Motor Transport 19 October 2020

Sharp ■ Informed ■ Challenging

DPD scoops five trophies in event’s first-ever online presentation

NEWS INSIDE Back in the black

ESL now trading profitably

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Poised for redundancies

Tradeteam eyes further cuts p4

Contrast at Kinaxia

Turnover up, profit down

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OPERATORS INSIDE Bartrum Group .............................................. p4 CitySprint.................................................... p10 CMB Haulage ................................................ p3 Eddie Stobart Logistics .................................. p3 Fowler Welch................................................ p4 Kinaxia ......................................................... p6 Maritime ....................................................... p3 Nidd Transport............................................... p6 ParcelHero.................................................... p8 TPN .............................................................. p4 Tradeteam..................................................... p4 Wincanton .................................................... p3 Xpediator ...................................................... p6

MT Awards celebrate finest in the industry

By Steve Hobson

DPD was once again the big winner in the 2020 Motor Transport Awards, coming out on top in five categories. This takes its total tally of trophies to 34, overtaking TNT. Covid-19 forced the cancellation of the live ceremony for the first time in 34 years. In an online awards presentation broadcast on 7 October, however, DPD was revealed as the winner of the Customer Care, Home Delivery, Urban Delivery, Clean Fleet Van Operator and Best Use of Technology awards.

DPD chief executive Dwain McDonald said: “This is a fantastic

result. These five awards represent everything we stand for. They epitomise our commitment to having the best technology, the best customer experience and the smartest and most sustainable operation in the industry.

“This is recognition for the whole team and every aspect of what they do, so I couldn’t be prouder of our people,” he continued. “They make all of this work in head office, the depots and hubs and out on the road, and we will celebrate these awards together.”

Bibby Distribution won two further awards – Safety in Operation and Technical Excellence – while Haulier of the Year went to Bradford-based Expect Distribution. Although narrowly missing out on the Haulier of the Year award, Fowler Welch took the Training Award.

The John Lewis Partnership took the Low Carbon Award for its use of biogas, while KNP Logistics was awarded Livery of the Year. Abbey Logistics took the Team of the Year title for its work with British Sugar, Wincanton picked up the Operational Excellence award for its Screwfix contract and Think Logistics and

Career Ready were the winners of the Partnership Award.

The Fleet Truck award was won by the DAF XF – the 18th time the manufacturer has picked up this trophy – while the Clean Fleet Van title went to the Maxus EV80, and electric vehicle convertor Electra Commercial Vehicles picked up the Innovation Award.

Wren Kitchens followed up its first success in the MT Awards last year with the 2020 Business Excellence Award, while XPO Logistics took its first trophy with the 2020 Apprenticeship of the Year award.

The Service to Industry Award went to Thomas van Mourik, chief executive of Culina Logistics, which last year collected the Haulier of the Year trophy.

The 2020 intake to the Motor Transport Hall of Fame was also announced during the awards presentation. Those included are: Peter Acton, chairman, Logistics Leaders Network and former editor of Motor Transport; John Harvey CBE, chairman, Keswick Enterprises and former chairman, Tibbett & Britten; and Tony Pain, business consultant and former marketing director, DAF Trucks.

POWERING UP: Bakery Warburtons and waste firm SUEZ have become the first UK operators to buy Renault Trucks’ medium-duty all-electric D ZE models. Warburtons will be operating a 16-tonne D ZE equipped with box body, rear side door and tail-lift by PPS Commercials. The electric truck will be joining Warburtons’ secondary bread fleet carrying around 6 tonnes of bread and bakery products to multiple locations around London using only battery power and emitting no tailpipe emissions. SUEZ Recycling and Recovery UK, meanwhile, has chosen the zero-emission truck as part of its business-wide sustainability strategy. It will be operating the first fully electric Renault Trucks D Wide ZE 26-tonne refuse vehicle in the UK. The truck will be used in Bristol, collecting waste from city centre locations for processing at the company’s recycling and reprocessing site, reducing the city’s carbon footprint in multiple ways. Both the D ZE for Warburtons and the D Wide ZE for SUEZ are scheduled to begin operations before the end of this year.

Apprenticeships focus p10 Viewpoint: carrot vs stick p12 In-cab cameras p16 Natural gas p18 Microlise conference p22 CM Show p24

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Eddie Stobart Logistics delivers ‘strong performance’ after past losses Shutterstock

ESL ‘back in profit’ CMB Haulage banned over hours breaches A Glasgow operator has been disqualified and had his licence revoked after a traffic commissioner heard about “the worst case of breaching the drivers’ hours rules” he’d ever seen.

Scotland’s deputy TC Hugh Olson said Bryce Hopkins, trading as CMB Haulage, was complicit in the widespread and frequent creation of false records among several of his drivers between January and December 2018.

An investigation by a DVSA traffic examiner began following a roadside encounter last year, in which it was found that one of Hopkins’ tipper trucks was being operated without vehicle excise in force, the operator had never downloaded the tachograph data and the vehicle was overloaded.

An analysis of the digital tachograph records also raised concerns about the driver card activity, which led to further investigations and the conclusion that the driver, William Allan, had been using other drivers’ cards.

It also became apparent that other drivers at the haulage business were not always using their own cards.

Bryan Mair admitted 60 offences of knowingly creating false records; William Allan offended on 28 occasions; and Thomas Kirkwood knowingly created false records on 10 occasions: a total of 98 offences in less than a year.

Olson found Hopkins was not of good repute, revoked his licence and disqualified him indefinitely.

Transport manager Stephen Hendry was also found to have lost his repute and was disqualified.

All the drivers were also disqualified from holding HGV licences apart from Kirkwood who is now deceased.

19.10.20

By Carol Millett

Eddie Stobart Logistics has returned to profit and put its past challenges behind it, the company has announced.

In a trading update, GreenWhiteStar Acquisitions (GWSA), which includes Eddie Stobart Logistics, iForce, The Pallet Network and The Logistics People businesses, unveiled its half-year results to 31 May 2020.

They show turnover down by 1.1% year-on-year from £421.1m to £416.5m with underlying EBITDA for the period at £16.6m, compared to a loss of £6.3m in the same period in 2019; and underlying EBIT at £10.6m, compared to a loss of £11.6m in H1 2019.

Net debt rose from £236.9m at the time of the DBAY transaction in December 2019 to £242.7m as of 31 May 2020. GWSA attributed this rise to non-recurring reorganisation costs and investments.

The group said it had delivered a “strong performance” in the sixmonth period to 31 May 2020, with the impact of Covid-19 and new

and existing customers helping to drive up demand for logistics and transport services. This offset any loss of revenue from its strategy to exit loss-making contracts.

GWSA said the initial phase of its business reorganisation is now complete, adding that it has seen “significant reduction” in its cost base through increased use of internal capabilities.

Eddie Stobart Logistics has also

benefitted from increased warehousing demand, a reduction of property rental liabilities in the period, new business wins in the UK with William Morrison, Hillebrand and McBride, and further wins in its EU business with Nike and Amazon.

GWSA executive chairman William Stobart said: “These results show we have put past challenges firmly behind us.”

Wincanton sells containers business to Maritime Wincanton has signed a conditional agreement to sell its container business to Maritime for around £1.5m.

Net liabilities of approximately £1m, primarily in respect of leased fleet, will transfer to Maritime. After fees and provision for costs, the group expects a small exceptional gain on disposal.

The Wincanton group said the transaction will reduce annual revenue by some £60m and will lead to a small

increase in underlying profit before tax.

The move is aligned with its strategy of focusing on its core markets which it said offered the greatest potential for growth.

The container business is subject to a high level of volatility in daily demand for its services and the short-term nature of its contracts differs from Wincanton’s core business model, in which visibility of earnings is prioritised.

Wincanton said the container side of the business is likely to require investment in the next two years and that it is committed to directing investment towards higher value areas of the group.

HGV rental firm Truckfast Truckserve in liquidation Dartford-based independent HGV rental company Truckfast Truckserve is being wound up after liquidators were appointed to the firm.

Incorporated six years ago, Truckfast specialised in contract hire, rental and leasing of heavy commercial vehicles.

Its fleet included 6x2 tractor units, 8x4 tippers, skip-loaders, flatbeds and curtainsiders.

The last available set of accounts, for the year ending 31 August 2019, showed that the company possessed fixed assets of £746,500.

Following a virtual meeting of creditors on 28 September, a reso-

lution was passed for the business to be wound up voluntarily and Philippa Smith at Smith & Barnes insolvency practitioners was appointed as liquidator.

Smith & Barnes did not respond as MT went to press and Truckfast director David Allon did not return our calls.

MotorTransport 3

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DHL subsidiary warns volumes may never get back to previous levels

Nick Hay has joined the board of tech start-up Connected2, which provides an Uber-style agency platform to the HGV driver market.

The move follows his 10-year stint as chief executive of Fowler Welch, which Dart Group sold to Culina Group for £98m in June.

Using the Connected2 platform, operators and drivers are matched by algorithms. Drivers secure work and operators secure additional driver resources when required.

“I am delighted to join Simon Crick and the team at Connected2,” said Hay (pictured). “With haulage being a low margin industry, yet driving being a highly skilled job, there are many challenges facing both operators and drivers. These challenges are only set to increase with the forthcoming changes in IR35 legislation.

“The Connected2 platform addresses these challenges head-on, reducing operator costs, increasing driver pay, and providing the transparency crucial to supporting IR35 compliance.”

By Carol Millett

DHL Supply Chain subsidiary Tradeteam is bracing itself for further job cuts and losses of up to £7m as a result of the impact of the pandemic.

In its latest annual results to 31 December 2019, the company warned that volumes are expected to “never recover to historic levels”.

It expects to recognise additional onerous contract provisions and asset impairments “resulting in additional charges in the region of £6m to £7m” in its 2020 financial statements.

Profit dips as Bartrum Group warns of pandemic hit Bartrum Group increased its revenue by 3% last year, but warned that the pandemic’s effects on its business operations remained uncertain.

Group turnover increased to £31m in the year to 31 December 2019, with pre-tax profit falling by 3.3% to £1.5m.

The Eye, Suffolk-based road services division saw turnover increase by 17.6% to £12.2m and pre-tax profit grow by 16.2% to £813,000.

Its haulage and storage arm fared slightly worse, with revenue falling by 3.6% to £18.8m and profit

TNP reveals fresh image and new hub TPN has unveiled a “fresh and modern” new look it says restates the network’s core activity and market placement .

“Our network has always had a collaborative ethos and we have strengthened and developed these commercial and operational links, not just between our partners and the hub but between the regional depots,” said MD Mark Duggan.

“We have now decided to design and build our own bespoke ‘megahub’ in order to future-proof operations,” he added.

TPN also revealed it has postponed rate increases and completed an 18-month project to roll out its Connect software platform across the entire Irish network.

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The impact of the pandemic forced it to temporarily close 13 sites and despite the easing of the lockdown volumes have continued to take a “significant” hit.

The closure of its Sheffield site and the downsizing of its Ebbw Vale depot in South Wales in August saw the loss of 250 jobs.

Further planned cuts, it said, “may result in the loss of a number of roles in a number of sites to reflect the ongoing reduction in volumes. This is expected to conclude by the end of 2020.”

In the year to 31 December 2019 revenues dropped to £155.3m (2018: £168.6m), while pre-tax losses stood at £45.5m, an improvement on the previous year when Tradeteam made losses of £46.5m.

falling £161,000 to £710,000 during the period.

Referring to events after the reporting period and the effect of Covid-19, it said: “The trade of the subsidiaries within the group is sensitive to consumer spending patterns and other external factors such as interest rate levels, economic and political uncertainty, and the wider world economy.

“While it is presently difficult to accurately predict when and how the current pandemic will be resolved, the directors have been keeping the situation under constant review.”

TC guidance warns on bridge strikes The senior traffic commissioner (STC)’s statutory documents have been refreshed with changes to the way operators and drivers will be treated after bridge strikes.

STC Richard Turfitt has dusted down the 15 guidance documents to update the way the TCs approach their statutory functions.

On bridge strikes, they now state: “When incidences are brought to the attention of a traffic commissioner they will wish to consider the culpability of the operator and transport manager and they may be called to attend a public inquiry. The driver can also expect to be called to a hearing and

may face a period of suspension.”

Other changes to the guidance documents include an updated position on driver employment status; applications for periods of grace; the approach to abusive behaviour towards officials; and increased penalties for inappropriate mobile phone use.

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Nick Hay leaves Fowler Welch for Connected2

Tradeteam set for further job cuts

19.10.20

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Collapsed Mercedes-Benz dealer was struggling for years Roanza, the Mercedes-Benz truck dealer that entered administration last month, had been racking up losses for several years, according to insolvency practitioners.

The company operated across eight leasehold sites and employed 441 staff, including at subsidiary Premier Vehicle Rental which entered administration on the same day, 8 September.

In a report to creditors, Jason Bell and Sarah O’Toole at Grant Thornton said a deterioration in trading performance was driven by a reduction in bonus receipts as a result of Roanza not achieving sale targets.

“While profit in new vehicle sales was

marginal, Roanza was reliant on its bonuses to support trading performance,” it noted.

The administrators said Roanza reported a trading loss of £100,000 in 2018, which increased to a loss of £1.9m in 2019.

“The management accounts for the fivemonth period to 31 May 2020 indicated trading losses of £1.3m,” it added.

Covid-19 then forced the business to close with only aftersales remaining open.

The directors had sought to pursue a turnaround plan, but with mounting debts owed to Mercedes-Benz, HMRC and former owner and landlord RSG, they instead engaged Grant Thornton to undertake an accelerated sale.

This was achieved on the same day as the administration, when eStar Truck and Van offered to buy the business and assets of five trading sites, at Warrington, Stoke, Trafford Park, Wavertree and Deeside for £210,000.

Large investment in warehousing and IT to meet needs of expansion

Kinaxia growth drives revenue... and losses Kinaxia’s acquisition of AKW Group and Fresh Freight helped deliver a 48% rise in revenues in 2019, but the group’s continuing acquisition drive and IT investments contributed to a loss of £1.8m in the period.

According to the company’s latest annual results for the year to 31 December 2019 the company

saw revenue leap to £169.9m (2018: £114.9m). However pre-tax losses increased to £1.8m from £755,540 in the previous year.

In October 2018 Kinaxia bought Manchester logistics firm AKW and a month later purchased Gateshead-based Fresh Freight.

Its latest acquisition is Bristol haulier David Hathaway Transport,

which it bought in May 2019.

Other significant investments include spending on new warehousing IT systems and expanding its senior management team.

In February this year, former Kuehne + Nagel director Simon Hobbs was appointed chief executive. Hobbs told MT he underwent “a baptism of fire” as volumes fell by over 30%, forcing him to furlough 585 staff and park up 277 trucks in April.

By August volumes returned to 97% of 2019 levels. However, the impact of lockdown saw around 100 driver and administrative roles cut and the fleet reduced by 9% to 845 vehicles.

He added: “Our three-year plan is to grow by £20m a year for the next three years and to have a turnover of £250m by the end of 2023 – and that growth excludes further growth via acquisition.”

Xpediator snaps up Nidd Transport in £4.6m deal Freight management firm Xpediator has acquired North Yorkshire haulier and freight forwarder Nidd Transport for £4.6m.

Palletforce founder member Nidd Transport specialises in daily express deliveries to France, Spain, Portugal and Germany as well as the north of England.

Nidd Transport will continue under its own brand and be run by the current management team. Founder Tony White will retire after a handover period.

Founded in 1984, the firm employs 65 and runs a 6 MotorTransport

fleet of 45 vehicles and trailers, as well as using subcontracted vehicles.

Xpediator said the deal gives it the opportunity to expand into markets in western Europe, cross-sell its services to Nidd’s customer base, and maximise carrying capacities to and from Europe and across the UK. According to its annual results to the year ending 30 April 2020, Nidd generated a revenue of £11m, operating profit of £500,000, and profit after tax of £400,000.

Petition calls for end of ‘failed’ traffic measures A parliamentary petition calling for the removal of temporary traffic measures to tackle congestion has gained huge support from the logistics industry, local businesses and residents.

The petition is targeting temporary road closures, new cycle lanes and the expansion of pedestrian areas and reduction of road space introduced during the lockdown as part of government efforts to reduce pollution levels.

The petition, lodged by David Tarsh (pictured) of Ta r s h Consulting, argues that the measures introduced are actually increasing congestion.

It states: “Road closures, ‘school streets’ and new cycle lanes are creating severe congestion, long traffic delays and severe frustration across the country.

“Although well intentioned, the experiment has failed. Government guidance supporting such measures, and funds for them, should be withdrawn immediately.

“Many councils have introduced schemes touted as encouraging walking and cycling, but their real impact is gridlock.

“They’ve been built without proper consultation, illegitimately justified by the Covid crisis and

backed by central government direction and finance.”

19.10.20

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RHA warns hauliers to do ‘everything they can’ as locations of inland border checks are revealed

Border plan fleshed out The government has published details of the arrangements for the UK’s borders with the EU from January and what hauliers need to do. It said the guidance followed “extensive engagement” with stakeholders, as well as a £705m package of investment for border infrastructure, jobs and technology.

The GB-EU border operating model maps out intended locations of inland border infrastructure to offer additional capacity for freight checks; confirms that passports will be required for entry into the UK from October 2021; and reveals that the Kent Access Permit will be mandatory for HGVs using the short sea channel crossings.

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By Chris Tindall

RHA chief executive Richard Burnett said: “It’s vital that hauliers and traders do everything they can now to prepare.

“Firms moving goods across borders will have to undertake customs processes whether there’s a deal or no deal,” he added. “If the

Leeds ditches its plans for a clean air zone

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The Leeds Clean Air Zone is no longer required, Leeds City Council has announced.

The decision follows a joint government and city council review which found that air quality improvements driven by businesses switching to cleaner vehicles faster than expected had made the scheme redundant.

Instead the council will look at bringing in new air quality targets that go further than the national standards.

The review found that more than 90% of buses and 80% of HGVs driven in the city now use cleaner Euro-6 engines and therefore wouldn’t be charged if a zone was introduced.

Because of the significant shift to cleaner vehicles, the review found that air pollution in Leeds on key routes is below legal limits and is not likely to exceed them again – even if traffic returns to ‘normal’ levels or slightly higher.

Transport infrastructure improvements and the rise in ultra-

low emission vehicles in Leeds have further accelerated improvements to the city’s air quality, the council added.

The council has written to the government asking to keep £6.9m of CAZ funding that the city had previously secured, to help it maintain air quality improvements. The money would be used to continue offering grants to help local businesses switch to cleaner vehicles.

■ The delayed Birmingham City CAZ will be launched on 1 June 2021, the city council has confirmed. Non-Euro-6 trucks, buses and coaches will be charged £50 a day to enter the zone, which lies within the A4540 ring road.

Online sales surge could result in ‘Christmas chaos’ Record online spending combined with a driver shortage exacerbated by Brexit could create the “Mount Everest of Christmas peaks” this year, delivery specialist ParcelHero is warning.

The firm says operators must work closely with retail partners to avoid a driver shortage and strained supply chains or face chaos similar to that of Black Friday in 2014 when hundreds of thousands 8 MotorTransport

of deliveries were delayed.

David Jinks, head of consumer research, said the double whammy of families separated by Covid restrictions mailing their gifts and a shortage of skilled drivers created by Brexit could lead to major delays, adding: “Huge demand for deliveries is being compounded by the reported loss of a quarter of a million EU nationals from the UK economy this year, which will

lead to a 30% shortfall in drivers and warehouse workers. ” Despite a partial pick-up of High Street store sales in recent months, online sales are still over 50% higher compared to a year ago.

ParcelHero had its busiest day ever earlier this month and online pure-play Ocado has overtaken Tesco to become the UK’s most valuable retailer.

paperwork’s not right, the goods won’t cross.”

The government has also set out further details around the creation of a number of freeports across the UK to create jobs, drive investment and regenerate communities.

It said sea, air and rail ports in England will be invited to bid for freeport status before the end of the year, with the first of the new sites planned for 2021.

It also confirmed the freeports will benefit from streamlined planning processes to aid brownfield redevelopment; a package of tax reliefs to help drive jobs, growth and innovation; and simplified customs procedures and duty suspensions on goods.

Logistics UK calls for policing overhaul The policing of the UK’s roads should be run on a nationwide basis to ensure consistency, Logistics UK has said. The call comes in its response to a joint review of roads policing by the Home Office and DfT. Logistics UK head of road freight regulation policy James Firth said the body is “calling for the government to establish common, unified road safety objectives which all enforcement bodies are committed to achieving and are governed and administered at a national level.”

Logistics UK is also calling for the DVSA to take a more nuanced approach to the monitoring of commercial vehicles and focus on driver fatigue and vehicle maintenance, which Firth said would help focus enforcement resources on “the seriously and serially non-compliant.”

It has also called for support for businesses in managing drink and drug risks, and for police forces to be given key performance indicators for reopening roads after they have been closed due to incidents.

19.10.20

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Rising home delivery volumes prompt recruitment of 750 more couriers to meet Christmas rush

CitySprint in hiring spree CitySprint is to recruit 750 couriers ahead of the Christmas rush this year as the pandemic continues to boost home delivery volumes.

The new roles will be located across the UK at more than 30 CitySprint sites, with demand expected to be particularly high in Birmingham, Bristol, Leeds, London, Manchester, Newcastle, Norwich and Southampton.

The recruitment move comes as the pandemic continues to drive up online shopping, with retailers warning consumers to do their shopping well in advance of the festive season to avoid delays.

Mark Footman, operations director at CitySprint said: “The festive season is one of the most important times of the year for our clients, with delivery volumes increasing

across our business. This year, with the demand for festive home deliveries expected to be even higher than normal, we’re making sure the courier fleet is ready to face anything that comes our way.

“With a wide variety of national and local work available, we’re proud to offer couriers great rates, flexible work and the support of our world-class team.”

Focus: apprenticeships Trailblazer Group pushes for wider platform to address skills gap

Blazing a trail for broader training “The Apprenticeship Levy is just another tax which we can’t recover from our customers.” I have heard this said by many hauliers since the levy was introduced in April 2017 and the figures would seem to support this theory. The logistics sector paid £480m in Apprenticeship Levy up to the end of July yet the total amount of funding recovered on logistics-based apprenticeships is at the most £123m.

Many logistics businesses seek to recover their levy payments by using general management and degree apprenticeships to upskill junior managers. However, this opportunity has limited scope for small to medium sized logistics providers. So why are we not using the new apprenticeship scheme to its full advantage when we have a critical skills shortage throughout the sector?

Unfortunately, I believe the perception of apprenticeships in the industry was not positive and they were often only considered for HGV technicians. Very few of the major logistics providers and hauliers have been involved in the Trailblazer Group yet the LGV Driver and Warehouse Operative are the two most popular apprenticeships across the whole of the logistics sector.

The LGV Driver Cat C Apprenticeship was approved in June 2016, but under the new format it was not permissible to have a Cat C+E option or a separate apprenticeship for articulated and drawbar vehicles. This led to severe frustration among operators and in March 2019 the RHA conducted a survey in which 79% of its members stated the then LGV Driver Apprenticeship did not meet its needs and 87% preferred a Cat C+E Apprenticeship.

It was not until June this year that the standard and end point assessment for this apprenticeship were finally approved but the

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recommended funding band was £6,000, an increase of just £1,000 on the Cat C apprenticeship, although the normal cost of upgrading to a C+E licence is more like £2,000.

The Trailblazer Group met and agreed to reject the recommendation and seek a procedural review with the Institute for Apprenticeships and Technical Education (IATE). I am pleased to say the procedural review submission has passed the legal criteria required and it will be subject to an independent review later this month or early November.

I am hopeful that the recommended funding will be increased to £7,000 in line with all the quotations received from the training providers involved and the apprenticeship will be available to operators from December. This will then leave a gap for operators who only wish to train truck drivers to Cat C level. The Trailblazer Group has provided comparisons of the role of an ‘urban’ HGV Cat C driver and the Cat C+E driver and we are due to present to the IATE in December to substantiate these differences and gain approval to proceed with a separate Urban Driver Apprenticeship.

After the driver, I am sure MT readers would agree that the most important role in the industry is that of transport manager.

As everyone knows it is a legal requirement to hold a transport manager CPC to operate vehicles for hire or reward, yet we do not currently have an apprenticeship that includes this qualification.

The Transport and Warehousing Operations Supervisor Apprenticeship has been in development since 2018 and as its name indicates there will be a warehousing option which will include the CILT’s Award in Warehousing qualification. This apprenticeship will be submitted for approval in November and I am hopeful it will be available for the many employers who have shown an interest in this programme in January 2021.

With the introduction of the LGV Driver Cat C+E, the Transport and Warehousing Operations Supervisor and then an Urban Driver Apprenticeship, we should have a platform to help reduce the skills gap facing our sector. It should also assist employers in recovering their contribution to the Apprenticeship Levy and increase the credibility of the Trailblazer Group and the IATE across our industry.

The Trailblazer Group would welcome any new members, particularly from logistics employers, to support the further development of apprenticeships in our sector.

■ Jim French MBE, logistics consultant and co-chair of the Transport and Logistics Trailblazer Group 19.10.20

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Positive motivation is the key O ne morning last week I woke earlier than usual and tuned to Radio 4.

While awaiting the Today programme I caught half an hour of Farming Today, the BBC’s tribute to the farming community. Wouldn’t it be nice, I thought, if our national broadcaster took Steve Hobson such an interest in another essential Editor industry – road transport. It would be Motor equally nice if the government held our Transport industry in similar esteem.

The programme focused on what would replace the Common Agricultural Policy after the Brexit transition period ends.

Apparently there will be something called ELM – the Environmental Land Management scheme – which will pay farmers for not polluting the land, air or water.

Now I understand why farmers have historically been propped up by the taxpayer – after all they did feed us during

World War II. But the motor transport industry also played its part, giving up its trucks for the war effort.

The only financial help the government currently offers transport operators is a 50% duty differential on gas fuel over diesel. While welcome, even this is slightly misplaced as Euro-6 diesel is already extremely clean from a local emissions point of view and gas only cuts carbon emissions by up to 20%.

Contrast ELM with clean air zones, where far from being paid to buy clean Euro-6 trucks, hauliers will be fined – sorry, charged – if they dare to use Euro-5 trucks in many cities next year. Don’t get me wrong – with 30,000 people dying early every year due to poor air quality, I have no problem with incentives to run the cleanest trucks available.

But it would be better if these incentives were a little more carrot and a bit less stick.

Pandemic to hasten rise of the robots U Thomas Owen Logistics manager DPack

nlike countless businesses the world over, the Amazon juggernaut is still thriving. But its public relations department has certainly had to put a shift in: recent events with employees have made automation look more attractive than ever before. Yet given the nature of the coronavirus crisis and Amazon’s continued successes, it is very likely that what it does now could set the precedent for many future enterprises going forward.

The public eye was cast on Amazon back on Good Friday, with the firing of two employees after they spoke publicly about their misgivings over the lack of health initiatives for many of its warehouse workers. Then one of the company’s senior engineers at Amazon Web Services also quit at what he saw as a move from the boardroom to silence whistle-blowers merely voicing concerns about Covid-19.

The company dealt with these issues relatively quickly, and after publishing a series of blog posts about its plans to crack down on Covid-19 its stock prices responded positively. And in a time of mass uncertainty and lockdown, it announced the welcome news that it was hiring up to 175,000 new employees across the UK. It is very easy for Amazon to hire and fire warehouse employees, and the average warehouse staff turnover has more than doubled over the past decade. But it is more difficult to hire skilled workers, especially

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against the backdrop of a global pandemic when vetting and training are even harder.

This means that if there is any skills gap, it is in software development roles, which is where the most of Amazon’s job postings are aimed. This is all a part of Amazon’s mission to create a more streamlined base of employees with higher skills.

It is a fact that the more warehouse staff there are, the more likely there are to be more inefficiencies in Amazon’s fulfilment centres. Amazon knows that with fewer people it can not only more easily protect them, it can lower overall costs; it will no doubt be looking to redefine what it currently sees as ‘essential’ workers. The coronavirus has worsened a headache that Amazon will be looking to relieve and the pandemic might be a prompt to accelerate investment in the use of robots.

Indeed, Amazon is preparing its tech portfolio for a shift in that direction by investing more in digital data processing, AI and advanced robotics. Even delivery drivers may be out of luck, because as we saw back in 2018, the company has already tried using robots in the delivery process.

And drone technology is only going to get better.

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Got something to say?

If you would like to contribute to MT’s Viewpoint, email steve.hobson@roadtransport.com 19.10.20

In-cab cameras

An all-seeing AI

The latest in-cab cameras are using artificial intelligence to detect dangerous behaviours, as.

Chris Tindall reports

I

n-cab cameras recording what the driver is doing have been a staple for many fleets for years, but increasingly, companies are turning to advanced systems that rely on artificial intelligence (AI) to detect distraction and drowsiness.

Among the many new words that have entered common parlance during 2020, one that sits at the heart of these machine vision systems (as well as being familiar to pupils who sat exams this year) is ‘algorithm’.

Eyesight Technologies (ET) builds algorithms that can run locally on in-cab devices and work in tandem with cameras equipped with infrared LEDs. According to Tal Krzypow, ET vice-president of product, its algorithms teach a computer, using AI, how to detect and interpret human movements and expressions.

“The eyes and eyelids: are they wide open or closed, as a percentage?” he explains. “The head position: how far is it away from the camera?

“Then we add another layer of algorithms: the physical attributes of the face, blink patterns, and other things that manifest in certain cues. The head: is it looking at the road, or elsewhere? Is there a pattern of looking from the road to something else that crosses a threshold?”

And it doesn’t matter if a driver is wearing a face mask, either: Krzypow says ET trained its system to deal with that before Covid-19 jumped the species barrier, as the Asian market has long been used to wearing masks.

He says ET’s approach for fleets is, first and foremost, to inform the driver using audio and visual cues that something is amiss and that they should return their attention to the road.

“The second thing fleets want is to alert a manager,” he continues. “We separate between the level of alert for a driver and for a fleet manager; it’s a lower dosage.”

So an alarm or a light is normally enough to remind an HGV driver that they have become too distracted by their radio, are not wearing their seatbelt, or have become fatigued. But then what happens to that data?

“The benefit here is you can use this information for accident prevention,” Krzypow responds. “For drivers and fleet managers, when an accident occurs, it’s not

just about the loss of life or injury or damage; it’s also the potential damage to cargo, schedules being disrupted and fleets being unable to meet service level agreements.”

With each event or alert, the system can also send a couple of seconds of video to a fleet manager to analyse what occurred. “Fleets already use external cameras,” says Krzypow. “With [ET’s advanced driver monitoring system] it complements the picture. How did the driver react? Attentive? Were they the cause or were they trying to prevent an accident from occurring?”

VisionTrack offers the option to include AI technology with its digital video recorders, and commercial director Richard Lane says tool and vehicle hire business Speedy Services has seen a 30% reduction in accident frequency since fitting its equipment.

If a driver is looking at anything other than the road for a preconfigured period of time – three seconds by default – then its system gives the driver a warning. The same goes for signs of fatigue: if you close your eyes for more than a second there’s a loud ‘beep’ to alert you.

Saving lives

Lane says he knows of at least one customer that has had issues with its union for installing the technology after a fatal accident, but adds: “The fleet manager said, ‘if we had this tech installed I am pretty sure there would be one more member of the public alive right now and one less driver behind bars’.

“If you are not using your mobile phone while driving, or are not distracted, or smoking then you have absolutely nothing to worry about,” he continues. “There’s no harm in technology warning that you are a bit fatigued.”

As with straightforward dashcams, driver acceptance has a lot to do with education. Damian Penney, vicepresident of Lytx Europe, says: “We’ve found drivers want to have a clear understanding of how the video is going to work and what the data will be used for – but in general they are not too concerned about the camera itself.

“This is why communication and involving drivers in the process from the start are key to making a success of the technology.”

UNITE AGAINST SURVEILLANCE Camera and software companies will, of course, extol the benefits of advanced systems that they claim reduce privacy violations – but not everyone believes they are a good idea.

“This equipment is all about collecting data rather than dealing with individual driver issues,” says Adrian Jones, Unite union national officer.

“Unite has adopted a formal policy to oppose in-cab cameras as we do not believe that the benefits outweigh the incursion on driver privacy. The argument that systems including cameras can help manage fatigue are completely missing the point. We insist that employees look to the causes of fatigue rather than simply introducing equipment that yet again puts the driver at risk of sanctions.”

Jones accepts that vehicles and vehicle 16 MotorTransport

safety – tied to advances in technology – are improving every day, but adds: “This can actually add to fatigue rather than reduce it. We have heard many arguments from employers to justify introducing in-cab cameras but we have had to draw a line as we do not believe that having drivers under constant video surveillance is proportionate to the ends.”

Jones says the union has seen examples of employers using video footage not to train professional drivers but to “bully” them. But this, he says, is not Unite’s only objection.

“I often say to employers: ‘can we have a camera on your desk or in your car and monitor that?’ The answer is always the same. Ultimately, we know that employers are looking to have an edge in a cut-throat sector, but constant video surveillance on drivers is not appropriate.

“We have reached agreements with many employers on the use of cameras and telematics that provide masses of data to them and third-party companies.

After all, this equipment is all about collecting data rather than dealing with individual driver issues,” he states. “Big data is big money.”

19.10.20

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“In-cab camera technology can empower the driver by allowing them to correct a momentary slip-up there and then. For example, a driver might have a perfect driving history but, on their first day back after a long holiday, they start following the vehicle in front too closely.

“This is where sophisticated technology built into the Lytx DriveCam enables in-cab alerts that allow the driver to self-correct in seconds.”

Penney adds: “It’s important to remember that, most of the time, commercial drivers exhibit good driving behaviours. In-cab cameras can be witness to this and help show that the driver has done everything in their power to prevent a road incident from occurring.”

Relying on cameras, AI and algorithms to monitor driver behaviour might suggest to some that Big Brother is now a troubling reality, but SmartWitness says this is a misconception. “In reality, the vast majority of in-cab video is discarded or overwritten with only safety-critical events being sent for managerial review,” says Callum Crisp, the firm’s head of UK sales.

“SmartWitness has had countless instances in which the in-cab footage showed a driver focused and alert during a collision. This eliminates potential claims by third parties that the driver was distracted or fatigued prior to impact.”

He adds: “Real-time driver fatigue and distraction detection has been proven to positively change driver behaviour. A study conducted by Seeing Machines, a leader in DMS camera technology, showed a 90% reduction in fatigue events and 80% reduction in phone use after implementation of driver monitoring systems.”

Chris Woods, head of enterprise sales at Trakm8, describes these intelligent vision systems as “an emerging technology” and adds: “It seems only natural that the industry would shift towards utilising AI to improve driver and fleet safety even more and realise even greater cost-savings. Already, there are applications of machine vision and AI that exist in manufacturing, healthcare and transportation that have had a positive impact, but only time will tell how successful it will be when built specifically for commercial driving applications.

“As the industry looks to develop intelligent machine vision systems, one of the biggest hurdles manufacturers will have to overcome is not only the sheer volume of high quality information needed to train algorithms, 19.10.20

but also how best to interpret that data.”

Woods concludes: “The most successful intelligent machine vision telematics systems will be the ones that can identify and deliver only information that is meaningful and actionable.” ■

KNOWLEDGE IS POWER Once technology that reveals driver distractions and misdemeanours is installed on a vehicle, the onus is on the operator to act on it.

Laura Newton (pictured), a solicitor at Smith Bowyer Clarke, says: “I would advise firstly that operators should absolutely be looking at these types of systems, because it is the only way to be able to monitor behaviour and activity which could pose a serious risk to road safety.

“Regardless of fault, accidents – especially those involving injury to others – will be a very expensive, stressful and time-consuming period. Anything which can be utilised to reduce the risk or potentially help to exonerate an innocent driver should be championed.”

However, Newton also cautions: “Once the equipment is fitted, operators arguably do have a responsibility to check the footage or readings from monitoring equipment. If the company was in possession of material which showed a driver was regularly using a phone in the cab for example, there is an implied knowledge of this because in this scenario they ought to have known about the behaviour.

“It could be said very reasonably in a prosecution or a traffic commissioner’s public inquiry that they had material which would have made them aware that a particular driver was posing a serious risk but they did nothing to act on that.”

Newton adds: “An operator without such equipment would not have the implied knowledge but would definitely still be required to demonstrate how they reduced the risk of these types of behaviour to avoid regulatory action.”

Damian Penney of Lytx Europe says it’s critical companies have a defined process in place for managing risk. “We provide the means for both operators and drivers to uncover potentially unsafe driving habits that, left uncorrected, could lead to a traffic collision,” he comments.

“As many of our clients have demonstrated, the risk to these drivers is reduced substantially once companies and drivers address these driving concerns. Left uncorrected, unsafe habits remain and continue to expose the driver and the fleet to a higher potential of future collisions.”

MotorTransport 17

Natural gas

motortransport.co.uk

Liquid gold As a cleaner alternative to diesel, compressed and liquefied natural gas is supported by a growing fuelling infrastructure and offers a route to CO2-free transportation.

John Kendall reports

I

n my archive, I have a Commercial Motor road test cutting, unusually with an accompanying video, dated 15 December 1996. It is of a back-to-back road test of two identical ERF EC12s belonging to BOC Distribution, carried out by Toby Clark, then vehicles editor and me, then engineering editor. One of the ERFs was powered by a 12-litre Perkins Eagle Tx engine rated at 340hp and the other by another Eagle Tx, but converted to spark ignition to run on compressed natural gas (CNG) and rated at 300hp. We were accompanied on the test by Brian McMurray, then the engineer in charge of the Perkins natural gas engine conversion programme and probably one of the most experienced gas engine engineers in the UK at the time.

The objective was to assess the viability of natural gas as a road fuel. We expected the diesel to deliver better fuel consumption, partly because the extra horsepower suited the challenging test route that we had prepared.

For the record the diesel returned 8.27mpg, while the CNG engine delivered 7.83mpg. That was a lot closer than the estimates we had come up with in the hotel bar.

A great deal has changed since then – technology for one thing. These days most natural gas powered trucks run on liquefied natural gas (LNG) and the engines are purpose-built production line engines built alongside their diesel counterparts, not converted by specialist teams. Both spark ignition and diesel-cycle compression/ ignition engines are in production too. At the time, I commented that the gas-powered ERF offered notably

less engine braking, something that would be overcome by the current diesel cycle engines.

Scale has also changed. There were a handful of gaspowered trucks on UK roads at the time and current sales, while still comparatively small compared with diesel, number in the hundreds.

Other things are relatively unchanged. Back then our Euro-1 or Euro-2-compliant CNG engine offered much cleaner emissions than the diesel with far lower emissions of oxides of nitrogen (NOx), particulate matter (PM) and carbon monoxide (CO). Those advantages have been eroded by technology, and a report prepared

by Cenex last year, ‘Dedicated to Gas’ – on the Innovate UK trial of 20 gas vehicles – showed that the principal advantage natural gas power offers is in reducing greenhouse gas emissions. The report states, “GHG savings are significant even with small blends of biomethane.”

Otherwise, NOx levels were similar to Euro-6 diesels and PM similar for the LNG models in the trial, although the CNG models demonstrated slightly higher PM emissions than Euro-6 diesel.

The fuelling infrastructure for natural gas is still relatively small, but larger than it was and growing. Since government incentives have encouraged the production of biomethane, operators can run vehicles on gas produced from environmentally friendly sources, mostly from anaerobic digestion of sewage, reducing the consumption of fossil fuels.

Off to market

How big is the market for natural gas powered trucks?

The only manufacturer that was prepared to talk numbers to us was Volvo, which has sold 395 of its LNG compression/ignition-powered trucks so far this year.

This compares with sales of 142 for the equivalent period last year, representing a 278% increase on 2019 – respectable when the Covid-19 pandemic is factored in too.

“This technology offers up to 20% reduction in CO2 and in the recent ‘Dedicated to Gas – An Innovate UK Research Project to Assess the Viability of Gas Vehicles’ report published by CENEX, the Volvo truck in the trial delivered a 13% reduction in the total greenhouse gas emissions,” says John Comer, head of product management, Volvo Trucks UK and Ireland.

“This can be taken close to 100% well-to-wheel with the use of liquid biogas and renewable HVO in lieu of diesel.”

18 MotorTransport

19.10.20

Natural gas

DELIVERING RESULTS: John Comer, head of product management at Volvo Trucks UK and Ireland, backs its LNG vehicles for longer hauls

motortransport.co.uk

Volvo’s Diesel cycle 420hp and 460hp engines offered in the FM and FH use up to 5% diesel in the combustion process – a quantity of diesel fuel is used to initiate combustion, with LNG completing the process.

Scania was coy about discussing numbers. Vincente Connolly, UK sales director, Scania (Great Britain) told us: “Scania is enjoying considerable success in the developing gas market.” Gas-powered Scania buses went into service with Reading Buses in 2013.

“Since then, other UK bus and truck operators have introduced dedicated gas-powered Scania vehicles into their fleets, taking them in considerable numbers”, says Connolly.

Mercedes-Benz currently produces the Econic NGT and Actros NGT models, although the Actros NGT has not been offered for sale in the UK. Both models are to be discontinued. A spokesman told us: “We believe CNG fuel is a stepping stone on the way to CO2 neutrality, and we’re advancing production of our electric trucks. Daimler Trucks is investing in new vehicles for CO2-free transport, and this requires huge investments that focus primarily on electromobility.”

Committed support

Production of both gas models will probably be discontinued by the end of 2021. Mercedes-Benz has said it is committed to supporting customers who are operating the Econic NGT. Customers include Liverpool Council, which purchased 20 Econic NGT models in 2019.

Renault Trucks takes a similar position. It offers a Range D CNG model, but also places emphasis on electric vehicles for urban and last mile deliveries. The Daimler Trucks joint venture with Volvo Trucks will give Renault Trucks access to fuel cell technology by the second half of the 2020s, when hydrogen will be the gas focus for the company.

Iveco is the only other manufacturer currently supplying natural gas powered vehicles, but it did not reply to our requests for information.

Gas sales for commercial vehicles are another good indicator of the state of the natural gas truck market. Biomethane supplier Gasrec is also seeing large increases at the moment. “Two or three years ago, there weren’t that many gas vehicles on the road, because we were moving from Euro-5 to Euro-6”, says James Westcott, chief operating officer. “As the manufacturers have launched new product, 20 MotorTransport

the market has grown and our sales volumes now are double what they were in January and they were double what they were the January before.”

This seems to support the sales trend that Volvo Trucks has seen. The Government has made a commitment to keep fuel duty lower for natural gas vehicles than dieselpowered vehicles until 2032, with a consultation in 2024.

As Comer at Volvo comments: “This will support the transition of the current fleet into the used market.”

Interestingly, there are differing opinions about which truck segment is better suited to gas-powered vehicles. Connolly at Scania said: “At the present time, return-to-base operations are the most popular, (due to pioneering operators investing in on-site refuelling stations), although improvements in range also see the product suiting many regional applications.”

For Comer at Volvo, it’s a different picture: “Our LNG models are best suited to long and regional haul, with annual mileages above 120,000km, which is sufficient to deliver a return on investment in two-and-a-half to three years. The majority of our LNG customers are in the retail sector, or are contract hauliers supplying retail.”

Westcott at Gasrec also sees the heavy end of the market as the most likely sector for gas-powered growth, “I think that for the heavy end of the market, the vehicles require a lot of energy to be a commercial solution. I think it’s unlikely that that’s going to change in the next 15 to 20 years.”

Infrastructure issues

Despite growth, infrastructure is still an issue with a comparatively small number of fuelling sites across the UK. There are both CNG and LNG stations around the country with multiple sites around Bristol, Glasgow, Liverpool, London, Northampton, Nottingham and Swindon according to the Gas Vehicle Hub. In addition there are six other sites dotted across England, but notably no sites in Wales, Devon, or Cornwall.

It’s an issue that Westcott at Gasrec acknowledges.

“We have eight facilities at the moment, two of which are public. The vast majority of investment decisions we’re making at the moment are for public facilities, but we’ll probably have two more on the ground in the next quarter and then next year we’d hope to have the same number again.

“So we’d like to be up to around 12 or 13 by the end of next year and with the balance more on a 50/50 basis, open to the public.”

That would bring a useful increase to the current number of sites, but would still leave plenty of room for expansion, which is likely to be key for operators thinking of taking on natural gas powered trucks.

A further complication are ferry and tunnel company regulations, a potential issue for those on international haulage. Both Brittany Ferries and Irish Ferries state that LNG (not CNG) is permitted for models produced by recognised manufacturers with standard specification.

The gas supply must be switched off for the crossing.

Meanwhile, Eurotunnel does not permit gas-powered vehicles of any kind. n

19.10.20

Microlise conference

T

he latest telematics technology can help operators improve their levels of compliance in key areas like drivers’ hours legislation, according to Lee Oliver, head of sales at Microlise’s recent acquisition TruTac. Speaking at the Microlise Transport Conference taking place on the third day of the virtual Commercial Motor Show earlier this month, Oliver said: “Technology is moving at a rapid pace and unless your operation changes at the same pace, you risk falling behind. Telematics gives you the knowledge and understanding of where drivers go wrong and that reduces your risk.”

Telematics can also improve performance through reduced fuel consumption, fewer accidents and maximising the use of drivers’ available hours without infringements, he stressed.

Oliver said the best technology was now web-based, giving a 24/7, 360 degree view of the operation from anywhere, enabling managers to take a proactive rather than reactive approach to compliance and efficiency.

TruTac’s TruControl platform now puts all a company’s compliance products under one roof, making it a true one-stop shop that is both integrated and automated, he added.

“The days of waiting for monthly reports are gone,” said Oliver. “Management dashboards keep you updated constantly with automated alerts.”

TruTac’s Trufleet has now been accredited for Earned Recognition and it too provides a dashboard updating the operator on how compliance with the KPIs is going so action can be taken ahead of the four-weekly email to the DVSA.

No magic wand

Neil Selby, senior business transformation manager at Microlise, agreed that having the latest technology is important but said that achieving the full benefits of telematics is all about the process. He warned that telematics “is not a magic wand” and that a successful implementation requires excellent communications with the driver workforce before, during and after the roll out.

“Make sure all stakeholders are involved – communication is key,” Selby said. “If done right, the benefits are not just better business performance but also more motivated drivers.”

As well as explaining the benefits the business is expecting from telematics – improved fuel efficiency, fewer accidents and better compliance – managers should consider sharing those benefits by setting up an incentive scheme for drivers who perform well or improve the most.

“Debriefs with the drivers are essential and they should be a two-way process as suggestions for improvements from drivers can really benefit the business,” Selby said.

“When debriefing, don’t miss those who have done well.”

Done well, introducing telematics can increase motivation and drive continuous improvement through targeted coaching and well-structured incentive schemes – and even lead to higher self-esteem and a better team ethic among drivers who feel their performance is being recognised.

Bernie Warner, senior pre-sales consultant at Microlise, went on to look at how the latest technology helped operators during the Covid-19 pandemic.

Covid-19 has “sorely tested” the logistics industry’s systems for forecasting volumes of essential products, he said, and there has been “massive unpredictability” in the routes and volumes needed.

“The challenges of 2020 are an opportunity to reengineer what we do in the future,” Warner said. “Systems need to cope better with greater volumes to cope with unpredictable demand.”

These future systems will be cloud-based or software as a service (SaaS) to enable staff to work from anywhere rather than being office based and enable more flexible 22 MotorTransport

Talking technology The Microlise Conference took place on 1 October as day three of the virtual Commercial Motor Show, covering a range of topics to help improve fleet efficiency.

Steve Hobson and Tim Wallace report planning to cope with more dynamic demand and more variable resources as drivers self-isolate, for example.

The drivers will also need the right tools for the job, including fit for purpose sat-nav so they can cope with different routes which they are not familiar with and to allow temporary drivers to take over existing routes.

A bird in the hand

Drivers should also use a single rugged handheld electronic device for as many of their daily tasks as possible, as that can be kept clean and sanitised more easily than sheaves of paperwork.

“Electronic documents can provide all the information they need on the sites they visit and safe working practices,” Warner said. “Flexible planning is not then such a headache.”

Handheld devices can also enable contactless collections and deliveries, with electronic proof of delivery or photos to show when deliveries are complete, rather than signatures on paperwork.

Such devices can even be used for remote driver debriefs and feedback on performance via Teams or Zoom, again avoiding the need for face-to-face contact with office staff.

“A simple device enables drivers to manage their working day,” said Warner. “They can get all the manifests, routes and job information paperlessly.”

Stephen Watson, product director of Microlise, then gazed into his crystal ball to look at how technology might change transport in the next decade.

One new technology that he does not expect to have a big impact on road transport any time soon is 5G, as the cost of devices and airtime remains prohibitive. “4G will remain the established long-term mobile network for many years to come,” he predicted.

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Alternative fuels will also start to replace diesel and this too will require better technology to make best use of the available refuelling infrastructure.

Hampering progress

19.10.20

FORCING A CHANGE: The move to alternative power will require better technology to make best use of refuelling infrastructure, believes Microlise product director Stephen Watson

HITTING THE SPOT: Current 4G mobile phone communications are expected to remain in place for years to come, due to the high costs of 5G

Shutterstock

There is however another mobile data network that many operators may not be aware of that could play a greater role – Category M1. This is a low power wide area network that is ideal for connecting objects that do not have power sources, such as roll cages or forklift trucks, to the ‘internet of things’ (IoT) to enable their location and state of health to be monitored remotely.

O2 will have completed the roll-out of its LTE-M (Long Term Evolution, Category M1) network across the UK by the end of this year, opening up new possibilities for “widespread uptake of long-life IoT battery devices out in the field to help encourage massive scale future IoT deployment in the UK”, the network says.

Although connected autonomous vehicles (CAVs) have not appeared on our street as quickly as some predicted, Watson said that with an investment of $80bn and rising in the technology, it might still have a role in the next decade.

While the phrase “it isn’t rocket science” is often quoted, developing a level 5 fully autonomous self-driving vehicle is actually harder than sending an unmanned rocket into space and landing it safely, he added.

“Level 5 is likened to sending an unmanned mission to Mars,” said Watson. “Maybe Elon Musk is going to achieve both simultaneously.”

One relatively new technology that might ultimately reduce demand for home deliveries is 3D printing, where products can be “downloaded” and printed in the home.

But while drivers and physical transport are still needed, Watson predicted that technology will increasingly be “at the heart” of transport operations in the next 10 years.

Faster broadband available to everyone will enable drivers to be more closely integrated into office IT systems, giving them better visibility of their future shift patterns.

The ability to connect vehicles via on-board telematics to extract data on their state of health has been hampered, Watson said, by the “wide variations” in approaches taken by the major OEMs. “This means the focus remains on vehicle location and performance,” he said. “Operators need more data on the vehicle activity and status and the closed OEM platforms do not provide this. So operators, especially those with mixed fleets, need to blend in third-party systems to get a helicopter view of their fleet.”

While the driver is often the only person in a transport operation who meets the customer, Covid-19 has forced a reduction in driver engagement, with contactless deliveries becoming the norm. This looks set to increase with technology being tested in the US allowing consumers to give delivery drivers remote access to a safe place to leave parcels.

Drones are also being tested by Tesco in Co Galway in Ireland while trials of small autonomous delivery buggies continues in Milton Keynes.

Connected technology came under the spotlight in a presentation by Microlise OEM and channel director David Midgley, who showed operators how to build an industrial IoT programme across the supply chain to reduce costs and improve service.

“There’s a real return on investment case in connecting expensive assets,” he said. “Fuel economy is a big part of the cost base of running a fleet and the ability to improve it drives a big case in connecting HGVs in particular.”

Full truck connectivity is now possible, he continued, whether in terms of the packaging, the roll cages or the product in the trailer.

“It’s about seeing where your products are in the supply chain,” he said. “But we can even offer connectivity in terms of tyre pressure, mounting systems and smart filers. A lot more of the sub-systems of vehicles are being connected, which drives more information back to improve safety.”

Microlise is even helping producers install connectivity in farm machinery. “You’ve then got a connected supply chain literally going from farm to fork,” Midgley said. “It helps your customers manage their businesses more efficiently – you have the data to help them do that.”

The trend towards connectivity has been driven by the consumer, he revealed, who now expects the technology in products like washing machines. However, he warned operators not to be left with “an enormous amount of data that can’t be used in an effective way”. “The big data journey will develop over time,” he said. “Our level of sophistication will improve but we’re moving into a phase where we can offer optimum solutions based on the data collected on your fleet and your operation.” ■ ■ The Microlise conference sessions were recorded and are available to watch until the end of October at thecommercialmotorshow.vfairs.com

MotorTransport 23

Commercial Motor Show

motortransport.co.uk

ER route to good health Operators are saving thousands of pounds a year by joining the DVSA Earned Recognition (ER) scheme, according to Phil Breen, DVSA ER national account manager.

Speaking to delegates at the virtual Commercial Motor Show 2020, Breen demonstrated how drastic reductions in roadside stops and related rectification and lossof-use costs had saved one member £8,750 over two years, while another larger operator in the scheme had saved £12,000 in just one year.

Breen said another key benefit is the exclusive, direct line that members have into the DVSA ER team, which he said proved particularly useful during lockdown. “It has been an absolute godsend to members – with all the legislative changes and new rules that came in, they could pick up the phone or email and know we would get back to them straight way.”

Other benefits of the scheme, which is free of charge, include fewer roadside stops, exclusive networking opportunities at DVSA events, efficiency savings from using the digital monitoring system and greater bidding opportunities for major contracts such as HS2.

Breen urged hauliers to join the scheme to help drive cowboy operators off the road. He said:

Earned Recognition, Brexit operation and the latest technology were among the diverse themes discussed at this year’s virtual Commercial Motor Show “For every operator we stop that could be an ER operator but chooses not to be, what are we not doing? Well, DVSA is not stopping that rogue operator that could go down the road and lose a wheel or a tyre, we are not stopping the operator who is going to undercut you when the next contract comes out, we are not stopping operators using dodgy drivers who put your drivers and everyone else on the road at risk.”

Fellow speaker Marc Caplin, compliance advisor of Aquarius IT, looked at how operators can improve their KPIs on the scheme.

Talking delegates through a drivers’ hours KPI dashboard, he said: “As a software provider we have noticed that quite a few operators – both those on the scheme and those wanting to get on the scheme – have trouble with gaps in their tacograph trace.

“These gaps may be just one or two minutes but DVSA expects the driver to fill these in manually.

So make sure your drivers are properly trained to do those manual entries,” he advised.

Meeting working time KPIs can be another stumbling block, Caplin said. “We find drivers take a tachograph break midday then lose

Earned Recognition will help operators avoid unnecessary roadside checks

sight of their working time in that afternoon slot – a lot of working time infringements are at the back end of a shift – the driving time is fine but the actual shift time has put them over the Working Time Directive six-hour rule,” he explained.

Lesley O’Brien, partner at Freightlink Europe, one of the first companies to gain ER accreditation, spoke of how she overcame her reluctance to join the scheme – a move she had considered akin to “sleeping with the enemy” following a series of incidents a few years ago involving DVSA enforcement officers.

However, since joining, O’Brien said she now sees DVSA as an important ally, adding that the scheme had also significantly increased staff engagement.

“ER is not something managers do – it needs collaboration, it is a team effort,” she said. “Getting ER isn’t about a few managers doing a few risk assessments and then putting it on the shelf. This is a living document – a way of life and it brings people together to work as a team.

“Working with DVSA is no longer getting into bed with the enemy. They are part of my support network. They are now our phonea-friend.”

Innovation the key to improving fleet efficiency, say experts The first afternoon of the CM Show saw a discussion of a broad base of presentations on the common theme of future technology, and in particular, how technology in different fields is helping to increase the operational efficiency of truck fleets.

Bridgestone technical manager – north region, Gary Powell opened by highlighting the ways in which tyre choice can help both fleet and global issues by using the labelling system that rates truck tyres in respect of fuel economy, wet grip and external noise levels.

Fuel economy is rated according to rolling resistance tyre, with an A rating rapidly become the benchmark, and likely to be more significant as the VECTO system becomes more established. Powell highlighted its first steer tyre rated A for wet grip, the Duravis DURS2.

The session went on to reveal how retreads such as its Bandag brand save up to 20kg in steel and 57kg of oil per tyre during production compared with a new product, and concluded with a look ahead with details of how it is involved in the development of a sustainable alternative to traditional rubber, guayule, 24 MotorTransport

extracted from bushes grown in the Americas.

With the removal of the fuel duty concession on red diesel for road transport likely to be imminent, Eco Truck Refrigeration’s MD Graham Usher provided a reminder of why self-powered diesel fridges are a bad thing, with their lack of efficiency compared with a modern truck engine leading to high emissions and noise. Calculating that a diesel fridge increases a Euro-6 truck’s overall NOx emissions by 400%, he explained how the potential issues can be overcome by specifying the Hulstein Ecogen range of engine PTO-driven systems, which are used to generate electricity to power the fridge without any increase in emissions.

Chevron senior staff engineer, Shawn Whitacre, joined the seminar from California to deliver a look at what low-ash engine oils, such as its Texaco Delo range, are and how they can save costs in a number of ways. Modern oils are a cocktail of chemical additives, each one with a role to play in protecting the engine.

Even on a perfectly healthy engine, a small amount of oil finds its way into the combustion process, but some constituents find themselves

trapped in the DPF as soot and ash which cannot be removed by regeneration.

By reducing the ash-forming additives from the traditional 1% to around 1.4%, there’s a corresponding reduction in the rate of DPF blockage. The effect is to reduce the frequency of time and fuel wasting regeneration to a third, increasing time between DPF stripping, and also saving fuel by preventing exhaust back-pressure build-up, which forces the engine to work harder Road Tech director Adrian Barrett rounded off proceedings with an overview of the latest Generation 2 digital tachographs, explaining how suspicion of the devices was misplaced.

19.10.20

Commercial Motor Show

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Renault creates virtual buzz by showcasing electric range Renault Trucks showcased its 100% electric ZE range and the environmentally friendly Range T Fuel Eco at the Commercial Motor Show.

Natalie Rawlings, dealer and event marketing manager, said: “This year we have had our first experiences of virtual exhibitions and, while it’s obviously different to traditional event management, we are enthused by Commercial Motor’s determination to replicate the show experience for customers.”

Electromobility is the cornerstone of Renault Trucks’ strategy for sustainable urban transport and visitors to the show could view its all-electric ZE line-up from 3.1 to 26 tonnes.

Renault Trucks’ battery performance promise guarantees the power available to

operate electric vehicles for up to 10 years.

“A decade ago, we were pioneers in electromobility; today we are experts,” said Rawlings.

“Working with key bodybuilder and specialist infrastructure partners, our turnkey solutions make the transition to electromobility as easy as possible.”

Also creating a virtual buzz was the Range T Fuel Eco, featuring the latest fuel-efficient and environmentally friendly DTI 11 and DTI 13 Euro-6d engines, powered by diesel or HVO. “It’s a first-class option for looking after running costs, drivers and the planet and it’s a genuine alternative fleet partner,” added Rawlings.

The Renault Trucks Master Red Edition and the pre-bodied Ready for Business Range could also be explored on the stand, with visitors able to “chat” online about the truck manufacturer’s 71-strong dealer network and finance packages.

Grim predicftion that EU exit could hit volumes by 20%, putting poorly prepared at risk of failure

The volume of goods moved between the UK and Europe could fall by 20% post-Brexit, Europa Worldwide MD Andrew Baxter told delegates at the Commercial Motor Show 2020, adding that he plans to cover any losses by winning new business from poorly prepared rivals.

Baxter said Europa had worked hard to prepare for the end of the transition period on 31 December, warning that companies caught off guard risk bankruptcy. He said: “There will be a real meaningful shift in the marketplace with a 10% or 15%, or even 20% reduction in the total market for the movement of goods.”

He added: “Any reduction is not a good thing from my perspective so we are hoping, to be honest, that some of our competitors are not so well prepared so we can win market share to cover any drop in volume and hopefully recover some income through customs clearance income.”

Baxter, a keen Brexiteer, dismissed reports that operators need more clarity to prepare for Brexit, insisting that “about 98% of what needs to be done is clear.”

He warned: “There will be some 26 MotorTransport

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Europa chief highlights ‘Brexit bankrupcy’ risk

operators who are not ready who will potentially go bankrupt,” adding: “Not being ready is not an alternative.”

Immigration law specialist Aldijana Hoad of OTB Legal talked delegates through the law on employing foreign workers postBrexit. She told delegates EU nationals already here or arriving before December 31 2020 have to apply under the Right to Settlement scheme by 30 June 2021 in order to remain in the UK, while those arriving after 31 December will fall under the new points-based Immigration System.

She said her clients’ experience

of the Right to Settlement scheme has “so far been quite positive,” but warned employers to educate their EU workforce on their employment rights or risk losing staff unnecessarily.

“There has been a lot of anxiety among EU nationals and having a better understanding of the system in place will hopefully result in fewer believing they have to leave the UK,” she stressed.

Jonathan Backhouse, partner at law firm Backhouse Jones talked about the legal implications of Brexit for the Irish Border.

He said the government’s Internal Markets Bill which, by

proposing seamless trade across the whole of the UK, puts the onus on the EU to police any movement of goods from the UK into the Republic of Ireland.

“This has effectively turned the tables on the EU by saying ‘you police the border because we are not going to’”, Backhouse explained.

Baxter welcomed the move. He said: “The Northern Ireland border was never our problem. The whole issue has been about us trying to find a solution to satisfy the EU and the EU saying the solution isn’t good enough. It is ludicrous.”

Turning to the legal aspect of the bill, Backhouse said: “Whether the government is strictly in line with international law or not – which by the way is a concept rather than a reality – there are no real sanctions other than a loss of so-called status, but as almost every country has broken international law to some extent, it clearly is no more than a reputational issue and I don’t think a big one, frankly.”

Noting that the Internal Market’s clause would only kick in in a no-deal scenario, he added: “I am an optimist and I believe we will have a deal.”

19.10.20