Occasionally, for the purposes of sanity and objectivity, it’s good to look at what’s happening in industries along the supply chain. Finding out what’s important, what the trends are, who’s saying what, where their markets are heading – it’s both interesting and thought provoking. Is their direction of travel similar to ours? Are their views divergent or convergent? What can we learn from listening? Sometimes what we learn can be a bellwether for our own industry, an indicator of what might be coming down the tracks, negative or positive. As an example, it was often said in the construction materials industry that those manufacturers of above ground products looked at how makers of subterranean products were faring. If business was booming for pipes and drains, then as surely as night followed day those brick makers and plasterboard manufacturers would, in turn, have their day in the sun.
We mention this because the European Lead Battery Conference has just finished. So what, you may ask? Well four years ago lead battery manufacturers thought the end was nigh. Lithium-ion was king, and nobody dared say different. Four years on times and sentiment have changed. The downturn in the EV market and concerns about lithium-ion batteries catching fire have altered the landscape somewhat.
The figures speak for themselves. Apparently, the rechargeable battery market is worth over $250bn according to the consulting firm Avicenne Energy. Of this the leadacid format retains a market share of over 30% having gone from 526GWh in 2020 to 550GWh in 2023. Within the industrial segment lead acid has 51% of the motive market. Now that’s a lot of batteries going into vans, trucks, buses and other modes of transport besides.
So, what can we distil from the above? Well, first off lead acid batteries are not disappearing anytime soon. Second, EV-style batteries have a long way to go to surpass their lead-acid counterparts. Third, and most importantly for our industry, is that the demand for lead batteries that are so often the staple of SMR work isn’t waning but probably waxing.
In the era of EVs it’s easy to be persuaded that lead batteries are old technology, are on their way out, having nothing new to offer but the reality is quite different. In fact, a lot of research is going on in the background to develop battery capabilities such as auxiliary power for, believe it or not, electric vehicles.
Their contribution shouldn’t be underestimated. Around 99% are collected and recycled at end-of-life, they have a low environmental footprint, are very safe, possess excellent high-temperature durability and for the most part are affordable.
For start-stop applications they contribute fuel consumption savings of 5-10% and they offer unrivalled cold-cranking performance.
Add in trends such as the ‘Cuba syndrome’ – a term coined by Fleetcheck, the fleet software specialist – whereby vehicles are being kept for much longer since the pandemic means a corresponding amount of extra servicing, maintaining and parts needed, batteries included.
Enjoy the read!
NEWS
The rise of ‘Cuba syndrome’ since the pandemic means fleets need to be collecting rapidly increasing amounts of data, advises FleetCheck, the fleet software specialist.
It adds that keeping vehicles for much longer – something especially common for vans – requires greater amounts of information to both prove safety requirements and ensure efficiency.
“We have certainly seen an increase in, for example, the number of 8-10year-old Transits owned by major operators. Following the pandemic, replacement cycles have been stretched considerably,” says managing director Peter Golding.
“..this means keeping service, maintenance and repair records that are even more watertight...”
“Cuba syndrome creates two issues – ensuring your risk management responsibilities are being met, and vehicles remain operationally effective with downtime being minimised. Collecting greater amounts of appropriate data is the key in both of these areas,” he adds.
“When it comes to risk management, you need to be able to prove that your cars and vans are being maintained to the highest standards, are fit for purpose despite their age, and that extending replacement cycles is not impacting on safety. This means keeping service, maintenance and repair records that are even more watertight than previously.”
Summer sales sizzle
August proved to be a bumper month for new LCV registrations with a rise of 1.7%the best performance for the month since 2021 after two months of decline. The SMMT’s data reveals that 16,575 vans, 4x4s, pickups and taxis joined the road in what is traditionally a low volume month ahead of September’s plate change.
The market for smaller-sized vans continued to increase, up 24.5% to 427 units as new models drove demand. Registrations of medium-sized vans grew by 1.9% to 2,771 units, while those of the largest vans increased by 1.8% to 11,753 units, remaining the most popular segment with a 70.9% market share. Deliveries of 4x4s and pickups, meanwhile, declined by -12.9% and -2.5% respectively to make up a combined 1,624 units.
“... a return to growth for Britain’s new van sector is encouraging...”
Year-to-date, the van market is up 2.7% to 218,884 units, with all segments recording growth. SMMT chief executive, Mike Hawes, said: “A return to growth for Britain’s new van sector is encouraging as the market continues its post-Covid recovery. Manufacturers continue to produce a range of new models, with many of these zero emission.”
MAN up
In its latest parts bulletin Imexparts (IMEX) is highlighting hard-to-source MAN truck parts to cover the evergrowing commercial vehicle market.
The supplier says that it currently offers over 15,000 part numbers for MAN trucks, including components such as diesel tanks, mirrors, sensors and switches, steering and suspension, bumpers and body parts, intercoolers, air tanks and engine parts. This covers all popular MAN trucks including MAN TGA, TGL, TGM, TGS and TGX.
New figures from the SMMT show that the number of new buses, coaches and minibuses joining Britain’s roads increased by 61.7% to 1,826 units in the second quarter of 2024, the fifth consecutive quarter of growth.
A continued rise in year-on-year demand since the start of 2023 reflects the gradual return of operator confidence following a period of sharp decline during the pandemic, when ridership levels fell dramatically, says the trade body. The recent growth, however, owes a large part to government measures
to stimulate demand, notably though the Bus Fare Cap Grant. Growth in the quarter was driven by a doubling in demand for new minibuses, up 97.2% with 903 vehicles providing crucial transport services across the country. Deliveries of new double decker buses also grew two-fold, up 100.5% to 387 units while new single deck bus uptake rose by a more modest 12.1%.
More operators also made the switch to zero emission vehicles (ZEVs) with new registrations of the latest, greenest buses up by a third (36.3%) to 424 units during Q2 2024.
Double top for bus sales
Cuban wheels
Go compare
A new report from epyx enables garages to see for probably the first time how their service, maintenance and repair (SMR) performance compares to national and regional trends across a range of key metrics.
The quarterly 1link market index report includes information from both in and out of franchise covering average labour rate and parts discounts for vans, average lead time by region, average vehicle off road time by region, age of vehicles having work undertaken, pricing of frequently fitted parts and more.
Charlie Brooks, strategy and growth director at epyx, said: "At epyx, we have a size and depth of SMR data that is simply
MOT fails in HGVs
In the first three months of this year HGVs had an initial test failure fail rate of nearly 11 % while the figure was approaching 9% for trailers, according to the IAAF’s latest bulletin.
This could be down to the heavily regulated nature of HGV usage and routine checks required by O-licence holders, resulting in HGVs generally being more roadworthy than passenger cars when carrying out
Rolling success
The ContiAcademy, Continental’s inhouse training centre for tyre service and maintenance, celebrated its fifth anniversary in August. Since opening the Lutterworth-based facility, Continental has championed education and training for operators and tyre technicians.
Wheel security and driver training courses are amongst the most popular with delegates. These sessions aim to educate HGV drivers on enhancing tyre longevity and preventing damage. The facility also offers qualifications and assessments, such as the REACT roadside safety licence and the NTDA Licenced Commercial Tyre Technician programme, as well as a range of IMI qualifications. This includes the Tyre Forensics course, which trains delegates to inspect and determine the root cause of a tyre
unavailable anywhere else and in recent years, we've been looking at ways of making it available to garages in useful formats.
“A couple of years ago, we launched our network performance and opportunities report, which is designed to show all garages how they are performing against local competitors and has been very successful. Now, the broader market index report provides a regional and national view for franchise groups and independent garages.
“It provides a detailed insight into a wide range of SMR metrics, showing how you are performing against similar businesses, such as others with the same franchise or the wider market.”
UK commercial vehicle manufacturing output soared 71.7% in July to reach 15,252 units, reversing four months of decline, according to the latest data from the SMMT.
This was the best July performance in 16 years and a 201.8% increase on prepandemic July 2019 volumes.
inspections. This is further corroborated in the report that cites data from the DoT revealing initial MOT failure rates of 28.5% in 2023 in class 4 vehicles.
Braking systems topped the HGV inspection failure rate at 5.7%, followed by tyre condition at 3.7% and suspension at 2.9% Similarly, the top reason for test failures amongst trailers was also brake systems at 4%, service brakes at 3.4% and parking brakes at 2.1%.
failure before completing a forensic report.
Gwyn Fennell, technical services and training manager, said: “From the very beginning, the ContiAcademy has been dedicated to advancing tyre education in the industry. Our catalogue of bespoke courses and sector-specific workshops are not only helping to develop tyre professionals, but have the vital support of key sector partners, such as the Institute of the Motor Industry and the National Tyre Distributors Association.”
Growth in the month was apparently driven by easing supply chain challenges and ongoing demand from overseas markets – which grew 76.8% to 9,534 units. Exports accounted for 62.5% of all vehicles produced in the month, with the EU taking the lion’s share and nearly all exports (99.1%). The domestic market also recorded double-digit growth, rising by 63.7% to 5,718 units.
“...an end to recent supply chain disruption signals a return to growth...”
The sector’s first monthly uptick since February sees year-to-date production up by 7.3% on the same period in 2023 to 72,761 units – a healthy gain of 4,971 units.
“An end to recent supply chain disruption signals a return to growth for the UK’s commercial vehicle sector, and significant growth at that. Sustaining strong global demand for British-built vans, trucks and buses, which are increasingly zero emission, now depends on maintaining favourable trading conditions, creating healthy markets at home and boosting UK competitiveness on the global stage,” commented Mike Hawes, SMMT chief executive.
NEWS
PSS passes
Durite’s Progressive Safe System (PSS) has met the the specifications set out by Transport for London (TfL), following extensive tests carried out by Loughborough University.
John Nobbs of Durite said: “PSS providers can self-certify their systems, but HGV operators are understandably cautious about investing in unproven systems ahead of the October deadline.”
“Following requests from our customers and to offer extra peace of mind to fleet operators and drivers, we decided to get the Durite Progressive Safe System (PSS) independently tested. After previously fitting the Durite PSS on the Road Haulage Association (RHA) training truck, we revisited Loughborough University to proceed with the testing.”
“...we decided to get to get the Durite PSS independently tested...”
The university was commissioned by TfL to define and test the Direct Vision Standard (DVS) in London, adds Durite. Its research on driver vision also led to Europe-wide safety changes to HGV design, making it the clear and obvious choice to test the company’s new PSS technology.
Durite’s investment in third-party testing, says the company, enables fleet managers to choose their PSS with the complete confidence that it complies with TfL’s specifications.
Volumes up, prices down
LCV sold volumes rose during July 2024 to reach the highest point on record, according to reseller BCA.
Though LCV pricing remains volatile, buyer engagement remains positive and total buyer numbers have risen substantially since the start of the year, it added.
Average monthly values slipped to £7,410 in July, down from £7,845 in June, with another significant downward guide price move influencing the trend.
Average values have been under pressure since the second quarter of the calendar year, with a large supply of standard model vans creating significant market pressure. Stuart Pearson, BCA COO UK, commented: “The LCV market has been experiencing a fairly significant pricing realignment over the last few months, and there’s likely still greater movements to come.
FORS for good
FORS has announced it is to deliver its best practice road transport principles for single van operations where the vehicle owner is also the driver. The move is aimed at driving up standards of safety, efficiency and environmental protection in this relatively hard to reach sector, with the help of a low-cost, easy to understand FORS accreditation.
Key to the move is a FORS Bronze audit to suit owner van drivers. Whilst van operations are regulated, the requirement to evidence compliance, conduct checks, undertake training and retain records is less stringent than for businesses operating under O-Licence conditions. The FORS Bronze audit includes management
“Whilst there isn’t any shortage of buyer interest, the sellers that are taking a very pragmatic approach to investing in the right level of preparation, along with valuing vehicles realistically, are achieving the best results. With many base spec vehicles in the system, buyers will inevitably focus their attention on those that can be turned the fastest and the delta between the best and worst condition is likely to increase further.”
He added: “While this may seem like challenging news, demand for LCV stock remains strong and buyer engagement has been at record levels at BCA this year. The guide price move into August certainly injected some realism into the market, but currently there’s still the expectation of further moves which should bring sellers and buyers closer together in their expectations.“
responsibilities, driver competence and fitness, vehicle roadworthiness and operational management.
A dedicated toolkit has been developed to assist owner van drivers in preparing for audit. Once registered, FORS provides access to the extensive FORS Professional training portfolio as well as further benefits and incentives from FORS events and partner offers.
TRAFFICNEWS
Ford plugs new Ranger
The UK’s best-selling, no-compromise new model offers full Ranger towing, payload and off-road performance with electric-only driving ability, extending the comprehensive range of Ford Pro battery electric and plug-in hybrid vehicles.
Exclusive model
Up to 690Nm of torque – the most of any production Ranger – and an EV-only driving range of over 27 miles enhance the appeal of the latest Ranger model. The Ranger hybrid also introduces Pro Power Onboard, enabling customers to power up to 6.9kW of tools directly from the onboard battery rather than needing a generator.
In addition to the Wildtrak and XLT series, Ford Pro is introducing the new model as a PHEV-exclusive Stormtrak launch edition.
Ford Pro is blazing a new trail for plug-in hybrid pickups with the launch of its all-new Ranger PHEV.
“The all-new Ranger PHEV delivers the benefits of electrification hand-in-hand with the hard-working performance that has built Ranger a loyal fanbase in Europe. We have perfected our first PHEV pickup in Europe to be a hugely capable tool for work and off-roading, as well as
a premium vehicle with the comfort, connectivity and EVonly capability for family duties,” said Hans Schep, general manager, Ford Pro, Europe.
More than 200,000 Rangers have been sold in the UK since it was launched in 1998, reigning as the best-selling pick-up since 2016. Last year,
Ranger accounted for over 45% of the pick-up sector market share, and accounts for over 55% for 2024 year-to-date.
“Having significantly grown market share and been the best-selling pick-up in the UK for eight years in a row, the Ford Ranger is firmly the nation’s favourite truck”, said Mandy Dean, director, Commercial Vehicles, Ford of Britain and Ireland. “The introduction of a new Plug-in Hybrid option for customers enables emissionfree driving and more torque when required. The addition of Pro Power Onboard to power tools and equipment again takes Ranger to another level, and means that customers have an even broader range of choices.”
For more information on the Ford Ranger PHEV WWW.RDR.LINK/VBN001
City slicker
Event transport specialist Event Ground Support (EGS) has cut costs and its carbon footprint with Krone’s new 11-metre Mega City Dry Liner trailer.
Managing director, Kevin Webb, was looking for a new vehicle to handle urban duties, where high volume and manoeuvrability are prerequisites, and so looked to Krone.
“At the time, we were looking for an 18-tonne rigid for urban areas or a 9-metre urban trailer,” said Kevin. “Krone’s area sales manager, Alan McKee, came along and said, ‘we have an 11metre mega with the rear-steer lifting axle,’ and I thought, ‘that’s a big trailer to be getting into those places,’ so we tested it.
“What swung it was that we could get the City Liner into places where you wouldn’t dream of putting a trailer. A real test recently was a customer requested a 26-tonne rigid to load from the rear entrance of The London Palladium. We felt this would be great test for the 11m urban. To gain access you have to dodge sleepers, flowerpots and posts. Our experienced driver drove the trailer in with ease and reversed to the rear doors. Leaving was a different situation and required a little more patience with the driver making a few shunts and raising of trailer to clear the posts. Once in, one of the crew at the Palladium said, “how did you get that round there?”
“...we could get the City Liner into places where you wouldn’t dream of putting a trailer...”
The Mega City Dry Liner trailer offers greater degrees of flexibility, manoeuvrability and capacity than rigid vehicles. It is fitted with a front lifting axle and a rear-steer axle, rendering it capable of accessing areas that are out of bounds to both larger and smaller trucks.
For more information, WWW.RDR.LINK/VBN002
VOLVO
A classic truck purchased by Guyhirn-based Bretts Transport at the time current managing director Simon Brett was born has been restored to its original condition.
The Volvo F86 tractor unit was restored to to its former glory by neighbouring business Ken Thomas Ltd – another Guyhirn-based transport and warehousing firm with a workshop specialising in restorations.
As part of the project the truck has been given a new livery which is a blend of the 1970s-style Bretts branding and a more contemporary look.
Simon said: "I don't think the truck was originally purchased with the intention of keeping it all this time but then as the years rolled by I think there was a conscious decision to keep it for sentimental reasons.”
For more information, WWW.RDR.LINK/VBN003
CLIMB ABOARD
Euro Bus Expo 2024 is pulling up at the NEC Birmingham in November. CVW previews what’s on the ticket.
As the automotive sector continues to evolve, keeping abreast of the latest technologies, products, and best practices is probably no bad thing.
Euro Bus Expo 2024, running from 12-14 November at the NEC Birmingham, is as good a place as any to explore innovations designed to improve the efficiency, safety, and sustainability of fleet operations.
According to the organisers, Euro Bus Expo will feature 21 vehicle exhibitors, offering an array of innovations. CVW readers can look forward to seeing major names such as Alexander Dennis, Apex Bus Sales and B.A.S.E, along with industry leaders like BYD, Irizar UK, and Scania. Other notable exhibitors include Karsan, Temsa, VDL Van Hool Belgium bv, and specialists like Mellor Bus Ltd, Minibus Options, and Coachtraders.
Cutting-edge TOOLS AND TECH
The biennial trade show is a great opportunity to discover new tools and strategies that can transform workshop and fleet management processes. The exhibition will showcase a wide range of products and services that can benefit both HGV and bus operations. Key areas to explore include:
■ Diagnostics and telematics: innovations that enhance fleet performance, minimise downtime, and streamline maintenance. Alcolock UK, and Eclipse Diagnostics, and MiX Telematics will
showcase advanced solutions, helping operators gain real-time insights and optimise vehicle health.
■ Workshop equipment: for the latest in productivity-enhancing tools and equipment, from vehicle lifts to tyre management systems, be sure to visit MAHA UK, Premier Pits, and Totalkare.
■ Fleet management software: track fleet performance, improve compliance, and cut costs with solutions from exhibitors including AES Fleet, Aquarius IT, CheckedSafe, Freeway Fleet Systems, and Vix Technology.
■ Health and safety solutions: exhibitors such as Parksafe Group, Ashtree Vision and Safety, and Synectics Security Limited offer advanced CCTV and security systems to improve safety and protect vehicles.
■ Sustainability and emissions control: technologies that reduce emissions and boost fuel efficiency are essential for meeting regulations. Exhibitors such as Altertek, Elite KL, and TruTac provide products to support greener operations.
SEMINAR highlights
The seminar programme is packed with sessions offering valuable insights for everyone involved in the industry. Here’s some of the programme highlights:
Latest developments in decarbonising coaches
Andrew Luckett from BluMarbl will present the latest developments in decarbonising coach fleets, with insights from the comprehensive BluMarbl/CPT decarbonisation report, which models millions of kilometres of bus and coach data across the UK. The session will cover key technologies and financial tools to support small and medium operators in their transition to zero emissions. While focused on buses and coaches, the datadriven approach and financial models discussed, such as pay-as-you-go charging and fleet management tools, are also relevant to HGV operators exploring decarbonisation strategies.
Electric depots and integrated charging solutions
Julia Meek (Zenobē) and Luke Marion (Oxford Bus Company) will share realworld examples of the challenges involved in transforming depots for electric vehicle
REGISTER NOW I
Why Attend Euro Bus Expo 2024?
Euro Bus Expo is seen as an essential destination for those seeking practical solutions to improve fleet efficiency, safety, and sustainability. It offers vital updates to keep fleets compliant, and helps stay ahead of trends, ensuring workshops and fleets are future-ready. The show also provides valuable networking opportunities with suppliers, industry leaders, and peers.
fleets. This session will highlight universal strategies for planning the transition - from financial considerations to developing the right charging infrastructure. You’ll hear about the unforeseen issues that arise during this process and learn practical solutions from those who have successfully made the switch.
Navigating compliance in a digital world
James Backhouse, legal director at Backhouse Jones, will explore what 'excellence' looks like for effective compliance management systems in today’s digital landscape. He’ll also cover key topics including management structures and ensuring clear lines of communication. Attendees will leave ready to assess and improve their own compliance systems, making this session essential for managers and CEOs responsible for keeping their operations compliant and efficient.
This panel, featuring Dr. Grant Charlesworth-Jones (D4Drivers), Ross Lockett (ASOT), Dal Kalirai (Women in Transport), and a Geotab representative, offers practical strategies to build a healthier, motivated, and engaged driver workforce. Key topics include improving driver health through low-cost solutions, addressing mental health challenges faced by drivers, and fostering diversity and inclusion to enhance workforce resilience. Geotab will also explore how telematics can improve driver safety and performance when positioned as supportive tools.
These sessions provide actionable insights and future-facing strategies that will help operators stay ahead of industry trends, improve fleet operations, and ensure workforce resilience.
Don’t miss Euro Bus Expo 2024, taking place from 12-14 November at the NEC Birmingham. Explore the full list of exhibitors, seminars, and networking opportunities, and register for free today at www.eurobusxpo.com
Exploring driver health and wellbeing: insights for a resilient workforce
ALL TEED UP
Keeping tabs on everything going on in a busy workshop is pretty much essential if you want to stay on top of things, and more importantly, keep those customers happy. CVW hears from Marshalls about its deployment of a web-based workflow system to manage all the challenges of day-to-day working.
Marshall Mercedes Truck and Van is one of the largest commercial dealers in the country and provides servicing for many transport companies across the south. Like any operation it’s all about keeping the client’s fleet on the road by ensuring that vehicles are maintained to the highest standards.
Managing a busy vehicle workshop is always a challenge. With hourly updates to the schedule and changing priorities, it can really feel like spinning plates for staff. In addition to an ever-increasing workload, it is essential to have up-to-date information about what is happening in the workshop. In this environment, it is vital that key staff can make informed and quick decisions. To achieve this they need the right tools, enabling staff to work as productively as possible and minimise waste.
“..we have seen staff more confident on the phone with customers when they have all the information to hand...”
Work smarter
Gareth Downs, head of aftermarket at Marshalls looks after four service departments: Southampton, Andover, Fareham and Croydon. When Gareth moved to Marshalls, one of his first tasks was to look for a way of improving the way workload was managed.
“We needed a system that we could manage ourselves with our changing needs. It also had to be easily rolled out to other sites. When we tried T Cards Online, we found it required little training, and was easy to use for our staff. This was an essential element. Any system must be there for you and not the other way around. The system is unique as it allows all users to see the workflow at once and updates are immediate with every change and actions logged in the T Card log history. Having the ability to visually see the status of work in progress in real time gives us the information we need, when we need it,’ he explains.
“There are many other options available, but we have found T Cards Online the easiest to use and most costeffective tool. It allows you to quickly customise to your requirements with the support team at T Cards Online, who are friendly and always eager to help achieve what we want. It really is true value for money. No other option on the market allows us, as the user, to tailor the board layout and T Card field data as quickly and easily as T Cards Online, and the management tool ensures users only have the fields they need to view,” adds Gareth.
According to Gareth, before the arrival of T Cards Online, information was lost at shift handovers, there were inconsistent handwritten notes, and delays in providing customers accurate updates. With the CV workshop, it is essential no vehicle leaves with safety-related defects, so the system
has ensured a robust quality control approach to sign off all work prior to release. All customer updates are logged onto the system so all staff can make sure customers are well informed.
Added value
Since implementation in 2022 there have been some notable outcomes - repair quality and customer experience have dramatically improved with the aid of the software. Gareth has also seen some other interesting improvements: “We have seen staff more confident on the phone with customers when they have all the information to hand. Management of timesensitive bookings and breakdowns are well managed thanks to the alarm system. All staff updating at one central point, so information is not stored in various formats around the business is a godsend! It is a great system to have at all the sites,
all of whom are now comfortable and reliant on the same software.”
Gareth boils down the benefits of T Cards into three areas; the clear display, the simple mobile app and the general ease of use. In addition, the system is capable of dealing with slightly different requirements from different sites. It can have variations to the design to suit individual workshop needs but still enables workload in general to be monitored and analysed across the group.
Marshall Mercedes Truck and Van is just one of many companies that seems to be achieving significant improvements in workflow and productivity using this simple-to-implement and simple-to-use tool.
Is this the way forward for vehicle maintenance and fleet management? Tom Coker, head of operations, believes his company’s predictive AI systems are the future.
PREDICTABLE BEHAVIOUR
Put simply Intangles’ predictive AI systems alert fleet operators to vehicle issues before a vehicle fault code is triggered. This creates substantial savings in operating costs through improving fuel efficiency and reducing downtime. It also decreases maintenance costs by improving turn-around time with lower costs of repairs.
If you ask most people what artificial intelligence or AI is, they will point you towards large language models like ChatGPT or Gemini. However, the reality is that AI is already firmly embedded in the road haulage industry, be it through driver behaviour monitoring, geolocation and smart route mapping, or smart load stacking software. However, no system to
date has come close to predicting when a vehicle is going to fail, until now.
Intangles has developed a world leading AI product that can do just this. The statistics are impressive – the systems operate with a 95% accuracy rate. Customer fleets in the US are reporting a reduction in fuel use of up to 10% due to greater efficiency, reduction in maintenance costs of up to 10%, and a reduction in breakdowns of up to 75% –figures that represent enormous savings irrespective of the size of the fleet.
Working model
How does it work? The system intelligently monitors all the data that is processed in a vehicle’s CAN bus in real time - this equates to millions of data points every day. Their algorithms then use physicsbased modelling (i.e. how an engine functions in different conditions) to produce a digital twin (i.e. a digital replica) of each individual vehicle’s systems.
This is then used in conjunction with the information from the live vehicle to create an accurate model of current vehicle health and then raise alerts to the fleet manager where there are causes for concern, along with the ordered recommendations to address the area of concern.
This means that a vehicle could be on a run, and a minor predictive alert could be raised informing the maintenance staff of work that can be scheduled upon the vehicle’s return, or in the case of a critical alert, the vehicle could be diverted to a safe location along its route to avoid breakdown and costly recovery. Note that the invehicle device operates passively - in “listening mode” only - and does not interfere with the CAN Bus or vehicle systems.
Installations to date
The Intangles system has been installed on over 250,000 vehicles worldwide and as a result the dataset is incredibly rich – they hold over 60 TB of curated (i.e. directly relevant and usable) data – a figure that increases daily. When new engine
platforms are introduced to the AI, accurate and tailored new models are created within just a few days of vehicle operation. Furthermore, because of the climatic data that Intangles has gathered (ranging from the Canadian Rockies to the deserts of Rajasthan at 50°C) it has an incredibly varied dataset to enhance the quality of the digital twins.
The Intangles solution is OEM and powertrain agnostic and currently supports over 3,000 different engine specifications across multiple vehicle classes and fuel sources (diesel and petrol, alternative fuels, and electric). The InRoute platform also contains a full suite of telematics and driver behaviour monitoring features allowing fleets to maintain a broad perspective of all aspects of their operations from within a single view.
The user interface has been carefully designed to make it easy to use and simple to learn. The platform comes with a convenient iOS and Android mobile app which can keep you informed on critical alerts while on the go. Device installation can be done in just a few minutes and is guaranteed to not interfere with any other existing systems in the vehicle.
Overall, the Intangles solution offers fleets unparalled value through multiple areas of benefit. Fleets will experience lower maintenance and fuel costs along with increased availability thanks to the accuracy of the insights that the system provides.
UK Launch.
Intangles is currently looking for UK partners to come on board and trial the equipment (free of charge) as we enter the UK market. Partners will also benefit from an early partner discount when they choose to subsequently subscribe.
If you would like more information on Intangles systems please visit www.intangles.ai – or email connectuk@intangles.com because our UK team would love to hear from you.
FOR MORE INFORMATION, WWW.RDR.LINK/VBN005
VISIONARY APPROACH
As the fleet industry races toward compliance with the upcoming Phase 2 of the Direct Vision Standard (DVS), specialist companies like Daltec are stepping up to help operators meet these vital safety requirements. CVW reports.
significant focus for the fleet industry. Companies are working to ensure their vehicles comply with the updated requirements ahead of the deadline.
To meet the regulations, vehicles over 12 tonnes operating in and around London must be fitted with a Progressive Safe System. This includes systems such as a moving off information system (MOIS) and a blind spot information system (BSIS).
Before DVS was introduced, heavy goods vehicles (HGVs) made up only 3% of the miles driven in London but were involved in 41% of serious collisions with cyclists and 19% of those with pedestrians.
Road Haulage Association (RHA), to request an extension of the grace period. This extension, granted until May 4th, 2025, gives companies additional time to install the required systems and avoid the swingeing daily fines of up to £550.
Against this background, Daltec has been working with clients to navigate the complexities of DVS and ensure fleets meet the necessary requirements.
Translux is one such client. Established in 1987, it provides transport services to the film and television industry, having worked on high-profile productions such as Avengers: Infinity War, Casino Royale, Barbie, and Star Wars. The company operates Europe’s largest fleet of location trailers and technical trucks, serving clients across 25 countries and five continents.
In partnership with Daltec, Translux is ensuring its fleet of 300 vehicles complies with the Direct Vision Standard (DVS) Progressive Safe System (PSS) requirements.
“...Daltec has been working with clients to navigate the complexities of DVS...”
Grace period
Since DVS implementation in March 2021, these numbers have dropped. Transport for London (TfL) and the Mayor of London remain committed to reducing serious injuries and deaths on the roads, which has led to the need for further safety measures.
The process involves equipping a variety of vehicles, including DAF CF and XF models, MAN trucks, tractors, and rigids, with DVS-compliant solutions, such as the Virtus Fleet DVS AI camera systems.
Currently, Translux is installing around 10 systems per week, with the aim of having as many vehicles as possible compliant before the DVS Phase 2 deadline in October 2024.
Word of mouth
Translux’s transport compliance manager, Iain Feldschreiber, says that the company first considered Daltec because it was recommended through its industry network but it also met several vital criteria. “Several factors are important when choosing a supplier: the suitability of the product for our needs, the availability of installation services alongside the product—ideally as a single solution—the right price point, and the level of customer service. This is particularly crucial for long-term projects like this one,” he said.
“One of the main factors was the competitive pricing, but Daltec also went the extra mile by handling the TfL permit submissions for our vehicles.”
For Translux, the primary objective of complying with DVS PSS was to ensure its fleet met the necessary safety standards to reduce accidents and support TfL’s Vision Zero campaign, which aims to eliminate serious injuries and fatalities on London’s roads. Additionally, achieving compliance ahead of the deadline would help avoid costly fines.
The installation process for the DVS solutions has not been without challenges. According to Keith Adkins, Daltec’s installation engineer, one of the main
“...we worked diligently with our trusted supplier to ensure our solutions were compliant...”
difficulties lies in running cables due to the length of the vehicles, particularly when routing cables under the chassis while accounting for vehicle movement. He explained that installation of the Virtus Fleet DVS AI camera systems typically takes 4-6 hours per vehicle, in line with industry standards.
Calibration is another challenge. “Correct calibration is crucial for the Virtus Fleet DVS solution. The process involves turning off the ignition, fitting the dongle, and then turning the ignition back on before carrying out calibration through the app which is compatible with iOS and Android,” explains Adkins.
In the early stages of the project, there was considerable uncertainty within the industry regarding the DVS regulations, with many companies hesitant to start implementation due to a lack of clear information. Daltec’s CEO, Peter Dallas, acknowledged these early challenges and explained how the company worked closely with their suppliers to ensure full compliance with TfL’s rules.
“There were challenges in the initial stages with DVS as the requirements were not particularly clear and there was a lot of misinformation which made our clients and their end clients nervous to get started with the implementation of the DVS solutions,” Dallas says.
“We worked diligently with our trusted supplier to ensure our solutions were compliant, so our customers can trust that their vehicles will be granted permits for DVS Phase 2.”
Ahead of the game
In fact – as a result of Daltec’s efforts – many vehicles fitted with its AI sensor and camera systems have already been granted DVS Phase 2 permits by TfL. Dallas added that Daltec has supported several clients – not just Translux – in preparing for DVS Phase 2, ensuring their fleets are ready and compliant ahead of the May 2025 grace period.
BEATING THE DRUM
Aregular and thorough inspection of brake drums is very important to the proper operation of the braking system and should be included in maintenance checks. But what to look out for? Here’s few examples of what you might find:
Cracked drum
Upon inspecting the drum, if a crack has been discovered that extends through the entire wall, this condition is caused by excessive heating and cooling of the brake drum during operation. If this fault is discovered the drum must be replaced immediately. Repeated cracking of the drums may indicate either a brake system fault or driver abuse. If this problem occurs, close attention must be paid to the brake system balance and brake lining friction ratings as specified by the original equipment manufacturer (OEM).
Grease stained drums
If this condition is apparent, the brake drum will show discolouration on the braking surface. This condition is normally associated with a faulty lubrication system or improper greasing of the brake cams. Once the source of the contamination has been identified and remedied, thorough cleaning of the components must be carried out, and any contaminated brake linings must be replaced.
Drum brakes have a tough life so keeping them in good condition is essential. Here, Fras-le offers some guidance to help identify common problems that may occur in brake drums.
Polished brake drums
Polished drums can be identified by a mirror-like finish on the braking surface. This problem can be remedied by lightly sanding both the lining and brake drum surface with some medium grit emery cloth. The brake system should be checked for lightly dragging brakes and the linings should be checked to ensure the correct material is being used. It’s recommended that the braking surface is sanded each time the linings are replaced.
Broken mounting ring
This problem occurs when there is interference between the hub and drum mounting surface, due to incorrect seating of the drum on the hub during installation, a damaged hub or a build-up of corrosion on the hub. Prior to brake drum replacement the hub should be visually checked and any defects rectified, by either cleaning up the hub or replacing where necessary. If any cracks are identified in the bolt circle or mounting surface the drum must be replaced.
Scored brake drum
This problem is indicated by defined grooves in the braking surface of the drum and excessive brake lining wear. These grooves are caused by either the brake linings being completely worn out causing a metal-to-metal situation, or a foreign body finding its way inside the brake drum area.
Radial cracking of mount surface
This condition is caused by interference between the hub and drum mounting surface during installation as a result of using the wrong drum for the application or improperly cleaning the hub piloting surface prior to drum installation. If this condition exists, the drum must be replaced. Check the application to determine the proper drum for the application before attempting to install a replacement drum. Inspect the hub piloting surface and make sure that all the dirt and corrosion are properly removed. Care should be taken when installing the drum to make sure the mounting surface is properly and evenly seated against the hub mounting surface before torquing the wheel nuts during assembly.
Blued brake drums
This condition occurs when the drum has been subjected to extremely high temperatures. This may be caused by continued hard stops, by brake system imbalance, or faulty return springs. It is not always necessary to replace the drum as long as it is still within the tolerances for operation. To correct this problem the brake system should be checked for proper balance, the return springs should be inspected to ensure that they have neither become weak or broken and the brake shoe clearance should be checked and if necessary adjusted. If this condition is left unresolved it can result in either cracking or a martensite condition.
Excessive wear
Heat checks
Heat checking presents itself as a number of short, fine, hairline cracks on the braking surface of the drum. Heatchecking is a normal characteristic found in brake drums and is caused by constant cooling and heating of the braking surface, which occurs when the brakes are applied during everyday operation of the vehicle. Normal heat checking will not impair braking performance.
Heat checks will ordinarily wear away and reform as a result of the normal braking process, however heat-checks may progress over time into more serious cracks, which will require the brake drum to be replaced.
If excessive wear occurs along the edges of the lining contact area of the braking surface or in area coinciding with the lining rivet holes, the system should be checked to make sure that there is not an abnormal build-up of abrasive material. The most common cause of this problem is the build-up of abrasive material from either the presence or the absence of dust shields depending on the application of the vehicle. If the problem occurs while dust shields are installed, remove the lower dust shield to allow abrasive materials to more readily exit the braking system.
Martensite spotted drums
This problem presents itself as hard, slightly raised dark coloured spots on the braking surface, with uneven wear. A significant characteristic is a pulsating brake pedal, combined with excessive noise. This condition indicates that the drum has been subjected to extremely high temperatures. These extremely high temperatures have caused structural changes to occur in the brake drum material, which will make the drum more susceptible to cracking. If this condition exists, both the brake drum and linings must be replaced and the source of the overheating identified and remedied.
Oval drums
This issue exists when the drum diameter shows variations at different points around the braking surface and the brake linings exhibit more wear on one side than the other. This distortion of the drum as a result of excessive heat generated during brake applications or as a result of improper drum storage techniques. Other possible causes for this condition include improper chucking of the drum during turning or it could be the result of dropping the drum on a hard surface during routine wheel-end maintenance.
BRAKING NEWS
Next year sees the introduction of the ‘meaningful brake test’.
MAHA UK managing director, Neil Ebbs, offers some guidance in complying with the new guidelines.
With the impending introduction of the ‘meaningful brake test’, set to take effect in April 2025, brake testing procedures will see significant changes: laden roller brake tests will, with some exceptions, be the only accepted methods for brake testing.
To prepare for this change, it is strongly advised that workshops conduct laden roller brake tests at every safety inspection.
Achieving accurate and reliable brake tests is essential for road safety. Every workshop faces unique challenges, and a one-size-fits-all approach is insufficient. Recognising this, MAHA UK offers tailored brake testing solutions that ensure compliance and address a range of needs –vital with the ‘meaningful brake test’ being enforced in April 2025.
Base station
One solution is the MBT 7250 commercial brake tester. This model is widely used in Driver and Vehicle Standards Agency (DVSA) and authorised testing facility (ATF) stations. It is recognised for its precision in measuring brake system performance.
Featuring a large roller sensor with a 100mm diameter and an axle load capacity of 20 tonnes, the MBT 7250 offers comprehensive coverage across each tyre’s dimensions. Beyond its core features, the MBT 7250 is designed for versatility; it can be equipped with additional floor units, allowing it to function as a base module for custom test lanes. The electronic, temperature-compensated strain gauge system ensures accurate measurements regardless of external conditions, thanks to its robust design.
To tackle the variety of challenges faced by different workshops, MAHA UK also
offers a MBT 7250 rising roller bed option. Complete with integrated hydraulic rams, these beds can lift the rollers by 250mm with a pull-down force of 10 tonnes.
An optional system, compatible with existing MAHA IW7 frames, will raise rollers by 180mm but with a pull-down force of five tonnes. This provides flexibility to meet diverse workshop requirements.
In scenarios where simply elevating the roller bed and brake tester is insufficient, MAHA UK offers several options: fixed points can be installed in the inspection pit, or hydraulic rams – either fixed or movable – can be employed when split bed across a pit. For additional flexibility, a rail system with a movable dolly may be utilised, especially when no pit is present.
While no single system is universally applicable, many tried-and-tested options are available. If a high percentage of vehicles can be successfully tested, then our solution is a good choice.
It’s been said that you can spot adjustment issues if you notice slack adjusters that are extended at different angles on the same axle. Avoiding those problems starts with the right maintenance. Here BPW offers some guidance on its ASAs.
TAKE UP THE
SLACK
The BPW drum brake is a simplex (single camshaft) ‘S’ cam operated unit that comes in three sizes –420mm, 360mm and 300mm. The camshaft is supported by two bearings.
The outer bearing (bush) is of rolled non-ferrous construction and has grease ways rolled into it. The grease is contained in reservoir holes punched through the bush. The grease is applied through a grease nipple positioned just behind the brake back plate. (Fig. 1)
Grease is the word BPW ECO Li Plus grease should be applied until fresh grease emits through the dust cover, with the period of greasing being a maximum of 12 weeks. There is an ‘O’ ring positioned near to the outer edge of the bush to prevent grease from escaping into the drum and contaminating the friction surfaces.
“... the key to long life and efficient operation of the system is correct lubrication and adjustment...”
The inner bearing is made of sintered steel and is a self-aligning spherical design. The bush has grease ways and reservoirs formed into it during the sintering process. The bearing is held in place by half shells bolted to the inner camshaft bearing bracket. A grease nipple is provided, and the level and period of lubrication is the same as for the outer bush. (Fig. 2)
The camshaft is connected to the air chamber by an automatically adjusting slack adjuster. The slack adjuster is located on the splined end of the camshaft and is secured by a nut. Again, a grease nipple is provided for lubrication, and this follows the pattern previously mentioned. (Fig. 2)
The key to long life and efficient operation of this system is correct lubrication and adjustment. Correct inservice adjustment of the brake should be checked periodically: with the brake released, the pin and pointer on the side of the slack adjuster should be exactly in alignment. (Fig. 2a)
a
NOTE: If this is not the case, then it will not be possible for the slack adjuster to auto-adjust properly and BPW should be contacted for advice before proceeding further.
Free play
Assuming that the pin and pointer are correctly set, then the most convenient way to adjust the free play is to use a good quality 19mm socket to wind on the brake clockwise until it just binds and then release the brake by turning a minimum
half turn (180˚) anti-clockwise (Fig. 3). The adjusting bolt is located under the plastic dust cap on the outer face of the slack adjuster body.
NOTE: To back off the brake, the adjusting bolt has to be rotated anticlockwise, and to do this the socket has to be pressed into the slack adjuster quite hard against a spring to release the clutch. If you try to force anti-clockwise rotation without depressing the internal clutch, then the mechanism will be damaged.
The slack adjuster should be checked every six months to ensure that the automatic adjustment is working correctly. To do this, remove the plastic dust cap and wind off the brake by turning the adjusting bolt approximately one and a half turns anticlockwise. Then, either by hand or by having an assistant operate the foot brake, apply and release the brake half a dozen times.
You should be able to hear a definite click as the slack adjuster over-strokes, and when the slack adjuster is on the return stroke, you should see the adjusting bolt wind on clockwise. It is a good idea to purge fresh ECO Li Plus grease through the slack adjuster whilst carrying out this procedure as this ensures that the grease finds its way around the internal clutch mechanism.
Always remember to replace the dust cap after any adjustment, and if the cap is damaged, new ones can be obtained. If dust and dirt are allowed to get into the adjuster port this will lead to premature failure of the unit. Remember to adjust the brake before the vehicle goes back into service.
Lubrication point
An often-neglected lubrication point is the clevis pin which connects the slack adjuster to the brake cylinder pushrod. This should be kept greased to prevent seizure which will degrade brake performance.
After a number of years, wear will take place predominantly in the outer camshaft bush and on the camshaft. This wear can be tested by placing a pinch bar under the camshaft behind the brake backplate and on the top of the suspension clamping plate. If excessive lift is shown, then the camshaft and bushes must be replaced.
Camshaft bushes are available as a BPW kit that contains enough parts to refurbish the complete axle. Camshafts are obtainable singly and are handed. It is advisable to replace both camshafts across an axle and bushes at the same time.
When carrying out a brake re-line, make sure to remove the brake rollers and lubricate the brake roller bushes with BPW’s ECO Li Plus grease.
Do not put any grease on the head of the camshaft. When re-lining brakes, always fit a new brake shoe pull-off spring.
“...an often-neglected lubrication point is the clevis pin which connects the slack adjuster to the brake cylinder pushrod...”
Finally, in the UK we fit a pull-off spring between the slack adjuster and the air chamber bracket (Fig. 4).
These springs should be renewed at every brake reline, and always use the special hole provided in both the slack adjuster arm and in the brake chamber bracket.
The BPW automatic slack adjuster requires some knowledge and understanding when replaced. In-service testing and functionality checks are mandatory to ensure compliance and correct operation.
Brake chamber push-rod length movement when the brake is applied from static should be checked dimensionally against the brake calculation lever length – typically 1522mm movement, 10-15% of the effective lever length.
Manual intervention should not be required if the adjuster is functioning correctly. The free play should conform to the above dimensional requirements. If it doesn’t, a functionality check should be carried:
■ Having fully depressed the adjuster collar using a good quality 19mm socket, de-adjust the brake with the hub spinning free approximately three quarter of a turn, or at least 50mm of free play.
■ Operate by hand several times and on return, adjustment should take place, the adjuster bolt turning in a clockwise direction and the adjuster collar ratchet should be audible.
■ If the free play is not taken up and combined with no audible adjustment, replace the BPW slack adjuster with BPW OE product.
The adjuster must be replaced in accordance with the BPW maintenance instructions.
The set-up procedure must be followed, paying particular attention to:
■ The adjuster pin and pointer.
■ Wear indicator positioning.
■ Final tightening sequence of the securing nut and spherical bearing.
■ Lubrication using BPW ECO Li Plus grease.
■ Re-attaching the sealing rubber cover.
■ Final brake adjustment to a minimum half turn (180˚) anticlockwise from a binding brake.
Good practice would be to undertake a laden dynamic brake roller test to confirm compliance with the required minimum brake forces and imbalance allowances across all axles of the trailer.
Brake adjustment
Set the free play by disengaging the clutch on the slack adjuster and turning clockwise using a good quality 19mm socket until brake bind is achieved, proceed to turn 180˚ anticlockwise to achieve between 0.71mm lining to drum clearance. Position the brake lining indicator in the vertical position and tighten the camshaft nut to its required torque.
CHECK IT OUT
Keeping trailers on the road and operational relies on regular and effective maintenance. Here Dr Air Brake’s John Grindey looks at what you can deploy to give trailers that thorough inspection.
Modern HGV trailers are complex, integrating advanced braking systems, electronics, and safety features. As these systems become more sophisticated, the need for precise and comprehensive diagnostic tools becomes ever more critical. At Dr Air Brake we’ve been developing state-of-the-art diagnostic equipment designed to meet the rigorous demands of contemporary trailer servicing.
Remote control
Their diagnostic range provide technicians with detailed insights into the condition of a trailer's braking system and other critical components. By accurately diagnosing issues, this equipment helps prevent potential failures that could lead to costly breakdowns or accidents. This proactive approach not only improves safety but also reduces downtime, allowing trailers to return to service more quickly.
One popular product is the Van Trailer Check (VTC), a versatile tool designed to test lighting, EBS/ABS CAN circuits, and
air braking systems in trailers. The VTC is powered by a 24v system, which can be supplied either from a technician's mobile support van or through a workshop power source, utilising a transformer from 240v/110v to 24v.
To enhance operational flexibility, the VTC is equipped with a wireless remote control. This feature allows technicians to walk around the trailer or work from a pit, operating both the air brakes and lights as a single operator. This setup eliminates the need for a tractor unit to be hitched to the
trailer, streamlining the inspection process and saving valuable time and resources. They say time is money in the logistics industry. The ability to perform quick yet thorough inspections can significantly enhance operational efficiency. That’s why we design our diagnostic equipment with user-friendly interfaces and advanced capabilities, enabling technicians to conduct comprehensive diagnostics swiftly. This streamlines the inspection process, allowing for rapid identification of issues and minimising the time trailers spend in maintenance bays.
Second generation tool
To work in conjunction with the VTC, we have upgraded the Code Talk diagnostic reader. This second-generation product is a state-of-the-art trailer diagnostics tool designed to streamline diagnostic processes and optimise efficiency. The latest generation of Code Talk II features upgraded software, doing away with various dongles. The connection is now effortlessly established by using the provided breakout lead. Code Talk II stands as a globally recognised handheld fault code reader, catering to the diverse range of trailer manufacturers’
ECU systems, including industry leaders such as WABCO, HALDEX and KNORRBREMSE, with a specialised focus on trailer ABS/EBS brake systems.
This advanced product simplifies usage by seamlessly interfacing with the trailers ECU via the EBS socket, and the breakout lead. Code Talk II reads and clears any fault codes present within the trailer, ensuring a comprehensive diagnostic analysis. Moreover, it is equipped to display realtime air pressures, wheel speeds and system voltages, offering invaluable insights for effective trailer diagnostics.
Meeting regulations
This efficiency translates directly into increased service demand capabilities. With quicker turnaround times, service providers can handle a higher volume of inspections and repairs. This is particularly crucial during peak periods when the demand for freight transport surges. By equipping service centres with these advanced diagnostic tools, they help ensure that more trailers are road-ready, meeting the industry's high demands.
Safety is non-negotiable when it comes to HGV operations. Regulatory compliance is another critical aspect, with stringent standards governing the maintenance and safety of commercial vehicles. Our diagnostic equipment plays a vital role in ensuring that trailers meet these regulatory
requirements, with tools that provide accurate readings, essential for maintaining compliance with legal and safety standards. Furthermore, this equipment helps identify potential issues before they become serious problems. For instance, detecting wear and air leaks in braking systems or issues with electrical parts can prevent accidents and enhance the safety of both the vehicle operator and other road users. By ensuring that trailers are in top condition, they help their clients uphold the highest safety standards, protecting their reputation and reducing liability.
The logistics industry is the lifeline of our economy, ensuring the continuous flow of goods across regions. At Dr Air Brake, we take pride in supporting this vital sector by providing the tools and technology
necessary for maintaining the health of HGV trailers. It’s a commitment to innovation and quality that helps develop to develop products that often exceed the expectations of customers.
As our products continue to evolve and expand, the focus remains on delivering solutions that enhance the efficiency, safety, and reliability of trailer servicing and inspections. We understand that the demands of the logistics industry are constantly changing, and we are dedicated to staying ahead of these changes, providing customers with cutting-edge technology and exceptional service.
Delivering diagnostics
In conclusion, Dr Air Brake is dedicated to improving the efficiency and safety of HGV trailer servicing and inspections. Its diagnostic equipment is designed to meet the needs of today's complex trailer systems, providing quick and accurate diagnostics that keep trailers on the road and operating efficiently. By partnering with us , service providers can enhance their capabilities, ensuring that they can meet the high demands of the logistics industry while maintaining the highest standards of safety and compliance.
TIP is all about keeping freight on the move and its trailer refurbishment program is an essential part of that philosophy. CVW finds out more.
Since 1968, TIP has been providing market-leading rental, leasing, and value-added services ranging from maintenance, repair, refurbishment and breakdown assistance to asset tracking solutions, including electronic braking performance monitoring. With over 55 years of experience, it has progressively increased its size, market share, customer base and services offerings to become one of the most trusted names in the industry.
One of TIP's standout services is its trailer refurbishment program, which offers transport operators and logistics providers a cost-effective and sustainable way to extend the life of their trailer assets. By refurbishing trailers, companies can defer the need for new acquisitions, significantly reducing both costs and environmental impact. According to the company, refurbishing a trailer can save up to 3.9 tonnes of CO2 compared to purchasing a new one.
Refurbishment services–what’swhat?
TIP’s trailer refurbishment services are comprehensive,coveringawiderangeof needs:
■ Replacing worn or damaged curtains and body panels
■ Cargo strapping replacement or fitment
■ Accessory item repair or replacement
TIP TOP
■ Mechanical re-fitting
■ Chassis repainting
■ Telematics system upgrade: Incorporating TIP Insight, which includes the electronic braking performance monitoring system (EBPMS), BrakePlus, for continuous brake performance monitoring and reduced physical roller brake test requirements.
The man behind the program is Craig Vest, TIP’s refurbishment leader: “We offer an array of trailer refurbishment services tailored to the needs of transport operators. The level of service varies depending on factors such as the trailer's condition, refurbishment life expectancy, replacement strategy, and rebranding requirements.
“Services can range from a simple curtain change to a full chassis shot blast, repairs, and repaint. We also provide axle overhauls and hub services to ensure trailers are in top condition. Our refurbishment services are complemented by maintenance packages to keep assets in optimal shape for as long as possible.”
So, what happens when the time comes for a decision to be made as to whether a customer goes for refurbishment or replacement? In this scenario Vest emphasises the importance of chassis condition in the decision-making process. “Chassis condition plays a huge part in determining whether to refurbish or
replace a trailer. We compare the cost of refurbishment with the trailer's net book value and its lifecycle stage. If refurbishing is more cost-effective and reduces CO2 impact, that’s the route we’ll take.”
Skilled technicians
Vest also stresses that these services are available to any trailer owner not just TIP customers: “The refurbishment services are available for both customer-owned assets and TIP’s hired fleet,” he adds, highlighting the flexibility and inclusivity of TIP’s offerings.
Of course, the quality of the service has to be top notch so TIP recruits engineers accordingly. Vest says that a diverse skill set is crucial: “We require skills in metalwork, painting, and electrical engineering, among others. Teamwork is essential, as these skills are often needed in combination to provide comprehensive refurbishment services.”
In the course of a typical year some of the work will be insurance-based and the
business works closely with insurance providers on the write-off versus repair calculation. “TIP provides a compensationfor-loss figure along with a repair estimate, supported by photos to help insurance assessors make informed decisions. This aids in evaluating the costs of repair versus writing off the trailer,” explains Vest.
TIP believes its refurbishment services represent a win-win for the transportation and logistics industry –offering cost savings, sustainability, and excellent service. As the market continues to evolve, TIP remains at the forefront, providing solutions that keep customer freight moving efficiently and responsibly.
TURBO BOOST IVOR SEARLE
Turbos for the second generation Volkswagen Crafter and MAN TGE vans are now available from Ivor Searle at prices it says are up to 40% less than original equipment. These include the unit for the 2.0 litre diesel engine powering the largest model in Volkswagen’s panel van range built in Poland from 2017, as well as MAN TGE models manufactured from the same year. All Ivor Searle turbochargers are covered by two years unlimited mileage, parts and labour warranty.
WANT TO KNOW MORE?
WWW.RDR.LINK/VBN012 GOTO
NUTS OFF IN TIGHT SPACES
LASER TOOLS
Nuts in tight spaces are the target for the multi-head ratchet spanner set from Laser Tools. Restricted access is easily overcome thanks to the flexible head and its slim dimensions. Each of the 12 ratchet heads has a smooth 72-tooth mechanism for fast engagement, and free movement in the non-load direction. The heads may be changed swiftly and include sizes from 8mm to 19mm.
The bi-hex (12 point) ratchet ring can handle an impressive maximum torque load of 150Nm (110lb-ft).
WANT TO KNOW MORE?
WWW.RDR.LINK/VBN013 GOTO
GET TROLLEYED JEFFERSON TOOLS
Robust and durable, the new range of trolleys from Jefferson Tools means that everything has its place however large. The three-level trolley’s compact design allows it to hold parts, power tools, and bulky equipment too large for a traditional tool chest, all while being easy to manoeuvre thanks to its side handle and lockable castor wheels. It measures 870 x 400 x 875mm and has a total capacity of 150kg across three levels.
Moving up the range, the next model features a lockable sliding top, providing an additional work surface and two sliding drawers, each with a 15kg capacity. It is compact, measuring just 838 x 355 x 700mm when closed but expanding to 1210mm when opened, and will accommodate a load of up to 158kg.
The two-level workshop trolley has a lockable drawer, soft-close ball bearing runners for smooth operation and an overall capacity of 194kg. The largest in this range has an overall capacity of 320kg, five latched drawers and a gas sprung lid with a rear locking mechanism for added security. Five drawers, lined with non-slip liners, and a robust base shelf provide ample storage for larger parts and tools.
WWW.RDR.LINK/VBN014 GOTO
SUPPORT WHERE YOU NEED IT
POWER-TEC
Paintless dent removal (PDR) is simpler using the Power-TEC 92099 PRDR support as it provides the leverage needed to perform PDR on vehicle wings and wheel arches. It uses the vehicle’s tyre as a pivot point, raising the PDR lever bar closer to the dent to be repaired, but keeps the tyre safe from any damage.
Made from tough ABS plastic, this tool has a textured base to ensure it stays put on the tyre, and a curved, ribbed support to stop the lever bar from slipping mid-use.
Measuring just 150mm long and 90mm wide, the tool weighs just 124g.
WANT TO KNOW MORE?
WWW.RDR.LINK/VBN015 GOTO
MATCH MAKER AXALTA
Body shops can achieve an exact colour match on the first try with Axalta Irus scan.
The device eliminates the need for time-consuming sprayouts and rework by accurately reading colour, sparkle, and effect, enhancing productivity and reducing waste in the paint booth. Its simple interface and live view display make it easy for any technician to operate, improving efficiency across all skill levels.
The Axalta Irus scan uses a patented inverse angle to detect hue-shifting pigments, ensuring more precise readings, especially for achromatic effect colours.
It also features a built-in gloss measurement system, guaranteeing proper surface preparation and clearcoat application, resulting in a high-quality finish.
Axalta says that the Irus scan allows body shops to process more vehicles, faster, while maintaining high accuracy and reducing errors when used with its digital colour management system.
WANT TO KNOW MORE?
WWW.RDR.LINK/VBN016 GOTO
NEW KIT MAKES SENSE CONNECT WORKSHOP CONSUMABLES
Three-pin crankshaft sensor connector kits for Ford EcoBlue (part number 39862) are now available from Connect Workshop Consumables, avoiding the need to buy the whole connector and wiring spur.
The kit includes two 3-pin female connectors complete with the correct non-insulated terminals and weatherproof seals to fit the crankshaft position sensor. Simply release the wiring and connectors from the existing (broken) connector, and refit to the new connector. If the metal terminals are damaged, fit the new ones supplied.
DAF Euro 5 and 6 commercial vehicles, the 8818 flywheel rotator enables the crankshaft on these engines to be turned easily for service, repair and maintenance using the flywheel ring gear. It is designed for the six-cylinder, DAF XF 105 engine with codes including MX 300, MX 340 and MX 375. The tool is 1/2in drive, phosphate finished for corrosion resistance, manufactured from S45C carbon steel to withstand repeated use in tough workshop conditions and measures 95.9mm x 39.6mm.
WANT TO KNOW MORE?
WWW.RDR.LINK/VBN018 GOTO
The 39862 kit fits the crankshaft position sensor as fitted to the 2.0l Ford EcoBlue diesel engine — suitable for use on Tourneo Custom (from 2016), Transit (from 2016) and Transit Custom (from 2016). Equivalent to OEM 805-121-521, 030/413190520 and BMW 7-615-490-24.
WANT TO KNOW MORE?
WWW.RDR.LINK/VBN017 GOTO
HANDLE WITH CARE LASER TOOLS
Versatile and convenient, the dualpurpose scraper-cum-knife from Laser Tools is manufactured from durable zinc alloy and features an anti-slip ABS plastic insert for added grip.
Its dual-position blade folds out and then can be rotated 90° to use either as a knife or as a scraper. When used as a knife, the handle locks into three different positions, making it easier to use if access is difficult.
For added safety, the blade will lock in both knife and scraper functions and can be folded back into the knife body.
Spare blades may be stored in the handle and can be fitted quickly and simple at the press of a button. The knife comes with three blades made from tough SK4 carbon tool steel and measures 182mm extended and just 115mm when folded.
WANT TO KNOW MORE?
WWW.RDR.LINK/VBN019 GOTO
TALL STORY LASER TOOLS
Knowing the height of a vehicle is vital for safety – and keeping down insurance costs. According to Network Rail there are five bridge strikes each day, most of them by HGVs and they cost an average of £13,000 each.
These and other collisions can be avoided using Laser Tools’ extendable measuring stick to quickly check clearances through warehouse and garage doors, ferries, low bridges, and other overhead obstructions.
This tool features easy-to-read metric and imperial scales and a safety catch to lock the arm in place at 90°, with five sliding sections and secure push-button locking mechanisms.
Made from fibreglass, the tool is light and easy to use and measures from 1.5m to 5.5m (5ft to 18ft) with angled arm length of 127cm. It comes in a compact nylon bag so it can easily be stowed in the cab.
WANT TO KNOW MORE?
WWW.RDR.LINK/VBN020 GOTO
ONE STOP SHOP MANN-FILTER
Updated daily to ensure up to the minute accuracy, the MannFilter online catalogue has been rebuilt with new functions so that it offers workshops ever more practical functions. These include a completely reconfigured user interface, improved user guidance and user-friendly search options with selection boxes such as ‘product name’, ‘VIN Search’ and ‘Cross References’ to find items swiftly.
The revised catalogue shows new products and other changes to the product range directly on the homepage. In future, the dimensions of all new products will be directly visible in the image. The catalogue keeps the tried-and-tested multi-search function that can find up to ten products at once. According to the company, the aim is that customers will find everything in one place: www.mann-filter.com.
WANT TO KNOW MORE?
YOU CAN BANK ON IT LABCRAFT
Developed to cut both cost and installation time, the preassembled harness kits from Labcraft enable its Banksman range of safety lighting to be fitted as a ‘plug & play’ extra to a wide range of vehicles - from rigids and urban vehicles, to trailers up to 13.6m.
The range itself consists of four models – BM2, BM3, BM4 and BM6 - that delivers additional bright light around the vehicle, helping drivers to manoeuvre more easily and with confidence – both in open and confined spaces.
Labcraft says there are more than 30,000 installations, ranging from large fleets to single vehicles, and that operators that have fitted the Regulation 23-compliant lamp are reporting safer manoeuvring, lower costs, less accident damage and vehicle downtime.
WANT TO KNOW MORE?
WWW.RDR.LINK/VBN022 GOTO
SEPTEMBER’S TOPFIVE 2
business tips; it’s an invaluable source of information right at your fingertips. This month, CVW’s Freya Coleman, rounds up the most read articles on the website from the past month.
4 3 5 1
1 CRYSTALLISATION ANSWERED
Kicking off this month’s list of popular online articles, Forté talks about Adblue crystals – what are they? What are the causes? How do you get rid of them? This article addresses it all.
WWW.RDR.LINK/ VBN023
2 CALL TO ACTION
Goods vehicles over 12 tonnes now require a permit to drive into Greater London under TFL’s direct vision standard. Brigade Electronics is calling for a rethink on the deadlines for operators struggling with the more sophisticated technology now required.
WWW.RDR.LINK/ VBN024
3
INTERMITTENT FAULT
Next up, Ben Martins of Pico Technology investigates an intermittent fault on an Iveco Eurocargo which comes under the oscilloscope. Follow along as he gets to the bottom of the gearbox selecting neutral, resulting in an increase of idle speed and a lack of throttle response.
WWW.RDR.LINK/ VBN025
4 TRAILER CHECKS
In this next popular online article, John Grindey from Dr Air Brake believes he has the answer to the time consuming and dirty task of carrying out comprehensive trailer checks. Make sure to follow the link below to find out more.
WWW.RDR.LINK/ VBN026
5
ADAS SKILLS GAP SOLUTION?
The ADAS skills gap is an increasingly pressing issue in the automotive industry as a whole, but Gareth Newbery from Repairify is offering a solution in the form of remote diagnostics, supported by its IMItrained technicians.
WWW.RDR.LINK/ VBN027
Here is a useful summary of all the adverts that appear in this issue of Commercial Vehicle Workshop. Each is listed with its page number and a direct URL that will get you straight to the relevant online information.
Ben Automotive Industry Charity............................(page 41)
