Motor Transport 3rd April 2017 by Motor Transport

Sharp ■ Informed ■ Challenging

3.4.17

the NEXT GENERATION SCANIA

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The purchase of Panic Transport (Contracts) is its fourth Palletline member

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NEWS INSIDE Avon calling

By Carol Millett

Boardroom battle as DX signs Avon deal

Road rage

State of roads costs hauliers thousands

To market, to market

Eddie Stobart Logistics’ £550m AIM listing p7

OPERATORS IN THIS ISSUE Bibby Distribution ��p4 CM Downton ��p5 Culina Group ��p8 DX Group ��p3 Eddie Stobart Logistics ��p7 Expect Distribution ��p5 Simon Gibson Transport ��p6 Wincanton ��p5 Whistl ��p8

Focus:

politics

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Kinaxia adds Panic Transport to stable

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Investment firm Kinaxia is on the hunt for further acquisitions following the purchase of Palletline member Panic Transport (Contracts). It is its sixth acquisition in five years and the first paid for from a war chest of £25m, secured in January last year. The purchase of Rugbybased Panic Transport (Contracts) last month means Kinaxia now has four Palletline members in its stable – the others being William Kirk, Foulger Transport, and Lambert Bros. MT understands Kinaxia made a bid for ABE (Ledbury) earlier this year, which ultimately saw its network, Palletline, acquire the business. Kinaxia also owns Pallet-

force member Bay Freight and Fortec member NC Cammack & Son. The six companies are held by Kinaxia Transport and Warehousing, a subsidiary of Kinaxia, trading as Kinaxia Logistics. The firm was set up in 2012 by Peter Fields and Graham Norfolk, the latter the

founder of corporate finance firm Acorn Capital Partners. The acquisition of Panic Transport (Contracts) has resulted in MD Kevin Johnson, who held a majority stake in the company, joining the board of Kinaxia Transport and Warehousing. Johnson continues to oversee Panic Transport

(Contracts)’s operations. Kinaxia has made no secret of its acquisition plans. On its website, it states it is targeting medium-sized, growing, profitable, privately-owned companies as part of wider plans to build a national haulage and warehousing group. The company, based at William Kirk’s headquarters in Macclesfield, has pledged to keep the local identity of the haulage firms it buys while introducing operating efficiencies across the board. Kinaxia’s latest annual results to 31 December 2015 reveal the firm bought Foulger Transport for £7.2m and Lambert Brothers for £11.4m in March 2015. Palletline was unavailable for comment.

DVSA earned recognition to be launched in 2018 The DVSA’s flagship earned recognition programme will not be launched until 2018, its chief executive has confirmed. Gareth Llewellyn’s foreword in the agency’s 2017-2018 business plan, published as MT went to press, said: “We have commenced work on our earned recognition programme which, when rolled out next year, will enable us to divert resources to target the Viewpoint

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serially non-compliant and dangerous operators.” He added that the agency believed operators that demonstrate consistently high maintenance standards and responsibly managed drivers’ hours, should benefit “from this new approach through reduced encounters with our enforcement staff”. The foreword added that the DVSA would pilot the scheme

Highwayman

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Parts

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with plans for implementation subject to its findings. MT reported last month (MT 6 March) that the enforcement agency had delayed the introduction while it ironed out problems relating to its technical feasibility. Although the agency denied any delay in its launch, the programme was expected to have been introduced this year. Interview:

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30/03/2017 16:45:09

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Management resignation urged as share price value falls 90% in two years following ‘failed’ strategy

Troubled DX signs Avon deal By Emma Shone

DX has won a major contract with Avon UK a week after its plummeting share price prompted its largest shareholder to call for the removal of two board members. The three-year Avon deal is under way and is worth in excess of £10m a year. DX chief executive Petar Cvetkovic said the win highlighted the capability of the OneDX business development programme, which was heavily criticised by shareholder Gatemore Capital Management last week. Cvetkovic said: “The bespoke logistics solution we have designed for Avon reflects our customer-centric approach and highlights the

OneDX capability. Our services are under way and should provide efficient and flexible deliveries and an improved

customer experience.” But Gatemore managing partner Liad Meidar said OneDX, the brainchild of

board chairman and nonexecutive director Bob Holt and Paul Murray, had failed. He said: “They devised the programme and it has failed. Every solution they have put out has been more of the same. There’s been no admission that it’s not working. They’ve just said ‘we’re just going to do it faster and more aggressively’. And they’ve destroyed value faster and more aggressively.” Gatemore Capital Management called for the removal of the board members after the share price value of the company fell 90% in the past two years. Meidar added Holt and Murray had destroyed shareholder trust by giving mislead-

ingly positive comments on DX’s profit just two months before profit warnings issues in November 2016 and February 2017. He said: “It’s one thing to oversee a decline in share price, and losing 90% of value is an impeachable offence. But what makes it outrageous is the way the duo have communicated and the way they have broken trust.” The business said it had worked with other shareholders to devise its proposed list of replacements, which consists of Nightfreight co-founders Lloyd Dunn and Russell Black, former Tuffnells CEO Ron Series, and former Great Bear Distribution chief executive Paul Goodson.

DfT defends London bus and cycle lanes as short-term pain Congestion caused by cycle lanes in London is a short-term pain for the long-term gain of reducing traffic levels in the capital, transport minister Andrew Jones told a Transport Committee hearing on urban congestion last week. Asked by committee member Rob Flello MP why the DfT continued to fund bus and cycle lane schemes in London when research suggested the schemes had contributed to congestion, the minister said: “I am aware that bus and cycle lanes have caused a degree of controversy

– I suggest TfL is thinking of how it can encourage a modal shift and is thinking a long way ahead by trying to provide the right infrastructure.” He added: “Cycle lanes encourage a modal shift to public transport, or a more active mode of travel, so TfL is thinking long term and we should be encouraging local decision making. “Our role is to provide financial support, ideas and best practice.” Asked by Flello if the DfT would continue to support local decision making if TfL

persisted in ignoring the evidence that cycle and bus schemes were creating more congestion, Jones said: “This is a local decision and the people of London can choose their representatives and express that choice via the ballot box.” Jones said the government had the “ultimate nuclear option” of suspending a local authority department if it was not performing, but added: “TfL is a world leader in making maximum use of a finite, historical urban realm for transport and it is good at

it, so it is not my job to say ‘no’. TfL is responsible to the mayor and it is up to the people who elect the mayor to have the final say.” Iain Stewart MP asked what steps were being taken to measure the cost benefit of some cycle schemes, pointing to a road in his area of London that he claimed had seen congestion rise since the introduction of a cycle lane, resulting in “HGVs sitting stationary and emitting NOx.” Jones said local authorities are responsible for monitoring these schemes. “We don’t plan

these schemes, these are local schemes – it comes down to local authorities planning and implementing to meet demand, not just now but in the future to cater for what will be significant cycling growth.” DfT deputy director of traffic and technology Anthony Ferguson said: “If an HGV is sitting in traffic it is probably an issue about freight strategy rather than whether cyclists are taking too much road space,” adding that for this reason TfL is better placed to deal with local issues than the Df T.

Authorised Testing Facility

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MotorTransport 3 30/03/2017 15:47:31

News

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EU issues hours guidance update

TASTY DEAL: Bibby Distribution has bought five custom-designed powder tankers to cut the cost of transporting food and ingredients. The Feldbinder tankers, each able to transport 63,000m3, will transport powdered foodstuffs such as starches and sugars across the country and will be operating primarily out of Bibby’s Corby campus. Bibby Distribution business unit director Vaughan Pendergest said: “Our food and ingredient operations continue to expand rapidly, so by investing in custom-built tankers, customers will benefit from greater savings, flexibility and reliability.”

The Df T has simplified its EU drivers’ hours and working time guidance. The updated guidance, which is available on the Df T website, has been produced with trade associations and unions to help HGV drivers better understand how EU drivers’ hours and working time rules work together. The guide gives examples of when weekly and daily rest breaks should be taken; explains the tachograph mode switches; and goes into how much driving can be done in one day.

Vehicle repairs, a consequence of neglected local roads, are costing thousands a year, says the RHA

State of roads hits operators By Chris Tindall

Operators are spending thousands of pounds a year on vehicle repairs because the local road network has been neglected through under investment, according to the RHA. The association was responding to an Asphalt Industry Alliance (AIA) report, which said £12bn was needed to bring the network up to scratch and the gap between the amount local authorities receive and the amount they need to keep roads in a reasonable order was running at £730m.

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The survey of local authorities in England and Wales claimed the situation was so bad that in the next five years one in six local roads would need repairing or face closure. The AIA said the number of potholes being filled had dropped for the second successive year and it called for a rethink about the future funding of the roads. RHA chief executive Richard Burnett said: “We are concerned that because of insufficient funding, local authorities have failed to maintain infrastruc-

ture. This results in ever-increasing repair costs and increased congestion. It also undermines safety for other road users. “Hauliers move 85% of the UK economy, delivering food, clothing, houses and jobs. Roads are the operator’s main place of work and the industry is doing its job. We expect infrastructure providers, working with central government, to get their act together. Today’s HGVs are no more damaging to our roads. However, the damage to vehicle suspensions and

tyres as a result of poorly maintained roads costs hauliers thousands of pounds a year.” The Road Surface Treatments Association described the AIA survey as “grim reading” and said it was not just about government providing a realistic level of investment. Chief executive Howard Robinson said: “Funding needs to have a longterm assurance so that highway authorities can carry out cost-planned, costefficient maintenance programmes and not expensive emergency repairs.”

30/03/2017 14:26:28

News

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Turnover at the operator fell 1.6% to £111.6m, but pre-tax profit was up 12% to £5.7m

Downton: we are more profitable with Euro-6 By Emma Shone

Fuel consumption improvements from its Euro-6 fleet boosted South West operator CM Downton’s bottom line in its most recent financial year. For the year ended 30 June 2016, CM Downton recorded a pre-tax profit of £5.7m, up 12% on the previous year’s £5m. A CM Downton spokesman said: “Part of the reason for the increase in profit was the investment in Euro-6 vehicles, and we’re starting to see the benefit of that with better fuel consumption, along with good telematics results.”

However, the lower fuel costs from that period knocked the haulier’s turnover, which fell 1.6% to £111.6m (2015: £113.5m). The spokesman said: “This was “predominantly due to the fact that the fuel price dropped significantly in that financial year. Fuel is a carrythrough cost for our customers, so the turnover dropping was predominantly because of that. It passes through because it’s shared by the clients as well.” The spokesman added the business was on track for a

good performance in the year to 30 June 2017. He said: “It’s on track and we’ve had great enquiries and fleet utilisation. We’re pleased.”

Last week CM Downton said it had extended its contract with Saica, one of its 10 largest customers, for another year.

EXPECTING MORE: Expect Distribution has ordered an additional 18 trailers from Ryder, bringing the Bradford-based firm’s contract hire fleet with Ryder to 115. The order follows the delivery of 31 vehicles – a mix of tractor units, trailers, and trucks – in 2016. The SDC triaxle curtainsiders include eight bespoke double-decker step-frame trailers, which are being built to service one of Expect’s furniture customers, where there are height restrictions at the delivery location. The other eight curtainsiders are all straightframe trailers, two of them with tail-lifts.

Wincanton releases Britvic contract details Wincanton has published details of its Britvic contract win, revealed by MT last month. The switch (MT 6 February) resulted in Britvic ending its relationship with Eddie Stobart, which took on distribution for the soft drink manufacturer in April 2011. Under the deal, Wincanton will manage more than 100,000 deliveries a year. It has also renewed its contract for its Lutterworth warehouse, taking its relationship with Britvic to 29 years. Wincanton chief executive Adrian Colman said: “We are pleased to have extended our well-established relationship with Britvic. This contract is evidence of our partnership approach and dedication to delivering effective and innovative supply chain operations. “The broadening of our remit to Britvic’s transport operations is exciting and offers scope to extend our relationship in a changing retail landscape. Britvic’s ambitious plans, paired with Wincanton’s ability to operate and optimise warehouse and transport operations, makes for an ideal partnership.” Wincanton recently won a five-year deal with retailer Wilko, taking the business from rival Canute (MT 20 March).

“SCANIAS ARE ECONOMICAL TO RUN, AND THEY JUST KEEP GOING.” “Our trucks spend 30-40% of their life off-road on landﬁll or construction sites, so they’ve got to be tough. Scanias just deal with it. We don’t get any trouble with them, but if we do need anything, the dealers are fantastic.” Joe Frizell, Director TW Frizell Ltd

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30/03/2017 14:32:53

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Ashworth calls time after 48-year career in logistics Daf Trucks UK MD Ray Ashworth (pictured right, top) is retiring after 48 years in the UK truck industry. Ashworth has been MD at Daf, which has held a 30% market share in the 6-tonnes GVW and above category for several years, since March 2009. He was formerly fleet sales director and is expected to leave Daf Trucks on 26 May. He is succeeded by Robin Easton (right, below), who was MD of the India division of Daf parent Paccar for two years. Easton took over from Ashworth on 2 April.

POWDER POWER: Simon Gibson Transport has added 51 Volvo FH 6x2 tractor units to its fleet. The East Yorkshire bulk powder haulier has expanded from 94 to 186 vehicles in the past year following Charles Andre’s acquisition of 75% of the company in March 2016. The order consists of 31 Globetrotter FH 500 units, with leather upholstery and fridge-freezers, and 20 FM 460 tractors. The Volvos, supplied by Hull-based Crossroads Truck and Bus, are on Gold repair and maintenance contracts and will be maintained in the Volvo dealer network. ■ Tip-ex and Tank-ex take place in Harrogate on 1-3 June.

David Morris, MP for Morecambe and Lunesdale, denounced the ‘futile attempt’ to oppose fracking

Quarries blocked in protests By Emma Shone

Aggregate Industries and Tarmac were the targets of protests at quarries in Lancashire last week, which shut down the sites for the day. Co-ordinated by Reclaim the Power as part of a twoweek campaign, the protest on 27 March blocked the entrance to Tarmac’s Leapers

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Wood Quarry and Aggregate Industries’ Back Lane Quarry. The sites were selected because they are believed to be supplying a local fracking site on Preston New Road, operated by Cuadrilla. A Tarmac spokesman said that while it believed in lawful protest, it “cannot condone illegal attempts to stop indus-

try from working on projects that have been through the correct democratic procedures, and that potentially risk the safety of employees, customers, suppliers and the public”. A spokesman for Aggregate Industries said: “Interfering with the safe running of our sites and operations presents a risk to the safety of protest-

ers, colleagues and the local community. We urge people to remain safe when demonstrating on any issue.” Aggregate Industries said it did not know whether to expect any further disruption. David Morris, MP for Morecambe and Lunesdale, condemned the protestors, whose “futile attempt to

oppose fracking” prevented hauliers from working on the two quarries. “Activists blockaded two quarries in my constituency in a futile attempt to oppose fracking. I condemn this irresponsible intimidation of companies and road users trying to go about their lawful business and get on with their daily lives.”

30/03/2017 10:29:18

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Bristol hub for Palletways

This month’s initial public offering will see the operator valued at more than £550m

Eddie Stobart Logistics plans growth after AIM By Chris Druce

Eddie Stobart Logistics is returning to the stock market this month with a listing on the Alternative Investment Market (AIM). The move will value the operator at more than £550m. In a statement the haulier’s h o l d i n g c o m p a n y, Greenwhitestar Capital, said it would be seeking admission to the AIM to raise funds for acquisitions in the “highly fragmented market”. “The company is targeting a market capitalisation in excess of £550m, with approximately £130m of proceeds to be raised for the business.” It added that the fund would allow it to expand organically but also make bolt-on acquisitions, with one to strengthen its activities in e-commerce already in the pipeline. A proportion of the net proceeds from the listing will be used to repay debt. Eddie Stobart Logistics CEO Alex Laffey, who will stay at the helm of the business after the listing, said: “Eddie Stobart is widely recognised as a leading supply-chain solutions

provider and an initial public offering (IPO) is an exciting next step for the business that will give us a strong platform for further growth.” The haulier, spun off in 2014, is majority-owned by the Greenwhitestar Holding Company 2 (GHC), with funds managed by DouglasBay Capital, holding 51% of the business. Following the listing, GHC is expected to hold no more

than 30% of Eddie Stobart Logistics. Stobart Group owns the other 49% of the haulage business. Stobart Group said: “The group realised 51% of its investment in Eddie Stobart in March 2014 to give the business the opportunity to move to the next phase of its development with a new management team and investor base, while the group focused its resources on delivering on the potential

of its energy, aviation, rail and infrastructure divisions. Eddie Stobart Logistics operates 2,200 vehicles and 3,800 trailers across 24 DCs. It runs daily rail services from UK ports and its rail-connected logistics sites, employing 5,500 staff and 3,800 drivers. In the year ended 30 November 2016, turnover from continuing operations was £549m (2015: £468m) with adjusted EBIT of £41m (£36m).

Palletways has launched a £200,000 hub in Bristol as part of its strategy to drive growth through regional expansion. Dubbed the South West Hub, this is the network’s fifth regional site in the UK. Located just off the M5 in Avonmouth, the hub will process approximately 500 pallets a night, adding to the 40,000 pallets Palletways shifts every 24 hours. Palletways UK MD Dave Walmsley said: “Palletways believes the regional hub model for palletised freight represents the future. “There are such clear advantages for members, customers and consumers that the model driven by a centralised distribution will be left behind by businesses using the regional hub approach.” He added: “We can cut trunk distances, fuel use and costs for members. We can deliver improved customer service because we can create the opportunity to collect from customers later in the day.” Palletways UK operations director Mike Harrison said: “Previously, the West of England, Devon, Cornwall and South Wales were served by the network’s hub in Lichfield – meaning a consignment moving from Devon to Cardiff would travel via the Midlands before making it to South Wales.”

“IT’S THE BACK UP – THE PEOPLE PART – WHERE SCANIA EXCEL.” “Scanias are tough but it’s their people that make the difference. Our local depot is very ﬂexible and work around what we need. Even those dealers further aﬁeld always go out of their way for us. It’s all about the back-up.” Terry Axon, Director Allan Morris

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30/03/2017 10:31:57

News

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Postal firm back on track two years after final-mile collapse

Whistl turns profit in first year since MBO By Emma Shone

Whistl reported a healthy pretax profit in its first full-year results since the management buyout (MBO) from PostNL in 2015. For the year ended 31 December 2016, the mail and parcels carrier recorded a pre-tax profit of £8.4m; a 145% increase on 2015’s loss of £18.7m. Chief executive Nick Wells said the result was a result of the hit Whistl took from the collapse of its final-mile delivery operation in 2015, which cost the business £10m before its investor LDC withdrew. Wells said the 2015 loss was “a one-off hit only associated with the final-mile operation”, describing it as “an anomaly”. The £18.7m loss included

approximately 2,000 redundancies and asset write-offs, but Wells said the business had begun 2016 with a fresh start. Wells said: “We are pleased with our first set of results since the MBO. Our attention to cost efficiency and excellent customer service underpins these results and reflects the efforts of everyone in the company.” Turnover fell 4%, from £554m to £528m. Wells said: “The reduction included the effect of the closure of Whistl’s final-mile delivery activities in 2015 with the consequent loss of mail volumes associated with the service, together with a change in the price and mix of processed volume. “Revenue was lowered by

an increase in customers choosing to appoint Whistl as agent, rather than principal, which reduces revenue but has no effect on volume or profit,” he added. In its strategic report, Whistl said it increased spending on growth opportunities by 46% in 2016, including IT and infrastructure, as well as reviewing its HGV and van leases. It also acquired an additional 100 tractor units. Whistl said it expected a final decision from Ofcom on whether Royal Mail breached competition law in 2015. Wells previously accused Royal Mail of “screwing” Whistl with price increases, and blamed the move for the failure of Whistl’s final-mile operation.

ON THE TRAIL: Culina Group has signed contracts totalling more than £130m. Culina CEO Steve Winwood said: “Now that our colleagues at Great Bear are responsible for the management of their specialist arena – ambient – we are applying a laser focus on development of our chilled food and drinks logistics sector.” Culina chief executive Thomas Van Mourik said: “With the recent acquisition of Great Bear we are a £430m business and a massive nationwide operation employing 6,000 people.” Culina Group has ordered 134 trailers from Cartwright for its Culina Logistics and Great Bear brands as part of its development plans. The order comprises 84, 4.7m curtainsider triaxle semi-trailers and 50, 4.2m curtainsider semi-trailers. Culina has chosen the Haldex soft docking system to reduce impact damage at the rear and for pedestrian safety when reversing on to loading bays.

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3.4.17 30/03/2017 11:43:59

Focus: Politics

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Good Brexit deal vital for industry Any introduction of tariffs, quotas and new customs clearances at UK ports after the UK leaves the EU could cause “significant difficulties” for the supply chain, a group of MPs has been told. Montrose Port Authority chief executive Nicholas Scott-Gray told the All-Party Parliamentary Group on Freight Transport (APPG) that if Brexit is wrongly handled, businesses

dependent on imports and exports at UK ports, including road hauliers, risked disaster. “Tariffs, quotas and customs clearance regulations could cause significant difficulties,” he said. “If we slow down, customers will go somewhere else.” APPG chairman Rob Flello MP said: “If Brexit means increased friction at our ports, much of that trade will go elsewhere. There will be implications

for everyone in the country, not just in terms of the products we buy but also for all those businesses that rely on raw materials and finished goods coming in and out.” He added the government “has to be aware” of how vital to Brexit negotiations it was to keep ports moving as smoothly as possible. “Any added delays as a result of our leaving the EU could be catastrophic.

One would hope the government is collating a list of the ke y priorities for the negotiations, and the viability of our ports is right there on page one,” Flello said.

MP queries Dartford Crossing stoppages for hazardous and oversized vehicles Adam Holloway, MP for Gravesham, asked a perplexing question in parliament earlier this month, namely: “How many times was traffic stopped at the Dartford River Crossing to allow hazardous and oversized vehicles to use the tunnels in each month since November 2016?” Holloway also asked John Hayes, minister of state at the DfT, what the average duration of each stoppage has been, and when work would be under-

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taken to potentially reduce the number of escorted vehicles passing under the Thames every day. Hayes replied that in November 2016 traffic was held on a red light at the northbound Dartford Crossing 2,218 times in order to escort vehicles. This dropped to 2,184 times in December 2016 and rose to 2,487 in 2017. However, the figures did not account for the number of occasions escorts occurred. “To minimise the number of

times necessary to hold traffic to escort vehicles, staff are trained to conduct escorts when traffic is held at red lights by the Traffic Safety System for other reasons, for example extracting an overheight vehicle before it enters the tunnels,” said Hayes. “Due to a number of operational activities carried out at the same time as the escort, it can be difficult to determine an exact average duration that each escort may take.”

However, the majority of escorted dangerous goods vehicles and abnormal loads going through the tunnels take less than two minutes on each occasion, Hayes explained. He told the House of Commons that a new arrangement is being developed to accurately measure the duration of each crossing and Highways England anticipates making decisions on when new arrangements could become available later this year.

3.4.17 30/03/2017 14:02:32

Highwayman

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If you have a story for Highwayman, send it to highwaymanMT@ gmail.com

A twit story: the beauty and the ex-RHA chief executive We in the industry remember former RHA chief executive Geoff Dunning fondly, which is why Highwayman still follows him on Twitter (even if he mainly tweets about local matters in Harrogate and Formula 1). But Geoff threw a curveball/ bowled a googly (delete as culturally appropriate) on Twitter the other day when he revealed how much he was

looking forward to watching the live action remake of the Disney cartoon Beauty and the Beast. “So looking forward to seeing the gorgeous Emma Watson in #BeautyAndThe Beast tonight @everymancinema #harrogate!” he posted on the social networking platform. We hope you enjoyed that tale as old as time, Geoff…

Robbing from the rich to give to the young It’s almost as if online parcel broker ParcelHero wanted to get the following missive into Highwayman, with a warning that a new generation of highwaymen is on its way. Young highwaymen – robbing from the rich to give to the poor and doing it on Snapchat. So, before this old and weary Highwayman hangs up his rusty revolvers and rests his weary boots, which have trodden the roads of road transport for many a year – just who are these upstarts and what are they up to? ParcelHero kindly reminded us that back in the 18th century highwaymen such as Dick

Turpin (nice to see the family lineage get a mention) regularly robbed mail coaches; but it warned, a New Generation (inexplicably using capital letters for no good reason) of highwaymen is likely to appear, spurred on by the arrival of automated delivery droids, drones and driverless vans. “The traditional highwayman was reliant on a horse to intercept the mail coach,” said ParcelHero head of consumer research David Jinks, “but today Black Bess will be replaced by equipment aimed at intercepting or diverting deliveries.”

This is totes emosh: “As couriers and posties are replaced by machines; the prospect of remotely taking over or capturing a drone, droid or autonomous van, carrying valuable items, is bound to create a new type of crime,” said Jinks. He added: “Highwaymen once enjoyed popular glamour – that’s why we still know of the exploits of Dick Turpin. But the public won’t find anything admirable in the theft of their eagerly anticipated parcels.” Sometimes progress isn’t all it’s cracked up to be, kids. Stick that in your roflcopter. MAKING UP THE NUMBERS: Here’s a picture of Nightline chief executive John Tuohy and two employees at the Dublin-based parcel courier inexplicably holding some balloons and a fake parcel. We have no idea why they say 150…

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30/03/2017 10:09:54

Viewpoint

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Could collaboration be the key? N Steve Hobson Editor Motor Transport

ot many years ago the talk among logistics operators – or distribution companies as they were called – was of service, KPIs and performance. Now it is all flexibility, collaboration and emissions. As hauliers built warehouses to become distribution firms and then added software and a touch of hubris to become 3PLs and logistics experts, customers’ priorities changed. In the early days of dedicated third-party distribution, especially when the clients were the big supermarkets, it was about service. Missing delivery slots was not an option, and empty running on the return leg was taken for granted. That was inefficient and today it wouldn’t be acceptable as the environment is a top priority – or would it? While everyone talks about collaboration and flexibility to provide the same service at lower cost and less environmental impact, how many

trucks run back to RDCs with nothing more than empty cages or plastic waste onboard? According to the DfT, empty running dropped from 31% in 1984 to 26% in 2001 but went back up to 29% in 2014. Empty running stats have to be taken with a pinch of salt of course – specialised vehicles such as tankers and car transporters will never have natural return loads. A recent meeting of refrigerated operators held by Transport Exchange Group found empty running to be as high as 45% as the need to hit the KPIs of key customers – which still include timed delivery slots as short as seven minutes – override any cost or environmental concerns. In the future, empty running has to be lower than 30%. According to Transport Exchange, its members’ average empty running is 9%. Maybe collaboration really is the future.

Keep training standards high and be flexible A John KeelanEdwards Director – risk management Driver Hire

s one of the UK’s leading providers of Driver CPC training – more than 120,000 driver training days and more than 12,500 courses delivered since 2010 – we are always interested in proposals that will enhance the relevance and quality of Driver CPC training. Variety has always been key to our training offer. Over the past seven years we’ve developed 18 modules to meet demand. Most recently we introduced a Fors-approved course on safe urban driving. Driver CPC training should be an investment in your workforce or – depending on who’s paying for the training – your career. We are uncomfortable about suggestions to standardise courses and we agree with the FTA and the RHA: Allowing providers to develop courses, within a framework, is better for customers and drive more interesting and innovative content. Drivers should not be able to complete the same

module multiple times. But any changes adopted to prevent this must not overlook the importance of revision. Good Driver CPC training helps drivers keep up to speed with vital legislation affecting the industry – and repetition can help. Perhaps a pragmatic response would be to allow driver re-sits but only after a certain time period has elapsed; say a minimum of two years. Quality and relevant Driver CPC training is good for drivers and the industry. Give drivers an interesting and well-presented day’s training and they will respond accordingly. Our advice to the European Commission is look to improve, but allow training providers the flexibility to ensure that relevance and interest is maintained.

The newspaper for transport operators

Tel: 020 8912 +4 digits or email name.surname@roadtransport.com Editor Steve Hobson 2161 Group managing editor Christopher Walton 2163 Group news editor Chris Druce 2158 Group technical editor Colin Barnett 2141 Aftermarket editor Roger Brown 2168 Vans editor George Barrow 2156 Urban editor Hayley Pink 2165 Ashleigh Wight 2167 Editorial Emma Shone 2164 Group production editor Clare Goldie 2174 Rufus Thompson 2143 Chief sub-editor Grace Wood 2174 Layout sub-editor Key account managers Andrew Smith 07771 885874 Richard Bennett 07889 823060 Display telesales Barnaby Goodman-Smith 2128 Group sales manager Julie McInally 2122 rtmclassified@roadtransport.com Sales director Vic Bunby 2121 Head of marketing Jane Casling 2133 Head of events/MT Awards Kelly Farley 2135

Head of product Managing director

Andrew Chilvers 2138 Andy Salter 2171

Editorial office Road Transport Media, 6th Floor, Chancery House, St Nicholas Way, Sutton, Surrey SM1 1JB 020 8912 2170 Free copies MT is available free to specified licensed operators under the publisher’s terms of control. To apply visit: mtcc.motortransport.co.uk or email roadtransport.pub@quadrantsubs.com Existing readers can update their address and renew their free copy at mtcc.motortransport.co.uk Subscriptions Tel 0330 333 9544 Quadrant Subscription Services, Rockwood House, Perrymount Road, Haywards Heath, West Sussex RH16 3DH Rates UK £125/year. Europe £160 (€235)/year. RoW £160 ($329)/year . Cheques to Motor Transport Apply online at mtssubs.com Published by DVV Media International Ltd Registered at the Post Office as a newspaper ©2017 DVV Media International Ltd ISSN 0027-206 X

Got something to say?

If you would like to contribute to MT’s Viewpoint, email steve.hobson@roadtransport.com

Northside Truck and Van have 50 brand new body built Canters ready to Drive Away.

Call 01302 304858 Or visit www.Northside.co.uk

14 MotorTransport MTR_030417_014.indd 14

3.4.17 30/03/2017 12:21:01

Parts

motortransport.co.uk

What price parts? There are two routes when thinking about parts for your truck – a manufacturer’s dealership or an independent supplier. Roger Brown weighs them up

ndustry surveys suggest that 40% of trucks on UK roads are covered by some form of repair and maintenance (R&M) contract and that the proportion for new trucks is even higher, at around 60%. One of the big questions an operator will face is whether to buy parts from an independent supplier or through a dealer as part of an R&M package. In a recent study of MT readers, just over half said their workshops used both OEM and pattern parts, while 41% said they used only OEM parts. There is a perception among many in the industry that manufacturers charge over the odds for parts and that it is wiser to shop around and buy from independent suppliers or garages.

Price challenge

However, Mark Griffiths, dealer principal at Blackburn-based Renault Trucks dealer JDS tells MT the common assumption that manufacturer parts are always more expensive than alternatively sourced components needs to be challenged. He says this is often not the case. “We recently had a discussion with a large fleet that was sourcing its own brake pads on the basis of cost,” he says, “but we demonstrated that genuine Renault ones also came with the wear sensors and were cheaper overall.” JDS only fits genuine manufacturers’ parts to its own vehicles, something Griffiths said is important as vehicles get more complicated and operators increasingly shift to dealer or manufacturer R&M contracts. “With non-genuine parts you run the risk of not knowing their build quality and longevity,” he adds. Daf says when an operator’s truck, or truck fleet, is on one of its R&M contracts, any component part will normally be replaced with a Daf genuine part. Unsurprisingly, Frank Woodhead, joint MD at F&G Daf, with sites in Barnsley, Huddersfield, Manchester and Oldham, will always recommend genuine Daf parts. “Not only is there a 12-month warranty, but you have the labour covered and also it is covered all over Europe by the Daf 3.4.17 MTR_030417_017-019.indd 17

network – this is something independent suppliers are unable to offer,” he says. On the other side of the fence is Imexpart, an independent supplier that makes its living by selling parts identical to those the truck manufacturers sell, but at a lower mark-up. For example, it goes direct to parts companies such as Wabco, Hella and Bosch and buys the same parts the manufacturers use in their assembly processes. The Castleford-based company offers parts for Daf, Iveco, MAN, Mercedes, Renault, Scania and Volvo vehicles and about 80% of its 12,500 product lines are original equipment manufacturer (OEM) parts. MD Arthur Pinkney says: “We can save operators money, but with no drop in quality when it comes to the parts provided. “Owners of haulage firms get involved if they’re ordering a large batch of new trucks, but with regards to parts and servicing the decision often has to be made by a fitter, the workshop foreman or the transport manager.”

Ancillary equipment

Paul O’Cain, MAN head of UK service, says that with the exacting vehicle emission standards in place these days it is particularly important to ensure the quality of what have been seen in the past as incidental components such as the air filter. He says: “With an oil filter, for example, the technical standards required for high-rate filtration are not to be underestimated in maintaining a modern high-performance commercial vehicle engine. “As with all customers, fleet operators are targeting maximum utilisation of their asset and using quality parts gives them the confidence and reliability they look for to support their taxing operations.” Similarly, RH Commercial Vehicles MD Nigel Baxter says by using genuine parts, the operator can be sure their trucks operate exactly as designed to the standards Renault Trucks demands from its suppliers.

➜ 19

MotorTransport 17 30/03/2017 09:01:00

motortransport.co.uk

Parts

DISCOVER OUR DIAMONDS RETHINK WHAT YOU THINK YOU KNOW.

“Customers can have absolute confidence of quality with OEM,” he adds. “Many pattern parts are good quality, but with OEM you get an absolute assurance of quality every time and the reassurance of a warranty back-up that you can rely on.” Although Stewart Davies, parts marketing manager at Daf, remarks that no two operators are the same, he points out that a poor-quality patterned air-filter fitted to an 8-wheel tipper working in a quarry, in dusty conditions, could quickly lead to engine damage, while that same air filter might be good for many months on a low-mileage 7.5 tonner. He explains: “Brake pads, for example, are available from a wide range of makers, but, generally speaking, operators prefer a known brand from a recognised supplier. “Further, the parts requirements of a five-year-old truck will be radically different to that of a two-year-old vehicle.”

Smaller operations

According to Woodhead, it is often the smaller haulage operations and fleets that will insist on price comparisons between OEM and pattern parts before purchase. “We are lucky that Daf has [all-makes truck and trailer parts supplier] TRP brand, which gives the opportunity for a second line and also parts for all makes of trucks.” Davies, meanwhile, says operators will generally want to know more about the origin and quality of any alternative (nonmanufacturer) part. “The impact on vehicle uptime could be significant if the part in question underperforms or fails prematurely,” he adds. “Many of our parts buyers want to know precisely what the quality standard of the component is, and many operators will ask for specific brands.” At Imexpart a team of trained “parts sales interpreters” each with electronic parts catalogues and many years of experience, answer 750 calls a day and process orders. It has seven satellite sites across England and Scotland and 30 Imexpart vans deliver the bulk of orders on a same-day service, with most of the rest arriving the next day. Pinkney says the vast majority of its parts are quality components manufactured in western Europe and most of them are removed from their original packaging and repackaged in Imexpart branded boxes. “We have to be very careful as people trust the box. Once the part goes in an Imexpart box it is our reputation that is on the line, not the supplier of the component,” he says. Baxter believes independent vehicle maintenance units (VMUs) often do not have suitable facilities to update any software or carry out any recalls. Further OEM repair and maintenance costs are based on the expert understanding of the vehicle’s requirements and projected costs over its lifetime. Davies insists an operator’s decision take an OEM contract rather than use an independent VMU will deliver significant benefits for any operator because, he says, the quality of the part is manufactured to the original specification taking into account the latest developments and engineering changes. ■ 3.4.17 MTR_030417_017-019.indd 19

#PROUDPROFESSIONALS Quality assurance always with a friendly face.”

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MotorTransport 19 30/03/2017 10:43:05

Interview: Brett Emerson

Driving force

Hankook is the UK market leader in truck tyres and it intends to maintain that position by sticking to what it’s good at. Steve Hobson talks to UK sales director Brett Emerson

stablished in Korea in 1941, Hankook arrived in the UK in the early 1980s and soon became market leader in truck tyres. The world’s fifth-largest tyre manufacturer, its profile was raised in 2012 when it became a sponsor of the UEFA Europa League and football fans throughout Europe are familiar with its ‘driving emotion’ strapline. Hankook is also a strong supporter of the UK road transport industry as a long-term sponsor of the Motor Transport Awards. Brett Emerson (pictured), sales director of Hankook Tyre UK, says 2016 was another superb year. “We achieved very, very strong results,” he says. “On TBR [truck and bus radial] we saw a 111% increase on the previous year. Staggeringly, van tyre sales were up 150% on 2015. So not a bad year.” Asked for the secret of Hankook’s success, Emerson says it’s a simple formula. “What we’ve got are great products, a great range, good availability and a really experienced sales team,” he says. “For me, smart tyres and smart people equals smart business. It’s a formula for true value and success.”

Route to market

Hankook’s strategy is a little different from most of its premium brand competitors in that its main route to market has been through independent tyre dealers. While most of its TBR sales are still retail, Hankook has also built a network of service providers under the heading Hankook Truck Masters, with 166 members and 465 service points offering 24/7 breakdown. “We don’t go for big fleet business, or big PPK [pence per kilometre] business,” says Emerson. “We keep things very simple and work well with our dealers. We also work closely with some key service providers like Tyrenet and Direct Tyre Management. We also do work with fleets, so there are three parts, dealers, service providers and fleets.” He is adamant that Hankook is first and foremost a tyre manufacturer and wants to look after rather than compete with its dealers. “It’s noticeable when you go to the CV Show that other manufacturers are there selling solutions,” he says. “We could be classed as a bit old-fashioned, as we’re there selling tyres. Our service providers that we work with offer solutions, but that’s not us. “Why would we want to become a competitor of theirs? We want to work in partnership with as many people as possible.” Around 40% of Hankook’s TBR business is in fleet sales, with the rest retail through the dealers. Emerson says larger fleets are happy to buy Hankook as their perception of the brand has improved over the years. “People used to remember us as a mid-range 3.4.17 MTR_030417_021-022.indd 21

tyre, but Hankook is now definitely recognised as a premium product in the TBR market. Just look at the investment we have made in our new state-of-the-art R&D centre, the ‘Hankook Technodome’. There is lots of activity going into developing the brand but we definitely already have a premium product,” he says.

Standard equipment

“We’ve got MAN and Mercedes, and Scania are now coming onboard,” says Emerson. “When we look at car, van and 4x4, almost 16% of all European registrations now come out on Hankook as standard equipment. “The van product is heavily fitted on Ford and VW as standard equipment. Again, that gives us strong credibility with the fleet market.” Perceptions of what makes a tyre ‘premium’ in the commercial vehicle market often centre around the mileage it delivers, and whether the tyre can be regrooved and retreaded to give even better value for money. Have the EU tyre labelling regulations, which require manufacturers to rate tyres for wet grip, rolling resistance and noise, had any effect on buying patterns?

“Not many people seem to care,” says Emerson. “People want to know does it wear well? Does it have even wear? Does it stop? Is the casing OK? I don’t come across people who pay that much attention to the labelling.” Tyres that have been specifically developed to offer low rolling resistance are still a fairly niche product, despite the fuel-saving claims made of them. “It’s fair to say a lot of our tyres are low rolling resistance, but that’s not the key factor. A tyre is a compromise and you can make tyres as fuel efficient as you want, but they will wear out in a couple of thousand miles if you’re not careful,” says Emerson. “Labelling is just measuring a few aspects of a tyre. When you’re designing and making a premium tyre there are so many different aspects you have to take into account. We could question some of the Chinese budget tyre labels, but they’re probably only working to those three criteria, whereas we’re designing and manufacturing a tyre to do everything.” While Hankook supplies tyres for every axle on a van or truck, its best-selling tyre is the AH31 steer tyre. “It gives excellent mileage and ➜ 22 MotorTransport 21 30/03/2017 09:04:35

Interview: Brett Emerson good fuel economy,” says Emerson. “It is also an all-season tyre so you can fit it and forget it. We are also very strong in trailer tyres, especially our super single TH22, which will be superseded when we unveil the TH31 at April’s CV Show.”

Regional-haul focus

Although UK road mileages are short compared with mainland Europe, the fleet market still breaks down between regional and long haul. “The majority of tyres we do here in the UK are regional-haul tyres,” says Emerson. “That’s our real strength and nobody makes every single tyre for every application. We have a good range and probably carry more stock than anybody else. Availability is one of our strengths. It’s never 100% perfect but we always strive to get close to 95%- plus availability.” Two Hankook warehouses in Daventry hold 30,000 TBR tyres and more than 300,000 car, van and 4x4 tyres. Near-neighbour DHL Supply Chain is employed to pick and distribute product to customers in England and Wales, while Drummond Distribution covers Scotland. The advent of Euro-6 has seen front axle ratings increase for 6x2 tractors, resulting in a change in the size of steer tyres. “Typically, the 295/80 R 22.5 has been our main selling size, being fitted to the steer and drive axles,” says Emerson. “We’re noticing a massive increase in our sales of 315/70 R 22.5 steer tyres. That surge in demand was catching us out a bit, but we have quickly adapted.” Although its casings are retreadable, Hankook does not retread tyres itself. It has a long-standing arrangement with retread special-

ist Bandvulc. Is that going to change now Bandvulc has been acquired by rival Continental? “We’ve always had a good relationship with Bandvulc,” says Emerson. “In the short term, everything stays as it is. Whatever happens, it makes up a relatively small part of our sales.” There was a time when good used casings were in short supply as hauliers bought more retreads and budget tyres, but there is now a better supply. “The UK retreading market over the past five or six years has had a real impact,” says Emerson. “The difference with a business such as Bandvulc is they have the fleets to serve, so they’ve got to utilise the casings. We don’t attack those mega fleets directly ourselves. “People are often really just looking for a way of getting rid of their casings. We’d rather sell new tyres wherever possible – that’s what our factories make. Having a retread available is useful, but it’s not the lynchpin of our business.” Recent rises in commodity prices and the fall in the value of the pound since Brexit have seen tyres increase in price, and more rises are likely. However, Emerson does not agree with other tyre manufacturers’ pricing policies. “We are fairly transparent with our pricing,” he says. “You could argue we’re too transparent but people trust us. We try and soak up as much pain as possible so that we can keep our prices consistent. Other manufacturers go up in price, and then give tyres back free of charge or increase rebates. It’s just smoke and mirrors.” Talk of price rises can encourage operators to seek to fix their rubber costs by going for

PPK deals, and while these are not a large part of Hankook’s business it is something the company will consider. “With exchange rates and rising prices of crude oil and natural rubber, we will see a tendency for price increases,” says Emerson. “So PPK could be of interest to some people.” Hankook’s TBR tyres are made in South Korea and China, but there is talk of moving some of its European sales and production to its factory in Hungary, which produces 50,000 car, van and 4x4 tyres a day. “We see ourselves as the fifth-largest tyre manufacturer in the world, making 104 million tyres, and we plan to grow that to 130 million by 2020,” says Emerson.

No complacency

That enormous scale does not mean Emerson is complacent. As well as competing with the established European premium brands, he is well aware of other entrants to the UK tyre market looking to steal Hankook’s crown. “A lot of people will look at us and say, ‘we want to be like Hankook’,” he says. “Some people have tried it but the products didn’t really stack up. That’s not to say they won’t invest in the product and try to do the same again. “We’re number one in the UK. That’s a nice position but a difficult one. But if we stick to doing what we are good at, and work with the right people, we will continue to have a smart partnership with our customers. With Hankook you are not only selecting a smart product, but becoming part of a solid relationship based on proven quality and performance.” ■

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3.4.17 30/03/2017 09:53:25

Careers

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Fuel & Tank Management Systems

Ian Roberts joins Bevan Group Commercial vehicle bodybuilder Bevan Group has appointed its first engineering and production director after a period of growth at the firm. Ian Roberts joins Bevan after six years as MD of crane manufacturer HMF’s UK operation, where the turnover of the business quadrupled under his leadership. Before HMF, Roberts worked as a general manager at Massey Truck Engineering and served with the Royal Engineers. Roberts said that while HMF manufactures “great products”, its key manufacturing operation is in its home country of Denmark, so he was looking forward to getting back to his engineering roots.

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“I’m an engineer at heart, and realised that I missed the construction side – it was the opportunity to get back into production with Bevan that really appealed.” Roberts will lead the design and manufacturing teams across Bevan’s three production facilities in the Black Country.

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By David Coombes

The strength of the supply chain “Now this is the law of the jungle, as old and as true as the sky, and the wolf that shall keep it may prosper, but the wolf that shall break it must die... For the strength of the pack is the wolf, and the strength of the wolf is the pack.” To those of us in logistics, when we read the above – a quote from Rudyard Kipling’s The Jungle Book – we probably think of supply chains. The government can invest anything it wants, wherever it wants, but without the strength of the supply chain the effect of the investment will be lost. Analysis can show that the food manufacturing sector needs to be supported, or that construction is the way to boost a domestic economy, but these industries do not operate in isolation. I remember learning that cars can only go faster because we developed better brakes. In the same way, supply chains should be considered from top to bottom. Where there is a weakness, that is where the chain will fail. Logistics firms are crucial to every sector in the economy. Without us, raw ingredients never make it to manufacturers, produce never makes it to the customer. And we need investment in the logistics sector. Not just on physical infrastructure, but also on training that permits innovation and marketleading approaches that keep us delivering. Healthy supply chains are based on none of the links being weak. Let’s hope that government plans for the future remember the essential nature of our sector, and that they support us accordingly.

UK DISTRIBUTOR REQUIRED! Family-owned Ekeri has been building trailers for over 70 years and selling into Scandinavia, The Baltic States, the Netherlands, UK and Germany.

Please send your application, in confidence, by 31st May, to: info@ekeri.fi Or post to: Ab Ekeri Oy, Kolpintie 1276, 68800 Kolppi, Finland

+3586 7887432

Now, to continue this success and because the current sales representative is soon to retire, Ekeri is keen to appoint a distributor for the UK. This will be an established commercial vehicle dealer or sales agent who will handle importing, finance, sales and aftermarket/workshop requirements. Marketing and promotional support will be provided.

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Tel: 0117 9859 119 logisticsjobshop.co.uk admin@logistics jobshop.co.uk @LJSJobs 3.4.17 MTR_030417_025.indd 25

Ekeri side-loading trailers are now widely used in the UK – from the removals and dry goods sectors, to high security and perishable goods. Versatility and easy loading are key to its success and operators who choose Ekeri never look back!

MotorTransport 25 30/03/2017 09:55:53