Commercial Motor 4 July 2019 by Motor Transport

ESTABLISHED 1905 / 4 JULY 2019 / £3.20

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AT THE HEART OF THE MARKETPLACE

LOW-ENTRY CAB COMPARISON

Will the Dennis Eagle Elite soar over Mercedes’ Econic?

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CONTENTS 

6 S-WAYING OPINION

CONTENTS

EDITORIAL COMMENT

NEWS AND PRODUCTS

Back in November last year we got our hands on some spy shots of a truck said to be the all-new IVECO. It looked fantastic, and we couldn’t wait to publish them. But all of a sudden, a legal letter arrived from Turin, informing us that they had been obtained illegally and warning us (and the rest of the truck press) off. It said the shots were just of a study vehicle “with no official value” anyway. Oh no, what a shame! My disappointment wasn’t just that we couldn’t publish them, but that there was a chance this smart-looking truck wasn’t actually the Stralis replacement after all. Well, I’m pleased to report that IVECO doth protest too much, and those spy shots did indeed show the all-new S-Way. And doesn’t it look great? IVECO’s drivelines have always been hugely respected and, at first glance, it appears that it now has a cab that it can be equally as proud of. Will Shiers, Editor, Commercial Motor

DVLA rejects some D4 medicals 4 TfL reveals ULEZ non-compliance 5 IVECO launches long-haul S-Way 6 Renault crowns RTEC champions 8 Brexit threat to used truck prices 10 Hawkins takes on trio of Volvos 12

LEGAL News, cases and public inquiries 14

OPERATIONS

18 28 38 42 46

Head to head Can MAN’s fleet-spec TGX 6x2 really take on DAF’s mighty XF480 tractor with Super Space Cab? Low-entry twin test In the first twin test, we check out the Dennis Eagle Elite 6 and the MercedesBenz Econic 3235L Dealer profile Why used vehicle dealer Stockport Truck Centre has switched to buying new Tyre retreading Specialist retreader Bandvulc’s new lease of life in the Continental group Fuel theft How to spot the signs of pilfering by staff – and what you can do to prevent it

18 A FIGHT OF MIGHT

28 HOW LOW WILL YOU GO?

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4 JULY 2019 COMMERCIAL MOTOR

 NEWS AND PRODUCTS

A WEEK HAULAGE IN

TOP STORIES FROM THE INDUSTRY / EDITED BY CHRIS DRUCE

HGV drivers have been warned by the DVLA that it will no longer accept medical reports from Doctors on Wheels, raising concerns that thousands of unfit HGV drivers could be behind the wheel. The DVLA’s warning follows police raids on the firm’s offices in Swindon, Leicester and Huddersfield carried out last month as part of a trading standards investigation. The action was triggered by claims that D4 tests were not being completed properly by Doctors on Wheels, with unhealthy drivers being passed as fit to drive. A D4 is required for category C drivers and comprises a medical and sight test. The firm operates a mobile service across the country providing D4 medicals for HGV drivers, undertaken in the back of its fleet of vans. According to Companies House the directors of Doctors on Wheels are Beth and Jayne Eburne. The company’s registered address in Leicester is shared by J Coates (HGV Services), an HGV driver training company owned by Andrew

Eburne and Steven Eburne. An employee at Doctors on Wheels declined to discuss why the business was raided but told CM that while the company is not carrying out the medicals at the moment it is “ hoping to resume D4 tests once everything is resolved”. Asked how many of the medicals the company carries out annually the employee estimated it at “thousands”. CM understands that the DVLA was sent evidence of fraudulent medicals carried out by Doctors on Wheels in late 2018, including TrustPilot reviews claiming that the tests were cursory. One review alleged the medical was carried out by female staff who signed off the D4 using a signature stamp from a male doctor. In a statement sent to trade associations, including the RHA, the DVLA said: “If any applications are received at DVLA on or after 20 June 2019, they will not be accepted, and a new application will need to be submitted. “We will prioritise any applications received by those who need to resubmit a D4 as a result of these investigations.”

Image: Shutterstoc

Doctors on Wheels D4 tests refused

Asked what it intends to do about medicals submitted before 20 June, a DVLA spokeswoman told CM: “While the investigation is ongoing we cannot comment any further.” RHA head of licensing and infrastructure policy, Tom Coates, said: “RHA is extremely concerned about this situation and is liaising with the DVLA.” Dr Grant Charlesworth-Jones, medical director of D4Drivers, said: “It is hugely important that these D4 medical examinations are carried out by bona fide companies using fully qualified doctors, particularly as these companies can be dealing with thousands of drivers a year.”

Not such a beast: Gregory Distribution (Holdings) arrested a profit decline last year despite being “significantly impacted” by the Beast from the East. The Palletline and Palletways member increased turnover by 8.8 to 174m during the year ending 29 September 2018, and pre-ta profit was up 3.4 to 5.7m. The company said it had “seen significant improvements in certain areas of the business which had presented us with challenges during the prior year”. It added that it e pected overall revenue to increase in 2019, with increased activity and the introduction of new UK sites.

COMMERCIAL MOTOR 4 JULY 2019

During the first month of its operation, 13% of all trucks entering London’s UltraLow Emission Zone (ULEZ) each day were non-compliant. London’s ULEZ was launched in April this year and operates within the same footprint as the London Congestion Charge. However, unlike the congestion charge, the ULEZ operates 24 hours a day, every day of the year. Trucks entering the zone must meet the Euro-6 emissions standard or face a charge of £100 a day. According to TfL, an average of 89,380 vehicles entered London’s ULEZ each day in the first month of its operation and, according to CM’s calculations, around 3,846 of those vehicles were trucks. Of those trucks TfL confirmed 13% were non-compliant, amounting to an average

of around 500 a day. In comparison, of the 85,534 vehicles – excluding trucks – which entered the zone each day, 30%, or 25,695, were non-compliant. This means that in total, trucks made up just 1.9% of non-compliant vehicles entering the ULEZ in its first month of operation, All vehicles in contravention of the scheme were issued with a warning notice on the first offence, rather than receiving a fine. The charge for non-compliant trucks, buses and coaches entering the ULEZ is £100 a day with non-compliant cars, motorcycles and vans facing a penalty of £12.50 a day. TfL conducted research between 8 April and 5 May and factored in disruptive events and unusual traffic patterns, such

Volkswagen sells 11.5% stake in Traton for €1.55bn

Volkswagen has completed an IPO for its subsidiary Traton, placing 57.5 million shares at a price of €27 (£24) each and raising €1.55bn. Volkswagen remains the majority shareholder in Traton, which owns Scania and MAN, having sold 11.5% of the business. Traton is now listed on the Stockholm and Frankfurt stock exchanges. The company had previously

suggested a price range of between €27 and €33 for each share. At €27, the lower end of expectations, Traton has a market capitalisation of €13.5bn. Hans Dieter Pötsch, chairman of the supervisory boards of Volkswagen and Traton, said: “The IPO will provide a basis for both companies to create additional value for all their stakeholders going forward.”

Image: Shutterstock

ULEZ month one: 13% of trucks found non-compliant

as the Extinction Rebellion protests, roadworks and the Easter and bank holidays, to arrive at its representative average figures.

Jobs saved with Mid-UK sale Administrators have saved 420 staff jobs at a Lincolnshire waste haulage firm by selling it to the New Earth Solutions (West) subsidiary of utilities group Beauparc. Mid-UK Recycling (Mid-UK) went into administration on 12 June after “a difficult trading period” during which it suffered a major fire in 2018 and was prosecuted for the illegal storage of waste, which directly contributed to another fire in 2015. The Caythorpe-based company held a licence for a total of 98 lorries across four operating centres in the region. It was founded in 1997 and grew into a £37m-turnover business. Mid-UK recycles a variety of waste products and also provides renewable fuels, skip hire and waste collections. Mid-UK MD Chris Mountain said: “This sale provides the opportunity for Beauparc to take the business forward.” Brian McCabe, Beauparc Group MD, said: “The acquisition of the business of Mid-UK further expands and consolidates Beauparc’s footprint in the UK.”

4 JULY 2019 COMMERCIAL MOTOR

 NEWS AND PRODUCTS

IVECO S-Way gets connective IVECO launched a new range of long-haul heavy trucks in Madrid on Tuesday night (2 July). The S-Way, which replaces the Stralis, is the first vehicle to be launched in the truck maker’s Way heavy range. When CM went to press on Tuesday afternoon (ahead of the official launch), details of the truck were still sketchy. What we do know, however, is that the S-Way uses an entirely new cab. Aerodynamics are better, with a claimed 4% improvement over its predecessor. The design features a multi-piece bumper, which reduces repair costs in the event of an accident. Spy shots of the new truck, which appeared on social media late last year, showed a mirrorless cab, so it was widely assumed that the S-Way would use a similar system to Mercedes-Benz’s MirrorCam. However, our cover image, which is an official press photograph obtained from IVECO under embargo, shows a truck with mirrors. It is curious that the first picture that IVECO would want the world to see has mirrors, leading us to believe that cameras won’t be available as an option from launch. At the time of writing we only have vague details on the truck’s driveline. Diesel-powered S-Ways will continue to

COMMERCIAL MOTOR 4 JULY 2019

use IVECO’s HI-SCR after-treatment system, Smart EGR and the ZF-sourced Hi-Tronix transmission. And, judging by the blue NP shown here, like Stralis before it, the S-Way will be offered in 460hp CNG/LNG guise. The initial launch literature that CM has seen is mainly devoted to the S-Way’s connectivity, claiming that the new, advanced Connectivity Box “is a powerful connectivity enabler and true game-changer”.

Elaborating, it continued: “It works off a service platform developed in partnership with Microsoft that provides safe data storage and management, and many value-added services. “Owners and drivers are constantly connected with the vehicle via their mobile device or PC through the user-friendly MyIVECO portal and app.” ● For full details of the new S-Way see next week’s CM.

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 NEWS EXTRA

ROAD TO SUCCESS WORDS: CALLUM POOLE

Renault Trucks hosted its Road to Excellence Championship (RTEC) final in Lyon last month, which saw the truck maker’s best aftersales professionals, technicians and mechanics competing for the prestigious title. In total, 24 teams from 20 countries battled it out, with the winners heading to Le Mans in September for an all-expenses-paid trip to the 24-hour truck race. RTEC, which started in 2015, allows Renault Trucks to showcase and improve its global dealer networks’ used truck departments. Vice-president of aftersales Gilles Clement said: “This is the first year that apprentices have been

involved in the competition and they can see that Renault Trucks values them, and how important they are to the future.” The pre-selection phase saw 1,642 teams with a combined 6,134 participants register, including, for the first time, Indonesia and Cuba. Among these were 227 apprentices. The UK was represented by team DILIGAF from Norfolk Truck & Van’s Norwich branch, which comprised apprentice Matthew Willard, diagnostic technician Christian Rider, parts supervisor Gary Sayer, and one of only two female contestants in the final, warranty manager Holly Walker Each team completed tasks with theoretical and practical elements. The first of which involved

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It’s the taking part: contestants in Renault Trucks’ Road to Excellence Championships (below) and the UK team (left)

diagnosing a problem with a stranded Range T High. The problem – a faulty ignition switch – proved harder than anticipated to find, but eventually the engines began to burst into life. Newcomer Holland was the first to fix its truck, with Italy not far behind. Following rounds included, Pimp my Truck, Licence to Drive and Chess Games, which all required a specific skill-set to complete. Whoever completed the tasks within the timeframe and to the highest standard achieved maximum points, with deductions made for any mistakes. The UK team finished in 10th position, while the title went to Austria. During the awards ceremony, Willard was acknowledged, along with six other apprentices, for his contribution to the event and for paving the way for Renault Trucks’ upcoming generation of mechanics. Willard said: “The experience was brilliant, even if it was a bit stressful in parts. But I think the best lesson myself and the team have learnt is that you shouldn’t over complicate things.”

 NEWS AND PRODUCTS

New and used prices to suffer in no-deal Britain crashing out of the EU without a deal is likely to have a dramatic effect on the price of used trucks as well as new vehicles, according to Keltruck new and used sales director Dave Morgan. Morgan believes dealers will close the gap between new vehicle prices and used vehicles in the event of World Trade Organisation (WTO) tariffs being imposed on new vehicles. “If a new vehicle goes up

by 20% the price of a used truck will go up too,” he said. “People try to blame everything on Brexit, but the used truck market is not as busy as I thought it would be. Used prices haven’t got to go up, but they will. If new trucks are going up by whatever the WTO duty is, why would a used one stay the same? Dealers will close the gap between new and used, maybe not by 20% or whatever the

tariff is, but certainly by a large amount.” While uncertainty might be causing a lull in the marketplace, Morgan believes fortunes will change as more operators and cities focus their attentions on clean air zones. “In 2020 they’ll be another load of people moving out of Euro-4 and Euro-5. Whatever they buy I can see sales increasing towards the end of this year or the middle of next.”

Classified deal of the wee :

Mercedes-Ben Arocs £55,000

Bradfords adds DAFs in fleet renewal exercise Bradfords Building Supplies has taken delivery of four DAF trucks, a 26-tonne CF340 6x2 and three LFs. All are fitted with Atlas cranes and are the first of a 28-truck order. Martin Caddick, head of transport at Bradfords, said: “Given that we needed to place such a large order, I reviewed our entire truck fleet specification. We canvassed our 43-branch network for suggestions on vehicle specs and many ideas made it to the final cut.” An example of this are the V-Rave side-rails on the bodies, which have anti-slip surfaces. The Atlas cranes, which feature automated warning lighting, can be

COMMERCIAL MOTOR 4 JULY 2019

operated via radio control, which allows the drivers to move around the vehicle safely, while maximising their view during operations. The trucks have been supplied by Ryder and will be monitored by its fleet management tool FleetCare Online. Caddick said Bradfords opted for Ryder because of its long-standing relationship with DAF and its overall financial package. Ryder national accounts manager David Bunniss said: “DAF dealer Ford & Slater has been exemplary in keeping us up to date with delivery schedules and working around the business to deliver our vehicles at a time and date to suit.”

Used truck of the week is a Mercedes-Benz Arocs 3236 with a Thompson steel tipping body. This Euro-6 65-plate tipper, with its 128-litre engine has covered just 131,000km since it was first registered in September 2015. Based on the Actros cab but for construction usage, this Arocs also has a reversing camera, on-board weigher, auto tailgate and side scan system fitted. It has had one owner since new and is available for £55,000 from LC Vehicle Hire and Sales.

For more information, go to commercialmotor.com or lcvehiclehire.com

WORK LIFE BALANCE

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 NEWS AND PRODUCTS

Hawkins Logistics has put three new Volvo FH 500 Globetrotter 6x2s into service. Two are fitted with Volvo’s standard I-Shift automated manual transmission, and the remaining one has an I-Shift Dual Clutch. MD Paul Hawkins said the company opted for both gearboxes to compare them and see which is better for the business. “The Dual Clutch isn’t as good on fuel economy compared with the 11mpg we get from the standard gearbox,” he said. “But, on the other hand, the Dual Clutch makes for faster

TWEET OF THE WEEK

shifts, which is good for when drivers need to be more efficient with heavier loads. “We’ve used Volvo’s Dynafleet Fleet Management System to compare the data, which will decide our future truck specifications.” The trucks, supplied by dealer Hartshorne Motor

Services, are specified to recognise driver loyalty. Hawkins said: “We spec up the interiors with leather, fridge-freezers, microwaves and TVs. Driver feedback is also good. “We get good service from the dealer, which works hard to solve any issues quickly.”

NEXT WEEK IN

Hold your horses: Volvo is advising prospective buyers of its full-electric truck range to wait until the new year before ordering. UK head of media and product demonstration Martin Tomlinson said that while it could supply UK operators now, if they insisted, they would be better off waiting until what it described as Phase 2 vehicles are ready to order in week 11, 2020, with production due to start around week 25. The revised models are said to offer significant benefits in terms of both cost and battery performance. The Swedish brand’s offering will include FL models from 16 to 18 tonnes and FE from 18 to 26 tonnes. Examples of both, an RCV and a refrigerated distribution truck, are undergoing operational trials in Gothenburg. This comes two weeks after group partner Renault Trucks announced it had started customer deliveries of the Range D Wide ZE in France and would be accepting orders in the final uarter of this year, for delivery in early 2020.

ON SALE: 11 JULY 2019 12

SOCIAL

MEDIA

Volvo Globetrotters join Hawkins

COMMERCIAL MOTOR 4 JULY 2019

MAXING OUT

On the road with Ford Rally Championship team’s F-Max 500 tractor

ONE TREAD AHEAD

The latest tyre news from Bridgestone

@ConvoyTruckShow “Boy, these lonely long highways sure grind the souls of us cowboys.” Sounds like Pig Pen needs a break. We recommend a weekend at @ DoningtonPark UK! Join us for Convoy in the Park on 10-11 August.

VIDEO OF THE WEEK Catch-up on all the award winner’s from this year’s Tip-ex Tank-ex gala dinner. Go to https://bit.ly/2Xz0Yt2

PLUGGED IN AND READY?

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 LEGAL

Applications and decisions FROM THE COURTROOM / EDITED BY CHRIS TINDALL

a s a lier ne r a i a le atalit OPERATOR: CAMGRAIN STORES / CASE: HEALTH AND SAFETY / HEARING: PETERBOROUGH CROWN COURT

A COMPANY HAS been fined £180,000, plus costs, after an employee died when he was struck by a lorry at its Cambridgeshire site. Peterborough Crown Court heard how the driver at Camgrain Stores in Linton had checked his mirrors but he did not see Edward Orlopp, who was walking from the firm’s control room across the site when the incident occurred in July 2016. The vehicle struck Orlopp causing fatal injuries. An HSE investigation found that Camgrain Stores had failed to ensure that pedestrians and

COMMERCIAL MOTOR 4 JULY 2019

KEY FACT

This was a tragic incident and could have been avoided

vehicles could move safely around the site and that it had not provided measures to prevent employees walking into areas where large vehicles were moving. The company pleaded guilty to breaching the Health & Safety at Work Act 1974 and was fined £180,000 and costs of £20,000. HSE inspector Stephen Faulkner said: “Being struck by vehicles is one of the most common causes of workplace fatal accidents. This was a tragic and avoidable incident caused by failure of the company to undertake simple measures.”

An O-licence for five lorries and three trailers has been granted to Flo-Mix (UK), from a base in Warrington. A1 Secure Storage has been authorised to run one vehicle and one trailer out of an operating centre in Carrington, Manchester. The traffic commissioner has granted an O-licence for five vehicles and five trailers to SM Waste Services in St Helens. Its transport manager must attend a two-day CPC refresher course and it must provide financial details by 30 September. Huyton Asphalt Civils has been authorised to run 10 vehicles and two trailers out of an operating centre in St Helens, but there are restrictions on HGV parking at the site.

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 LEGAL

Removals company boss loses repute and O-licence OPERATOR: AJ REMOVALS & STORAGE / CASE: O-LICENCE AND TACHOGRAPH OFFENCES / PI: BIRMINGHAM

A REMOVALS COMPANY has been put out of business after its director was caught at the wheel without a tachograph card and ignored a prohibition notice by driving off. Azam Amin and his company AJ Removals & Storage have been disqualified for three years, its O-licence has been revoked and Amin has also lost his good repute as a transport manager following the incident in May 2018. Traffic commissioner (TC) Nick Denton said the director had compounded his actions by fabricating the claim that he did not need a tachograph card because he was doing unpaid gas repair work for a friend on his day off. Further investigation found the claim was untrue and Amin had been undertaking furniture removals and had been paid £1,000. A public inquiry in Birmingham was adjourned due to Amin being prosecuted by the DVSA for using a false instrument, for which he was sentenced to 200 hours of community service. When the PI

KEY FACT

Driving away while under prohibition is not the action of a reputable transport manager

took place in May 2019, Amin’s solicitor said her client had been angry at being issued with a fixed penalty for not using a tacho card and had driven off despite having been issued with a driving prohibition. He then “stupidly” attempted to cover his tracks by drafting a letter he induced a customer to sign, which claimed he was doing gas fitting work, because he feared he was in trouble for driving away from the examiner. Amin told the TC he had never been in trouble before and any regulatory action would severely effect his business, which employed five full-time people. However, Denton said his offence was “not a one-off moment of madness”. He said: “The original offence was compounded by driving away while under prohibition. That might have been a heat-of-the-moment action that Mr Amin could have gone some way towards remedying by volunteering the truth subsequently. This is not the action of a reputable transport manager or operator.”

Forthcoming public inquiries A PI in Warrington on 16 July will decide whether disciplinary action should be taken against Musa Foods. Redgate Holdings will appear at a PI in Warrington on 16 July. Disciplinary action and its transport manager’s repute will be considered. Ethos Audio will appear at a PI in Birmingham on 16 July where disciplinary action may be taken. A PI will take place in Birmingham on 16 July where disciplinary action against Rogers Civil Engineering will be considered. A PI in Warrington on 18 July will consider disciplinary action against Rapide Reprographics, Bolton. Ghuman Transport has been called to a PI in Birmingham on 17 July. Its transport manager’s repute will be discussed.

Landowner and director fined for illegally dumping waste A WASTE HAULAGE company director and a landowner have been fined £6,435 for illegally dumping thousands of tonnes of waste on farmland in Devon. Marie Sinead Berry, a director of CB Plant Hire, whose company transported waste to the Tiverton Motorcross site, admitted she had failed to carry out normal duty of care checks and had taken her eye off the ball. In 2016, TB Plant Hire was contacted by a third party to use land off the A361 for

COMMERCIAL MOTOR 4 JULY 2019

the disposal of waste. But complaints were received and an Environment Agency officer visited the site and found waste was being deposited on a large scale. Landowner Stephen Dibble had partially filled a valley and indications suggested he was intending to continue depositing more waste. He confirmed he was using the waste imported by CB Plant Hire to return the land back to agricultural use. A waste exemption allows landowners to

reuse up to 1,000 tonnes of soil and subsoil for specific purposes but it was revealed Dibble had accepted more than 23,500 tonnes of waste at Tiverton Motocross and he lacked planning permission. Appearing before Exeter Magistrates’ Court, Berry was fined £120 and £3,500 costs after pleading guilty to operating an unauthorised waste disposal facility. Dibble was fined £265 and ordered to pay £2,490 costs.

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яБо OPERATIONS

COMMERCIAL MOTOR 4 JULY 2019

HEAD HEAD O

DAF XF480 VERSUS MAN TGX 26.460

o re ent u r de to n re t t e on u er e u e WORDS: BOB BEECH / PHOTOS: TOM LEE

ANDY WREFORD, DIRECTOR WREFORD’S TRANSPORT, NORTHAMPTON “We are an old established family business, now fourth generation. Some might consider our operation to be quite traditional, but with a fleet of 100 vehicles we have readily embraced modern technology in all aspects of the operation. Realistically, we have to do this in order to survive in the modern world. The industry has changed beyond all recognition in the past 20 years and continues to change almost on a daily basis. “Despite this, we try to treat people with respect. This includes our employees, customers and suppliers, and is especially important when it comes to buying trucks. “We have always operated a mixed fleet over the generations. At one time it was heavily dominated by ERF. They were very strong in this area. You need a

eet e me n t m t tr tor n ut t em to et er to find out good relationship with your local dealer. It matters most when you encounter serious problems and you want them to fight your corner. It doesn’t mean that we are a pushover – far from it – but there is little point in raving and shouting at people on a daily basis over the slightest issue. “I worked in the service department of what was our local DAF dealer for many years, both in the workshop and on breakdown call-outs. It gave me a healthy respect for the product and the company itself, and I suppose it could be said that I am slightly biased towards the marque. But we also have a healthy mix of other makes in the fleet, including Scania, MercedesBenz, MAN and IVECO in the lighter rigids. DAF has the biggest share, but we are open-minded about almost any competing make. The new generation Scanias, for instance, cost quite a bit more than any other make, but their fuel consumption is far better, which more than makes up for the purchase price in the long term. The Mercedes are the next best in terms of fuel consumption, but the dealer support is very poor in this area.

4 JULY 2019 COMMERCIAL MOTOR

 OPERATIONS

“We run quite a number of DAF XFs, all 6x2 tractors. The drivers like the comfort of the big Super Space Cab. It’s essential to run well equipped trucks to both attract and retain good drivers. We are fortunate in having quite a number of very long-serving drivers. Some have been with us for 40 years. We have one of the new 480 XFs, and the rest are powered by the earlier version 460 engine.The new model is a better truck: the engine pulls harder at low revs, the engine brake is more effective and the new TraXon gearbox is a vast improvement. The new 480 is about 0.2-0.3mpg better than the 460, and all of the DAFs return about 9.5mpg on a mixture of work, with some giving just over 10mpg at times. Both Euro-6 versions are much improved compared with the Euro-5 XF105. They have better electrics, are less prone to cooling issues and are better put together. “We had some 57-plate MAN tractors with the old Euro-5 EGR engines a while ago. They were troublefree, but I am well aware of the problems some

COMMERCIAL MOTOR 4 JULY 2019

operators had. I think the key difference was that we serviced them ourselves and operate a strict regime in terms of oil changes and other checks. We also bought some used 61-plate 480s and they are still in service. MAN approached us about taking a fleet seed TGX 460 tractor unit.We eventually agreed and it provided a very well-equipped tractor with the medium height XLX cab. It did very well and we bought it at the end of the term. The driver really likes it and it is a far better built truck than the earlier models. “We have subsequently taken quite a few new MANs, both rigids and tractors. These include five 420hp tractors that we use on medium distance work. The drivers report that they pull extremely well and the fuel consumption is on a par with the DAFs.These are the first trucks we have leased with dealer R+M, which is a big change for us. So far, the support has been excellent and the trucks trouble-free. Overall, DAF is probably my first choice because of our previous experience and the close relationship with the dealer, although MAN has certainly impressed us. They are very underrated by many operators.”

VEHICLE SPECIFICATIONS Manufacturer Model* First registered Chassis

DAF

MAN

XF480 FTG 6x2 twin-steer tractor unit with Super Space Cab

TGX 26.460 6x2 2BLS pusher-axle tractor with full rear air

high-roof sleeper

suspension and XLX medium height sleeper cab

31 July 2018

1 February 2018

3,950 mm wheelbase, GVW 26,000kg plated/27,000kg

3,950mm wheelbase, GVW 23,700kg plated/26,000kg design.

design. GCW 44,000kg plated/design. Front-axle 8,000kg, rear GCW 44,000kg plated/design. Front axle 8,000kg, rear bogie bogie 19,000kg (split 7,500kg/11,500kg pusher-/drive-axle).

18,600kg (split 7,100kg/11,500kg pusher-/drive-axles). Steel

Steel front suspension, 6-bag air suspended rear bogie with

front suspension, 6-bag rear air suspension, with weight

mechanical steering linkage to second steer with load transfer

transfer on cast beam pusher-axle. HY1350 single-reduction

and full lift facility. SR1344 single reduction drive-axle with

drive-axle with diff lock, 2.53.1 ratio (others available).

diff lock, 2.05.1 ratio (others available). 315 70R22.5 tyres all

315/70R22.5 tyres all round, optional aluminium wheels.

round, optional aluminium wheels. 490-litre aluminium fuel tank

450-litre aluminium fuel tank on left-hand side, 24-litre plastic

on left-hand side, 90-litre AdBlue tank on left-hand-side front

AdBlue tank in middle of chassis. Catalyst SCR exhaust/DPF

mudguard, batteries in rear of chassis, SCR catalyst/DPF on

mounted on right-hand side. Twin batteries mounted in stacked

right-hand side. Sliding fifth wheel

carrier on right-hand side. Full catwalk, three-piece rear wings, sliding fifth wheel

Engine

PACCAR MX-13 355, Euro-6c, 12.9-litre, 6-cylinder in-line,

MAN D2676 LF51, Euro-6c,12.4-litre, 6-cylinder in-line, twin

turbocharged and intercooled with variable geometry

sequential turbochargers with two-stage intercooling, common

turbocharger and common rail fuel system. Emissions

rail fuel system. Emissions controlled by cooled EGR/SCR

controlled by cooled EGR/SCR with AdBlue via catalyst

with AdBlue via catalyst exhaust and DPF. MAN EVB engine/

exhaust and DPF. Exhaust brake and MX engine brake with

exhaust brake. GPS-controlled adaptive cruise control

cooled actuator Maximum power

483hp (355kW) at 1,600rpm

460hp (339kW) at 1,800rpm

Maximum torque

2,500Nm at 900rpm to 1,125rpm in 12th gear.

2,300Nm at 930rpm to 1,350rpm

2,350Nm at 900rpm to 1,365rpm in all other gears Gearbox

ZF TraXon 12-speed, constant mesh, direct-drive, fully

TipMatic 122 DD (

automated with manual override. Automatic/eco mode,

constant mesh, direct-drive, fully automated with manual

Tra on) ( rofi specification) 12-speed

automatic and manual modes. Eco-roll function, manoeuvring override. Eco-roll function, smart change function using engine Ratio spread Brakes

mode

brake, manoeuvring mode

16.68-1:1. Reverse 15.54:1

16.69-1:1. Reverse 15.54:1

EBS-controlled air-operated disc brakes with ABS, ASR

EBS-controlled air-operated disc brakes with ABS, ASR and hill

and hill hold. MX engine/exhaust brake developing 360kW

hold. EVB engine brake developing 325kW at 2,400rpm. Safety

at 2,100rpm. Safety systems include stability control, lane

systems include ESP stability control, lane guidance distance

departure, automatic emergency brake assist, smart cruise

control, automatic emergency brake assist

control with distance control and GPS mapping control Cab

Supplied by

Super Space Cab with high-roof sleeper, with 4-point coil

TGX/XLX medium-height sleeper cab with 4-point air

spring suspension (air optional). Twin-bunk layout with

suspension. Single bunk, hammock-type upper bunk/storage

access ladder to top bunk, electric roof hatch, pull-out fridge.

unit (twin conventional bunks optional). Fabric seat trim

Fabric trim (leather optional). Overhead and underbunk

(leather lcantara optional), wood-effect dash trim, manual

storage. Automatic temperature control, night heater and

roof hatch. Night heater, air conditioning, overhead and

short-stop auxiliary heater system. Infotainment system with

underbunk storage, twin external lockers. Optional multi-zone

sat-nav, radio, phone, USB/auxiliary media interface, driver

mattress, pull-out fridge, optional 7in screen multi-function

performance monitoring. Galvanised steel bumper, twin

infotainment system (5in version standard), including DAB

external lockers, full air de ector kit, additional fog driving

radio, sat-nav, phone, USB/auxiliary media interface. Additional

lights, optional skylights in cab roof. External sun visor.

driving lamps, exterior sun visor, full air de ector kit, optional

Alarm and immobiliser

manoeuvring light in nearside step MAN Truck and Bus, Northampton

Brian Currie Northampton pecification refers to refor s latest A the country hen the previous

hich as out of

as photo raphe here

4 JULY 2019 COMMERCIAL MOTOR

 OPERATIONS

ON THE MARKET Given the Dutch manufacturer’s strong market share in both the UK and many other European markets, it’s probably fair to say that few people have ever got the sack for buying a fleet of DAFs. It offers a very effective package, with a well-developed range of vehicles, an effective dealer network with few weak links, good parts supply and first-rate breakdown cover in every European market and beyond. Making inroads into a long-established DAF fleet is a major achievement for any competing manufacturer and dealer. Fortunately for those, many operators now tend to be more open-minded when it comes to trying new makes of truck. Some remain loyal to one marque for historical reasons but others are prepared to try something different to see if a competing make can offer worthwhile cost savings and more effective dealer support. Long-term demonstrator or fleet seed vehicles can be a very important factor in the fight to win new business. A properly specified vehicle that matches the operator’s existing fleet is a first-rate way to highlight the advantages that another make might

COMMERCIAL MOTOR 4 JULY 2019

We run quite a number of DAF XFs, all 6x2 tractors. Drivers like the comfort of the Super Space Cab

bring. Also, it establishes a relationship between the operator and the local dealer’s service department, especially if the seed vehicle is maintained by them during the trial period. But it is important for the dealer and manufacturer to carefully quantify the operator’s requirements and identify a real interest in their product before entering into this type of trial. If the operator has little or no intention of actually buying a vehicle at the end of the trial period, it can be a costly and fairly pointless experience for the manufacturer.

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 OPERATIONS

Of course, if a particular marque enjoys a strong market share in a given area and the individual dealer is meeting its sales targets comfortably, it is less likely that the manufacturer will agree to fund many fleet seed trucks in the region. But target customers, often those of both regional and national significance, will still be offered vehicles if it can be justified in the long term. Other manufacturers who are looking to grow their market share or have lost sales over an extended period, meanwhile, may also use such measures. The use of a normal demonstrator vehicle for a week or so is rarely long enough to win over a conquest customer, after all, unless there is an exceptional deal on offer at the time. MAN seems to be using a range of measures to win sales and grow its market share. These include demonstrator vehicles, attractive aftermarket and funding packages, along with the most effective sales technique of all – getting closer to both potential and existing customers. This doesn’t necessarily mean pestering the customer on a daily basis, however. It’s more a matter of adapting the sales effort to meet the customer’s

COMMERCIAL MOTOR 4 JULY 2019

needs. Once the customer has confidence in the sales contact, things can be taken on to the next level in due course. Press too hard with some people and they lose interest, failing to keep in contact, and you’re soon forgotten. It’s a delicate balancing act. In this instance, the process is working well, as the seed truck has opened the door for nearly a dozen new vehicles and a lot of potential aftermarket business. The trend in recent years has been for operators to turn their back on their own workshop facilities and sign R+M contracts with local dealers, especially as far as the latest Euro-6 trucks with complex electronic control systems are concerned. However, some operators have gone against the trend and invested heavily in their own facilities, citing better control and lower long-term costs as the principle reasons. The time spent and cost incurred in taking vehicles to and from a dealer’s premises soon mount up, however, and no matter whose staff actually do the job, they have to be paid. Fault-finding on

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 OPERATIONS

MAN has certainly impressed us. They are very underrated by many operators modern trucks invariably requires the use of laptopbased diagnostic tools to interrogate the vehicle’s electronic CANbus system. This operator has taken a sensible approach to this issue and uses an aftermarket system in its own workshops that is compatible with all of the vehicles and trailers in the fleet, which it says works well with all but the most complex problems. If the fault cannot

BOB

BEECH’S

OPINION DAF’s Euro-6 XF range was given a further update in 2017. Key elements of the new models include revised drivelines with uprated and down-speeded engines that give increased power and torque at even lower revs, along with the new ZF TraXon transmission giving faster gear changing, with better low-speed clutch control and more sophisticated software. This new technology utilises variable geometry turbochargers to boost engine output and raise engine brake performance at low revs, and has changed the performance characteristics of the XF range. The use of ultra-high axle ratios has reduced engine

COMMERCIAL MOTOR 4 JULY 2019

be traced in a reasonable period, they find it best to get the truck to its relevant dealer and have them diagnose the fault with their manufacturer specificsystem.After all, a relatively small workshop charge is better than having a truck off the road for an extended period because of trying to go it alone. Finally, MAN has recently introduced its latest Euro-6d engine range. This includes the new 9-litre D1556 engine rated at 330hp, 360hp and 400hp, replacing the 10.5-litre D20 engine. The popular 12.4 D26 featured here and fitted to many UK market TGS/TGX models is now available at 430hp, 470hp and 510hp respectively and the big 15.6-litre D38 is available at 540hp, 580hp and 640hp. This range should meet almost every operator’s requirements in the medium-heavy sector, given that the majority of MAN engines over the years have always performed well, often punching above their rated power. In fact, the only model we recall providing relatively lacklustre performance was the original 16.232, with its naturally-aspirated engine, back in the mid 1970s. No matter what you did with the column gearshift 12-speed transmission, it could not be hurried. Since then, MAN has clearly understood that drivers appreciate trucks that perform well.

revs to 1,100-1,200rpm at 56mph, and as a result the trucks are whisper-quiet and very relaxing to drive. We do find that economy mode can be just a little restrictive at full weight on hilly routes and needs to be livened up a bit by switching into standard automatic mode to make the power unit come to life. Some operators running at 44 tonnes full-time in tougher conditions have opted to have it switched off, ultimately preferring productivity to fuel efficiency. The engine brake is now one of the best on the market. The previous engines with fi ed geometry turbochargers had a very effective engine brake at higher revs, but the braking torque tailed off as the revs dropped. This invariably led to further down-changes, as the automatic system boosted engine revs to maintain braking power on longer gradients. Now the new system tends to pick the most suitable ratio for the hill and maintain that gear, allowing the revs to rise and fall appropriately, making for steadier and quieter descents.

The big DAF cab is still a very good workplace and superb for multiple nights away. The Dutch manufacturer has the uncanny knack of doing just enough with every product update to keep both operators and drivers firmly on-side. The truc s ride well, cab entry is good, and interior storage is excellent, although the exterior lockers

are slightly restricted. The steering lock on twin-steer tractors is a bit limited, but overall the DAF is still a very good truck to drive. MAN has had its issues in the UK market in recent years with Euro-5 engine issues, although some of the reliability problems

were not simply a matter of mechanical failure. Any truck is only as good as the service regime it is subject to. The engineers took a long look at the truck range, made a series of detail changes, and upgraded the cab interior, improving the quality of fi tures and fittings. The TraXon automatic transmission has also been a key part of this process and as a result, a slightly flawed truck has now become a very good vehicle. The UK dealer network has also worked hard to win fresh business, both from new customers and e isting operators who might have looked elsewhere. The manufacturer is investing heavily in new dealer premises throughout the country. Effective aftermarket support, which includes comprehensive warranty packages for up to four years, is winning customers and demonstrates the manufacturerâ&#x20AC;&#x2122;s confidence in the product. It is always a relatively slow process to regain customer confidence, but MAN has been very open

and honest about its previous issues and is to be applauded for its proactive response. The TGX460 featured here is very much MANâ&#x20AC;&#x2122;s fleet spec tractor unit, capable of almost any type of wor , fle ible, relatively light and offering e cellent performance with a level of comfort that surprises many drivers. The new transmission makes the truck far easier to control at low speed and more responsive in traffic. All versions of the D26 engine perform well in relation to their rated power, which has long been a characteristic of the German brand. This operator reports that the other 420hp tractors have won praise from its drivers, despite having a 30-40hp power deficit compared with other ma es in the fleet. As a driver, we would probably be swung by the big DAF cab, which really wins you over. The MAN is a surprisingly good truck to drive, however, and its latest changes have transformed the vehicle. As an operator with a decent dealer in the area, we might well be tempted by the overall package offered by MAN.

4 JULY 2019 COMMERCIAL MOTOR

яБо OPERATIONS

PART ONE

LOW-ENTRY TWIN TEST DENNIS EAGLE ELITE 6 AND MERCEDES-BENZ ECONIC 3235L

COMMERCIAL MOTOR 4 JULY 2019

4 JULY 2019 COMMERCIAL MOTOR

 OPERATIONS

DENNIS EAGLE: ELITE 6

It may be a well-respected urban vehicle offering a great fie d o e ut t d ted de n nd e r o etter u ted to to t rt or t e te n tru e t er WORDS: GEORGE BARROW / PHOTOS: TOM LEE Say the name Dennis Eagle and most people will think of one of two things: a fire-fighting vehicle or a refuse collection truck. The Dennis name was once synonymous with both, but these days it’s best known for its dustcarts. The Elite cab design dates back to 1992, but our test vehicle was revised in 2014 for the introduction of Euro-6 engines. Fundamentally, however, the Elite is a direct descendant of the 1990s cab and only a few alterations have been made over the years. The latest updates include a high roof line – this extra 90mm is a marked difference cosmetically and practically, allowing the cab front to better blend with its mounted bodies. LED corner cab beacon lights are standard, along with LED front strobes and daytime running lights. Functional but necessary changes have included relocating the fuse board to accommodate more ECUs in the passenger footwell. This has enabled safety systems like Lane Departure Warning to be fitted to newer vehicles. Despite the fact that Dennis Eagle is now owned by Terberg Group, much of the Elite is down to Volvo. The engine, a 6-cylinder 7.7-litre unit, is Volvo’s DK8 and is available in either 280hp or 320hp, two of the three outputs available in a Volvo-badged truck. The interior is largely Volvo-made too, with the Euro-6

COMMERCIAL MOTOR 4 JULY 2019

truck retaining the same dash as Euro-5 models. While Volvo vehicles get the automated manual I-Shift transmission, the Dennis makes do with the full automatic Allison. The 6-speed 3000 gearbox is well used in refuse vehicles and Allison transmissions have been a stalwart of Dennis vehicles for a number of years. Suspension is improved, with full air suspension on the front and rear axles as standard on regular width cabs, while narrow-width vehicles (2,250mm) get air-assisted suspension on the front and full air to the rear.

CONFIGURATION OPTIONS Driveline configurations range from a 4x2 to the 8x4 we test here, with 6x2 mid-lift, 6x2 mid- or rear-steer and 6x4 also available. Our standard-width 8x4 midsteer chassis test vehicle has two possible cab layouts to allow the driver plus three passengers or the driver plus four – the latter option adding an almost centrally mounted passenger seat in line with the driver. As a low-entry vehicle, this Elite 6 has been fitted with a typical working body, the sort you expect to find in an urban environment. This Thompsons Loadmaster Lite is made from Hardox steel with a capacity of 13.2cu m and has been fitted with an Auto-Loc R pneumatic tailgate, a Covermaster 1000 electric sheeting system and a Dawes LPD guard system. As visibility is key to a low-entry vehicle, the test

4 JULY 2019 COMMERCIAL MOTOR

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COMMERCIAL MOTOR 4 JULY 2019

starts with a look at the camera system. It covers the rear, side and front and is fairly standard in operation – indicating in either direction makes the screen view switch to that camera, while selecting reverse puts the rear-view camera in full screen. Visibility elsewhere is helped by the wide-angle mirror on the top of the cluster, while the rear side windows – which have been increased by 100mm in this latest version – improve the driver’s field of vision, particularly on his side. Narrow A- and B-pillars add to the effect of creating a light and open cabin, which in the urban environment is the main aim.

TRANSMISSION TROUBLE On the road, the Elite 6 is a mixed bag. The forward seating position is particularly good at aiding visibility, but the driving experience is largely let down by the Allison transmission. While refuse operators might be big fans of the gearbox, it is a compromise for the mixed work that an urban tipper such as this is

likely to undertake. Our test vehicle’s transmission is a slightly different specification to the municipal versions, but gears one to four are understandably close given the traditional slow speed nature of its usual application. This means that on the open road they tend to be zipped through quickly. In contrast, the Mercedes-Benz Econic – the Elite’s only direct rival with a bus-style passenger door – fares better with its 12-speed Powershift transmission dealing more capably with both slow- and high-speed requirements. There’s also a fair amount of noise with engine revs at 50mph being 1,900rpm in sixth. Coupled with some noticeable but not outrageous wind noise around the mirror, it is clear the Elite 6 is more suited to a slower pace where it is nice to drive. Steering is heavy but manoeuvrability with the second mid-steer-axle is good. Competition in the low-entry sector is hotting up, but the Dennis Eagle Elite 6 has been around for so long and is so successful that it should be considered a real master of its environment. Compared with the Mercedes Econic (see page 34), however, the cabin is dated and its general feel and driveability are not in the same class. In principle, the Elite 6 does everything right but, in reality, the evolution of a cab from 1992 does it no favours.

VEHICLE SPECIFICATION Make/model Dennis Eagle Elite 6 Engine Volvo D8K 7.7-litre 280hp Transmission Allison MD3000 6-speed Chassis 8x4 tridem Cab type Low-entry crew cab Body Thompsons tipper with Epsilon grab loader

4 JULY 2019 COMMERCIAL MOTOR

яБо OPERATIONS

COMMERCIAL MOTOR 4 JULY 2019

MERCEDES-BENZ: ECONIC 3235L

With its low-entry, high-visibility cab and versatile transmission, it’s no surprise the Econic is winning over new customers in and beyond its traditional municipal market WORDS: GEORGE BARROW / PHOTOS: TOM LEE The Mercedes-Benz Econic is iconic, and it is finally getting the recognition it deserves. Like the Dennis Eagle Elite, the low-entry Econic has stubbornly forged a loyal following in the refuse sector since being launched in 1998. These days it is finding operators looking to limit risk to vulnerable road users, picking up a range of customers in urban distribution and tipper work. It is also flexible, with a range of driveline configurations including 4x2, 6x2, 6x4 and both highand low-cab versions. Power comes from a 7.7-litre in-line 6-cylinder engine, which is available with power ratings from 299hp to 354hp. Tested here is the most powerful 354hp engine with 1,400Nm of torque paired with Mercedes’ PowerShift 3 transmission. An Allison 3000 gearbox is standard, but the PowerShift gearbox is, according to Mercedes, much better suited to mixed road types compared with the more urban-appropriate Allison. Our Econic 3235L 8x4/4 ENA hook-loader also has a rear-steer-axle, but mid-steer is available. A three-person passenger seat configuration is standard, but there is the option of a single passenger seat with a storage area over the engine tunnel. A mild facelift was carried out to the Econic in 2017 that involved the addition of a full-height driver’s side door. Other changes included wider aperture door openings (89 degrees) and a shift in the mirror mounting positions to improve visibility

and reduce the risk of damage when hit, as well as changes to the layout of the transmission tunnel to provide more space at floor level. This particular vehicle is destined for waste company Biffa and comes with a Boughton body and hook. As standard there is also an engine brake, lane keeping assist, on-board weighing device, adaptive cruise control and Active Brake Assist 3 – a now relatively old incarnation of the safety system compared with that in the new Actros but one that includes full brake application when approaching a stationary object. Additional equipment includes a driver’s suspension seat, and high-speed PTO.

STEAMING UP Aside from its main use in the waste sector, the Econic’s viability as a low-entry, high-visibility vehicle is winning new customers. As such, the bulk of our attention is towards the bus-style doors on the passenger side. Like the Elite 6, the view is unquestionably excellent and certainly the doors offer a novel experience. However, we come across one fly in the ointment: a particularly damp day means that within minutes of setting off, the cab steams up. While this isn’t a problem for the windscreen or driver’s side window, the blowers struggle to clear the enormous pane of glass on the passenger side, particularly in the area of the much higher mounted mirrors. As a result, our view of the wide-angle mirror becomes problematic. While the fog clears over time, it certainly is an issue to begin with. The

4 JULY 2019 COMMERCIAL MOTOR

 OPERATIONS

full-height glass screen provides excellent forward visibility but the tightness of the mirror housings to the body creates an awkward blind spot that makes it hard to see between the gap of the A-pillar and mirror. That aside, the Econic is hard to fault and while not quite Actros-like in its overall comfort, dynamics and performance it is certainly identifiable as a well-honed Mercedes product. Responsiveness and agility are the real highlight of a great, and relatively light, steering system. That makes piloting the Econic exceptionally easy at slow speeds. It’s similar to the Elite 6 in this respect, but there is more communication and the truck therefore feels more attuned to the road and the job.

GEARED FOR VERSATILITY The most striking difference between the Elite 6 and the Econic is the gearbox. Whereas the Elite – with its 6-speed Allison transmission – is great for low speeds, picking up power fast and flicking through the low gears, it’s pretty hopeless at high speeds and getting there (see page 30). You have to really floor the throttle to get there, and when you arrive in top gear the revs are racing away quite noticeably. The Econic, with the PowerShift 3 transmission, is

COMMERCIAL MOTOR 4 JULY 2019

the polar opposite. The 12 speeds mean that the low-speed work can be dealt with just as efficiently, but A-road speeds are just as easily managed. More importantly, top gear at 50mph is a full 300rpm lower than in the Elite, with an engine speed of 1,600rpm. The engine delivers a fairly spirited performance, with 354hp far more suited to the chassis than the 320hp found in the Dennis. While 10hp per tonne is adequate the majority of the time, the combination of engine and transmission works so much better in the Mercedes, making progress smoother and faster. Our test vehicle is fitted with a Brigade camera system as specified by the operator. While effective in showing all areas around the vehicle, we can’t help but feel that Mercedes’ own central camera mount is more useful. The Brigade system is low and awkward to view, whereas the Mercedes version is higher and at a more natural eye level. Though driver distraction could be an issue, the inclusion of a stalk-operated control with Mercedes’ equipment to change the camera view seems like a feature the Brigade system missed. ● Don’t miss part two of Commercial Motor’s low-entry twin test, featuring Scania’s L-series and Volvo’s FE, in 18 July issue.

VEHICLE SPECIFICATION Make/model Mercedes-Benz Econic 3235L Engine Mercedes-Benz OM936 7.7-litre 354hp Transmission Mercedes-Benz G211 PowerShift 3 12-speed Chassis 8x4 tridem Cab type Low-entry crew cab Body Boughton hook-loader

4 JULY 2019 COMMERCIAL MOTOR

 OPERATIONS

TAKING A NEW

APPROACH DEALER UPDATE: STOCKPORT TRUCK CENTRE

Used vehicle dealership Stockport Truck Centre has sourced a stock of new trailers to meet customer demand in the coming peak

COMMERCIAL MOTOR 4 JULY 2019

WORDS: GEORGE BARROW Stockport Truck Centre (STC) is to start holding new trailer stock to cut lead times. MD Gareth Hardy says: “We’ve never really done new stock before but we’re going to be putting new stock into our trailer fleet, mainly because of lead times from manufacturers. Customers are waiting 26 weeks, so are having to pre-order well in advance. People get a new contract and they need their trailers now. We’ve been monitoring lead times for a while and we think there’s an opportunity.” STC plans to add fridges, curtainsiders and flatbed units to its range of used trailers. The fridges will be from SOR, and the curtainsiders and boxes from SDC and Cartwright. A stock of flat trailers is already available, following a trial prompted by a deal following a contract loss for a customer. A total of 22 flat trailers just three years old were pulled from contract and STC says it could have sold more if they were available. Instead it ordered more flats and pre-sold these ahead of delivery. Hardy says there is a shortage of young equipment that means even four- to five year-old trailers are highly sought-after. He expects all of the new units to be available by September, ready for customers preparing for seasonal capacity

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02/07/2019 09:21:44

 OPERATIONS

increases. “When you get something that’s four to five years old they don’t hang around long. I’m also hoping to be out of all the new 2019 stock by the end of the year. We’ll see how sales go and will plan to have new orders coming in again for March,” he says.

RIGHT KIT, RIGHT CUSTOMER Hardy says building up its own stock levels has proved hard for STC in recent months with demand remaining high for all types of trailers. As a result of this sustained demand, STC plans to build on its trailer stock from the current level of approximately 220 units to continue offering customers a wide range of units. “Having the right kit available is the secret to getting customers what they want, when they want. We buy big numbers of de-fleet trailers; we buy a lot of them and have three big customers who really look after them. We’ll be getting 80 from each of them throughout the year and they’ll be refurbed, shot-blasted and painted, and used for our stock,” says Hardy. “We plan to always have a supply of 10 in blue, 10 in red and 10 in white of these seven- to eight year-old trailers, which we find in high demand, but building those stock levels has been a problem for us because we are always having to fulfil the orders for customers.”

COMMERCIAL MOTOR 4 JULY 2019

We’re going to be putting new stock into our trailer fleet

TRAILER STORES In the months preceding the UK’s theoretical deadline in March for leaving the European Union, STC found itself selling an unusually high number of trailers destined for use as static storage. Demand peaked towards the end of 2018 and died off by February this year, but customers had been making enquiries and purchases since the summer, looking to buy ageing trailers solely for storage in the event of a no-deal Brexit. “Old part-ex curtainsiders with high aperture heights were in demand from the summer until around February,” says MD Gareth Hardy. “One guy took one trailer and then came back to take four more. He was parking them on neighbours’ land. We had a range of customers looking to store all sorts of things such as packing, garden furniture, engineering components and car parts. Someone even said it was to store dog food.” STC estimates it sold as many as 40 trailers to customers making no-deal contingency plans, with old double-deck trailers being the most sought after for their capacity characteristics.

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02/07/2019 09:23:15

 OPERATIONS

THE BOYS FROM THE

BLACK STUFF TYRE RETREADING: BANDVULC GROUP

Devon retreading specialist Bandvulc has gone from humble beginnings to become a major part of the Continental empire WORDS: COLIN BARNETT / PHOTOS: BANDVULC GROUP If you were going to start a tyre-making business in the UK, a modestly sized town on the southern edge of Dartmoor probably wouldn’t be your location of choice. But tucked away on an industrial estate in Ivybridge, Devon, is a tyre remanufacturing factory with worldclass levels of robotised industrial efficiency. Bandvulc was founded in 1971 as the Kingsbridge Tyre and Rubber Co by John O’Connell, a chemist who saw the opportunities in tyre manufacturing after returning from the Malaysian rubber plantations. Initially, it was retreading 30 tyres a week for local tipper and haulage operators. Ten years later, as Bandvulc, it was mixing its own rubber and producing 1,000 tyres a week, sold through the National Tyres network.After another decade, it moved to Ivybridge and production increased dramatically with a number of blue-chip companies in its client base. As MD Arthur Gregg proudly points out: “70% of all groceries across the UK get delivered on a Bandvulcmanaged fleet.” The first talks to sell to Continental took place at the 2014 CV Show and the deal was completed two years later. Within the Continental empire, which covers an array of automotive components spread over five divisions, soon to be rationalised to three, tyres are still the largest contributor. Since then, Continental has invested approximately £6m

COMMERCIAL MOTOR 4 JULY 2019

in advanced production systems. Our guide for the day, Arthur Gregg, a highly experienced Northern Irishman, was brought in from Continental to run the revitalised operation. He arrived at a challenging time as the UK retreaded tyre market had been disrupted considerably in recent times by the presence of cheap single-life tyres imported from the Far East, and China in particular. But the anti-dumping tariffs imposed on many of them are helping the industry to recover from the 30% drop in retreaded tyres’ share of the market in the past four years.

INTEGRATED SUPPORT Since December 2018, Bandvulc’s support service has been integrated into the Conti360 Fleet services operation, which provides support from 63 in-house vans and access to another Conti360 partners and 200 service associates. The first stage of fully integrating the two brands’ support services has been completed with the move of the Continental control centre from West Drayton to the room next to Bandvulc’s in Devon, but the move to a totally shared operation is still being planned. While price is an obvious factor in the choice of remanufactured tyres, the environmental benefits are increasingly appealing to responsible operators. “Each retreaded truck tyre saves 68 litres of oil,

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02/07/2019 09:24:52

 OPERATIONS

LABOUR ISSUES Of the 454 staff at Ivybridge, 75% are local, but with less than 2% unemployment in the area and lots of competition for labour – including the glamorous luxury yacht builder Princess, around the corner – staffing is a challenge, especially recruiting drivers. Bandvulc is also a significant operator in its own right, with 31 trucks and 40 trailers on a mixed-brand

fleet. A new Kalmar shunter keeps the trailers in the right spot. Completed tyres are held in a central DC at Rugby, shared with Continental, which creates a logistical challenge, although for most of the year, the M5 is a known and manageable quantity. The high level of automation goes some way to compensating for the inherent inefficiency of the location. In a topical note, Gregg tells us: “Bandvulc normally holds two weeks’ worth of stock, but with the Brexit uncertainty still prevailing, there’s currently an additional month’s supply in stock, stretching storage space to the limit.” Once something of a provincial cottage industry, today Bandvulc is an impressively modern organisation that has become fully integrated into a global high-tech group.

COMMERCIAL MOTOR 4 JULY 2019

The production process at Ivybridge is essentially a big multi-building loop connected by a conveyor system. Goods-in and goods-out bays are located next to one another, which as Arthur Gregg explains “allow incoming casings to be inspected just inside the door, and mean those casings that are rejected at first chec can go straight bac out again without entering the factory proper”. Inbound casings are held in an outside storage compound, where they are segregated into fire-retardant bays. To help fight any outbrea of a fire, 500,000 litres of water are stored on site. Each potential new tyre’s identity is created at goods-in where a barcode is printed. After initial visual chec s, every casing is subjected to a more scientific test that involves placing it in a vacuum chamber while nine ultrasonic images of each sidewall are ta en, revealing any hidden faults. This shearography machine is one of four in the production process, costing 250,000 apiece. Approved casings then enter a robotised handling system, where they are sorted and stac ed until being called into the main factory. The robotisation is a ey benefit of the Continental investment, virtually eliminating any manual handling. In fact, the most strenuous activities we saw operators underta e were leaning tyres against a rac before they moved on through the process, and wheeling new tyres across the floor appro imately one circumference in another location. As a result of quality control procedures that ensure casings can be rejected at any of 20 different chec s, the failure-in-service rate for retreads is similar to brand new tyres at less than 0.1 . Overall, some 40 of submitted casings fail at some point – mostly on arrival. “The factory ma es both Bandvulc and Conti Re tyres on the same line, the only difference being that Conti Re tyres have a different compound recipe and tread patterns, and are only built on first-life Continental group casings,” says Gregg. Having passed initial inspections, the old tyres ta e a trip on the two-way conveyor to have a shave. The original tread and shoulders are removed by laser-controlled blades, before more testing including a dramatic electrical conductivity test. Any minor imperfections that don’t affect the tyre’s integrity get repaired here, in inspection and repair bays designed in-house and named after the nights of the Round Table. Casings that get past this stage can then be put through the rebuilding process. At this stage, a robot sprays on a water-based primer, helping the new material to stic , after which ribbons of rubber are wound around a spinning casing in the re uired uantity. Bandvulc and Continental use one of si different compounds mi ed at BV Mi ing, a uni ue operation in the . The ey stage to becoming a remanufactured tyre is the moulding. The circular Bandvulc moulds are made of si individual aluminium segments, with 10 steel segments for Conti. The interior of the casing is supported by a pressure bladder, effectively an inner tube inflated to 15 bar, while the tyre is coo ed for one hour at 150C. After a brief cooling period, it is attached to a dummy wheel rig where it is inflated to 150psi in just two seconds. Given the tiny possibility of a failure in this test, hearing protection is essential. Then, after a final laser shearography test, the good-as-new tyres ta e the return conveyor to goods-out.

THE CIRCLE OF LIFE

44kg of rubber compound and 182kg of CO2. Even the dust is recycled, and goes off to make up 3% of the mix for new Continental group car tyres,” says Gregg. In the production process, energy is saved where possible, including steam recovery, solar roof panels and a culture of turning off unused appliances. Energy consumption is monitored and displayed on screens around the factory, together with six staff information intranet displays at key locations.

DRIVING SUCCESS

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Entries close 6 September #CMA2019 | www.commercialmotorawards.com | @comm_motor

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02/07/2019 09:26:18

яБо OPERATIONS

COMMERCIAL MOTOR 4 JULY 2019

AN INSIDE JOB? INDUSTRY FOCUS: FUEL THEFT

Fuel theft doesn’t just take place in lay-bys. In fact, it’s likely to be happening much closer to home. CM explains how to spot and deal with internal pilfering There are ways to recognise internal fuel theft, though, the first of which is accepting that it goes on. While we are not advocating military scrutiny, each of the specialists CM spoke with for this article has encountered businesses that initially claimed the practice did not happen on their watch, and were subsequently proved wrong. Despite their propensity for variance, fuel consumption figures can still be a giveaway. Offenders have been known to drive more economically to account for the fuel discrepancy,

WORDS: JACK CARFRAE Internal fuel theft is reportedly a much bigger problem than pilfering by opportunistic third parties. In fact experts say the former is rife, extremely difficult to prove and a far greater issue than that posed by headline-grabbing lay-by criminals. Identifying nefarious employees and nipping the practice in the bud is harder still. Even in the days of telematics, fuel management systems and high security, the practice is alive and well, so much so that those who trade in curbing it suggest most transport companies will have lost out at some stage. Genesis Fuel Management sales manager Geoff Reyner says: “The lay-by stuff is the tip of the iceberg; 90% to 95% is an internal job and it’s very hard to spot.”

SCALE OF THE PROBLEM It is equally tricky to determine the scale of the problem, which could be anything from skimming – in which just a few litres are pilfered during refuelling – to a full-scale operation involving management and van-loads of diesel, although the former is the most prolific form, says TISS commercial director Matthew Rose. “In the context of a 450- or 500-litre tank, 25 to 30 litres isn’t a huge volume and it often just gets lost in the mpg variance. It could be attributed to a heavier load, poor driving or difficult conditions and explained away like that,” he says.

BANG TO RIGHTS? Confronting staff who pilfer fuel is not easy, but it is necessary if you have hard evidence and want to put a stop to the practice. A formal HR process is the best way to go about this, and certainly, if you’re going to push the button, a prior glance at the company’s HR policy and a chat with the HR manager would be worthwhile, says Genesis Fuel Management sales manager Geoff Reyner. “You have to have robust HR processes and make sure you’ve got absolute evidence,” he advises. “That’s all part of your company’s best practice. People have to be questioned, some might confess – then you take decisions.” Obviously, pointing the finger at any employee without proper evidence is a bad move, as is automatically assuming the driver is the culprit. Almost every transport company will have other employees with access to keys, vehicles and bunkers. “Drivers often get a bad press and it’s not necessarily them,” says Reyner. “There are dynamics in a transport company’s operation that make it possible for other people to get access to fuel.”

4 JULY 2019 COMMERCIAL MOTOR

 OPERATIONS

the same location. This is easy enough to spot via telematics or GPS data and, according to Day, can indicate a site for dumping jerry cans of stolen fuel for collection later on. “You’re looking for frequent stops. When I pull up reports, I’ll be looking at where they’re fuelling off site. If it’s at a BP station, but then for some reason they’re stopping 2 miles down the road in a lay-by, that’s an indicator,” says Day. “Or they could be filling up on site – topping up before they leave, because the last driver hasn’t filled it up properly. That could go straight into a can and be dropped off in the lay-by on their way out. Someone else comes and picks it up or the driver can pick it up at the end of the shift. That’s widespread.”

GET SMART

which can be shown up by comparing like-for-like vehicles across different routes. Fuel Theft Solutions MD Chris Day says: “You can have the same person, in the same area, who is a good [fuel economy] performer, irrespective of what work he does. You could change their work schedule and put them on heavier loads, or hillier terrain, so you’d expect a drop in fuel efficiency. If they’re maintaining that [fuel consumption] performance, that would be an indicator.”

WARNING SIGNS

Undercover: diesel dye covertly marks fuel

A fuel bunker is just as obvious a target as a truck’s tank, so installing a camera system on site could also be a good idea. Visible security of any sort has been known to stop fuel theft in its tracks, says Reyner. “It kind of tells people the company is aware that something is going on, so perhaps they ought to lay off – that’s often how it works,” he comments. Tightening the rules around which employees are permitted to fuel vehicles on-site also narrows the margin for theft, although having a dedicated diesel crew raises both cost and logistics issues. Fuel Theft Solutions offers a product, Diesel Dye, which covertly marks fuel. “We ensure that search policies are in place with regards to [employees’] vehicles, we sample their fuel tanks and add a reagent that turns marked fuel bright green. If the marked fuel out of the stock tank turns up in someone’s car, obviously there’s some explaining to do,” says Day. Another tell-tale sign is the frequency with which vehicles stop shortly after they have left the yard or a filling station, especially if this happens a lot in

COMMERCIAL MOTOR 4 JULY 2019

Anti-siphon devices obviously negate the opportunity for pinching fuel from the vehicle tank and have the knock-on benefit of protecting drivers’ reputations – you can’t steal from the tank if you can’t push a hose into it. Siphoning is far from the only method of stealing fuel, though – topping up a personal can while fuelling up a company vehicle is easily done. Among the preventative measures operators can turn to is Genesis’s smart fuel cap, known as Zipper, which can tell operators where, when and for how long a vehicle’s fuel cap has been open. Cross-check that information against fuel card data and you can paint a decent picture of what’s going on. Operators could also reduce the lure of fuel theft for drivers in the first place by introducing incentives. “One of the techniques I’ve heard, predominantly from overseas, is the idea of drivers getting a bonus if they achieve certain fuel economy figures,” says Rose. “The logic would be that the bonus they receive from hitting the figures would outweigh any resale value from the theft.”

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