” section - Autochair showcased a range of vehicle adaptations in a fully equipped Ford Grand C-Max for visitors try out for themselves. At the heart of the event will be the new Autochair Liberty – A rooftop wheelchair carrier designed for drivers. THE NEW AUTOCHAIR LIBERTY The Autochair Liberty has been purposefully designed to be independently driven by people with disabilities, whenever and wherever they need. The Autochair Liberty is simple to operate with the ability to load or unload a folding wheelchair or folding power-assisted chair in under 90 seconds. Operated with a wireless hand controller, its side-door opening technology means that less space is needed around the vehicle so that it can be parked in smaller, confined spaces. At just 21 inches high it is ideal for home garages, multi-storey car parks and parking locations with restricted heights. At just 48kgs, the Autochair Liberty is the lightest wheelchair rooftop carrier in the world and can confidently lift folding manual or folding powered assisted wheelchairs up to 35kgs or 77lbs. Its versatile design means it can fit

on the majority of vehicle rooftop bars. The Autochair stand also featured a wide range of vehicle adaptations which together with members of the Autochair team will be on-hand to offer demonstrations, free help and advice. The stand will feature customer favourites; the Milford Person Lift and the acclaimed Olympian Hoist. Commenting David Crowhurst, Marketing Manager at Autochair says, “This event really ties in with what we are trying to achieve here at Autochair. The ethos and belief in universal design and taking responsibility for creating solutions that do not disAble people is something we hold dear. Our great designs work for everyone and excludes exclusion which is something that Autochair has worked hard to achieve in the last 30 years. This vision has

contributed to Autochair being recognised with a distinguished national award as an accredited Motability Adaptation Partner. Our goal is to facilitate individuals with reduced mobility to “Drive the car they love” and this is something that the company embraces in every step of our new product development programme.” Quality service and innovative product development and have always been key for the Alfreton based family business which has grown internationally in recent years, expanding into European, Australian and North American markets. Employee numbers at the company have increased steadily, rising to 56, many of these focused on product and service innovations. Following an accident in 1975 which left founder David Walker in a wheelchair, the first ‘Autochair’ was born in 1979. In 2005, David relinquished his role as Managing Director for his son, Matthew Walker to take over, but David still remains at the heart of the company’s success. If you would like more information about the IIC event or Autochair products call 0800 988 0070 or visit www.autochair.co.uk

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ALTERNATIVE FACTS

EUROPEAN AUTOMOBILE MANUFACTURERS’ ASSOCIATION (ACEA)

THE TRUCK OF THE FUTURE

The ACEA event, now in its tenth year, explored the theme of The Truck of the Future: Innovative, Fuel-Efficient, Safe, and also featured a display of the latest truck tractor models from each of the association’s members.

urope’s commercial vehicle manufacturers recently emphasised the importance of innovation to an industry that is making huge strides in the safety and fuel-efficiency of its vehicles. Cooperation on innovation today will deliver the truck of the future tomorrow. The assertion came during a keynote address by Wolfgang Bernhard, CEO of Daimler Trucks and Chairman of the Commercial Vehicle Board of the European Automobile Manufacturers’ Association (ACEA). Mr Bernhard was speaking at ACEA’s annual transport policy event in Brussels. Europe’s automobile manufacturers invest €36 billion in research annually. Thanks to this, the commercial vehicle industry has made particular effort to reach certain milestones, such as the Euro VI emissions standards and the installation of lifesaving technologies. Dr Bernhard focused on safety saying, “The technological progress in safety is impressive. It’s a real success story of joint efforts of EU policy makers and our industry. While transport performance has grown by 15% since 2000, the number of truck accidents with fatalities has

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decreased by 60%.” On commercial vehicle CO2 and fuel efficiency, Dr Bernhard said, “Trucks and vans are amongst the cleanest and most efficient modes of transportation, especially here in Europe. Taking payload and average fuel consumption into account, we have the lowest CO2 emissions of all major regions.” The ACEA event, now in its tenth year, explored the theme of The Truck of the Future: Innovative, Fuel-Efficient, Safe, and also featured a display of the latest truck tractor models from each of the association’s members. Dr Bernhard established the clear business case for advanced, innovative, clean and safe commercial vehicles, saying, “Let’s give our customers the full transparency on fuel efficiency, and let them decide. The most successful products will be the best for the environment, the economy, and the customer.” Dr Bernhard’s speech was followed by a debate where a number of key stakeholders from policy making, business and vehicle manufacturing gave their views on the progress made towards making Europe’s vans, trucks and buses cleaner, safer and more efficient.

The European Automobile Manufacturers’ Association (ACEA) is the Brussels-based trade association of the 15 major car, van, truck and bus producers in Europe. The European commercial vehicle industry fulfils the majority of transport needs. It is responsible for more than 75% of freight carried over land, and delivers 18 billion tonnes of goods per year. The commercial vehicle sector is a major industry, with over 1.6 million units produced in 2012 and a turnover of €70 billion annually. The commercial vehicle industry is a key part of the EU economy. It provides 250,000 direct manufacturing jobs; 3.6 million direct and indirect jobs. Europe’s commercial vehicle manufacturers are key to Europe’s prosperity. ACEA has 7 commercial vehicle members operating in 19 EU member states: DAF Trucks, Daimler Trucks, IVECO, MAN Truck & Bus, Scania, Volkswagen Commercial Vehicles and Volvo Group.

ALTERNATIVE FACTS

WOLFGANG BERNHARD - MEMBER OF DAIMLER’S BOARD OF MANAGEMENT AND HEAD OF DAIMLER TRUCKS AND BUSES - HAS OFFICIALLY TAKEN OVER THE CHAIRMANSHIP OF THE COMMERCIAL VEHICLE BOARD OF THE EUROPEAN AUTOMOBILE MANUFACTURERS’ ASSOCIATION (ACEA)

r Bernhard succeeds Andreas Renschler in this function, as Mr Renschler moved from the Daimler Trucks Division to the company’s Mercedes-Benz unit earlier this year. Stressing the importance of pan-industry collaboration, he said: “As commercial vehicle manufacturers, we can only be successful and sustainable in the long run if we jointly articulate and address our industry’s developments, progress and needs, and make these known to political decision-makers.” Dr Bernhard drew attention to the industry’s strong track record in reducing CO2 emissions. These CO2 savings have been achieved at the same time as the dramatic decreases in NOx and particulate matter from the EURO standards - despite both initiatives requiring sometimes conflicting measures. “In the years ahead, we will continue to invest billions of euros in research and development in this area, and I’m convinced that we will reach our Vision 20-20 target,” stated Bernhard. Under the Vision 20-20 initiative, the European commercial vehicle industry pledged to reduce CO2 emissions by 20% per ton-kilometer by 2020, compared to 2005 levels. According to Bernhard,

there is an urgent need to inform policy makers about vehicle requirements with regard to weight and dimensions. “Aerodynamic improvements have greatly contributed to reducing fuel consumption and increasing efficiency,” he stated. However, the industry stresses the need for flexibility

A revision of the weights and dimensions direction based on only a ‘derogation from total vehicle length’ will provide little opportunity to improve truck cabs. to design the safest and most fuel-efficient vehicles according to their usage, rather than imposing a fixed design. A revision of the weights and dimensions direction based on only a ‘derogation from total vehicle length’ will provide little opportunity to improve truck cabs. It should also not be forgotten that the greatest fuel savings (5-6%) can be achieved through

improvements to the rear of the truck, which could be implemented across the fleet within three to four years. “We have to explain these facts more clearly and effectively so that they are taken into account in the current political debate.” Wolfgang Bernhard has been a member of the Board of Management of Daimler since 2010. He joined Mercedes-Benz in 1992, becoming Head of the S-Class Assembly in 1994 before being promoted to CEO of Mercedes-AMG GmbH in 1999. He was appointed a member of the board of management of DaimlerChrysler AG in November 2000 and held the position of Chief Operating Officer for the Chrysler Group from November 2000 until 2004. In February 2005 he joined the board of Volkswagen AG and became chairman of the VW Group brands from May 2005 to February 2007. Dr Bernhard completed his master’s degree in electrical engineering and economics at the Technical University Darmstadt, and received his MBA from Columbia Business School. He completed his doctoral degree at the Johann Wolfgang Goethe University in Frankfurt.

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ALTERNATIVE FACTS

ACEA: INTERMODALITY AND THE TRUCK OF THE FUTURE

he road transport sector is both the lifeblood of and a major contributor to the European economy. Today, road transport fulfils the overwhelming majority of transport needs for companies and individuals, delivering the goods we take for granted in our homes and workplaces, and the services upon which the business community relies. Indeed road transport accounts for over 75% of all goods transported over land. In the future, transport demand will increase in line with GDP and trade growth. A conservative estimate would result in a 30% increase in transport activity in the next 20 years. Limiting mobility is not an option, as there will not be a lesser need for flexible transport solutions tomorrow. All transport modes will therefore need to increase their supply, efficiency and environmental performance, and to work together in a complementary way. Intermodality is key to meeting the transport demands of the future; it makes no sense to put transport modes in competition with each other. Indeed, the European Commission’s White Paper goal of shifting road freight over 300 km to rail is not supported by any of the most recent independent scientific research, nor does it make sense from an economic or environmental point of view.

FUEL-EFFICIENCY The European Commission is preparing a strategy on CO2 emissions from heavy-duty vehicles. With this in mind, ACEA points out that any strategy to reduce CO2 emissions from heavy-duty vehicles has to take account of the key features of trucks: • The shape of the vehicles, which depends on their daily ‘mission’. No one truck is like another. The same tractor or engine may end up pulling very different trailers and combinations, affecting the CO2 emissions of the complete vehicle. • The usage pattern of the vehicles and their cargo, in other words, ‘the work they do’. Is the payload heavy or large? Is the road flat or hilly? Will the vehicle travel over a long distance in one go, or is the journey short with many starts and stops? All these usage patterns result in different CO2 emissions.

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CO2 reduction policy for commercial vehicles should prepared to shorten their trucks. The solution found therefore not follow the same approach as that was EMS. The agreement was that, in order to for passenger cars. It should use the appropriate preserve free competition in the European market, measurement metric; that is to say ‘work done’, longer trucks would be allowed provided that they or - according to what the vehicles carry - fuelwere composed by the EU-standardised modules. In consumption per tonne-kilometre, cubic-kilometre or other words, non-Scandinavian transport operators passenger-kilometre. could compete in Scandinavia with Scandinavian Policy should aim to develop methods that cover operators on an equal basis, by simply adding the wide variations in vehicles and missions. To to their ‘standard’ trucks, additional modules (EU this end, ACEA encourages the use of a computer standardised). EMS is in fact the only EU system that simulation tool based on real-world data that ensures free competition between transport operators reflects the emissions produced under real driving from different member states. circumstances. This would allow for a transparent A number of member states allow the use of EMS comparison of vehicle performance, and would be on their territory, while others have launched trials welcomed by customers as a guidance tool to help to assess the impact of their use. Those member them purchase the states allowing the use best vehicle for the of EMS typically report job. lower fuel consumption As regards infrastructure, Trucks and buses are per ton-km, no modal ACEA cautions that a lack of economic goods. shift to road, and investment in roads will only Fuel efficiency is a improved traffic flows key element in the without negative impact lead to further congestion purchase decision, as on road safety or and more CO2 emissions. fuel represents 30% infrastructure. of the running costs When talking about the - almost as much as integrated approach, the cost of employing drivers. there are many things that truck operators can There has therefore been a clear business case do themselves like keeping the right tyre pressure to minimise fuel consumption for decades, and and deflector position, and optimal training of the sector has been self-regulating with regard to drivers. Combined, these measures can easily CO2 emissions, as these are directly linked to fuel result in permanent fuel-consumption gains and CO2 consumption. reductions of 3 to 5%. CO2 emissions can only come down effectively As regards infrastructure, ACEA cautions that a with efforts from not only manufacturers, but also lack of investment in roads will only lead to further operators, drivers, governments, infrastructure and congestion and more CO2 emissions. It is therefore urban planners, and the fuel and energy industry. not logical that the main infrastructure funding tool at This is what ACEA calls the ‘integrated approach’. the EU level - the Connecting Europe Facility (CEF) Vehicle technology is important, but there is lowexcludes road works. hanging fruit that also needs picking: an improved And concerning vehicle size and dimensions, ACEA traffic flow, intelligent and better infrastructure, is in favour of a revision of the directive on weights logistics, driver training, adjustments in vehicle size and dimensions and strongly supports having and dimensions, availability of alternative fuels and additional space for fuel-efficient innovations in better cooperation between transport modes. trucks. However, it does not support having a fixed The full impact of new vehicle technologies will only cab design. Instead it calls for the flexibility to use be felt when the existing fleet has been replaced, the extra space for innovations that have the greatest but these other measures will have an immediate impact on fuel-efficiency. This does not only include impact on the entire existing fleet. aerodynamics (the best trucks on the market today A quick win in this context would be the cross-border would only gain a 1% fuel-efficiency improvement use of European Modular System trucks, called through aerodynamic cabs), but include a number of EMS, which are longer combinations of trucks technological innovations that require more space, and trailers. Enabling three trucks to be replaced such as alternative power-trains, more efficient by two and thereby bringing fuel consumption cooling solutions, fuel tanks for alternative fuels, and down by some 20%, EMS represents the most waste heat recovery. This flexible approach has far cost-efficient and immediate way of reducing CO2 more potential to improve the fuel-efficiency of the emissions. EMS was introduced in the 90s when truck of the future. Scandinavian countries joined the EU. In these States, for environmental reasons, longer trucks had been historically on the roads. They were not