cgy jrty

IVECO ON TEST EUROCARGO 7.5 AND 18-TONNERS DRIVEN

ROARIN' ROBOT! OPTIMUS PRIME AROCS

LIGHT FANTASTIC ULTRA-TRIM TGS TIPPER

70m CR ANE

PUNCHING ITS WEIGHT AWKWARD LOAD SPECIALIST RAISES ITS GAME WITH STORMING NEW FH OUT OF TIME

DRIVER SKILLS CRISIS Calls for Army logistics help as shortage turns chronic ALL CHANGE

BIGGER & BETTER? Scania R450 Highline to Topline conversion CLASSIC TRUCK

CADBURY'S SCARABS Two 1950s Scammells brought back from the brink

NEW DAFs REVEALED! NEXT-GEN XG+, XG & XF ALL THE DETAILS INSIDE!

PLUS! ■ MERC'S NEW ACTROS L LONG-HAULER ■ LATEST DASH CAMS ROUND-UP ■ TRUCK-SPOTTING ON M8, HEARTLANDS ■ FREE EXPERT LEGAL ADVICE AUGUST 2021 ISSUE NO: 457 £4.25

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IVECO ON TEST EUROCARGO 7.5 AND 18-TONNERS DRIVEN

ROARIN' ROBOT! OPTIMUS PRIME AROCS

LIGHT FANTASTIC ULTRA-TRIM TGS TIPPER

70m CR ANE

PUNCHING ITS WEIGHT AWKWARD LOAD SPECIALIST RAISES ITS GAME WITH STORMING NEW FH OUT OF TIME

DRIVER SKILLS CRISIS Calls for Army logistics help as shortage turns chronic ALL CHANGE

BIGGER & BETTER? Scania R450 Highline to Topline conversion CLASSIC TRUCK

CADBURY'S SCARABS Two 1950s Scammells brought back from the brink

NEW DAFs REVEALED! NEXT-GEN XG+, XG & XF ALL THE DETAILS INSIDE!

PLUS! ■ MERC'S NEW ACTROS L LONG-HAULER ■ LATEST DASH CAMS ROUND-UP ■ TRUCK-SPOTTING ON M8, HEARTLANDS ■ FREE EXPERT LEGAL ADVICE AUGUST 2021 ISSUE NO: 457 £4.25

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On the cover…

44 Punching its Weight Crane-toting Volvo FH raises the game for Blackmores Machinery Haulage

14 Driver Skills Crisis

20

Calls for Army drivers to be put on standby as skills shortage reaches “catastrophic” levels

Next-gen DAFs

ON THE WEB!

Welcome to

TRUCKING

For the latest ne ws, features and mo re, see www.truckingm ag.co.uk, find us on faceb ook and follow us on twitter!

J

ust before this issue of Trucking went to press, Hampshire became home to the road transport industry’s great and good as the inaugural ITT Hub finally threw open its doors at Farnborough International Exhibition and Conference Centre. The show was first slated to take place last year, but COVID saw it pushed back to 2021. It was worth the wait.

Though seemingly much smaller in comparison to the CV Show, ITT Hub nonetheless had an energy that’s perhaps been missing from the NEC’s annual industry meet-up. Much focus was put on future logistics and alternative drivetrains, and manufacturers were also able to offer on-site ride-and-drives for visitors wanting to try out the latest vehicles.

But to my mind at least, DAF managed to steal the show with the public premiere of its only-just-unveiled next-gen XG+. The first right-hand drive example to arrive in the UK, the truck looked impressive from the outside – and inside, the sense of space in what is now the biggest cab on the market was astonishing. Climbing inside, the XG+ cab’s towering headroom meant it was easy for me (6 ft 4 inches) to stand upright on the very slight engine hump with room to spare. Fit and finish looked first-class, and I also managed to try out the new, fully articulating DAF Relax Bed – which to be fair I could have easily nodded off on, even though I’d only just had breakfast.

You’ll have to wait until next month to read our full review from the show – but for now, you can find out all the details of DAF’s all-new XG+, XG and XF starting on page 20.

20 New DAFs Revealed!

All-new cabs push the limits on next-generation XG+, XG and XF

38 On Test Iveco Eurocargo 7.5- and 18-tonners driven

42 Roarin’ Robot!

Optimus Prime themed Mercedes-Benz Arocs

50 Bigger & Better?

Scania R450 Highline to Topline cab conversion

54 Light Fantastic Kalkstein’s unconventional MAN TGS small-midlift tipper

Andy Stewart, editor www.truckingmag.co.uk

Find us on facebook (www.facebook.com/truckingmag) Follow us on twitter (@truckingmag) and on Instagram (truckingmaguk)

70 Cadbury’s Scarabs Pair of Scammells brought back from the brink August 2021 TRUCKING 3

Contents 44 Cranetoting FH

Kalkstein’s TGS tipper

54

70 Scarab Restos

42 Optimus Prime Arocs

Inside your August 2021 issue…

6 Industry News

16 International News

26 The Big Interview

36 Subscriptions

COVID & Brexit blamed as supply chain hit with closures, Merc reveals new Actros L long-hauler

European hauliers targeting expansion into UK despite Brexit red tape

Iveco’s UK truck director, Gareth Lumsdaine, on how the new WAY range is being received in the UK

Get Trucking magazine delivered right to your door and never miss an issue!

10 Alternative Fuels News

18 Truck Door Windows

30 New Gear

38 Driven

Simpsons Malt switches HGVs to HVO, S-WAY NPs for Romac, Coventry’s wireless charging study

How OEM-approved kerb view windows can boost safety

The latest gadgets and widgets to make life a little bit better

Iveco Eurocargo 7.5- and 18-tonners on test

19 Reviews The latest books, music and movies rated

32 Round Up: Dashboard Cameras

42 Me & My Truck

12 Operator’s News Ferryman fields Actros Edition 1, Ford Fuels fills up with LFs

Our pick of the latest crop of dash cams to back you up in a pinch

14 Driver’s News

20 Trucks in Focus: DAF XG+, XG & XF

34 Out & About

Calls for Army drivers to be put on standby as skills shortage worsens

All-new cabs push the limits on next-generation DAFs

This month, did we spot you on the M8, Heartlands?

4 TRUCKING August 2021

Robert Fraser’s awesome Optimus Prime Arocs 2636

44 The Big Deal Crane-toting Volvo FH raises the game for Blackmores Machinery Haulage www.truckingmag.co.uk

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50 Bigger & Better

66 Court & Inquiry

77-81 SERVICES

William J Will’s Scania R450 Highline to Topline conversion

The latest road transport cases straight from the courtroom

Owner-Drivers

54 Fine-Tuned for Profit

68 Trucker’s Diary

Kalkstein’s unconventional MAN TGS small-midlift tipper is the perfect spec for making moolah

Check the latest dates and venues for trucking events and conferences right here

62 Letters

70 Classic Truck

Tales of truck-spotting back in the day, DAF’s online debut, how to solve the driver crisis

Pair of Cadbury’s Scammell Scarabs brought back from the brink

Increase your productivity and revenue

Return Loads Maximise your profits

Operator Licensing Expand your horizons

Insurance

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Protect your investments

64 You & the Law

82 Last Drop

Trucking Trader

Our resident legal expert answers your queries

The Italian Job, traffic lights and the perils of remote control

Track down your next used truck bargain

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www.kelsey.co.uk August 2021 TRUCKING 5

NEWS INDUSTRY MAN tweaks Hatcher Components has added a new aerodynamic kit to its range so it can now accommodate MAN’s new-gen TGL and TGM. Based on the company’s unique ‘Freddie’ concept developed with Cranfield University and using Computational Fluid Dynamic Modelling (CFD), the air kit fits all TGL/M day cab models.

With a spoiler height of 820 mm from the cab roof, it suits most bodies used in the 7-12 tonne category – and particularly the distribution sector, Hatcher said.

It also claimed fuel savings with its Freddie system are “exceptional” and upwards of five per cent – even for those with urban routings. The company said for a vehicle doing 50,000 miles a year, payback should be less than 10 months.

Part of this is due to better crosswind air management.

“Operators need to bear in mind wind resistance isn’t just head-on,” said Hatcher’s Craig Poacher. “Side winds also impair fuel economy, so the ideal spoiler design will also push air around the vehicle as well as over it. It’s important as many of our major trunk roads run south to north, but our prevailing weather is from the west. The Freddie design is an asset here.”

Hatcher said its new spoiler doesn’t invalidate MAN warranty agreements.

New MAN at the top

MAN Truck & Bus UK has announced the appointment of Stefan Thyssen as its new managing director. Thyssen succeeds Thomas Hemmerich, who has been appointed the role of MD for the national sales company, Korea, which also includes responsibility for the Austral/Asia region (Trucking, July issue). Currently head of MAN Truck & Bus Scandinavia, Thyssen took up his new UK position on July 1, 2021.

6 TRUCKING August 2021

COVID & BREXIT BLAMED AS NEARLY 10% OF SUPPLY CHAIN FIRMS CLOSE

T

he transportation and storage industry has been hardest hit of all sectors by COVID and Brexit, according to the latest Office for National Statistics (ONS) Business Insights report.

Surprisingly, the data shows even the hotels, food services, arts and entertainment industries have fared better.

The report reveals between May 17-30, 9.6 per cent of ‘transportation and storage’ category companies reported they had now closed permanently. Some 15 per cent were still temporarily shuttered, and just 75.4 per cent had resumed trading.

To put the results into context, one might have expected the ‘accommodation and food service activities’ sector to have been significantly more damaged by lockdowns than transportation and storage. But that proved not to be the case – during the latter half of May, only 1.6 per cent of eateries and hotels reported they had closed their doors permanently, 15.1 per cent remained closed temporarily, and 83.3 per cent had resumed trading.

The logistics and supply

The ONS report stated the chain sector is seen as an proportions of businesses accurate barometer of the experiencing challenges in economy. When importing and exporting are manufacturers and retailers broadly unchanged since are doing well, their transport January 2021. “That is a providers are busy; similarly, damning indictment of when UK companies begin to current government policy,” struggle, transport and Jinks argued. warehousing is the first sector “During the period May to show an immediate decline.

3-16, 38.2 per cent of According to home delivery exporters reported increased firm ParcelHero’s head of challenges around additional consumer research, David paperwork; 26.8 per cent Jinks MILT, the ONS data reported challenges with new comes as a shock. customs duties; 15.2 per cent “The report is obviously grim indicated reduced demand news for transport and storage for products; and 8.6 per cent companies,” he said. “It also complained of disruption at strikes a warning note for UK borders. Brexit issues anyone hoping to see evidence remain a hurdle for exporters of an economic recovery.

“The root of the problem is and their transport freight transport companies are providers,” he concluded. particularly exposed to the impact of Brexit,” Jinks continued.

“This is on top of issues caused by the pandemic. It’s extremely concerning that customs problems have not got any better since Brexit regulations first hit ABOVE Supply chain sector has been hit harder in January.” than feared, according to ONS data CREDIT @NPAS Redhill

NEWS IN BRIEF

DVSA OPENS UP APPLICATIONS FOR NEW ATFs

P

rospective Authorised Testing Facilities (ATFs) can now apply to the Driver and Vehicle Standards Agency (DVSA) to open a new ATF if they meet certain criteria.

In line with the recommendations of the Department for Transport’s (DfT) Heavy Vehicle Testing Review, DVSA said it is

ABOVE DVSA stopped accepting new ATF applications back in 2017

accepting applications from ATFs that meet these criteria.

Since 2017, DVSA has stopped accepting new applications to set up new ATFs to enable it to support existing locations, the Agency said. But now, applications can be made if a prospect meets any of the following criteria: ■ It is a move of premises for an existing ATF, but within the same geographic area?

■ It already has ‘approval in principle’ from DVSA ■ It is in an area with a substantial shortage of ATFs (currently Orkney and mainland Highlands of Scotland) ■ It is in Southern England and is offering testing of fully laden fuel tankers or ADR ■ It will significantly

improve the service to heavy vehicle operators by reducing journey times or other efficiency benefit.

DVSA said applications will be prioritised based on the certainty and scale of improvement in service the proposed ATF can offer.

“This is the first step towards opening up the market to new ATFs, thereby increasing competition and improving the testing service,” said Neil Barlow, head of vehicle policy and engineering at DVSA. “This is an important first step in improving our service – and we will move swiftly to do more. We’d like to thank the heavy vehicle industry who have worked with us on this.”

www.truckingmag.co.uk

SCHMITZ CARGOBULL BEGINS TRAILER PRODUCTION IN THE UK

S

emi-trailer manufacturer Schmitz Cargobull is opening a new factory in Manchester to build customised vehicles for UK and Irish operators.

“The UK is a key transport and logistics market and an important semi-trailer and rigid truck market for us,” said Andreas Schmitz, CEO, Schmitz Cargobull. “With the new plant,

we are moving closer to our customers and ensuring we can address their needs by offering the most reliable chassis and a proven local body.”

Production at the 7500 m2 facility in Wythenshawe, Greater Manchester, is scheduled to start this summer with a capacity of 50 units per week, including freepost curtainsiders and box van

semi-trailers. The site will also contain a 1000 m2 spare parts warehouse for local supply, and by the end of this year will become the main base for the complete Schmitz Cargobull UK team.

Aftercare sales support is based on an authorised network of 1700 workshops located across the UK, Ireland and in Europe.

ABOVE Trailer manufacturer’s new factory is located in Greater Manchester

MERC LAUNCHES NEW ACTROS L LONG-HAUL FLAGSHIP

M

ercedes-Benz has taken the wraps off a new Actros L flagship long-hauler which, according to the German giant, is its “largest and most luxurious” production model to date.

Following the launch in 2021 of the limited-edition Actros Edition 2 (Trucking, December 2020), this new heavy-duty truck with conventional diesel powertrain went on sale Europe-wide in July ahead of production in November 2021.

“When developing the Actros L, we placed particular focus on driver comfort, safety, connectivity and total cost of ownership,” said Andreas von Wallfeld, head of marketing, sales and services at Mercedes-Benz Trucks.

ABOVE Updated long-hauler is available with StreamSpace, BigSpace or GigaSpace cabs

StreamSpace, BigSpace and GigaSpace cab variants can be spec’d at 2.5 m wide, making for a spacious interior. The lack of engine tunnel means the cab has a flat floor, and enhanced cab insulation reduces noise levels.

Merc said the seating position has been lowered by 40 mm, and optional new LED main headlamps have a higher light intensity than xenon headlamps to give better illumination.

Driver comfort is further boosted by stylish seat covers, new door trim, mattress with 45 mm thick topper and a tactile cab rear panel in the bed area.

Actros L is also bristling with safety features including Lane Keeping Assist, Proximity Control Assist and MirrorCam. In addition, Merc’s second-generation Active Drive Assist (ADA 2) is available for 4x2 and 6x2 tractor units with tag axles (but not currently those with mid-lifts). ADA 2 offers a degree of automated driving by automatically maintaining the distance to the vehicle ahead, accelerating and also steering if the necessary system conditions (such as sufficient curve radius or clearly visible road markings) are met.

ADA 2 features Emergency Stop Assist, which can initiate an emergency

stop if the driver is no longer controlling the steering wheel.

Actros L also has Active Brake Assist 5 (ABA 5) as standard, which features a pedestrian recognition function. ABA 5 works using a combined radar and camera system.

Sideguard Assist is fitted as well, which engages two short-range radar sensors mounted on the passenger side of the vehicle to monitor up to a lane’s width, and deliver optical and acoustic warnings if it detects cyclists, pedestrians or other vehicles.

Also on board is Predictive Powertrain Control (PPC) and a new Eco-Support display in the Multimedia Cockpit to further encourage fuel-efficient driving.

ABOVE Actros L features MirrorCam and a host of advanced safety features

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August 2021 TRUCKING 7

NEWS INDUSTRY New XF, XG & XG+ are doing the business for DAF UK

A

s Trucking went to press, DAF Trucks announced it has seen a “UK networkwide surge” of initial orders for its New Generation XF, XG and XG+ ranges just two weeks after their pan-European launch.

The UK market-leader said British operators were “racing” to become the first fleets to feature the new trucks. Production will commence in Eindhoven and Leyland from this October, with a limited number of build slots reserved this year to satisfy UK customer orders.

Scottish haulier Derek Heeps is the first operator north of the border with his order for a top-of-the-range XG+ 530 FT 4x2 tractor, courtesy of MOTUS Commercials in Glasgow.

Heeps said the vehicle will be followed soon by a further order for four XG 530 FTG 6x2 tractors to join the Bo’ness fleet.

DAF dealer Watts Truck & Van in Swansea has taken orders for two New-Gen XF 480 FTG 6x2 tractors for local customer, John Pearce

Glynneath Ltd. The South Wales operator is maximising the new DAF’s improved vision and safety credentials, selecting the new Digital Vision System to replace conventional exterior mirrors, City Turn Assist, plus a kerb-view window in the co-driver’s door.

Elsewhere, dealer Channel Commercials has also taken an order for two range-topping XG+ 530 FTG 6x2 tractors from Myers Group, while two XF 530 FTG 6x2s are destined for Alco Specialised Transport.

In the south of the UK, HTC DAF will be supplying four XG+ 530 FTGs for ULS Heathrow, and MOTUS Commercials in Bristol has taken an order for the same model with Broughton Transport.

In the north, Lancashire DAF has seen three individual orders for XG+ 530 FTS tractors for Wayne Catt Transport, Leckwith Group and JPL Haulage. In addition, Mark Armstrong of ABH Mansfield has placed an order with

MOTUS Commercials in Derby for New Gen XG+ 530 FTP to join his fleet.

“It’s been a hugely encouraging response,” said DAF Trucks marketing manager, Phil Moon.

“We have a daily sales tracker and orders are coming in at an impressive rate.” * For all the details of DAF’s new XF, XG and XG+ ranges, see Trucks in Focus starting on page 20.

ABOVE New range-topping XG+ boasts the biggest internal cab volume on the market

Hauliers warned to upgrade now to beat red diesel price hike

B

ritish and Swedish hydraulic refrigeration and electric hybrid systems manufacturer, Hultsteins, is advising temperature-controlled operators to fit an engine-drive PTO (power take-off) to all new trucks and tractors spec’d for refrigerated transport to beat the price increase for red diesel scheduled for next year.

ABOVE Engine-drive PTOs enable the retrofit of electric generators to further cut fuel costs

“We are just 10 months away from HMRC’s withdrawal of the current rebate on red diesel for use in refrigerated transport,” said Hultsteins’ head of sales for the UK and Ireland, Graham Usher.

“When this happens, the impact on fridge operators will be an overnight increase in diesel prices for their fridge units of around 100 per cent.”

Currently, red diesel attracts duty at 11.14p per litre, and this will increase to the current white diesel level of 57.95p per litre in April 2022.

This significant increase of 46.81p per litre will add many hundreds, if not thousands of pounds extra cost per year, per fridge for all diesel fridge operators, Hultsteins warned.

However, operators can

mitigate these cost increases and further decrease their current spend on diesel fuel – but to do so they must have an engine-drive PTO, said Usher.

“Fitting an engine-drive PTO on all new vehicles will give operators the option to retrofit an electric generator,” he said. “This does not replace the existing diesel refrigeration system, but instead works in tandem with the fridge unit and generates electricity at a constant 400V – even at idle speed. The generator transforms the diesel unit into a hybrid solution which will run any make of diesel fridge on electricity by utilising its built-in electric motor.”

According to Hultsteins, operators taking this course of action will benefit from reduced fuel consumption, reduced

carbon, lower noise, and a significant reduction in NOx and particulate emissions which will drop by over 95 per cent.

Furthermore, the company said the maintenance requirement of the host fridge system will also be reduced, which in turn extends the life of the diesel fridge.

“Specifying an engine-drive PTO will only increase the weekly cost over a five-year period by a small amount,” adds Usher.

“Not fitting an engine-drive PTO will certainly add thousands of pounds more to the operating costs per vehicle, per year.

Operators can pay a little more now, or a lot more later.”

Without an engine-drive PTO, he concluded, it is not possible to retrofit an electric generator – regardless of who it is supplied by.

TPN IS FIRST PALLET NETWORK TO INTRODUCE TAIL-LIFT SURCHARGE

I

n an industry first, The Pallet Network (TPN) has confirmed it will introduce a per-pallet surcharge for all tail-lift deliveries as of August 1.

The move, it said, was to “protect driver safety, service levels and partner profitability”.

The network is the first in the UK sector to take the step of reclaiming the extra costs involved with tail-lift deliveries and the levels of investment required of network operators.

The surcharge follows the HSE-endorsed RHA Tail-lift and Pallet Truck Guidance document, which was published in April.

“We are committed to safe and sustainable business,” said TPN MD, Mark Kendall. “That means service offerings have to be matched with appropriate pricing to ensure continued investment and profitability.

“The UK pallet networks are being asked to

8 TRUCKING August 2021

do more tail-lift deliveries, particularly to residential addresses, than ever before – but the sector has never addressed the price implications of this,” he argued. “Our commitment is to our partners’ success in terms of service, safety and profitability, and so it is incumbent upon us to take the lead.”

TPN said the surcharge is designed to address the need for drivers to complete dynamic risk assessments at every site; the need for extra investment in driver training; operator investment in electric pump trucks; and to allow partners to adapt the original B2B model for consumer deliveries.

It is essential to invest to improve the working conditions for drivers who are being asked to do increasingly difficult work, Kendall said. “Driver retention is a critical factor and we need to ensure drivers are equipped with the

best tools for the job,” he continued. “The sector as a whole has been unwilling to price tail-lift deliveries in a sustainable manner because they fear losing volume. However, TPN has always operated on the basis of quality, not volume. We believe customers will understand this change in pricing and ensure every tail-lift delivery is necessary and is to a suitable location.”

According to the Association of Pallet Networks, residential deliveries grew to ABOVE TPN boss said 18 per cent of surcharge is to cover its pallet volume partners’ investment in overall in 2020. training and equipment www.truckingmag.co.uk

The face of evolution in shape for your business A busy schedule demands the right tools to make your everyday life run even smoother.

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NEWS ALTERNATIVE FUELS SIMPSONS MALT SWITCHES HGVs TO SUSTAINABLE HVO

NEWS IN BRIEF

F BEV lifecycle A life cycle assessment of batterypowered distribution models has been made by Scania. It makes for interesting reading for operators looking to switch from diesel to electric, as it shows battery electric vehicles (BEVs) have less of an environmental impact than those with an internal combustion engine (ICE). The assessment is an ISO 14040/44 method to calculate the environmental impact of products, and covers the entire life of the product 'from cradle to grave’, starting with raw material extraction. BEV production has a higher environmental impact, mainly due to energy-intensive battery cell manufacturing.

However, the total life cycle impact on climate change is dramatically better for BEVs due to a lower carbon impact from the use phase. Scania said if EU trucks switch to green electricity, a life cycle carbon emission reduction of 86 per cent is possible.

amily malting and merchanting business Simpsons Malt reckons it has reduced net CO2 emissions from its trucks by up to 90 per cent after switching its fleet from diesel to HVO fuel.

HVO (hydrotreated vegetable oils) is a synthetic, paraffinic fuel made from 100 per cent renewable raw materials. It is stable, sustainable and high quality, offering better combustion, filterability and cold temperature resistance than other diesel products.

In January 2021, Simpsons Malt took delivery of a 140,000-litre steel bunded HVO fuel storage tank from provider Crown Oil. In the weeks that followed, 28 trucks in the company’s fleet based out of its Berwick-upon-Tweed headquarters – comprising 21 DAFs, six Scanias and one MAN – have gradually transitioned over to HVO, with additional haulage partners also using the fossil-free fuel for their malt deliveries with the company.

“In the five months our wagons have been running on HVO, we have been very impressed with the performance, with no change in the miles per gallon of the vehicles,” said David McCreath, Simpsons Malt group fleet manager.

“Refuelling has also been made simple through our on-site HVO tank, supplied and regularly restocked by Crown Oil,” he added.

As well as reducing net CO2 emissions by up

10 TRUCKING August 2021

ABOVE Operator is now fuelling 28 of its trucks with HVO instead of diesel

10 S-WAY GAS TRUCKS ROCK UP FOR ROMAC

DAF chargers Electric vehicle charging stations ranging from 20 kW to 360 kW have been unveiled by DAF, provided by parent company PACCAR. In addition, mobile chargers with outputs from 24 kW up to 40 kW are also available for road-side assistance or use in workshops. The 20 kW to 50 kW PACCAR chargers support the daily operations of a truck that can be charged during the evening or at night. Meanwhile, 120 kW and 180 kW stations are aimed at fleets operating electric vehicles on multiple routes. The 180 kW unit provides the power to charge most truck types in less than three hours. And finally, the most powerful charger – offering 350 kW – is an ultra-fast option which can charge vehicles at full rated power in less than two hours, or fast-charge two vehicles simultaneously. DAF and its partners are handling the integration of the chargers with electric trucks, and will also be responsible for the hardware and network software.

Customers can purchase the PACCAR chargers from DAF dealers and TRP store locations.

to 90 per cent – which equates to more than 4000 tonnes based on litres the company’s fleet consumes in a regular year – HVO is also found to reduce NOx (nitrogen oxide) emissions by up to 27 per cent and PM (particulate matter) by up to 84 per cent. All are key components towards achieving improved air quality.

This, the company said, is the best available technology to do this until electric or hydrogen powered trucks become viable, which is still a few years away.

An HVO logo designed by Courage Creative Ltd in County Durham has been applied to the rear of the trailer of each truck.

N

on trunking functions between director, Andy Newnes. ational distribution and major Regional Delivery warehousing specialist “CNG is something we Centres (RDCs) for a global Romac Logistics has wanted to tap into as part of our e-commerce business. become one of the very first sustainability agenda and that Currently, five of the gas operators in the UK to put Iveco’s seems to resonate, as a number trucks will be based out of new S-WAY Natural Power (NP) of interested parties have Romac’s Middleton HQ near tractor units into service. approached us since we began Manchester, while the others shouting about the gas trucks.”

Joining a fleet of 220 trucks work from its Wednesbury are 10 new 4x2 S-WAY Running on radial work depot in the West Midlands.

AS440S46T/P NP CNG tractors. means the vehicles can be A further order that will double refuelled in shift as they return “Not only is there the this is currently being finalised. to base for reloading or trailer important CO2 benefit, but These are the latest in the swaps. Romac has partnered there’s a cost advantage to gas Italian manufacturer’s line-up of with CNG Fuels for this and will fuelling, so we intend to get natural gas-powered heavy utilise its 100 per cent these running as efficiently as trucks, employing a 12.9-litre NP renewable biomethane possible, utilising them on double Cursor 13 engine at 460 bhp, supplies from Warrington shifts over a 24-hour period,” which produces 2000 Nm of and Erdington. said Romac’s commercial torque between It is anticipated the 1100-1600 rpm, trucks will each cover running through a around 160,000 km per 12-speed HI-TRONIX year, upon which a automated gearbox reduction in CO2 with ZF retarder. emissions of 125 tonnes Romac ordered the per vehicle per year has S-WAY NPs to been calculated. operate across a The new trucks are number of contracts being supplied by South – one running store West Truck & Van in replenishment for a Avonmouth on a national supermarket ABOVE Romac is one of the first hauliers in the five-year Iveco Capital chain and the other operating lease.

UK to field the new S-WAY NP460 www.truckingmag.co.uk

Coventry commences wireless HGV charging study

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oventry City Council is launching an investigation into how dynamic wireless charging technology could be used to power up electric trucks and other vehicles at work in the region.

Environmental specialist Ricardo and electricity distributor Western Power Distribution (WPD) are also involved in the project, which will assess technological and electrical usage requirements of wireless power transfer

for commercial vehicles in Coventry and potential wider UK deployment.

The study, funded through the Ofgem Network Innovation Allowance (NIA), will consist of research and data modelling to assess feasibility for dynamic wireless charging in the UK and the potential for the country’s first real-world demonstrator.

“This technology allows electric vehicles to charge their batteries or be powered directly, while being driven, and

would allow vehicles with demanding duty cycles to switch from petrol or diesel to being electric,” said Denis Naberezhnykh, technical director, Ricardo.

“This could be a gamechanger as the automotive industry looks for ways to reduce its dependency on fossil fuels and indicates just how important this project is.”

The 11-month study will also involve other partners, including Cenex, Coventry University,

Hubject, Midlands Connect, National Express, Transport for West Midlands and Electreon.

ABOVE Coventry’s study could pave the way for a wireless charging tech roll-out across the wider UK

Gasrec celebrates landmark LNG load

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asrec is celebrating a milestone achievement with Grain LNG after collecting the 10,000th tanker load of LNG (liquified natural gas) from the National Grid facility on the Isle of Grain.

The supplier said demand for LNG in the road transport sector has soared in recent years as operators continue to look for more environmentally friendly alternatives to diesel to meet

ABOVE Gasrec has collected its 10,000th tanker load of LNG from the National Grid facility on the Isle of Grain

increasingly stringent targets for reduced carbon emissions.

The off-grid industrial sector has also seen strong growth for LNG as a cleaner substitute to fuel oil, Gasrec added.

In March, Grain LNG broke its previous monthly loading record – filling 310 cryogenic tankers with the fuel. In total, 2149 tankers filled up at the facility in 2020 – and National Grid expects utilisation to increase by as much as 80 per cent over the course of 2021.

Grain LNG is the largest LNG terminal in Europe with the capacity to store 1 million m3 of LNG. Gasrec, a UK supplier of biomethane to the road transport industry, reckons it has seen exponential growth in recent years, with the company now supplying approximately seven times more gas to fleets than at the start of 2019.

The business provides customers with Renewable Transport Fuel Obligation (RTFO)-certificated Bio-LNG and Bio-CNG (compressed natural gas), with

the former seeing the largest spike in demand – due largely to its suitability for long-haul work and the size of the 6x2 tractor unit market in the UK. Sales of Bio-LNG from Gasrec’s flagship site, located close to Daventry International Rail Freight Terminal (DIRFT), grew by more than 250 per cent in the last 12 months, it said.

“This landmark loading at Grain LNG marks another significant milestone for us in the continued expansion of the sector,” said Rob Wood, CEO, Gasrec.

“Bio-LNG is proven to be the most environmentally friendly fuel currently on the market for long-haul operations and will continue to be so for the foreseeable future.”

To keep up with demand, Gasrec recently invested in four additional tri-axle tankers to take its delivery fleet up to seven – with a further two currently in build and due on the road later this year. Each tanker is capable of carrying up to 20 tonnes of Bio-LNG.

Volvo’s new e-truck safety system is a sound idea

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olvo has announced a new acoustic alert safety system which offers unique sounds for its batterypowered truck models.

With the new system, pedestrians, cyclists and other vulnerable road users will now be able to hear when one of the EVs is approaching.

The new safety system helps meet recent requirements regarding road safety. From July 1, 2021, all EVs in the UK are required to emit a certain sound level when travelling above 12 mph. The sound level is speed-dependent and the level gets higher as speeds increase.

Therefore, at 12 mph it should be

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at least 56 decibels. If the vehicle product safety director. ensure pedestrians and cyclists is too quiet, an external acoustic “Sometimes so much so that notice when they are close to our vehicle alerting system (AVAS) people don’t even look before electric trucks.” must be added. crossing a street! We want to help In total, there are four different sounds within the new Volvo said it has safety system, developed a set of designed to inform ‘premium sounds’ for people close by about the electric trucks. what the truck is doing.

Furthermore, it claims For example, the sounds are designed audible alerts will to be ‘pleasant and sound when the truck unobtrusive’. is moving forward, “From when we idling and reversing. were children, we The sounds will vary have learnt to rely in intensity based on not only on what we truck speed, and will see, but also what we shift in frequency hear in traffic,” said Anna Wrige Berling, ABOVE Acoustic alert system is designed to meet new during acceleration and deceleration.

Volvo’s traffic and UK safety requirements August 2021 TRUCKING 11

NEWS OPERATORS NEWS IN BRIEF

Broughton's D Wide In a conquest deal, Sparks Commercials has sold a Renault Trucks D Wide 26-tonne rigid to Broughton Transport Solutions to service increasing demand on its pallet network business. Based in the village of Broughton Gifford, near Melksham, the new Renault will join the existing fleet of 42 trucks and 40 trailers (nine of which are rigids), providing a range of both ambient and temperature-controlled services across the UK and Europe.

Unusually, the company is also a member of two pallet networks: Broughton collects, delivers and trunks for both UPN and TPN. The D Wide with high-spec, rearsteering chassis was an operatorrequested preference due to tight access in many of the rural areas they deliver and collect from. With a 2.3 m D Wide day cab, the new addition is powered by Renault's DTI 8 producing 320 bhp and 1200 Nm of torque.

Safe & sound Pembrokeshire haulier Frenni Transport is aiming to eliminate any risk of human error by protecting its entire truck fleet with the latest generation of Wheely-Safe tech. The firm has intelligent tyre pressure monitoring systems (TPMS), wheel loss and brake temperature sensors running on 12 of its 40 Volvo and DAF trucks, and said it will roll-out the system across the rest of its vehicles. “We take the safety of our drivers and other road users very seriously and are really hot on compliance,” said Mathew Parry, director, Frenni Transport. “As good as the latest truck tyres and traditional fleet inspections are, there will always be that element of human error.

But this technology gives us the peace of mind that we will get an immediate alert if a wheel nut starts to loosen and we may be about to have an issue, even mid-journey.”

12 TRUCKING August 2021

FERRYMAN FIELDS NEW ACTROS EDITION 1 FLAGSHIP

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ontllanfaith, Gwent-based haulier Ferryman has added a striking new Mercedes-Benz Actros Edition 1 flagship to its fleet – and will no doubt receive additional exposure as the new truck’s driver is Youtube vlogger, ‘Trucker Jenko’ – aka Martyn Jenkins.

The top-of-the-range model was supplied to the South Wales haulier together with two other highlyspec’d Actros by local dealer, Euro Commercials. These are Ferryman’s first Mercs, and all three wear liveries highlighting its 30th anniversary.

“I’m 52 and this is my first top-of-the-range truck,” said driver, Martyn. “There’s so much to be excited about that I feel like a kid at Christmas.

“The Edition 1 is unbelievable,” he gushed. “I love the way it looks, even at night when the grille-mounted three-pointed star is illuminated. It’s also great to drive, with an amazingly spacious and comfortable cab – the top bunk is huge! – in which to spend nights away.

Whichever way you look at it, this truck is lush.”

Ferryman offers a comprehensive range of warehousing, distribution and transport services covering anything from a single pallet to a full load. It operates a fleet of 26 trucks, all but five of them tractor units.

PopIn Vehicle Graphics, of Cardiff, applied vinyl wraps to the new Actros. It was also responsible for the design on the back doors of the Edition 1’s curtainsided trailer, which highlights Ferryman’s long-standing fund-raising support for the Welsh charity, Tenovus Cancer Care.

The operator ordered its Mercs after two-week ABOVE Edition 1’s driver is trials of a pair of Youtube vlogger ‘Trucker demonstration Jenko’ – aka Martyn Jenkins units last year.

ABOVE Flagship Actros Edition 1 has GigaSpace cab and 625 bhp motor “Euro Commercials’ driver-trainer came in and gave us a thorough overview of what the Actros could do, particularly with regard to the benefits of all the new technology,” said transport manager, Richard Morris.

“We then sent them out on long-distance work and the feedback from the drivers was first class. MirrorCam took a little getting used to; but having done so, both said they preferred it because the visibility is much better, particularly on the blind side when reversing.”

Ferryman’s Actros are the subject of Mercedes-Benz Finance contract hire agreements under which each will cover 140,000 km per year. They are now being inspected and serviced by the workshop team at Euro Commercials’ Cardiff headquarters.

Just 400 Actros Edition 1s have been built, and of these only 35 were made available to UK customers.

Each features a GigaSpace cab and gloss black grille, darkened headlamp covers and rims, and branded sun visor incorporating four extra LED main-beam headlamps.

Like most examples, Ferryman’s Edition 1 has a 15.6-litre engine delivering 625 bhp. As 2551 variants, Ferryman’s two other Actros are powered by 12.8-litre producing 510 bhp. All have GigaSpace cabs.

Ford Fuels fills up with LF 18-tonners

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outh West fuel oil and lubricants supplier, Ford Fuels, has taken delivery of two new DAF LF 18-tonners, marking 10 years of acquisitions from the Dutch truck manufacturer.

Two new LF260s join 11 further rigids which entered service last year, adding to the majority of DAF vehicles in the 90-strong fleet. The company runs a mix of flatbed, dropside, curtainside and predominantly

ABOVE New LF260 18-tonners are latest additions to operator’s mainly DAF fleet

tanker vehicles.

The new trucks were supplied by local DAF dealer MOTUS Commercials in Gloucester, and coincide with the family-run operator’s 50th anniversary.

Recent DAF intake over the last 12 months is made up of LF 12- and 18-tonne rigids, and also an increasing number of 26-tonne CF340 6x2 rigids with DAF’s rear-steer FAN axle configuration to deliver an increased payload potential – 18,000 litres of product – alongside better manoeuvrability.

Tanker bodywork across the Ford Fuels fleet is supplied and fitted by Magyar, Lakeland and RTN Group.

The company is currently investing in new technology, including the recent introduction

of the FuelStar digital ordering and delivery system from TouchStar, with the benefit of eTicketing and real-time job scheduling for drivers.

“We endured some poor experience with another vehicle supplier before moving over to DAF,” said Ford Fuels’ sales manager, David Ford. “DAF presented a compelling business case for us. DAF vehicles are well proven for quality, value for money and, of course, reliability, and the proximity of MOTUS Commercials in Gloucester and Bristol – and also Brian Currie in Milton Keynes – offered really good geographical coverage.

“However, it has been the level of support from the DAF dealers that has truly impressed,” he concluded.

www.truckingmag.co.uk

GREENE GRABS TOUGH TGS 8x4 FOR DIRTY MUCKAWAY WORK

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outh Wales haulier M&M Greene of Gorslas, Llanelli, has just taken delivery of a new TGS 32.510 – one of the first New Generation 32-tonne 8x4s to enter service in South Wales.

The new truck has been spec’d to deliver bulk loads of sand and gravels to and moving spoil and muck-away from local projects and building sites.

Powered by MAN’s D26 Euro 6D, 12.4-litre straight-six engine rated at 510 bhp and running through a TipMatic 12-speed automated transmission, the new TGS is fitted with a Wilcox Wilcosteel body.

Built entirely from Hardox 450 steel with a deck thickness of 4 mm, the sides, headboard and tailgate are 3 mm thick, with wings and valances made from aluminium plate.

Greene’s fleet now extends to 10 vehicles, and in a break from its previous acquisition method of leasing vehicles, it has purchased the TGS outright.

“The MANs we already operate have proven to be both tough and reliable,” said Mike Greene, MD, M&M Greene. “In this part of the world we have some challenging hills, both on- and off-road, so we need dependable and solid workhorses.

“The trucks are also a firm favourite with our drivers, who appreciate the cab’s spacious interior, the build quality and the overall driving experience. By adding some new creature comforts and enhancing the specification, we can see this new vehicle being even more driver friendly and welcoming,” he added.

Operating out of the M&M Greene yard at Gorslas, the new TGS 32.510 runs at 32 tonnes GVW most of the time, delivering aggregate products throughout South Wales and into Mid Wales.

ABOVE Operator’s new TGS was spec’d with Wilcox Wilcosteel body www.truckingmag.co.uk

BLACKWOOD BUILDS FLEET WITH FIRST BESPOKE PLANT BODIES

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ilmarnock-based Blackwood Plant Hire has taken delivery of its first purpose-built plant bodies from Andover Trailers. Mounted to two identical 32-tonne, 8x2 Scania G450 chassis, the specialist plant bodies are new additions to Blackwood’s fleet, continuing a relationship between the two companies that began with the delivery of a tri-axle step frame trailer in 2008.

“Over the years we’ve had five new step-frames and a secondhand Andover plant body in our fleet – all of which have

consistently performed superbly,” said Blackwood Plant Hire MD, Paul McCormack.

“Andover builds to our exact spec, delivering products that are ultra-strong and extremely lightweight – a perfect combination.

“No matter what is asked of these new rigids, we know they’ll be up to the task. Then when we eventually come to sell them on, Andover’s reputation means that they command strong residual values,” he added.

Each plant body has been precision engineered to the

ABOVE New bodies from Andover Trailers are mounted to Scania G450 8x2 chassis

individual Scania chassis. The new rigids include a double crank beavertail connected to a pair of 2.8 m long hydraulic power toe ramps. These feature Andover’s fold-forward design – which helps to reduce drag – and are also fitted with hydraulic sideways movement to enable them to be brought together to assist with loading narrow machines.

The new bodies also have Andover’s low-profile deck.

Each new truck features full air suspension with rear lift and steer axles, alongside a full working-atheight system and additional LED lighting for improved safety when loading and unloading.

The decks also include four pairs of lashing points as standard, with the company opting for an additional four pairs of five-tonne D-rings to increase load flexibility and security.

Based out of the Blackwood’s Stewarton depot, the new rigids will deliver a range of plant – including diggers and excavators weighing up to 14 tonnes – to customers across the UK. On the road six days a week, the vehicles are expected to clock up around 150,000 km per year.

Gilder hoovers up FH tridem with top-spec air vac body

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loucestershire-based William Gilder has put a new Volvo FH Globetrotter 8x4 tridem into service, equipped with a top-of-the-range DISAB air mover body.

The truck is part of a wider order that will see 10 new model FH tractor units also join the business’s 75-strong fleet.

The waste and agricultural logistics specialist will use the high-spec 32-tonne rigid to remove material from perilous working environments.

“Dealer Truck and Bus Wales & West put a huge amount of work into the configuration and specification of the truck,” said Melvyn Evans, director, William Gilder. “We would not have the finished product we have now without their efforts.

There’s not an inch of space left on the truck – and the team have worked wonders, along with the bodybuilder, to supply it just as we wanted.

“We’ve kept it as short as possible and also added rear air suspension to improve manoeuvrability further, which will help us get into ABOVE FH has Globetrotter cab some awkward and 500 bhp engine sites,” he added.

The new FH tridem stands out from the rest of the Gilder fleet thanks to its distinctive DISAB body. “This is definitely something new ABOVE DISAB hoover body has for us,” Evans “colossal power” said. “The air mover on the back is effectively a hoover, but with colossal power – it’s a serious bit of kit. It can pick up dry and wet material and will allow us to remove waste from a wide range of places.

“For instance, we can run pipes into a factory floor to collect product that has fallen off conveyors. We also do a lot of work with anaerobic digestion plants, which need cleaning usually every 18 months or so.

We can access those tanks and run it all via a remote control, meaning there’s no need for man entry – making it a much safer process.”

The FH is powered by Volvo’s 500 bhp D13K engine producing 2500 Nm of torque. It features a 12-speed I-Shift transmission and Globetrotter cab, and is supplied with a three-year Volvo Gold Contract R&M package.

The 10 new model FH 6x2 tractor units will follow the tridem into service throughout the course of the year and will be used to pull tankers carrying liquid waste.

August 2021 TRUCKING 13

NEWS DRIVERS NEWS IN BRIEF

Calls for Army drivers to be put on standby as driver shortage hits crisis level

C Tachos to go Truck drivers can now apply and pay for their tacho cards online in minutes via a new DVLA digital service. Around 780,000 tacho card holders will be able to use DVLA’s new service which enables them to apply for, renew or replace cards faster than before. While drivers can still choose to fill out a paper application and send it in the post, the online service is designed to be easier to use. It is available 24 hours a day, seven days a week, and drivers should have their new card issued within 24 hours from applying, compared to 10 days or more when posting a paper application.

DVLA said drivers using the online service need a valid GB photocard driving licence to apply. After applying, they will receive an email notification confirming their application, and can choose to be updated on its progress by text message. The new service can be accessed via GOV.UK at www.gov.uk/ apply-driver-digital-tachograph-card

Food for thought Junk food has been identified as a cause of dangerous driving, according to new research. The report in Occupational & Environmental Medicine claims those on a poor diet suffer more from fatigue. Factors such as gender, age, experience, driving skills and attitude have all been cited in the past as causes of collisions. However, the new study suggests the lifestyle of long-distance drivers also has a major impact. Researchers analysed a sample of 389 male truck drivers from one transport operator in Suzhou, China.

Most of the drivers were aged between 31 and 60 and had between six and 10 years’ experience behind the wheel. In addition, drivers were chosen who covered an average of between 50,000 and 100,000 km a year.

Each driver was asked how often they ate 25 different food items, and how much of each they ate. Not all were junk food items – the categories were: vegetable-rich; staple foods; animal proteins and snacks. The drivers completed a fatigue test and two surveys on driving behaviour and attitudes towards other drivers. The results showed lorry drivers with healthier dietary habits tend to engage in more “positive driving behaviours”.

Specifically, those who had vegetable-rich and staple diets were associated with safe driving. Drivers who ate junk food such as fried items and desserts were less likely to have positive driving behaviour. Dietary patterns were linked to participants’ levels of fatigue, with those who consumed high levels of vegetables and staple foods less likely to feel tired at the wheel.

14 TRUCKING August 2021

alls for the army to mobilise to protect the 76,000 individuals, has meant haulage firms are UK’s food supplies have been issued by the now struggling to recruit new drivers.”

DVSA estimates it can undertake 118,000 HGV Federation of Wholesale Distributors (FWD) driver tests in the remainder of 2021, but it will as the national shortage of truck drivers escalates. take months to catch up on the existing backlog “The driver shortage has reached crisis point of outstanding examinations. for some of our members and we believe it is “The government recently granted temporary likely to get worse as more hospitality venues visa status for agricultural workers to ensure open and demand increases,” warned FWD chief important crops are picked and made available executive, James Bielby.

He said with the estimated 70,000 shortfall in for UK consumers,” Wells pointed out. “But HGV drivers, some wholesalers have had to limit without temporary visa status for the drivers to the number of deliveries they make to convenience move this food to where it is needed, the supply stores – which has led to some availability issues. chain will break down at the first hurdle. The two “They have done all they can to keep their sectors work hand in hand and should be treated customers stocked, including raising drivers’ in the same way.” wages and even sending depot staff out in Meanwhile, the Road Haulage Association non-HGV vehicles to fulfil smaller orders,” Bielby (RHA) has sent an action plan to the government added. “Some have had to turn down business in spelling out what it believes needs to happen to order to fulfil orders to regular customers.” avert the crisis, and recently met with ministers to Distributor ParcelHero’s head of consumer highlight “the growing peril to UK supply chains”. research, David Jinks, warned home deliveries of “The long-term ineffectiveness of food and goods are already being impacted by apprenticeships for lorry drivers and the general the driver shortage, with some stores running low hostility from authorities and government is on stock. “We could soon be facing shortages as unhelpful for recruiting and retaining drivers,” bad as those at the start of the first lockdown, said RHA boss, Richard Burnett. which could mean a return to the rationing of The industry body has called for 12 key actions staple foods,” he said. to be taken by government. For example, it “The reason is all too obvious. Thousands of EU suggested reconsidering the Shortage drivers and warehouse operatives have fled the UK Occupation List, and said the introduction of a to avoid Brexit regulations. Many EU citizens didn’t seasonal visa scheme for qualified drivers would meet the government’s proposed criteria for skilled help reduce shortages instantly. work visas. This mass exodus was exacerbated by It urged driving tests for truck drivers are the impact of COVID-19, which brought the prioritised and proposed a ‘Return to HGV training of new lorry drivers to a standstill.” driving’ scheme.

Jinks said UK retailers and their suppliers now RHA said a survey of ex-drivers would “assist face “a perfect storm” as even Ken Murphy, CEO policy makers and industry address problems and of Britain’s largest supermarket, Tesco, has encourage retention”. Better promotion of the admitted his company is having to “work hard”’ job and sector is also required.

Apprenticeship opportunities should also be to keep up with the shortfall. widened, with funding for C+E drivers and “As problems mount, it’s not surprising the schemes for Class C drivers. In addition, FWD is calling for army drivers to be put on proposals for SME-focused training schemes standby to protect vulnerable communities where and an independent training loan scheme were food deliveries are at risk,” Jinks added. “It says also presented. fresh produce suppliers are already being forced Elsewhere, RHA said other training schemes – to dump supplies of fruit and vegetables for lack such as DWP Pilot and Road to Logistics – should of delivery drivers."

Logistics UK has pressed government to be better promoted.

Productivity on road networks and at collection/ introduce a seasonal visa for European HGV drivers delivery sites need to be improved. Plus, to protect the country's supply chain. “During the COVID-19 pandemic, understandably, all driving treatment of drivers was also highlighted as an area that needs attention. tests were suspended,” One measure that wasn’t said its chief exec, recommended in the David Wells, “leaving a action plan was an huge backlog of extension to drivers’ hours. potential drivers “A short-term general wishing to enter the relaxation of driver hour logistics industry. At the limits will be countersame time, 79,000 productive, as it makes job European logistics less attractive,’ RHA said. workers returned to “We should also be their home countries – mindful that road safety is and this, combined with the reason HGV driver an existing shortage of ABOVE Brexit, COVID and recent changes to HGV drivers more than employment laws have seen drivers 'flee' the industry hours are limited.” www.truckingmag.co.uk

GOV LIFTS KENT TRUCK BAN inisters have withdrawn powers from Kent County Council (KCC) to clamp HGVs parked in laybys across Kent as of June 30, 2021 after the plan came under fire from transport industry bodies, including Logistics UK. “The decision by the DfT to withdraw KCC's clamping ban on lorry parking in laybys across several areas of Kent is great news for all hardworking drivers," said Heidi Skinner, Logistics UK's policy manager for the South East. "Lorry drivers, who were deemed 'essential' during the pandemic, must be able to take their legally required rests

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during the day without fear of prohibitions. While the existing shortage of between 1000 and 1200 HGV parking spaces in Kent continues, laybys are often the only option for those seeking somewhere to stop.”

Logistics UK wrote to parliamentary undersecretary of state Rachel Maclean MP in June to express "strong objections" to KCC’s powers to clamp trucks parking for more than 45 minutes at a time in laybys across several areas of Kent.

Skinner said the creation of new HGV parking areas must now be a priority: “It is now vitally important DfT works closely with KCC to create sufficient safe parking spaces. The welfare of these key workers must be a priority, to provide them with access to safe and secure parking spaces to rest – for both their welfare and to meet legally mandated rest periods.

"The shortage of appropriate spaces is a problem which has been highlighted to government for several years now, without any significant action being taken," she concluded.

TRUCKER WHO HELPED SUICIDAL MAN CROWNED HGV HERO truck driver who helped out in a potentially tragic scenario has been hailed as one of RHA’s HGV Heroes.

Aylesbury-based driver Tom Reddy reacted quickly when he saw someone on a footbridge on the A47. Furthermore, he positioned his truck under the bridge where the man was standing.

As a result, Reddy and another motorist were able to climb up the verge to the bridge and talk the man down.

The RHA panel chose Tom after his former colleagues at Moran Logistics nominated him.

The RHA’s HGV Heroes campaign, which ran last year, recognised logistics professionals who had gone the extra mile during lockdown.

Reddy, who now works for XPO Logistics, was modest about his actions. “I find the situation of being on that bridge very relatable, having served in the military in an early part of my life,” he said.

“In addition, I have had my struggles with mental health, both at the time and in the years following. I am extremely sympathetic with anyone who finds themselves in that position.”

Reddy added he was grateful to be recognised. “I did nothing exceptional

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on that day apart from doing what I believe a human being should do.”

RHA chief executive Richard Burnett handed over the award to Reddy.

“I am delighted that Tom is our overall winner,” Burnett said. “Thanks to his selfless actions, he prevented a man jumping from a road bridge. The man contemplating jumping off the bridge was fortunate it was Tom who came to his rescue.”

Dan Myers, from XPO Logistics, is understandably proud of his colleague. “Tom is an exemplary individual who is worthy of recognition and thanks,” he said. “Together with the RHA, we are proud to celebrate Tom and his selfless actions.”

Concluding, Myres called Reddy “a true HGV Hero”.

#PROUDPROFESSIONALS

Ambassador interview: Andy Marshall Andy Marshall, managing director for The Marine & Cargo Consulting Ltd is a Proud Professional through and through. We spoke about how his company has grown, why his team are so passionate about supporting veterans and plenty more…

Marine & Cargo seems to be flourishing as a business. What’s the secret to your success?

AM: “First and foremost, we have a fantastic group of lads here who take pride in their work; we absolutely couldn’t do it without them. We also value leading by example – we don’t expect any employee to do something that myself or my brother won’t do. We’re here seven days a week, 5am to 7pm; any new job that comes through, we always try do the first run.”

Your team puts a lot of time and resources into support for veterans. Can you tell us more about this?

AM: “As a company we have signed the Armed Forces Covenant, which is our commitment to the men and women who have served our nation. We’re also proud supporters of both the Veterans’ Gateway and the Veterans’ Community Network. Within our team we have a few ex-military lads, and you’ll notice tributes among the trucks in our fleet. Ultimately we want to make sure those who have served our country get the care and support they deserve.”

If you could give one piece of advice to someone newly entering the industry, what would it be?

AM: “Always be honest. It couldn’t be simpler – no matter what the problem is, we can fix it as a team. If our employees are honest with us, we can help them every step of the way towards putting things right.

The trust works both ways. Make sure you stay honest, to others and to yourself, and you’ll be one of the #ProudProfessionals in no time.”

The #ProudProfessionals campaign is here to highlight how vital we are as an industry. Behind every home, every workplace, every community, there is a Proud Professional.

Together we are the backbone of our nation and it’s time we stand proud. www.proudprofessionals.co.uk

ABOVE RHA boss Richard Burnett (right) handed the award to hero driver Tom Reddy (centre)

If you know proud professionals like Andy then visit www.proudprofessionals.co.uk to nominate them – let’s give them the recognition they deserve.

August 2021 TRUCKING 15

NEWS INTERNATIONAL NEWS IN BRIEF

Keeping pace The European Truck Racing Association (ETRA) has confirmed Iveco will contribute a bio-LNG powered S-WAY NP pace truck to its 2021 season. The news comes as the European Truck Racing Championship (ETRC) announced it will be the first FIA-regulated competition to ensure competing racing trucks are running on the latest generation of synthetically produced HVO fuel (hydrotreated vegetable oils), fully generated from renewable sources. Iveco said its S-WAY NP pace truck will deliver an even more sustainable performance with a significant reduction in nitrogen emissions and up to 95 per cent less CO2 emissions compared to diesel-powered trucks when running with bio-LNG.

In the sim Four big names from the transport and logistics sector have come together to supply an HGV driver training simulator for the Industrial Training Centre (ITC) in Zambia. The donation followed a visit to ITC in 2018 by representatives of Big Change, Clipper Logistics, Malcolm Group and XPO, where it was identified a simulator would allow new drivers to spend additional hours behind the wheel in the safety of the classroom. After learning some basic skills, they can then head out for some practical experience within ITC’s grounds, before venturing onto quiet back roads with their instructor – often in a car at first – before taking to the wheel of one of ITC’s full-size training vehicles. Mike Daly, non-exec director of Clipper Logistics, sourced the simulator from Clipper’s training team and then secured funds and expertise from the group to cover IT upgrades and shipping. Bishopsgate also stepped in to help, crating the components without charge to ensure they would be safe during the 5000-mile journey. The four partners also covered the travel expenses for Clipper’s national driver training manager, Jon Aspden, to visit Zambia and install the simulator with the ITC team just prior to the COVID-19 pandemic.

Caroline Barber, Transaid CEO, said: “We are hugely grateful. [The simulator is] an amazing resource and we’re confident it will help drive standards of training at ITC even higher.”

16 TRUCKING August 2021

EU hauliers looking to expand into UK despite Brexit red tape

M

ore than a third of European road transport businesses are thinking about expanding their operations into other countries – with the UK leading the list – according to a new survey.

The research, carried out by One Poll for global legal and business service provider DWF, found despite the challenges of the last year – new regulations, the impact of Brexit and business disruption caused by COVID – transport companies polled in Ireland, Spain, Italy, Germany and Poland are positively looking ahead to expansion.

Thirty-eight per cent of haulage decision-makers who transport goods to the UK said their company is currently considering relocating or establishing new bases in Britain. The UK was closely followed by Italy (31 per cent),

Germany (30 per cent), Poland (30 per cent) and Spain (26 per cent) as other destinations where haulage companies were considering launching or expanding operations.

While the desire to expand into other European countries may be partly driven by opportunity, some companies are being forced to reconsider their business models due to changes to rules relating to weekly rest entitlement for drivers.

The survey indicated most international road transport businesses are having to make changes to their operations to deal with the changes to EU Drivers’ Hours regulations.

New EU rules mean operators will have to organise the workloads of international drivers to ensure they return home more regularly. No longer can an international driver spend weeks away from home. As a result, the survey found 63 per cent said they will arrange transport home to base for international drivers, while 36 per cent of those surveyed said they will ABOVE Data shows one third of surveyed international look to establish hauliers are considering establishing a base in the UK one or more

additional bases with a view to drivers completing shorter legs of international journeys as a result.

“Our survey clearly shows European road transport decision makers are gearing up for expansion and change,” said Vikki Woodfine, partner and head of road transport and logistics at DWF. “There has been a period of consolidation and change in the market in this turbulent year and as things settle down, opportunities from the reshuffle of the market emerge.

“It is positive to see a strong appetite to expand into the UK logistics market, despite Brexit and border concerns this year,” she added. “Some of this will be driven by the opportunities arising from a post-COVID/ post-Brexit market; others are driven by the need to react to EU Regulation changes requiring drivers to return home more regularly.”

Despite optimism of some companies, some perceived barriers to the market remain.

The survey found Brexit and lack of free movement within the EU was a concern for 39 per cent, while 42 per cent of haulage companies consider the complexity of regulation involved in setting up operations in the UK to be a barrier to establishing a base here.

P&O expands Genk port to serve up cutting-edge logistics

P

&O Ferrymasters has contracted Genk Green Logistics to build a 10,000 m2 state-of-the-art warehouse near the Belgian Port of Genk to boost its pan-European road, rail and warehousing network.

The new facility – located near the port in the heart of Flanders’ industrial belt – is equipped with cutting-edge warehouse management systems to enable customers to increase efficiency, have better visibility of their goods and expand storage capacity in their end-to-end supply chains.

The warehouse is positioned to accommodate the import and export of goods requiring storage for international deep-sea routes and to the UK via both the English Channel and North Sea.

The site’s multimodal transport links – including access to the Albert Canal and direct barging to P&O Ferrymasters’ parent company DP World’s terminal at Antwerp – will facilitate existing customers’ export of high-value industrial products to consumers throughout Europe and via onward connections to Russia, China and the US. Mark Mulder, P&O Ferrymasters’ contract logistics director, said: “This new warehouse capacity at Genk is a vital addition to our port-centric logistics strategy and growing pan-European intermodal network. International trade is changing fast as we emerge from the pandemic and port-centric logistics will benefit the large number of businesses looking to reconfigure their supply chains.” www.truckingmag.co.uk

EC commends Scania’s work to reduce CO2 emissions

F

igures from the European Commission have named Scania as the best truck OEM when it comes to reducing CO2 emissions.

Trucks, buses and coaches account for almost a quarter of CO2 emitted by road transport and six per cent of total EU emissions. Meanwhile, in 2019 the EU legislated on the first-ever EU-wide CO2 emission standards for heavy-duty vehicles.

Targets were set for emissions reductions for 2025 and 2030, which mean manufacturers must reduce CO2 emissions from new trucks by an average of 15 per cent from 2025 and 30 per cent from 2030, compared with 2019 levels.

According to a recent EU report, Scania has emerged best-in-class for energy efficiency and low CO2 emissions after its emissions were found to be 4.7 per cent below the CO2 target set by the EU.

Scania is the only heavy truck manufacturer below the EU limit; most are above.

Henrik Wentzel, senior advisor at product planning at Scania, emphasised efforts the manufacturer has made: “The CO2 figures show there is a clear market leader in fuel consumption: Scania,” he said. “These figures reflect Scania’s unique and long-term work with aerodynamics and driveline.”

Meanwhile, Scania is Europe’s only heavy vehicle manufacturer to have an approved Science Based Target (SBT). “Our ambition is to lower the climate impact in the short and medium timeframe for both SBT and EU legislation,” said Andreas Follér, head of sustainability, Scania. “The main difference is EU CO2 legislation is only covering Tank-toWheel (TtW) emissions. Our SBT are measured Well-to-Wheel (WtW).”

ABOVE Swedish truck-maker’s carbon emissions are 4.7 per cent below EU targets

Renault boosts capacity for chassis conversions

A

daptions of Renault trucks for customers are now easier thanks to an expansion of the company’s conversion services.

Up until now, the work for the French manufacturer’s heavyduty ranges – T, C and K – has taken place at the OEM’s Bourg-en-Bresse site, which has a dedicated adaption centre that runs alongside the main production capabilities.

However, a similar facility has now been introduced at Renault’s medium-duty factory at Blainville-sur-Orne in France.

Renault’s D and D Wide trucks are typically used for urban distribution, waste collection or worksite supply and often need to be adapted at the end of the production line. Adaptations of these trucks will now take place at the www.truckingmag.co.uk

Blainville-sur-Orne factory’s enhance driver comfort were 2500 m2 ‘conversion zone’. popular additions.

Here, technicians fit “This centre means we can equipment and accessories now carry out all these such as safety and driver operations within the factory,” comfort solutions. In addition, she added.

The Blainville-sur-Orne they will also be able to make Adaptation Centre can “extensive modifications” to accommodate Renault’s D chassis structure. and D Wide vehicles meeting “This workshop is a perfect Euro 3, Euro 5 and Euro 6 response to the needs of our emissions regulations. customers who have specific requirements,” said Maxime Vinclet from the Blainville-surOrne Adaptation Centre. For example, she said on-board axle weighing and the installation of autonomous air ABOVE New Adaptation Centre should enhance conditioning to Renault’s bespoke build options

HOLIDAYS Restrictions on truck movements may be applicable in the following countries on the dates listed, in addition to any weekend bans on truck movements:

Andora Austria Belgium Croatia Cyprus Estonia France Georgia Gibraltar Greece Hungary Iceland Italy Liechtenstein Lithuania Luxembourg Malta Moldova Poland Portugal Romania Slovakia Slovenia Spain Switzerland Ukraine

August 15 August 15 August 15 August 5/15 August 15 August 20 August 15 August 28 August 30 August 15 August 20 August 2 August 15 August 15 August 15 August 15 August 15 August 27/31 August 15 August 15 August 15 August 29 August 15 August 15 August 1 August 23/24

DIESEL PRICES The Automobile Association’s monthly price guide to diesel prices around Europe

Pence/

Country Austria Belgium Czech Rep Denmark Estonia Finland France Germany Greece The Netherlands Hungary Ireland Italy Latvia Lithuania Luxembourg Norway Poland Portugal Slovakia Slovenia Spain Sweden Switzerland UK

litre 102.0 128.0 101.4 116.9 102.9 125.4 119.3 114.2 114.2 121.5 106.9 117.5 124.8 103.0 95.18 101.1 128.6 100.2 119.9 102.2 104.8 103.8 137.3 137.9 130.8

Euro/ litre 01.19 01.49 01.18 01.36 01.20 01.46 01.39 01.33 01.33 01.42 01.25 01.37 01.46 01.20 01.11 01.18 01.50 01.17 01.40 01.19 01.22 01.21 01.60 01.61 01.53

August 2021 TRUCKING 17

ADVERTORIAL TRUCK DOOR WINDOWS

ABOVE Company offers OEM-quality, type-approved kerb view windows

TRUCK DOOR WINDOWS Improved direct vision with OEM standards

K

erb view window product supplier and installer Truck Door Windows has outlined the safety and compliance benefits of its technology in increasing visibility of vulnerable road users (VRUs) from the truck cab.

The company points out that providing drivers with a larger field of view has the potential to cut the number of incidents, and says it may be the case that direct vision through the side door has the most benefit at slow driving speeds when there is a VRU moving alongside in a fixed position relative to the HGV. Installation of kerb view windows on HGVs began in Japan during the 1970s, says the firm, as accidents involving VRUs had become a major social issue.

Truck Door Windows’ product features a single-glaze, OEM quality, type-approved glass bonded for security and strength, says the company, which prevents condensation and eliminates dirt ingress.

There is no window mechanism obstructing the view, or requirement to remove the door panel for cleaning, the firm adds – while a two-year warranty covers installation and product defects. The company offers a 24-hour turnaround, or four to five weeks 18 TRUCKING August 2021

ABOVE Windows can be installed into a wide range of truck models

ABOVE Single-glaze glass is bonded for strength and to prevent condensation

for reactive designs, and operates a like-for-like door exchange programme. A courtesy vehicle is available for collection and delivery of back-to-back conversions.

Solutions are available for both left- and right-hand models.

Keith Banks, business development manager for Truck Door Windows, said: “We are seeing a steady stream of business from companies who are or will be operating within the DVS defined area which is very similar to the current Low Emission Zone (LEZ). We are seeing a growing demand from the ever safetyconscious construction sector too, with DVS door windows recommended by both FORS and CLOCS being regulation requirements on projects such as HS2 and the Thames Tideway ‘Super Sewer’ to name but two.

“When you consider that noncompliance costs £550 a day, many operators will doubtless see the benefits by upgrading their star rating and achieving the 10-year permit by purchasing our OEM-standard solution. Our product still enables full operation of the passenger window too. If you’ve ever had to clean muck from your mirrors in a quarry, on a major construction site or landfill, you’ll appreciate the benefit.

“Presently, windows fitted to MercedesBenz trucks have the ability to retroenhance star rating,” Keith added. “It is hoped that in time, all manufacturers will fall into line and award our product with the same level of OEM accessory typeapproval that Mercedes-Benz awarded Truck Door Windows in August 2019 with its letter of no objection.”

Solutions are already available for various makes and models, including Volvo FH4, FM, FL and FE; DAF CF, XF and LF; MAN TGS, TGM and TGX; Mercedes-Benz Arocs, Actros and Antos; Renault Midlum, Premium, C, K and T; Scania P, G, R and XT series and New Scania; and Iveco S-WAY, X-WAY etc, on application.

For more details, see: www.truck-door-windows.com www.truckingmag.co.uk

REVIEWS BOOKS MUSIC MOVIES

BREAK TIME

Movies of the month

Tomes, tunes & films to keep you entertained in the cab

By Andy Stewart PHOTOGRAPHY VARIOUS

■ Only Fools and Horsepower Author: John Nevill Publisher: Michael Terence Publishing ISBN: 978-1913653934 Price: £9.99 (paperback) There may be plenty of books detailing the life and times of a cross-Continental truck driver, but this new release by ex-driver John Nevill is one of the most entertaining we’ve read for a while.

Packed with tales of his time hauling

loads from the UK and into Eastern Europe, Only Fools and Horsepower presents a view of the job that feels accurate and authentic. Spanning a five-year period from 1985 to 1990, Nevill’s trips take him through countries in turmoil – from the downfall of the Soviet Union, the violent dissolution of Yugoslavia and even the start of the Gulf War – and the situations he encounters along are never less than eye-opening.

OUR RATING ★ ★ ★ ★ ★

The Ice Road

Nomadland

Actors: Liam Neeson,

Actors: Frances McDormand, David Strathairn Certificate: 12 Runtime: 1 hour 43 minutes Availability: DVD/Blu-ray Having scooped up Oscars for best film, best director and best actor, this new movie tells an insightful tale of life on the road. After a local mine closes and she loses her husband, a woman in her 60s packs up her camper van and heads out on an epic tour across the American West. Exploring life as a modern-day nomad, this is an interesting watch.

Laurence Fishburne Certificate: 16+ Runtime: 1 hour 49 minutes Availability: Amazon Prime Carrying on his slate of grizzledman-on-a-mission movies, Liam Neeson is using his ‘very particular set of skills’ to race an artic across northern Canada’s extreme ice roads in a bid to save a bunch of trapped miners.

Although we’ve seen lots of Ice Road Truckers, this movie is a fun watch – though don’t go in expecting realism. That said, the truck stunt work is great.

OUR RATING ★ ★ ★ ★ ★

■ Falling Author: TJ Newman Publisher: Simon & Schuster ISBN: 978-1398507241 Price: £12.99 (Waterstones, hardback) This bristling new thriller is an absolute corker. After a pilot’s family is kidnapped 30 minutes

OUR RATING ★ ★ ★ ★ ★ before a flight, he’s delivered an ultimatum: crash the plane with 143 people on board, or his family are killed. What follows is a riproaring, suspenseful read that has more twists and turns than the B3135 from Cheddar to Ashwick.

OUR RATING ★ ★ ★ ★ ★

NEW & RECENT MUSIC RELEASES

OUR RATING ★ ★ ★ ★ ★

www.truckingmag.co.uk

■ Fat Pop

■ Europiana

Artist: Paul Weller Label: Polydor Price: £10.99 (Amazon)

Artist: Jack Savoretti Label: EMI Price: £10.97 (Amazon)

Hot on the heels of last year’s On Sunset, the Modfather is back with another new album. Created during lockdown, you’d be forgiven for thinking this would be an introverted, downbeat gaze into boredom.

But no – what we have here is Weller on top form delivering a track list that’s chockfull of easy, breezy guitar-pop tunes.

After his 2019 breakthrough album Singing to Strangers, Savoretti’s new release is a mixed bag. While some tracks seem to follow on effortlessly from the first album’s feel-sy tones, others jar with more frantic beats that leave the listener a bit unsure as to where it’s all going.

OUR RATING ★ ★ ★ ★ ★

August 2021 TRUCKING 19

TRUCK IN FOCUS NEW DAF XF/XG /XG+ From left to right: New Generation XG+, XG and XF

PUSHING THE

LIMITS With its new XF, XG and XG+ ranges, DAF is the first manufacturer to make full use of the EC’s latest masses and dimensions regulations. The result is three new cabs that achieve a claimed 10 per cent boost to fuel economy and take driver comfort to a whole new level…

By Andy Stewart PHOTOGRAPHY DAF TRUCKS

I

t’s been a long time coming, but DAF Trucks has finally pulled the covers off its new XF. Revealed during a virtual launch event in June, the new truck was also joined by two brand-new models named XG and XG+, which will now become the manufacturer’s flagships.

The XF is an established favourite with British fleets and has received more than its fair share of facelifts over the years

20 TRUCKING August 2021

(arguably, the basic cab blueprint was first introduced some 35 years ago, even before the first-generation XF launched in 1997).

However, now the manufacturer has delivered an all-new XF it claims has been built from scratch to tackle the needs of modern-day drivers and hauliers.

Meanwhile, DAF reckons the new XG and XG+ make maximum use of new European Commission masses and

dimensions regulations to offer currently unmatched levels of interior space, luxury and comfort for drivers.

All three of the new models boast remarkable levels of efficiency, with DAF quoting an eyebrow-raising 10 per cent reduction in fuel use. This is the largest efficiency gain DAF has ever achieved, and two thirds of it is achieved through better aerodynamics. www.truckingmag.co.uk

Kerb View Window is offered for all three models

front fog lights. The steel front bumper has a composite skin and is split into three sections to lower repair costs.

DAF said New XF is 150-200 kg lighter than the current-gen XF with Super Space Cab. New XG compared to XF with SSC is about the same weight. However, XG+ is slightly heavier than XF with SSC, though “only by a few kilogrammes,” DAF pointed out at the launch event.

Updated powertrains

10% is the largest fuel efficiency gain DAF has ever achieved. Two thirds of it is achieved through better aerodynamics.

Cab designs From the outside, the first thing to notice about New Generation XF is its 160 mm elongation at the front to boost the cab’s aerodynamic profile, and a new grille design with chrome detailing. The cab is in fact 75 mm lower than the current-gen XF Super Space and Space Cab, though standing height is 2075 mm (or 1900 mm if standing on the engine hump).

All new cabs are all built from lightweight, high-strength steel. It’s also worth noting the current-gen XF will continue to be produced alongside the new-gen versions for the time being.

XG and XG+ are the next level up in terms of cab size and make full use of the EC’s new masses and dimensions regs, with cab height being the only real difference between the two. Cab access is still via three stairway-style steps.

Along with the same 160 mm elongated front as seen on the new XF, XG and XG+ also have 330 mm of extra length at the rear of the cab. Interior heights are up to 2105 mm for XG, and a now marketleading max of 2200 mm for XG+. DAF reckons XG+ offers a total interior volume of 12.5 m3 – some 14 per cent more than the current XF Super Space Cab. All three models have sleek new 2.3 m2 curved windscreens and tapered body panels to improve air flow around the cabs, plus ultra-low belt lines to improve direct www.truckingmag.co.uk

vision. Also offered is a passenger-side Kerb View Window and folding passenger seat for an even clearer view. Conventional mirror housings are also slimmer to reduce blindspots (DAF is also offering digital mirrors – see boxout on page 22).

The new trucks come with full LED headlights as standard featuring daytime running lights, main beam, high beam, cornering and manoeuvring lights, skylights, side marker lights and optional

New engines, rear axle tweaks and updated transmissions account for the final three per cent of overall 10 per cent fuel efficiency improvement for new XF, XG and XG+. PACCAR MX-11 10.8-litre and MX-13 12.9-litre engines use new injectors, a new cylinder head and block, and a new design for pistons and liners. Upgraded turbochargers, air compressors, oil pumps and alternators also reduce parasitic losses. Plus, the exhaust aftertreatment system has been redesigned for greater efficiency. These combine to produce a 10-15 kg weight reduction and a service interval of just once per year.

MX-11 and MX-13 engines have also been given a torque boost of 50-100 Nm in direct drive top gear. This means the top 530 bhp lump now delivers 2550 Nm of torque in low gears and 2700 Nm in top, with max torque available from 900 rpm.

DAF’s engine brake is also improved with 20 per cent more torque on tap to slow the Mid-range XG has max interior height of 2105 mm

August 2021 TRUCKING 21

TRUCK IN FOCUS NEW DAF XF/XG /XG+ DAF Digital Vision system has auto-panning and heated rear-view cameras

Digital mirrors Alongside glass mirrors, DAF is also offering a Digital Vision camera system as an option on all new models. These use cameras mounted on slim, aero-efficient arms which can be folded in at the touch of a button. Features include autopanning to follow the rear of the trailer while reversing, length overlays to help with manoeuvring and overtaking, and heated cameras to ensure a fog-free view even under extreme weather conditions.

Corner View is also available, which replaces the kerb and front view mirrors.

The screens for this are mounted on the passenger-side A-pillar, and DAF reckons they “far exceed” the field of vision offered by their conventional counterparts.

vehicle at lower revs. Rear axles now have reduced oil levels and new pinion bearings, and new brake callipers result in less frictional losses and lower weight.

TraXon automated gearboxes are now standard – and some drivers may be sorry to hear DAF is no longer offering manual options. The automated ’boxes have been upgraded with automatic drive-off gear selection, better predictive features and an optional ‘urge to move’ mode. A stop-start ‘Traffic jam’ mode for cruise control is not yet available, but is on DAF’s roadmap. Driver assistance systems are also improved: Predictive Cruise Control 3 now features an extended EcoRoll function and Preview Downhill Speed Control.

New Generation XF, XG and XG+ engine and aftertreatment systems, ECU, Central Security Gateway (CSG) and DAF Connect systems can now all be updated over-theair to reduce vehicle downtime.

Safety first All three new models have been loaded with active safety systems to protect the driver and other road users. As standard, 22 TRUCKING August 2021

ABOVE Digital dash has 12 inch main display and optional 10 inch screen on console

these include Brake Assist, Lane Departure Warning and Emergency Brake Lights. The latest version of Advanced Emergency Braking System (AEBS-3) can provide up to full autonomous emergency braking to assist with collision avoidance of both stationary and moving vehicles from a speed of up to 50 mph. In addition, City Turn Assist detects other road users or objects at the co-driver side.

Optional extras include a new Electronic Park Brake, which engages automatically when the engine is switched off; Low Speed Trailer Brake, which activates the trailer brakes independently

for safer trailer coupling and decoupling; and Park Brake Assist, which applies all brakes along with the park brake to ensure the truck does not move during loading or

ABOVE DAF Relax Bed is fully adjustable for head, back and leg support www.truckingmag.co.uk

NEW GENERATION DAF

Start the Future

With the New Generation XG and XG+, DAF introduces an entirely new vehicle platform.

Outstanding fuel efficiency and superior safety are combined with a unique level of driver comfort, marking a new era for the truck industry. Step inside and start the future of road transport today.

WWW.STARTTHEFUTURE.COM *Depending on the road traffic conditions, cargo and type of vehicle.

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TRUCK IN FOCUS NEW DAF XF/XG /XG+ Range-topping XG+ flagship offers currently unrivalled living space

unloading with a crane, or while operating a tipping body.

All three models will still require a key to start the engine. This, said DAF, is still the most robust, lowest-cost solution.

Driver comfort DAFs have always been first-class drivers’ trucks, and it looks like New XF, XG and XG+ will continue the tradition. Inside the roomy new cabs, drivers will find a digital dashboard with 12-inch display and

24 TRUCKING August 2021

TraXon automated gearboxes are now standard – and some drivers may be sorry to hear DAF is no longer offering manual options. optional 10-inch infotainment screen.

Seat adjustment is now the biggest on the market, says DAF, and the driver and passenger seat in XG and XG+ can swivel for more comfortable breaks. There’s a bigger and better retractable table, and space under the bunk can be filled with

either two large drawers, or one or two fridges big enough to enable 1.5-litre bottles to be stored upright.

The bunk has received a lot of attention.

Length is 2220 mm in all three models, while the width is extended to 800 mm in XG/+. An optional mechanical or electrically adjustable DAF Relax Bed can also be spec’d for better head, back and leg support. DAF says the new cabs also have “extremely low” levels of interior noise. XG and XG+ take things a stage further with enhanced interior lighting, which boasts 15 LED lights and light strips which are fully adjustable for brightness and colour.

All three models are packing an automatic temperature control system as standard, or optional fully automatic climate control. This includes Park Airco for XG+, which takes care of automatic cab cooling or heating when driving or idling.

Series production of XF, XG and XG+ 4x2 and 6x2 tractors and rigids will begin in October, and orders are being taken now. t

www.truckingmag.co.uk

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THE BIG INTERVIEW GARETH LUMSDAINE, IVECO S-WAY has been well received by British buyers

HEARTS & MINDS For Iveco, the introduction of the S-WAY marked a turning point in British fleet acceptance. We talk to Gareth Lumsdaine, the manufacturer’s UK truck business line director, about how the new WAY range looks to be setting a course for a brighter future

By Steve Banner PHOTOGRAPHY IVECO

E

arly British adopters of Iveco’s new S-WAY tractor unit are making a power grab. The 12.9-litre Cursor 13 diesel at 510 bhp or a range-topping 570 bhp is proving to be far more popular than was expected, says the manufacturer’s UK business line director – truck, Gareth Lumsdaine.

He is not interpreting this as indicating a broader marketplace shift towards more horses, he stresses. “It would be very early days to do so,” he observes. Because while Cursor 13 is clearly winning fans, especially among Scottish operators with long distances to cover, the 11.1-litre Cursor 11 at 460 bhp and 480 bhp still powers the majority of the models sold. “It accounts for around 60 to 65 per cent of our S-WAY volume,” Lumsdaine says.

Following the launch of the updated S-WAY in June (Trucking, July issue), Cursor 13 is additionally available at 490 and 530 bhp.

Cursor 11 is also available at 420 bhp, and mention should be made of the availability of an 8.7-litre Cursor 9 at 330 bhp, 360 bhp and 400 bhp.

But whichever horsepower options hauliers choose, it is the big cab they favour the most, Lumsdaine reports. “The AS sleeper cab 26 TRUCKING August 2021

accounts for 75 per cent of sales, although some fleet operators prefer the narrower AT sleeper,” he says.

Tadley, Hampshire-based Rogers Transport is a prime example of a haulage company that has gone the big-engine, big-cab route. It has recently acquired a 570 bhp S-WAY 6x2 with a steering mid-lift, the AS cab and a ZF retarder.

Gas options S-WAY is also marketed with engines that can run on compressed natural gas (CNG), liquefied natural gas (LNG) or a mixture of the two, including a 460 bhp version of Cursor 13. Natural Power Cursor 9s are on offer at 270 bhp, 340 bhp and 400 bhp.

When they were first introduced, trucks that could run on gaseous fuels tended to appeal solely to major fleets, says Lumsdaine. “They had the scale to be able to cope with them and could put in the necessary support,” he observes.

In more recent times, CNG and LNG have become more widely available, he says, broadening their potential appeal. “Nowadays the infrastructure is such that there are few operators who are not sufficiently well-placed to take advantage of it, and the market is

High-horsepower Cursor 13 engines are proving a hit with UK operators

“We’re getting it in front of as many potential customers as possible so they can make an informed choice. We’re asking them to drive it and make up their own minds,” he adds. “In many cases, the interest we’re seeing in higher horsepower is coinciding with a change in truck supplier by the operator concerned.”

In other words, S-WAY and Cursor 13 are resulting in Iveco winning at least some conquest business from its rivals, although Lumsdaine is careful not to say from whom. “We are the challenger brand,” he asserts; an interesting claim given how long Iveco has been competing in the British market.

Meeting the challenge

much better informed about gas,” he contends. As a consequence, it has become a more viable option for small- to medium-size fleets, he believes. Firms that are worried about maintenance because they are unfamiliar with the technology can be reassured, he states.

“All gas S-WAYs come with a three-year repair and maintenance package compared with two years for diesel models,” he says.

Tough launch Rolling out Stralis’s successor in the middle of a pandemic was never going to be easy – an online launch replaced the more-usual face-to-face event – and COVID-19 pushed S-WAY’s British introduction back by around six months. “We got our first wheels on the ground just before Christmas,” says Lumsdaine.

He is pleased with the way things have gone since. “It’s a huge step-change for us because S-WAY is very much a driver-centred truck, with a new cab inside and out,” he observes. “Internally the emphasis is on driver comfort, with [at the time] market-leading standing space.” The 2.5 m-wide AS cab offers 2.15 m of internal height, though DAF’s just-launched XG+ flagship now beats it with a standing height of 2.22 m (see page 20).

S-WAY’s redesigned dashboard features a 7 inch touchscreen which boasts features such as a digital radio, Bluetooth telephone and audio connectivity, truck-specific satellite navigation and Android Auto and Apple CarPlay mirroring, all under the HiConnect banner. A Driver Pal voice-activated assistant, based on Amazon’s Alexa technology, has also just been announced.

In the interests of balance, it should perhaps be pointed out that in a recent Trucking road test of the 570 bhp S-WAY (April 2021 issue), tester Pip Dunn opined that the dashboard already looked a little dated. On the positive side, he praised the truck for its frugality, concluding: “We think any driver who is told their new truck is an S-WAY should be happy.”

“S-WAY’s appeal means we are talking to people we wouldn’t have been talking to 12 to 18 months ago,” Lumsdaine says.

He is happy with the way the run-out of Stralis has been handled.

“What with Brexit, COVID-19 and port delays, the phasing-out of Stralis and the phasing-in of S-WAY has been one of the more challenging parts of the job,” he remarks. It has gone smoothly, he says, with only a handful of Stralis units – all LNG models – left at the time of writing.

While Lumsdaine is at pains to stress S-WAY’s driver appeal, he also emphasises the needs of fleet managers have not been neglected; especially when it comes to connectivity. “Our aim is to drive down TCO [Total Cost of Ownership] and maximise uptime,” he states.

An onboard connectivity box is installed as part of Smart Pack, which is fitted as standard and is linked to Microsoft’s Azure cloud computing service. It allows operators to watch over their S-WAY’s

➤

G&B Finch Strator X-WAY was featured in our April issue

➤

Special builds While Iveco has been energetically promoting S-WAY, UK truck magazines have of late been rather more interested in the extraordinary-looking bonneted Strator X-WAY that has gone into service with Braintree, Essex-based G&B Finch. Indeed, it was featured in detail in the April issue of Trucking, which carried the truck on its cover. Starting life as a Stralis X-WAY 6x4, it was given its current appearance by long-standing Born, Netherlands-based Iveco conversion specialist Charles Feijts Group.

“It’s a fantastic-looking truck and I’m pleased to have been involved in getting it to the customer, but I can’t take much credit for it,” Lumsdaine smiles. “Our dealer, Northern Commercials, played the key role.” Would he like to see more specially converted bonneted Ivecos appearing in the UK, and would he be happy to help bring them in? “Yes, of course I would,” he replies.

ABOVE S-WAY dash has some stiff competition from other marques August 2021 TRUCKING 27

THE BIG INTERVIEW GARETH LUMSDAINE, IVECO ➤ remotely, monitor fuel usage and CO2 output, and download tachograph data.

Under the Iveco On banner, all S-WAYs are connected to the dealer network and to Iveco’s European control centre. Faults can be diagnosed remotely and software updated over the air, while predictive maintenance can determine how soon before certain key components – brake pads, for example – will need replacing.

S-WAY NP gas trucks are gaining traction with operators

Broadening the range The X-WAY multi-wheeler tipper chassis, which shares S-WAY’s cab, has now arrived on this side of the Channel. “We’ve got the first of them here and we’re planning a mini road show, with a formal launch later this year and demonstrators available in dealerships,” he says.The heavier-duty and more specialised T-WAY (Trucking, June issue), which succeeds the TRAKKER construction chassis, will be marketed in the UK too, he says; although its niche market appeal means sales are likely to be modest.

No news as yet as to when a fuel-cell-powered tractor unit developed in conjunction with Nikola of the USA, and based around S-WAY, is likely to appear on this side of the Channel. It was scheduled to go on sale in mainland Europe in 2023 at the time of writing, with a battery-electric model set to appear before that.

Moving down the weight scale, there is no news either so far as any revisions to Eurocargo are concerned. However, the batterypowered conversions produced by UK specialist engineering company Electra Commercial Vehicles are gaining a following, says Lumsdaine. These employ glider Eurocargo chassis shipped over from Iveco’s Brescia, Italy factory, minus their engines and gearboxes. “The fact the UK is so heavily urbanised will drive the demand for electric mid-weight trucks,” he remarks.

Iveco has developed a factory-fitted package to enable Eurocargo to meet the London Direct Vision Standard’s one-star requirement, including proximity sensors and an extra window in the passenger door.

Iveco will not be exhibiting at this year’s Commercial Vehicle Show, now planned for August 31 to September 2 at Birmingham’s National Exhibition Centre. “We finalised our exhibition budget before the new dates were announced,” Lumsdaine says. It will, however, be present at ITT Hub (Farnborough International

UK specialist Electra Commercial Vehicles is producing Eurocargo glider electric conversions

28 TRUCKING August 2021

Exhibition & Conference Centre, June 30 to July 1). “I miss exhibitions,” Lumsdaine muses. “I like to talk to operators and get their feedback.”

COVID impact One topic of conversation at forthcoming events will doubtless be the impact COVID-19 has had on the haulage industry. “We have 16 dealer groups representing Iveco in the UK with 49 sales points and 80 service points, and only one of those service points had to close during the pandemic,” he says.

He has nothing but praise for the support Iveco dealers have delivered to customers during the crisis. Transport operators should be praised for what they have achieved too, Lumsdaine contends. “We should all be proud of what our industry has accomplished over the last 12 to 18 months,” he says. “When the pandemic started, everybody was worried about whether there would be enough toilet rolls in the supermarkets – but the logistics companies sorted all the problems out.

“I’m proud to be part of an industry that has stepped up to the mark.”

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NEW GEAR New gadgets and widgets to make life a bit easier

By Andy Stewart PHOTOGRAPHY VARIOUS

■ GO EXPERT TRUCK SAT NAV Manufacturer: Tom Tom Web: www.tomtom.com Price: £349.99 (6 inch), £399.99 (7 inch) Tom Tom has launched a brand-new sat nav designed specifically for professional truck drivers. With accurate and reliable maps and improved moving lane guidance, the new Tom Tom GO Expert is available with 6 or 7 inch high-definition touchscreens and a new processor that’s four times faster than previous models. Powerful features include smart routing for large vehicles, accurate traffic information, and “tens of thousands” of new dedicated large vehicle points of interest. Its maps include the latest ADR Tunnel Codes, UN Class restrictions and City Ban routing to help drivers avoid roads not suitable for their vehicle.

■ PORTABLE HEAT INDUCTOR ■ HOUGH GREEN AROCS MODEL Manufacturer: WSI Models Web: www.search-impex.co.uk Price: £144 (inc VAT & UK delivery) This tasty 1:50-scale Mercedes-Benz Arocs 8x4 heavy recovery truck has just been put on sale by promotional model specialist, Search Impex. Customised in Widnes-based Hough Green Garage Ltd’s distinctive red livery, the models have been produced exclusively for Search Impex by WSI Models as a certificated limited edition of 155 pieces.

■ EXTRA HIGH OUTPUT DRUM FAN Manufacturer: Clarke Web: www.machinemart.co.uk Price: From £202.80 (plus VAT) These air-shifting drum fans are ideal for fast cooling in large workshops, garages and more. The range produces an impressive amount of air flow – up to 455 m3 per minute – allowing large areas to be cooled quickly and efficiently, with three large fan sizes to choose from: 24 inches, 30 inches or a massive 36 inches.

All models include two handles and are mounted on large rubber wheels for easy transportation to wherever it is required.

Just the job for keeping things cool this summer.

30 TRUCKING August 2021

Manufacturer: AES UK Web: https://inductionheaters.co.uk Price: Varies AES UK has introduced a new line of portable heat inductors to speed up procedures and improve safety for HGV workshops. AES said a low-cost portable heat inductor is useful when dealing with screwed joints, cases, bearings, hubs and seized wheelnuts because any workshop technician can quickly move the equipment anywhere in the workshop to apply instant heat exactly where and when it’s needed. It’s also much safer than using open flames to heat parts and components, which can easily lead to damage.

■ DRIVING THEORY TEST 4 IN 1 KIT Developer: Driving Test Success Ltd Platform: Android/iOS Price: £4.99 This popular mobile app has been updated for 2021 to offer everything a learner driver might need to pass their Theory and Hazard Perception tests first time. Even though it’s aimed at car drivers and bike riders, there’s a lot of transferable stuff here if you’re studying for the theory part of the HGV test. But perhaps more interesting for those already qualified, the app also includes a digital version of the latest Highway Code – which you can also listen to as it has a full voiceover, making it ideal for those with learning disabilities or dyslexia. There’s a lot more on included too, including a full UK road sign database with over 1500 photos and a load of quizzes to test your knowledge.

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NEW GEAR DASH CAMS

DASH CAM ROUND-UP Take some protection on the road with our pick of the latest crop of dashboard cameras ready to provide video back-up of any incidents you may encounter

By Andy Stewart PHOTOGRAPHY VARIOUS

W

e all know there are some crazy motorists out there – and you really don’t have to go far in a vehicle before you’ve witnessed dodgy driving, near-misses and other scrapes. And sadly, insurance scams are also common, with nefarious drivers manufacturing collision incidents to claim big pay-outs – all while pushing up the premiums of innocent drivers at the same time.

To protect yourself against the perils of modern motoring, it's a good idea to stick a dash cam in your vehicle. Rather than being just ‘another eye in the cab’, these devices can quickly prove a driver's innocence in the event of an incident where fault is being contested.

Prices range considerably and it can pay to shop around, but here is our pick of the latest models to hit the increasingly crowded market.

Dash Cam 67W Manufacturer: Garmin Web: https://buy.garmin.com Price: £199.99 (inc VAT) Garmin has just released an all-new range of dash cams with auto video storage and Live View monitoring to help drivers capture the moment incidents occur. Leading the range is the Dash Cam 67W, which automatically saves video of incidents to Garmin’s new online Vault – a secure portal where users can review and share video clips. With new Parking Guard and Live View features, this connected dash cam keeps a vigilant eye on parked vehicles and remotely alerts drivers of activity with a notification on a user’s compatible smartphone via the Garmin Drive app. The 1440p HD camera has a wide 180-degree field of view and the device can be fully voice controlled.

DX2000 Dash Cam & Speed Trap Detector Manufacturer: Aguri Web: https://aguriworld.co.uk Price: £229.99 This clever product from Aguri combines a high-definition dash cam with a GPS, radar and laser speed trap detector to provide drivers with added peace of mind. The built-in dash cam is designed specifically for use in the UK and Europe, has a 170-degree wide-angle lens and automatically records incident footage to an included 16GB SD card.

Speed trap detection has an extra-long range and uses Aguri’s latest (and frequently updated) SpeedShield location database, which is free from subscription and update charges.

32 TRUCKING August 2021

www.truckingmag.co.uk

SmartWitness CP4S Manufacturer: SmartWitness Web: www.smartwitness.co.uk Price: On application SmartWitness has been in the business of protecting commercial fleets for years and recently added a new device to its UK offering. CP4S is claimed to be the world’s smallest and most powerful four-channel connected video recorder and uses 4G technology to transfer data 10 times faster than existing 3G products. Four cameras enables 360-degree coverage around the vehicle, which eliminates blindspots and conforms to Direct Vision Standard (DVS) regulations. If an incident occurs, the miniDVR captures video comprising 10 seconds before the event, the event itself, and 10 seconds after the event – then automatically uploads the footage to the cloud.

MiVue 866 Manufacturer: Mio Web: www.mio.com Price: £199.99 Mio has added a new flagship dash camera to its growing range of devices which promises to capture crystal-clear video quality thanks to its Mio Sensor Ultra. This, claims Mio, is 1.5 larger than standard sensors and therefore captures more vivid colours and has better clarity in low-light conditions. It records 1080p HD footage at 60 frames per second to provide more detailed and smooth video of high-speed incidents. Also included are speed camera warnings (though some EU countries are excluded).

DVR-4HD Manufacturer: Snooper Web: https://gb.snooper.eu Price: £149.99 Snooper’s DVR-4HD is a forward-facing dash cam that also includes speed camera and front collision warnings. The speed trap alerts come via Snooper’s awardwinning location database, which includes sites of all kinds of speed cameras in the UK and across Europe. The dash cam has a 152-degree viewing angle and records in 1080p HD quality for automatic incident capture. A 32GB microSD storage card is included in the box. A separate rear-facing camera can be added for an extra £30 to provide additional evidence in the event of an incident.

T700 4G LTE Dash Cam Manufacturer: Thinkware Web: https://thinkwaredashcam.eu Price: £279 (front camera, 16GB) / £349 (front and rear, 32GB) US manufacturer Thinkware is currently touting the release of its first LTE-enabled dash cam. The T700 uses 4G connectivity to enable users to receive impact notifications, play videos, view captured images and monitor vehicle status via their smartphones. The device records 1080p HD footage via a 140-degree wide-angle lens, and enhanced night vision capabilities ensure clear and bright clips captured at night or in lowlight conditions. Also included is built-in GPS and WIFI, a time-lapse facility and energy saving mode. In addition, an extra full HD rear camera can be spec’d for extra coverage. www.truckingmag.co.uk

August 2021 TRUCKING 33

OUT & ABOUT M8 HEARTLANDS

By Steve McCann

PHOTOGRAPHY SMc PHOTOGRAPHY

OUT ABOUT Doing a turn: Stewarts’ Volvo FH500 pulling a Turners fridge trailer

Cream of the crop: Volvo FH belongs to McQueen’s Dairies

Know your worth: Merc Actros and trailer in Samworth’s subtle livery

Blue sky thinking: Hamilton Scania R500 & wrapped trailer make scenic combination

Curtain raiser: Pollock’s DAF XF on curtainside duty

34 TRUCKING August 2021

www.truckingmag.co.uk

Island hopper: MAN TGL on the move for Arran Haulage

Getting tanked: NJ Docksey’s Volvo FH bulk power tanker looks great on the move

Going South: Volvo FH Globetrotter is driven by Darren for Southbar Transport

G Force: Long-established firm Smith of Denny using its Scania G450 for tipper work

In the clear: Iveco Eurocargo 180-250 on the job for Clearwater

Cool customer: Sainsbury’s DAF CF running with fridge trailer

Reap what you sow: Morrisons Renault T and trailer show support for British farmers

Clean getaway: W&R Logan’s impressive Scania R580 looks spotless

www.truckingmag.co.uk

August 2021 TRUCKING 35

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DRIVEN IVECO EUROCARGOS

GENERATION GAME It might be showing its age next to newer competing vehicles, but Iveco’s Eurocargo still offers hard graft at a reasonable price. We take 7.5- and 18-tonne variants for a tour around Oxfordshire to see how they perform

By Andy Stewart PHOTOGRAPHY ANDY STEWART

38 TRUCKING August 2021

www.truckingmag.co.uk

A

rguably, Iveco has had a rough time in the UK market, but its fortunes finally seem to be turning with its new S-WAY. Despite the previous Stralis long-hauler being a decent and capable truck, it failed to catch much of a hold on this side of the Channel. However, it seems British operators’ interest in S-WAY is much keener (see our interview with Iveco’s truck business line director, Gareth Lumsdaine, starting page 26).

Finally, the Italian manufacturer has a truck that looks like a fleet flagship – but with the recent release of other competing models such as MAN’s TG range and DAF’s just-unveiled next-gen XG, XG+ and XF (see page 20), S-WAY has a fight on its hands going forwards.

That said, Iveco has a tradition of offering a lot of truck for the money –

so savvy hauliers wanting to maximise earning potential would do well to keep them on their radar.

The new S-WAYs are all well and good, but what’s on offer for lowerweight distributors? Well, moving down the weight range, Iveco’s Eurocargos have proven a cost-effective choice for hauliers chasing profit in the lighterweight sector – but they’ve been around for a while and are starting to show their age.

Choices, choices…

Eurocargos can be spec’d from 7.5 to 18 tonnes. Though the bottom seems to have fallen out of the 7.5-tonne market in this country (for maximum payload, it can make more sense to spec a large van instead), there’s still a role for them in some lines of work.

Launched back in 2015 as ‘the truck the city likes’, Eurocargo is mirrored on the stylings of Iveco’s Daily and has a ‘smiley’ front end which is supposed to help its acceptance in urban areas (and once you’ve seen that grin, it can’t be unseen!). Looks aside, Eurocargo has some advantages for urban operation.

With a cab width of 2.1 m, it’s small enough to tuck into narrow streets and a steering angle of 52 degrees gives a tight turning circle. Three different cab types are available: MLC Day, MLL Sleeper with low or high roof, and MLD Crew.

Iveco is also offering a factory-fitted package that brings Eurocargo up to

London’s Direct Vision Standard (DVS) one-star rating. This includes a vision window in the passenger door and proximity warning sensors.

Eurocargo buyers can choose from either four-cylinder, 4.5-litre Tector 5 or six-cylinder, 6.7-litre Tector 7 diesel engines. Combined, these offer seven power outputs from 160 bhp and

Specification ■ Model: Iveco Eurocargo ML75EI9/K tipper ■ Test gvw: 7250 kg ■ Kerb weight: 3455 kg ■ Test payload: 3795 kg ■ Wheelbase: 3690 mm ■ Engine: 4.5-litre Tector 5, four-cylinder inline, Euro 6d with Hi-SCR aftertreatment ■ Max power: 190 bhp @ 2200 rpm ■ Max torque: 700 Nm @ 1100-1600 rpm ■ Gearbox: ZF six-speed automated transmission ■ Additional equipment: MLC Day Cab, front under-run bar, tubular rear under-run bar, cross-axle diff lock, sun visor, Tipper Pack, Adaptive Cruise Control, fabric Hi-Comfort driver’s seat with arm rest, dual-bench Comfort passenger seat

7.5-tonne tipper was ‘no-frills’ spec

Current-gen Eurocargos were launched in 2015

www.truckingmag.co.uk

August 2021 TRUCKING 39

DRIVEN IVECO EUROCARGOS Tipper had Tector 5 engine and six-speed automated ’box

ABOVE: Room for three in 7.5-tonner with dual-bench passenger seat

680 Nm torque, all the way up to 360 bhp and 1100 Nm torque. Gearbox options are six- or 12-speed automated; automatic with torque converter; or six- or nine-speed manual transmissions.

Another benefit of picking Eurocargo is Iveco’s unique HI-SCR aftertreatment system means there’s no time lost to regeneration. This is because the passive DPF is managed automatically by the vehicle, so the driver can just get on with deliveries without having to periodically wait while particulate matter is burned out of the system.

7.5-tonner Recently, we were given the opportunity to take a 7.5-tonne and 18-tonne Eurocargo for a test drive around West Berkshire and South Oxfordshire to see what they can offer. Arriving at Chievely Services on an overcast June weekday, our first test vehicle was an ML75E19/K tipper with MLC Day Cab, built to a pretty basic spec – though it did have a few bits of additional kit including Hi-Comfort driver’s seat.

This truck had Iveco’s recent Euro 6d 4.5-litre Tector 5 rated at 190 bhp and

pushing out 700 Nm of torque at 1100 rpm. We were loaded to 7250 kg on the nose with bags of gravel.

We had earmarked a trip around the local area taking in a mixture of A-roads, residential zones and town centres.

Heading out of Chievely, we took the A34 for an 18-mile stretch towards Abingdon and immediately engaged cruise control. The truck had a ZF six-speed automated gearbox which isn’t really set up for cruising – it held onto gears for ages and sat at the very top of the green band in top gear. This meant MLL Sleeper Cab is quiet and comfortable

40 TRUCKING August 2021

www.truckingmag.co.uk

Chunky switches on centre console

Bunk is OK for an odd night out

Fit and finish is workmanlike, with chunky switches and hard-wearing upholstery. the engine was working hard as we made our way to the Abingdon turn-off, and it was pretty noisy inside the cab as a result.

But this little tipper is far happier in and around town. Once we’d turned off the A34, we met the usual daytime traffic as we followed the river towards the busy town centre. The truck coped well with stop-start traffic lights and other hold-ups, and it was easy to feed it around the streets. Visibility was fine – not the best in its class, but aside from

Specification ■ Model: Iveco Eurocargo MLI80E28/P curtainsider ■ Test gvw: 17,200 kg ■ Kerb weight: 6055 kg ■ Test payload: 11,145 kg ■ Wheelbase: 6570 mm ■ Engine: 6.7-litre Tector 7, six-cylinder inline, Euro 6d ■ Max power: 280 bhp @ 2500 rpm ■ Max torque: 1000 Nm @ 1250-1950 rpm ■ Gearbox: ZF 12-speed automated transmission ■ Additional equipment: MLL Sleeper Cab with three-piece bunk, electric roof hatch, Xenon headlamps, Adaptive Cruise Control, hill hold, driver’s seat arm rest, manual air conditioning, underbunk fridge

www.truckingmag.co.uk

the usual blindspots, we didn’t feel it was too restricted.

Moving on through Radley and Kennington, we went around the Oxford bypass, joined the A40 and proceeded to our stop at Oxford Services, where we’d arranged to switch to the next test truck.

18-tonner Our next drive was in an ML180E28/P rigid with curtainside body. This had a 6570 mm wheelbase and was packing the larger MLL Sleeper Cab with three-piece bunk. With a kerb weight of 6055 tonnes, this Eurocargo offers a payload of 11,945 kg. For our test, we were loaded to 17.2 tonnes.

Under the hood was the 6.7-litre Tector 7 motor at 280 bhp. At 15.5 bhp per tonne, this is plenty for a typical distribution run – but those who encounter more hills may want to consider the top-power 320 bhp lump.

Pulling out of Oxford Services, we went back onto the A40 towards Kiddlington. This Eurocargo had a 12-speed automated ’box and Adaptive Cruise Control, which gave a pleasant (and much quieter) cruise and coped well with the slow traffic around Oxford.

Again, we found the spec of this truck fairly pedestrian, but representative of what you might find on a fleet. There’s a decent amount of room in the cab and it feels big enough for the odd night out. As is typical with this generation of Iveco, the fit and finish is workmanlike, with chunky switches and hard-wearing

Verdict While it doesn’t present much of a challenge to the premium brands, Iveco has a lot to offer cost-conscious hauliers seeking a no-frills workhorse.

These trucks are built to earn money – and if you’re not afraid to make a few concessions, they’ll do just that.

Both of our test vehicles gave fine, if unspectacular drives (even though the 7.5-tonner was noisy). And if their plain interiors may seem a bit clunky, they’re easy to get to grips with and feel tough enough to go the distance.

But as we mentioned at the beginning of our review, recent range updates from other manufacturers are throwing shade over Iveco’s current lighter-weight vehicles. This generation of Eurocargo has been around for six years now – and it shows. Compared to MAN’s new TGM 18-tonner we drove last issue, Eurocargo is crying out for a refresh.

An updated version must be just around the corner; but at the time of writing, Iveco is holding its cards close to its chest.

Likes: + Easy to drive + Comfortable cab Dislikes: - 7.5-tonner gives a noisy ride - Range feels in need of refresh

ABOVE: Neat and tidy: 18-tonner was fitted with tuckaway tail lift

upholstery. It’s not luxurious – but let’s be honest: few 18-tonners are spec’d for luxury.

After turning off and poking about a bit in Kiddlington, we rejoined the A34 to head south back down to Chievely Services. Though we didn’t encounter anything more arduous than a few roundabouts and traffic lights, this Eurocargo gave a pleasant drive.

On-road manners are good and the cab is feels perfectly comfortable enough for a long day’s work.

August 2021 TRUCKING 41

ME & MY TRUCK ROBERT FRASER’S MERCEDES-BENZ AROCS 2636 Fun and games: Slogan on rear mudflap never fails to get a laugh

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TRU

ROBERT FRASER’S MERC AROCS 2636

■ MAN AT THE WHEEL Name: Robert Fraser Age: 37 Nickname: Boab Experience: Heavy goods mechanic at Iveco, offshore mechanic, then started driving in 2015 doing Jet-Vac Favourite truck: Scania V8 Oscars: Stewart Sutherland at Autosmart, TS Transport in Dundee

■ TRUCK Make & Model: Mercedes-Benz Arocs 2636

Owner: Blockaid Based: Arbroath, Scotland Custom Stuff: Kelsa Hi-bar x2, LED lightbar on roof, Hardley air horns, Kelsa lo-bar, Kelsa grille bar, Bragan Spotlight bar, 38 blue LEDs, stainless mirror covers, Alcoa Dura-Bright alloys, MB front mud flaps, custom rear mudflap, Optimus Prime cab wrap, extra beacons/lights all round, custom interior light board Best thing about it: The comfort Gongs: No shows yet, but planning for Truckfest this year!

Clean sweep: For a lorry that does such a dirty job, the Arocs looks fantastic and is in outstanding condition

42 TRUCKING August 2021

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Bright idea: Boab keeps the Merc shining with endless polishing

us Prime It’s a wrap: Optim truck well e th its cab wrap su

By Steve McCann PHOTOGRAPHY SMc PHOTOGRAPHY

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August 2021 TRUCKING 43

THE BIG DEAL BLACKMORES MACHINERY HAULAGE VOLVO FH

PUNCHING ITS WEIGHT Blackmores Machinery Haulage specialises in moving large, awkward loads.

Trucking caught up with the family-run firm to learn the secrets of its success and find out more about the latest addition to the company’s growing fleet

By Harrison Thomas PHOTOGRAPHY NIGEL SPREADBURY

44 TRUCKING August 2021

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M

oving specialist heavy-duty machinery requires a high level of technical expertise and some bespoke transport solutions – a combination Blackmores Machinery Haulage has been honing and perfecting over the past three decades.

As it sums up rather nicely on the company’s website, “some things just don’t fit through doors”. Indeed, the business has built a strong reputation for solving even the most puzzling of transportation tasks since it was established in 1992.

The bulk of the work

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is factory machinery relocation and delivering huge commercial laundry equipment into places such as prisons and hospitals all around the UK. However, that’s certainly not all the firm moves these days.

“Laundry and engineering machinery are our two main lines of work, but we move equipment in quite a few different sectors now,” manager Wayne Scott, who has been with the company for more than 20 years, tells Trucking. “We deliver a lot of gas turbines, electric generators and we also do quite a bit in the recycling industry as well.

Basically, if you’ve got something large and awkward you need moving, we can do it. Our bread and butter is between eight to 10 tonnes, but the

August 2021 TRUCKING 45

THE BIG DEAL BLACKMORES MACHINERY HAULAGE VOLVO FH lads are up in Manchester at the moment collecting a 20-tonne recycling baler. Anything up to around the 30-tonne mark is pretty straightforward.”

The right kit To shift those weights, Blackmores needs the right tools for the job – and the latest ‘tool’ to join the company’s small, yet meticulously put-together fleet certainly fits the bill: a Volvo FH Globetrotter 8x2 rigid with 70 m HMF crane, which was put into service earlier in the year. Delivering 540 bhp and 2600 Nm of torque, it offers plenty of power to move the heavy loads required in Blackmores’ line of work; but it is the truck’s drivability that’s really hit the mark.

“It’s everything we hoped for, that’s for sure,” says Scott. “For a rigid truck, this new one is exceptionally manoeuvrable and everybody who has been in it has commented on what a joy it is to drive. It’s a rear-steer, which helps getting in and out of where it needs to be. The I-Shift gearbox is what stands out for us. We view it as the best gearbox on the market.

“We’ve spec’d this one up to a pretty high level. It has the Volvo automatic braking system, full front and rear air suspension, and a few other bits and pieces that just help make the job that little bit easier – including all the relevant Direct Vision Standard [DVS] kit for working in London.

46 TRUCKING August 2021

ABOVE 8x2 rigid is used to move a wide range of heavy-duty machinery

“The crane is 70 m at full length and it can lift about 12.5 tonnes. I think we’ve done close to 12 tonnes with it already and it handled that quite comfortably.”

Traditionally Blackmores ran a mixed fleet, with its purchasing strategy tending to be focused more on what was on the back of the truck than the vehicle itself. That was until a visit to local dealer Truck & Bus Wales and West in 2014, culminating in the delivery of a 44-tonne GTW FH500 8x2 tridem drawbar. This vehicle, according to Scott, provided a custom-engineered configuration he describes as “almost perfection”.

Little surprise, then, that Blackmores has stuck with the Swedes ever since.

Marqued changes Up until that point, used trucks were the order of the day for the company.

The first truck to appear in the Blackmores Machinery Haulage

Blackmores’ red and white fleet is now dominated by Volvo

livery was a second-hand Seddon Atkinson 400 Series wagon-and-drag – spec’d up with a Rolls-Royce 265 bhp Eagle diesel engine. After the Seddon Atkinson, the main marque to turn out for the Yeovilbased firm was ERF. Today though, Volvo dominates Blackmores’ red-and-white livery.

“It was the Tridem that we bought back in 2014 that really kicked us over to Volvo. They were the only manufacturer doing that sort of truck at the time. It had a low chassis height of 1100 mm, ideal for access to many of the sites we work on – it was just perfect for our line of work.

“So, it was pretty obvious that the next purchase after that was going to be another Volvo. We then added an FH16 tractor and another FH, both rated to 80 tonnes for heavyhaul work; and then finally this new rigid. In total we’ve now got one Scania and five Volvos.” www.truckingmag.co.uk

Specification ■ Model: Volvo FH 8x2 rigid ■ Design gvw: 44 tonnes ■ Chassis: 5600 mm wheelbase, tag axle, rear axle ratio 2.64, 275-litre steel diesel tank, 57-litre plastic AdBlue tank ■ Front axle load: 20 tonnes ■ Rear axle load: 19 tonnes ■ Engine: 12.8-litre Euro 6 ■ Max power: 540 bhp ■ Max torque: 2600 Nm ■ Gearbox: I-Shift automated mechanical 12-speed transmission ■ Tyres: Front: Bridgestone R-Steer 001 Plus Evo. Drive axle: Bridgestone Duravis R-Drive 002.

Tag axle: Bridgestone Ecopia H-Steer 002 ■ Additional equipment: Globetrotter sleeper cab, 70 m HMF crane, full front and rear air suspension, EBS (Electronic Brake System), Dura-Bright polished aluminium rims

For a rigid truck, this new vehicle is exceptionally manoeuvrable. Wayne Scott, manager People power While the high-tech machinery has helped the company develop and evolve into one of the most trusted and successful machinery-handling companies in the South West, it’s the people that remain Blackmores’ biggest asset. The business was formed in the autumn of 1992 by Terry Blackmore, who already had many years’ experience of machinery moving, having worked at a scrapyard in nearby Somerton – and Nigel Jacobs, who was running his own business specialising in the installation, repair and maintenance of machine tools.

In the early days, a lot of the work was moving and installing big milling and drilling machines, as well as lathes. Shoe manufacturer, Clarks – which had a factory in nearby Street – was a loyal client. www.truckingmag.co.uk

While the loads and customers may have changed over the years, Terry remains very much at the fulcrum of the business that bears

his family name. Jacobs sold his stake of the company to his partner a few years before sadly passing away in 2019.

Terry was joined at the company by his son Reese in the early 2000s, just after he finished school. Then, in 2005, daughter Ria came aboard to assist with management of the business so Terry could focus on the

ABOVE Family-run Blackmores has a close-knit team of experts August 2021 TRUCKING 47

THE BIG DEAL BLACKMORES MACHINERY HAULAGE VOLVO FH Crane on the back of the FH is 70 m at full length,and can lift roughly 12.5 tonnes

practical aspects of the work. Over the years, several other family members have become a part of the team and helped it to grow successfully while retaining the small, family business ethos.

“It’s very much a family-run business. Terry’s not out in the field so much anymore; he’s more in the yard, annoying me,” laughs Scott.

“Ria is a director, but she’s also the transport manager and finance manager. And Reese is out and about on the road, leading the jobs and moving the machinery.

“I came on board when I’d just left school. I saw an advert in the local paper for a lorry driver’s mate.

It was an opportunity to get out on the road and see a bit of the country, so I thought: ‘Why not?’ I applied and the rest is history, as they say! I started on my 17th birthday and I’m 43 now.”

Global reach It’s 20-plus years of invaluable experience that helps Scott head up the day-to-day running of the 48 TRUCKING August 2021

Blackmores even has some ‘top secret’ military clients on the books these days. of moving, but I really can’t say too much more than that,” says Scott, coyly.

With 12 full-time members of staff, Blackmores has grown steadily

ABOVE Ford vans are used to warn other road users when oversize loads are moved

business – and the firm’s expertise is very much in demand. In addition to managing the physical movement of machinery, the company also provide advice, on-site project management and logistics skills to companies in Qatar, Belgium, Switzerland, Norway and Austria to name but a few.

They even have some ‘top secret’ military clients on their books these days. “We’re talking seriously expensive pieces of high-tech equipment that we have to find ways

ABOVE Blackmores has the equipment to move some seriously heavy loads www.truckingmag.co.uk

One of Blackmores’ team makes sure the load is safely secured

over the years. Like so many others, the effects of the coronavirus halted progress to some extent, but Scott is confident the business is emerging from the pandemic in relatively good shape.

“We’d had two or three really fantastic years, but we’d be lying if we said the last 12 months haven’t been tricky,” he says. “It’s been a similar story for everybody of course, and we’ve managed to carry on as best we can.

“A lot of the stuff we deliver is brand-new machinery and I think customers have been, understandably, keeping their hands in their pockets over the last year.

There’s been so much going on, with the pandemic and Brexit. A lot of our laundry equipment comes in from Denmark, Germany and Spain – so, obviously, those things have been halted a little bit. But, generally, things are picking up again now and we do seem to be turning the corner.”

Looking ahead So what does the future hold for Blackmores? “I don’t think there are any huge plans to grow too much more than the size we are currently,” says Scott. “We’ve built a good reputation where we are as a family-run local, reliable business that can be trusted. And there’s a

point where if you go too big, you begin to lose an element of that.

“As it is at the moment, everyone who works here are friends as well as colleagues. We all socialise together and it’s like a small family community. A business is only as good as its staff and we’ve got good blokes working for us. The directors are all involved – everybody is chipping in on a daily basis and it’s a fantastic atmosphere around the place. That then translates into the work we deliver, and the level of service the customer gets from us.”

However, there is one thing Scott is keen to continue to grow: the weights the business is shifting.

“Taking our lifting capabilities up another notch is something we’ve certainly got to look at,” he adds.

“We pride ourselves on the fact we can take on pretty much any project – up to 80 tonnes, no problem. But to do that, we have to source and hire mobile cranes and hydraulic lifters to get the loads on and off the trucks.

“In-house, we’re limited to around 30 tonnes and we want to be able to get that up to 40 to 50 tonnes – that’s something we’d definitely like to address over the next few years.”

Onwards and upwards it is, then, for this hard-working family firm.

Firm says it’s hugely impressed with new truck’s manoeuvrability

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August 2021 TRUCKING 49

CAB CONVERSION WILLIAM J WILL TRANSPORT LTD

BIGGER & BETTER Aberdeenshire haulier William J Will Transport recently finished work on a quality Scania R450 conversion which underwent a cab change from Highline to Topline – plus an interior and exterior refit that really sets the truck apart

By Evan Michael PHOTOGRAPHY EVAN MICHAEL PHOTOGRAPHIC

T

he ongoing battle against the pandemic has caused no small amount of issues for road haulage operators. But interestingly, for one small, oldestablished firm in Aberdeenshire, last year’s lockdown became the ideal opportunity to undertake and complete a first-class Scania R450 conversion from a standard Highline to Topline cab.

Life in road haulage started for William Will, owner of William J Will Transport Ltd, when he passed his HGV test at the age of 21. His first job was driving an artic for Harry Harper of Insch, Aberdeenshire, who was transport manager for Harbro and at the time had three artics at work in Harbro’s colours.

“All credit must go to Harry for having the confidence in a young lad just starting out,” William tells Trucking. “I was there for around four years driving between Scotland and England.”

William bought his first truck in 1986, aged 26. “That was a Scania 112.

I’ll never forget my first trip as an owner-driver, because the engine blew up before I even made it home!” Quite the baptism of fire.

Early days William first started pulling trailers for BB Christofferston, based in Peterhead. “Bendt himself was an invaluable support to me, right from day one,” he recalls. “Not only did he keep me going in work, but he also 50 TRUCKING August 2021

ABOVE Original cab was stripped back

taught me a lot about the job and the industry along the way. The friendship between Bendt, his son Martin and our families continues to this day.”

It wasn’t long before William was given the opportunity to haul for Tait Paper Mill in Inverurie. At the time, the mill was going through a significant transition from being family-owned for many years, to its purchase by American-owned corporation, International Paper.

As part of the transfer of ownership, the haulage contract was put out to tender. Much of the haulage was serviced by local owner-drivers, so the prospect of losing their bread-andbutter was deeply concerning. Based on this, a group of like-minded owner-drivers formed a consortium called North East Logistics and won a two-year contract in 1999. William J Will Transport was nominated to run the business and was office based, responsible for 50 per cent of the

logistics out of the mill. In 2001, the contract was awarded to ARR Craib.

William picks up the story: “At this point, I joined ARR Craib based in its transport office, and I was running three trucks of my own pulling Craib trailers. My eldest son, Billy Will, drove for me at the time and has since branched out on his own as an owner-driver.”

In 2015, William made the decision to head out of the office and return to driving. “I now run one truck and continue to pull for ARR Craib, which is now part of the Gregory Group.

ARR Craib has been a considerable part of my working life and we continue to enjoy a good working relationship which has been built up over 20 years.”

Getting hands-on Winding the clocks back a bit further to a time before William first became involved in haulage, he actually started out his working life as a panel-beater in Insch, Aberdeenshire.

This, he says, “equipped me with the necessary skills to fulfil my interest in working on trucks as well as driving.”

And these early-learned skills would serve William well, especially as he recently undertook a substantial conversion project that would put his know-how to the test.

“I have enjoyed taking on truck projects throughout my working life.

A number of years ago I bought a low-cab Scania bullnose, converted it into a Topline and was very pleased ➤ with the outcome. www.truckingmag.co.uk

Finished project: Topline conversion looks superb in company colours

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August 2021 TRUCKING 51

CAB CONVERSION WILLIAM J WILL TRANSPORT LTD ➤

“In March 2018, I purchased an ex-Eddie Stobart Scania R450 Highline tag-axle, which was a much more basic model to my previous vehicles. I ran it for a while, but always with a view to carrying out a similar conversion.”

Time was never plentiful, so when last year’s first COVID lockdown struck, it presented William with a rare window of opportunity to facilitate the truck’s conversion from Highline to Topline cab.

All change The project involved a great deal of intricate work, including stripping down the original Highline cab, stripping down the donor Topline cab, removing the Highline roof part and fitting a donor Topline roof – along with a number of extras to enhance the appearance of the truck.

Some of these exterior upgrades include an LED beacon bar, Topbar with spotlights, twin airhorns and custom sideskirts.

The truck was then prepared and painted in original William J Will Transport livery. All electrical work and signwriting was carried out by Arthur from Hedley-Tech.

The interior of the truck also benefits from some extra creature comforts. These include microwave, coffee-maker, TV, toaster, kettle, fridge-freezer and high-powered

ABOVE Roof section complete with horns and additional lights

ABOVE Respray underway to decorate new Highline cab in Will livery

inverter. “Nowadays these tend to come standard for many fleet vehicles, but I am still enjoying the novelty!”

William laughs.

Another benefit of this project is the truck is now fit for running longdistance – not to mention William has significantly increased its spec and value, at minimum cost.

“Not only have I enjoyed the challenge of another cab conversion, but this has been one of the first big projects carried out in my newly purpose-built workshop/haulage yard/office facility,” says William.

“I built all this along with my right-hand man and youngest son, Ewan.” Indeed, Ewan has recently started out on his own career as an HGV driver with Grampian Continental.

There is now an onsite mechanic who carries out all the required five-weekly inspections, etc. “This has reduced my workload, allowing me to purely drive the truck and enjoy my time off,” says William.

“Two out of three of my sons have pursued haulage as a career, while my middle son, Duncan, has forged his own path as a police officer. My wife Judith works part-time, but is also involved in the running of the family business.”

With such an active and engaged family and an impressive set of skills, not only in running a haulage business but also in hands-on, high-quality truck conversions, we fully expect William J Will Transport to continue going from strength to strength. t

ABOVE Work was undertaken during last year’s lockdown

ABOVE Nearly there: Project edges closer to completion

ABOVE Just rewards: William J Will is rightly proud of new Topline!

52 TRUCKING August 2021

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COMMER VC

1969, £10,000. Perkins 4-cylinder. 7.5 ton GVW. Unladen weight 3 ton. Aluminium flatbed with electric winch and ramps. MoTd. Front tyres 2019. Resprayed professionally seven years ago.

Please call 07813 144675, North East.

LEYLAND DAF

1997, 244000 miles, £2,000. 18 foot beaver tail body. Hydraulic winch, good mechanical order, owned last 18 years, done less than 100 miles since last MoT, now out. Please call 07973 553840, West Midlands.

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MORRIS

1949, £10,500. morris 5 ton flat bed never been restored drives great ,rear tyres are cracking and nsr brake binding would probly do with restore but no major issues I put a fordson fire engine on back and it never struggled to pull or carry the torque in this morris is unbelievable for year ,the Reg no in the picture is not the one on the truck it’s just to stop anyone taking Reg no off while on sale. Please call 07584 166714, South West.

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SCANIA 143 1957, £10,000. Comit. with 4 in line 20ft flat trailer. Please call 07766 886419, Yorkshire and the Humber.

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1979, £3,500. Runs and drives well. Gardner 180 with Foden 12SP box. Double drive and locking diff. Taxed as Showman's, used for organ and towing living van. Please call 01773 880294, West Midlands.

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FORDSON PICKUP

1978, £14,995. 16 tonne, chassis cab, subject to pull rebuild, build sheets are available.

Please call 07769 357319, Scotland.

1991, £12,000. Mechanically perfect. Owner driven on private work for the last 17 years.

Please call 35386 2437407, Ireland.

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£7,950. E38W Pickup. Solid old girl with original red and British Railways decals. On 12 volt. Mine for many years. Please call 07968 401316 , Yorkshire and the Humber.

1978, POA. Two owners, worked continually to 2020. Electric crane in body. Please call 01422 822244, Yorkshire and the Humber.

1987, £2,495. 2.4 diesel pickup. 165351 Km, 1 previous owner ,all original lovely old truck requires renovation contact for details. Please call 07880 891134, Yorkshire and the Humber.

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104856

THE BIG DEAL KALKSTEIN’S MAN TGS 24.430

FINE-TUNED FOR PROFIT Kalkstein’s unconventional MAN TGS 24.430 tipper with small midlift has been carefully spec’d to offer maximum payload – and it’s really paying off!

By Pip Dunn PHOTOGRAPHY PIP DUNN

54 TRUCKING August 2021

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Kalkstein’s MANs are spec’d for maximum earning potential: day cab, small midlift axles and sensible engine!

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August 2021 TRUCKING 55

THE BIG DEAL KALKSTEIN’S MAN TGS 24.430

C

hances are that when a new truck model is launched, the internet will soon be awash with examples entering fleets.

Usually they will be big-cabbed, high-horsepower tractor units, often with lots of extra lights and other bling. But when Trucking spied Kalkstein’s rather unusual daycabbed MAN TGS 24.430 with a small midlift axle running with a tipper, it was just that little bit different. Time to find out more.

Craig Selby, 49 and owner of Kalkstein, operates the small company from a yard just close to Scunthorpe Steelworks, where most of his work is generated. Kalkstein is German for ‘limestone’, which seemed an appropriate name for the company since Craig once lived in Luneburg in Germany, which is twinned with Scunthorpe, he uses German lorries, and limestone is what he hauls the most!

Craig started the company in the middle of the recession after the 2008 global finance markets crashed.

You may think this a strange time to start up a haulage company, but he had been working in the housebuilding trade as a bricklayer and the business just died almost

overnight. His parents had run a haulage company, so he had his Class 1 since 1996.

“I worked for them for a bit, but then came the crash and I needed to find a new career. I bought a DAF CF85 and started on the quarry work. I then moved to an ERF ECT and that progressed into buying MANs, which I have had ever since,” Craig tells us.

His firm has grown and it now has nine trucks – although only seven are on the road, all of them MANs. “I have one big truck with the D38 engine for fridge work, but the rest have the smaller and narrower TGS cab,” he says.

The right spec His new vehicle is a good example of a haulier buying the truck they need for their job and to maximise earning potential, rather than worrying about residuals. All too often we see operators with big-cab trucks simply because they sell better when the time comes. While that is true, when you are paid by weight, every kilo of payload counts.

The MAN is a New Generation model with the TGS narrow cab, without a bunk. MAN’s day cab is actually quite capacious, which

The profit is all in the last four tonnes, so to get a fifth ‘last tonne’ on board is very good for me.

Specification ■ Model: MAN TGS 24.430 6x2 ■ Design GCW: 44,000 kg ■ Chassis: 2800 mm wheelbase ■ Front axle: 8000 kg capacity ■ Rear axle: 11,500 kg (midlift), 5500 kg (midlift) ■ Gearbox: ZF TipMatic 12.26DD with PTO ■ Engine: MAN D2676, 12.4-litre, six-cylinder, in-line, Euro 6d ■ Max power: 430 bhp @ 1800 rpm ■ Max torque: 2200 Nm @ 930-1350 rpm ■ Cab: NN narrow day cab

means Craig has enough room for all the stuff he needs for the day. He doesn’t ever need to do nights out, so a bunk isn’t necessary.

Coupled to a brand-new STAS trailer with two lift axles and non-winding landing legs, the outfit’s unladen weight is 14,140 kg even when fully fuelled and with a driver. That means payload is 140 kg under 30 tonnes – you won’t get that with a V8 S-cab or an FH16!

Considering Craig does eight 30-mile round trips a day, that extra two tonnes or more of payload adds up over the weeks, let alone the year.

“The profit is all in the last four tonnes, so to get a fifth ‘last tonne’ on board is very good for me.”

The smaller D26 engine was also a weight-saving move. Most new

Day cab is ideal as no nights out are needed

ABOVE Lights protected for quarry work 56 TRUCKING August 2021

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Craig swears by STAS trailers for their build quality

MANs you’ll see will be 25.470 or 26.510s which use the same engine, but Craig has opted for the 430 bhp variant as that is all he needs. The truck is used almost exclusively shuttling between the quarry at Melton Ross and the steelworks; it’s a 15-mile trip, there are no hills and there’s simply no need for bags of power. The small midlift axle also adds to that payload benefit, as do the Alcoa Dura-Bright alloy wheels.

The truck and trailer stay together all the time, and the truck is fitted with a maintenance-free plastic slip mat Jost fifth wheel, so the only time they are split is if it’s for maintenance, as lubricating the fifth wheel is not necessary.

Once a week, one of the Kalkstein trucks runs to Worksop for the tarmac quarry at Whitwell to load limestone. But other than that, the tippers are used on the steelworks runs. www.truckingmag.co.uk

Fully modded The truck had to have a number of modifications before it entered service. It was fitted with a Binnotto combined fuel and oil tank, the latter of which was required to power the hydraulics. The original MAN fuel

tank was removed to make way for it. The TGS was also fitted with combined electrical susies and extra susies for the electric sheet on the top of the trailer, plus the electric weighing mechanism.

Craig Selby is a big fan of MANs

August 2021 TRUCKING 57

THE BIG DEAL KALKSTEIN’S MAN TGS 24.430

A fitting tribute

The truck has a Power Take Off (PTO) cable for the trailer and a hydraulic hose fitted. It also was painted in the firm’s dark grey livery before going on the road.

The trailer was brand-new and ordered specially for this truck.

Although considerably more expensive than other brands, Craig swears by the STAS product and believes they are worth the extra price given the build quality and life of the equipment.

As well as the new 24.430, Kalkstein operates two similar 24.440s on 62-plates (it has a third, but it’s “broken” and realistically at the end of its working life, given it is on a 60-plate). There are two 19-plate

24.500 TGS, a 26.540 TGX on a 13-plate used for coke transport, and the 26.560 used for fridge work.

Kalkstein has a one driver, one truck policy and the trucks are worked six days a week, with a very occasional Sunday shift thrown in if required.

Fuel saver The new 24.430 has been delivering an impressive 9+ mpg, which is up from 7 mpg on the older trucks – a massive 22 per cent improvement which will help the business no end,

You might not know it to look at it, but the registration ES21 ERN is actually a paid-for plate. That’s because this truck was ordered for driver Ernie Sykes, but he sadly passed away on New Year’s Eve. Craig ordered the registration in his memory. Ernie had been a well-known character in the tipping community who “knew everybody”, as well as being a loyal driver, and is sorely missed.

especially as fuel prices postpandemic seem to be alarmingly high. The truck tends to creep up to that magical 9 mpg on some of the motorway running.

One of the reasons for going for MAN is the dealer back-up. The vehicle was sourced through

The STAS trailer was brand-new and ordered specially for this truck.

ABOVE The truck does eight loads a day, with each a 30-mile round trip 58 TRUCKING August 2021

www.truckingmag.co.uk

New TGS is delivering 20 per cent better fuel returns than the older models

HRVS at Scunthorpe, and Craig passes its site on every tip. “We pass it 16 times a day and it’s only a few hundred metres off our route, so we can call in at any time should we have a problem.”

Craig bought the new TGS via finance. “I bought the truck then sourced the finance! In the last few years we have moved to buying new.

We used to buy secondhand extanker trucks, but they had very high mileages and are also getting harder to find.”

He’s planning to keep ES21 ERN for at least 10 years, by which time it will have more than paid for itself.

By then it won’t be worth too much, so it will simply be disposable – hence why residuals are not an issue. This truck will have earned its keep many times over given its fantastic earning potential and its www.truckingmag.co.uk

fuel saving compared with the firm’s older MANs.

On the road During our visit, we went out for a trip to the nearby quarry to load limestone. The place is so white, you’d think it had been snowing.

After taking pictures, we got loaded – a quick procedure that only took a few minutes. Once weighed, and under the 44,000 kg cut-off point, we headed off to the steelworks.

If the truck had been overloaded then of course Craig would have had to park up and unload a little of the surplus, but the shovel operator and Craig are pretty clued-up and the on-board weigher in the cab helps him get it spot on.

We headed back along the 15 miles to the steelworks – stopping for pictures again both at a café and at

the HRVS yard – then it was a case of going in, being weighed, and simply tipping the load. This is a driver’s dream in the sense there is no hanging about at loading or unloading points, which means the trucks can keep running – and therefore earning.

A typical day is four morning trips, then the regulation 45-minute break, another four trips and then home. It might be a little repetitive for some and it’s not the right job for those wanting to fill in the atlas, but it’s a “darn good earner” – just like the truck itself!

At the steelworks, we got a few more pictures before it was time to part company for the day. Craig was off for his next load and all was good in the world, safe in the knowledge he most definitely has the right MAN for the job.

August 2021 TRUCKING 59

ALL TOGETHER TOUGHER. REAL PARTNERS SHARE THE LOAD.

In successful partnerships, tasks are always allocated to the people best able to manage them. So, let us look after your MAN trucks, while you focus on your business.

With a UK-wide dealer commitment to keep in stock all the parts you’re most likely to need replacing, our uptime guarantee and our extensive range of warranties, you can rely on us to keep you on the road. man.eu/uk

SIMPLY MY TRUCK

PUSHING THE LIMITS

READERS’ LETTERS REFLECTING THE INDUSTRY

READERS’ LETTERS Letter of the Month wins a fantastic Search-Impex model truck!

Leyland Reiver brought bac fond memories for James k some Dean

LOCAL HEROES I am one of your top readers and I am writing to talk about some of the many things I have liked reading or saw published in your magazine recently.

In your April 2021 issue, I liked reading and seeing pictures of Docksey’s new DAF XF530 bulk tanker lorry. I have yet to see it on the roads near to where I live, but I mostly see Docksey’s other fleet of lorries, which are Volvos. The majority of the fleet are painted green and white and have yellow lettering on the front of the cab, on the cab doors, and on the bulk tanker. Many of the drivers decorate their lorries with lots of additional lights, so they look like Blackpool Illuminations in the dark!

One or two of Docksey’s lorries are painted in different colours and don’t pull bulk tankers.

Some are painted all in black with grey lettering; and I’ve also spotted a white one with twin trailers. These carry cement from the local CEMEX depot. It’s a shame your reporter or photographer didn’t spot those lorries during their visit.

It would be really nice if you could print a full-sized poster of Docksey’s new DAF XF530, so readers like me can hang it on our walls!

Secondly, I enjoyed seeing and reading about a lorry which was sold many years ago by a Buxton-based driver named Andrew Garlick (Trucking, Summer 2021 issue) – and his young son Glen (named after Andrew’s late truckdriving dad) who restored it and brought it back on the road. The truck is a black-and-sky-blue Leyland Reiver, which at first I thought was an old Tarmac Roadstone lorry, because all the Buxton-based drivers used to drive six-wheeler Leyland Reivers from their main base at Waterswallows Quarry (which now belongs to Lomas Distribution, some other companies, and the local rubbish tip). All of Tarmac’s Leyland Reiver tipper lorries were painted green with an arrangement of seven T’s as a logo in black.

They had white lettering and yellow-and-black

62 TRUCKING August 2021

bulk powder tanker ABOVE Big-power DAF XF Docksey’s fleet is a standout new addition to

striped bumper bars. I saw them coming into and going out of Buxton every day.

The tippers were the same as Glen Garlick’s lorry, though they were painted green and carried the words ‘Tarmac Roadstone (NW)’ or ‘Tarmac Roadstone (Buxton Ltd)’.

What surprised me about Glen’s lorry was that when I first saw it driving through Buxton, I didn’t see who was driving it and I wondered who it belonged to. Then I saw it again coming into Buxton and was shocked to see it was being driven by a young man, which must have been Glen!

I can remember all of the Garlick family, as I used to go to primary school with young Glen’s dad, Andrew. I will be surprised if he still remembers me. One of my hobbies was watching all the different makes and company lorries going up and down the busy Lock Road while on my bike. I used to wave to or speak to all of the drivers as they left Burbage and either stopped at a local shop for refreshments, or at the Lock Road traffic lights. Some lorry drivers lived in Burbage, and I chatted to them as they came home in their lorries, were on a break, or finished work for the day.

Some of the drivers used to see me out in all weather (except rain, frost and snow) and when they went back for another load, they used to say: “Are you still here? Don’t you get bored?”

And I said: “Yes, I’m still here and no, I don’t get bored!”

I also like all the pics of the many different lorries (local to me or not) which are fitted with parts from companies nearby to me – such as Kelsa, based in Chapel-en-Le-Frith. I mostly pull those pictures out of your mag every month and sometimes use them as truck posters.

In your Summer 2021 issue, I enjoyed reading about the new Scania 770 bhp V8 belonging to Chris Good Haulage of Shrewsbury. Some of the pictures were taken at places near to me – eg Woodhead Pass.

Lastly, I recently watched one of the films you recommended that month: Duel 50th Anniversary Edition starring the late, great actor Dennis Weaver. That film is one of the best I have ever seen, along with two other trucking films: Convoy and Hell Drivers.

Anyway, that’s all from me.

James ‘Kev’ Dean Buxton, Derbyshire Thanks very much for your letter. It’s great to hear about your time spent spotting lorries, and I’m also very pleased you’re enjoying our recent crop of features! While we do try to feature trucks and companies based all around the country, I’m sure there will be some more firms local to you appearing in our pages in the near future. In the meantime, please enjoy your prize model truck, which we’ll get in the post to you as soon as possible –ed.

ABOVE Young driver Glen Garlick is the classic Reiver’s proud restorer

PRIZE SUPPLIED BY SEARCH-IMPEX Tel: 01332 873555 Fax: 01332 875757 Web: www.search-impex.co.uk www.truckingmag.co.uk

BEST OF THE FORUM

Hot topics under discussion on Trucking’s social media pages…

Skills crisis We asked: The RHA has written to the UK government with a call to action regarding the potential driver shortage crisis. What impact do you think the letter will have?

DAF debut We said: DAF has revealed the new XF as well as a new name in the product portfolio – the XG (and XG+). Proof, if ever it was needed, that bigger is always better…

You answered: “’Freedom’, he says. You’re either too early or too late, sit in some yard for hours, then sit in traffic for hours.” - David Taylor

You answered: “Volvo cab.” - Ian Smith

“We have all been there, Kev. Give it 10 years – you’ll have no hair left in the middle.”

– Matthew Rs Scarborough

“Volvo, Scania, Iveco, Ford look-alikes.”

- Pete Feasby

“Let’s see what he thinks in another few years!” - Paul Clayson

“If you think the new DAF looks like a Scania or Volvo, eye test needed. Iveco, maybe…”

- Dan Winterton

“Got time to take pictures? Too much time on your hands.” - Ray Hitchman

“Bet the steering is still heavy compared to other makes.” - Ian Matthews “Why do truck makers always release a truck in a colour that will never be used? Just launch it white so everyone knows what it will look like normal.” - Colin Harper

“Ya see, my company encourages photography to help promote our business.

So technically speaking, taking photographs is working. Same here for Kev. Maybe if there’s time to take photos, you’re on the ball and not slacking. Think about it.”

- Luke C in a HGV “Blimey, what a bunch of joy you lads are. All this falling over each other to say ‘give it ten more years’ as if there’s something macho about hating your job. I’ve been doing it a few more years than him and I still love it, so stick that in your pipes and smoke it.”

– lorry-driver.com “One of the best things I ever did was pass my HGV test!” - Paul Fisher “The job is what you make of it. Good luck to the chap, I say.” - Andrew White

You answered: “Absolutely none. The haulage industry has backed itself into a corner allowing itself to be dictated to by customers and government bodies alike, rates are too poor to produce a living wage, and the bureaucracy drivers easily fall foul of makes it a very unattractive profession. If the RHA and FTA along with all operators would organise a week’s stoppage instead of writing letters, they would soon have the government’s ear and be in a position to sort out all the issues plaguing the industry.” – John Thompson

“I don’t think it will have much impact at all.

Drivers’ money is pretty poor for the level of responsibility of the job, and most people don’t want to work the hours these days because they can earn easy money elsewhere.

As for DCPC, I think it a good thing and the standard of truck companies has got better because of it.” - Jeremy Sawford “CPC costs about £250 every five years. If you can’t afford £250 every five years, then someone is having a laugh at your expense!

Seriously guys, grow up! I’ve seen veteran drivers who have no clue how to even do a manual entry, or change the local time display on a tacho head. Things change all the time and that’s the whole point of CPC training: to keep you updated and therefore keep you legal. Your attitude towards it says a lot about you and why you feel you get nothing from it.” - Forbes KB - Trucker

Can’t beat the freedom We said: “I used to work a 9-5 office job where it’d be the same routine every day, so I needed a change. I’ve been in the industry for four years now and you can’t beat the freedom.

My only regret is not starting sooner!”

KevTee, driver and transport vlogger.

www.truckingmag.co.uk

Get your views published!

Write to: The Editor, Trucking magazine, Kelsey Media, The Granary, Downs Court, Yalding Hill, Yalding, Kent, ME18 6AL or email trucking.ed@kelsey.co.uk. You must include your full name and postal address, which can be withheld upon request. Anonymous letters or those without addresses will not be published. Each month, the letter the editor judges to be Letter of the Month will win a fantastic model truck. We reserve the right to edit all published letters. No correspondence can be entered into.

August 2021 TRUCKING 63

YOU AND THE LAW YOUR QUESTIONS ANSWERED

YOU & THE LAW Got a legal query you need clearing up? Our resident legal expert is on hand to offer free professional help and advice

By David Glover PHOTOGRAPHY VARIOUS

You must do this within 180 days of taking up residency in Denmark. If your licence was issued in Guernsey, Jersey or the Isle of Man, you can only exchange a Category B licence without having to take a test.

You must do this within 180 days of taking up residency in Denmark.

ESTONIA

Driving regulations LICENCE EXCHANGE Over the last few weeks, I have been inundated with questions and one topic has dominated them all: exchanging your licence. So this month, I am looking at the most recent guidance which was only published a couple of days before Trucking went to press.

DRIVING IN THE EU: UK LICENCE-HOLDERS LIVING IN THE EU If you live in the EU, you will not be able to renew your driving licence in the UK. Consider exchanging your UK driving licence for an EU licence as soon as possible in line with specific advice for your country of residence.

If your UK licence is lost, stolen or expired, you may not be able to exchange it for an EU licence. You may have to apply for an EU licence and retake your driving test. Please check with the licensing authority in your country of residence if your licence is lost, stolen or expired.

An overview of the implications for exchange is set out as follows: 64 TRUCKING August 2021

Most drivers can exchange their licence without having to take a test. Consider doing this as soon as possible. If you hold a licence issued by the Isle of Man, you will need to take a test to exchange your licence.

AUSTRIA You can exchange your licence without taking a test. You must exchange your UK licence within six months of becoming a resident in Austria. If you became resident in Austria before December 31, 2020, you must exchange your UK licence by July 1, 2021.

BELGIUM You can exchange your licence without having to take a test.

Consider doing this as soon as possible. If you hold a licence from Gibraltar, Jersey, Guernsey or the Isle of Man, you may need to take a test.

BULGARIA You can exchange your licence without having to take a test.

Consider doing this as soon as possible. If you hold a licence from Gibraltar, Jersey, Guernsey or the Isle of Man, you may need to take a test.

CROATIA You can exchange your licence without having to take a test.

Consider doing this as soon as possible.

CYPRUS You can exchange your licence

without taking a test. You must exchange your UK licence within six months of becoming a resident in Cyprus. If you became resident in Cyprus before December 31, 2020, you must exchange your licence by July 7, 2021. If you hold a licence from Gibraltar, Jersey, Guernsey or the Isle of Man, you may need to take a test.

CZECH REPUBLIC Most drivers can exchange their licence without having to take a test. Consider doing this as soon as possible. If you hold a licence issued by the Isle of Man, you will need to take a test to exchange your licence.

DENMARK If your UK or Gibraltar licence was issued before January 1, 2021, you can exchange your licence without having to take a test. You need to do this within 180 days of taking up residency in Denmark, or by June 30, 2021 – whichever is later. If your UK or Gibraltar licence was issued on or after January 1, 2021, you can only exchange a Category B licence without having to take a test.

FINLAND You can exchange your licence without having to take a test for licence categories A1, A2, A or B. Consider doing this as soon as possible.

FRANCE This guidance also applies to driving licences from Gibraltar, Jersey, Guernsey and the Isle of Man. If your UK driving licence was issued before January 1, 2021, your licence is recognised in France for as long as it is valid. Paper licences are usually valid until you are 70. For plastic photocard licences, the expiry date is on the front.

If your UK licence has expired or has less than six months’ validity remaining, you must exchange it for a French licence. You do not need to take a driving test. You can only exchange your licence if it is due to expire within six months. If you do not have a valid reason to request an exchange, your application will not be processed.

If your UK driving licence was issued on or after January 1, 2021, then your licence will be recognised for one year www.truckingmag.co.uk

from the date of issue of your residency permit (carte de séjour). If you intend to stay in France for longer than one year, you must exchange your UK licence for a French licence during this initial one-year period. You do not need to take a driving test.

GERMANY You can exchange your licence without having to take a test.

You should exchange your UK licence for a German one within six months of becoming resident, or by June 30, 2021, whichever is later. You may need to take a test if you hold a licence from Gibraltar.

GREECE You can exchange your licence without having to take a test from February 1, 2021. A medical – physical and eye – examination will be required.

exchange your licence. If you have been resident in Italy for more than 12 months, then you can continue to use your valid UK licence until December 31, 2021. If you are resident in Italy after January 1, 2021, your valid UK licence will be recognised for 12 months from the date you became resident.

LATVIA You can exchange your licence without having to take a test.

Consider doing this as soon as possible.

LIECHTENSTEIN Most drivers can exchange their licence without having to take a test. Consider doing this as soon as possible. If you hold a licence issued by the Isle of Man, you will need to take a test to exchange your licence.

LITHUANIA HUNGARY Most drivers can exchange their licence without having to take a test. Consider doing this as soon as possible. If you hold a licence issued by the Isle of Man, you will need to take a test to exchange your licence.

ICELAND You can exchange your licence without having to take a test.

Consider doing this as soon as possible.

IRELAND UK and Northern Ireland licence holders’ resident in the Republic of Ireland must exchange their driving licence for an Irish licence. UK and Northern Ireland licences aren’t legal for driving in Ireland.

However, they can be exchanged without the need to take a driving or theory test.

ITALY You will need to take a test to

You can exchange your licence without having to take a test if you obtained the licence before January 1, 2021. Consider doing this as soon as possible.

LUXEMBOURG You can convert your licence without having to take a test.

You must convert your licence within one year of becoming a resident in Luxembourg. If you became resident in Luxembourg before December 31, 2020, you must convert your licence

by December 31, 2021.

THE NETHERLANDS You can exchange your licence without having to take a test.

Consider doing this as soon as possible. However, in some cases, you may need to provide a certificate of health that could involve a medical examination.

If you became resident in The Netherlands before January 31, 2020, you must exchange your UK licence by May 1, 2021. If you exchange by this date, you do not need to provide a health certificate. Your UK licence will no longer be valid to drive on Dutch roads after May 1, 2021.

If you became resident in The Netherlands between January 31, 2020 and June 13, 2020, your UK licence is no longer valid to drive on Dutch roads. You must not drive until you have exchanged it for a Dutch licence.

If you became resident in The Netherlands between June 13, 2020 and February 15, 2021, you must exchange your UK licence by October 1, 2021.

Your UK licence must have been valid on December 14, 2020 to benefit from this extended validity.

If you became resident in The Netherlands after February 15, 2021, you must exchange your licence within 185 days of becoming a resident.

NORWAY You can exchange your licence without having to take a test.

Consider doing this as soon as possible.

MALTA

POLAND

You can continue to use your licence until July 1, 2021. From July 1, 2021, you will need to take a test to exchange your licence. Consider exchanging your licence as soon as possible. If you hold a licence from Gibraltar, Jersey, Guernsey or the Isle of Man you may need to take a test.

You can exchange your licence without having to take a test.

Consider doing this as soon as possible.

PORTUGAL You can continue to use your valid UK licence in Portugal until December 31, 2021. If you are resident in Portugal, you should

exchange your UK driving licence by December 31, 2021.

ROMANIA Most drivers can exchange their licence without having to take a test. Consider doing this as soon as possible. If you hold a licence issued by the Isle of Man, you will need to take a test to exchange your licence.

SLOVAKIA You can exchange your licence without having to take a test.

If you have been resident for over 185 days starting from January 1, 2021, you must exchange your UK licence for a Slovak one within 60 days of completing the 185 days and before September 2, 2021.

SLOVENIA You can exchange your licence without having to take a test until December 31, 2021, or within one year of becoming resident, whichever is longer.

SPAIN (including Balearic and Canary Isles) You can continue to use your licence until October 31, 2021.

You may need to take a test if you want to exchange your licence. If you hold a licence from Gibraltar, Jersey, Guernsey or the Isle of Man, you may need to take a test to drive in Spain.

SWEDEN You can continue to use your licence until July 1, 2021.

After this, you will be able to exchange your UK licence without taking a test.

SWITZERLAND You can exchange your licence without having to take a test.

Consider doing this as soon as possible. If you hold a licence from Gibraltar, Jersey, Guernsey or the Isle of Man, you may need to take a test. t

Marshall Glover

YOUR LEGAL QUESTIONS ANSWERED – FREE! Trucking’s law experts at FMGS Law Ltd can help with your legal queries. Each letter gets a personal reply and confidentiality is guaranteed. Write to: You & the Law, Trucking, Kelsey Publishing Ltd, The Granary, Downs Court, Yalding Hill, Yalding, Kent, ME18 6AL or email trucking. ed@kelsey.co.uk. Alternatively, contact FMGS Law Ltd direct on: 0844 8011422 or visit www.fmgs.co.uk www.truckingmag.co.uk

Please provide your name and address with all correspondence.

Disclaimer: No information in this column shall be construed as actionable legal advice and information is offered for general information purposes only, based on the current law when the article was first written. You should always seek advice from an appropriately qualified solicitor on any specific legal enquiry.

August 2021 TRUCKING 65

COURT & INQUIRY LEGAL

COURT& INQUIRY News straight from the courtrooms of the haulage industry’s latest legal cases

By Michael Jewell PHOTOGRAPHY VARIOUS

Ruth Hayes / Andrew Barnden / Russell Waghorn

NO TM FOR OVER 10 YEARS LEADS TO IMMEDIATE REVOCATION The standard national licence held by Ashford, Kent-based Ruth Hayes was revoked with immediate effect by traffic commissioner Sarah Bell following evidence she had not had a transport manager for over a decade. The commissioner also concluded the licence had in fact been operated by Ms Hayes’ life partner, Andrew Barnden.

Refusing to accept the surrender of the licence, the commissioner said it would represent a possible manipulation of the operator licensing regime. The licence was granted in 2005 shortly after an application for a change of entity for Andrew Barnden was refused. Russell Waghorn was nominated and accepted as transport manager on the Ruth Hayes application on September 14, 2005. In recent correspondence, Mr Waghorn stated he was not the transport manager after approximately four weeks.

At the Public Inquiry, Mr Waghorn said he had never been a transport manager for Ruth Hayes and only Andrew Barnden, trading as Barnden Transport. He only agreed to be named while Mr Barnden sourced a permanent transport manager. When Mr Barnden had not done so after four or five weeks, he told him he had resigned.

The commissioner said there was no record from Ruth Hayes, Mr Barnden or Mr Waghorn in 66 TRUCKING August 2021

2005 or thereafter for many years stating Mr Waghorn was no longer the transport manager.

Indeed, every five-year renewal checklist had Mr Waghorn as the transport manager. The transport manager questionnaires issued in 2012 for the changes in EU legislation were responded to by Ms Hayes, including a copy of the 2012 questionnaire together with forms to obtain a duplicate CPC certificate for Mr Waghorn and attaching a copy of Mr Waghorn’s driving licence.

In Ms Hayes’ letter received on February 15, 2021 she stated the transport manager was on an annual retainer to keep the licence valid, but as there was no work, there had been no need for contact for some considerable time. That did not accord with the O-licence record. A check showed at least one vehicle had been specified since 2005 until even the day of the Public Inquiry.

All vehicle changes had been made by Andrew Barnden. He was the only individual with

admin access to the licensing record. Mr Barnden obtained self-service access on November 10, 2016 and that access could only have been granted by a declaration signed

by Ms Hayes lodged with the licensing team in Leeds. Since that date, four vehicles had been specified and three removed.

Mr Barnden last accessed the system on February 10, 2021 and one vehicle remained on the licence to the current day. That level of involvement was contrary to the statement in Ms Hayes’ letter, which said: “Mr Barnden has no role in the company; I used his email account to forward this information as he had a Gov.Gateway signature verification account and works out of the office next to mine, so I used his email account to forward the relevant information you required.”

That was in relation to the application to add a Steve Jones as a transport manager.

The reality was the licensing record demonstrated Mr Barnden had sole control over the record, the adding and removing of vehicles etc. It was Mr Barnden who wrote to the central licensing office in Leeds on August 7, 2012 dealing with the transport manager questionnaire.

Not only had there been ongoing vehicle operations, but on balance the operator appeared to be Mr Barnden and not Ms Hayes. It was an offence to “lend” an O-licence because they were not transferrable.

Further, Mr Barnden’s own application for a licence had been refused.

In his evidence, Mr Waghorn

confirmed Ruth Hayes was the life partner of Mr Barnden when he first met him. He believed they subsequently married.

Mr Waghorn had only met Ms Hayes once, possibly twice, and never in terms of a business relationship. When it was pointed out to Mr Waghorn that Mr Barnden had a licence refused in 2005 because of his previous licensing history, he expressed surprise. Mr Waghorn admitted for the few weeks he was a nominated transport manager, he had not looked at the vehicles or the records because Mr Barnden had a good reputation locally.

Mr Waghorn disappeared during the virtual hearing. A couple of times he came back in, only to disappear again. On the first occasion, her clerk telephoned him and made contact. However, subsequent attempts to speak to him on the telephone were unsuccessful and emails were not responded to. His disappearance happened during her questions on how Mr Barnden received Mr Waghorn’s duplicate CPC certificate in 2012 when OCR only sent the certificates to the CPC-holder’s home address; why Mr Waghorn had not spoken to Mr Barnden when he received his application bundle showing a duplicate certificate had been issued; and the reason for the very significant fuel payment on November 9, 2020 and where that fuel was being stored/used.

She found it extraordinary that a licence could effectively have an absent transport manager and probably an absent operator for 20 years. It only came to light because of Mr Waghorn’s application for TM of

www.truckingmag.co.uk

Hurst Mills Ltd. As Mr Waghorn did not stay in the hearing, it was difficult to make a formal finding on whether he was knowingly an absent transport manager and colluded in that, or whether the illusion of compliance was created through false documents. The fact she even needed to be asking those questions impacted on the good repute of Ms Hayes, Mr Waghorn and Mr Barnden. This case was an excellent example of what happened when individual transport managers failed to separately notify when they ceased to be engaged with a particular operator. That was why failure to notify a resignation seriously impacted on good repute.

Finding Ms Hayes had lost her repute, the commissioner said that because the licensing record did not tie in with her account, and based on the contradiction of her written evidence, Mr Waghorn’s evidence, whether due to absence or collusion, was the same, namely that she had lent her licence to Mr Barnden.

Operator licensing was based on trust and she did not trust any of the three. Mr Waghorn was not formally in front of her in terms of his good repute, but he had asked to attend as a witness to preserve his good repute. She considered it was not preserved, and should he apply again in the future for a licence or to be a transport manager, then his application must be referred to a traffic commissioner or a deputy traffic commissioner and must not under any circumstances be dealt with under any perceived delegation.

Similarly with Mr Barnden, she was on notice that he has been operating under the radar for many years and therefore the same direction applied in relation to any future applications by him.

JP Transport

PROBLEMATIC TWO YEARS SINCE LICENCE GRANT LEADS TO REVOCATION & INDEFINITE DISQUALIFICATIONS Newcastle-upon-Tyne based Philip and Joshua Chappell, trading as JP Transport, were disqualified www.truckingmag.co.uk

Records did not show any defects ever identified by the driver in 92,000 km of driving. indefinitely from holding an O-licence after their international licence for one vehicle and one trailer was revoked by deputy traffic commissioner Simon Evans. In addition, he disqualified the partners’ transport manager, Tracy Chappell, from acting as such indefinitely.

In doing so, the deputy commissioner said regrettably, it seemed the whole of the two-year period since the grant of the licence on March 1, 2019 had been problematic, marked by the firm’s failure to respond to requests of the Traffic Area office or to communicate in timely fashion. The licence had been granted with a specific undertaking requiring financial standing to be demonstrated afresh by October 31, 2019; the relevant evidence being bank statements for the period July to September 2019 inclusive. The firm was unresponsive to reminders issued in November 2019 and January 2020. While a response was eventually provided on January 28, 2020, it was insufficient.

When further requests for bank statements were also ignored, the traffic commissioner directed a proposal to revoke be initiated on April 9, 2020. The firm’s reply on April 20 again provided no bank statements.

Finally, on June 3, 2020, bank statements were produced and the decision was made to cease the proposal to revoke.

The traffic commissioner was concerned, however, that compliance standards might have suffered and requested a DVSA Desk Based Assessment

be undertaken. DVSA made the request for data and other evidence on July 15, 2020, but the process was delayed by a request by the firm for an extension to the time limit for the provision of the required material. While the extension was granted, no further response was received by DVSA. On September 16, 2020, the traffic commissioner directed the proposal to revoke processes were recommenced.

Close to two weeks later, the firm made contact, blaming the lack of response and the absence of data passed to the DVSA on accidental water damage and a subsequent fire, which had caused damage both to a laptop, and to the back-up USB drive, which had itself been destroyed in the fire. The firm requested a formal meeting with the traffic commissioner.

On November 6, 2020, a vehicle examiner commenced a ‘live’ maintenance investigation by visiting the firm’s premises.

Adverse findings related to inspection and maintenance records, driver defect reporting, inspection facilities and maintenance arrangements and the assessment of the role of the TM. On November 13, 2020, a traffic examiner visited the firm.

Her report also had an ‘unsatisfactory’ outcome, raising a series of issues.

The firm never acknowledged being called to the Public Inquiry. It had not provided any of the documentation requested to be provided in advance of the hearing. Once again, no financial evidence had been produced.

Attempts to chase up the firm in the days preceding the hearing had proved fruitless: emails had not been replied to and even though the telephone rang out, it had never been answered. No person had attempted to join the virtual meeting, details of which were provided to the firm and TM. He could only assume they had voluntarily absented themselves from the Public Inquiry.

The findings of DVSA reflected fundamental concerns in terms of compliance in what was a very modest business.

Examples included that records did not show any defects ever identified by the driver in 92,000 km of driving, preventive maintenance inspections came in-house without notice, and the vehicle unit of the single vehicle in use had never been downloaded during the life of the licence. He concluded it was entirely justified to exclude the partners from the industry as the risk to road safety and the prejudice to fair competition in the industry would be undermined if he were to take any other course.

Disqualifying the partners from holding an O-licence, the deputy commissioner said he had settled on an indefinite period not because a very lengthy period out of the industry was necessarily required, but because a more finessed calculation was impossible without having heard representations from the partners, who he understood were a father and son.

As to the TM, Tracy Chappell, he was frankly dismayed to find a TM, who must be aware of her particular responsibilities for the continuous and effective management of transport operations, had chosen not to respond to the calling-in letter, thereby clearly placing her good repute in jeopardy. She was criticised in the VE’s report and her failure to provide data or to manage drivers’ hours compliance as set out in the TE report was such he was unable to conclude he could trust her in the TM role. He found her repute to have been lost. For the reasons outlined in relation to the disqualification of the partners, he considered for now an indefinite period of disqualification was appropriate in this case too. t August 2021 TRUCKING 67

DIARY DATES 2021-2022 We recom e nd you c events are m still going ahheck ead before settin g out.

July 24-25, 2021

July 31 - August 1, 2021

Sample the best trucks in the North East at the Wolsingham Showground, Wolsingham. www.truckfest.co.uk

Working trucks, classics and more at the Royal Highland Centre, Ingliston, Edinburgh. www.truckfest.co.uk

TRUCKFEST NORTH EAST

TRUCKFEST SCOTLAND

August 14-15, 2021

PORTHCAWL TRUCK GATHERING

Beasts from the East on show at the South of England Showground, Ardingly, West Sussex. www.truckfest.co.uk

Plenty of top-class HGVs on show at Sandy Bay, Porthcawl. http://bit.ly/Porthcawl-TruckGathering

August 28-30, 2021

TRUCKFEST PETERBOROUGH

TRUCKFEST SOUTH WEST

See the West’s best working and classic commercials at the Royal Bath & West Showground, Shepton Mallet. www.truckfest.co.uk

Holding a tru cking event?

Give us the details and Send to: Truc we’ll try to include it. king, Kelsey Publishing Lt The Granary d, , Downs Cou rt, Yalding H Yalding, Ken ill, t, ME18 6AL information to trucking.ed or email @kelsey.co. uk

August 14-15, 2021

TRUCKFEST SOUTH EAST

September 4-5, 2021

FREE PUBLIC FOR YOUR SH ITY OW!

Aug 31 - Sept 2, 2021

COMMERCIAL VEHICLE SHOW

Don’t miss the season’s big show, which is back again at the East of England Showground. www.truckfest.co.uk

See the latest trucks and tech at the biggest industry show, taking place at the Birmingham NEC. https://cvshow.com

September 7, 2021

September 11-12, 2021

Ensure your maintenance programmes are fit for a modern fleet at Logistics UK’s event at the British Motor Museum. https://logistics.org.uk/fleet-engineer

Be sure not to miss a weekend of vintage trucking fun taking place at the British Motor Museum, Gaydon. www.britishmotormuseum.co.uk

FLEET ENGINEER CONFERENCE

RETRO TRUCK SHOW

September 18-19, 2021

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CLASSIC TRUCK SCAMMELL SCARABS

CADBURY’S SCARABS

By David Reed PHOTOGRAPHY DAVID REED

Though now preserved in British Railways livery in Yorkshire, these two 1950s Scammell Scarabs both spent their working lives at the famous Bourneville chocolate factory in Birmingham. Trucking tells the story of their rescue and restoration

A

lthough the best-known users of the Scammell Scarab, its Mechanical Horse predecessor, and short-lived Townsman successor was British Railways and, before 1948, the ‘big four’, they were by

70 TRUCKING August 2021

no means the only household-name to make use of them.

Not all these uses, however, were in the public eye. The main advantages of the three-wheeled Scammells were manoeuvrability and the ability to couple/uncouple a trailer in seconds,

and without the driver having to leave the cab. This meant besides local delivery work close to base, they were ideal for local running between factories, especially if the factory site was tight for space and the work involved running right into it.

This made them popular with firms such as breweries, and some companies in the automotive parts industry with several factories in relatively close proximity to each other and which needed a regular supply chain of parts.

Such vehicles wouldn’t generally be that well-known outside their area. www.truckingmag.co.uk

One such company was Cadbury, which operated four Scammell Scarabs at its famous Bourneville factory on the south side of Birmingham. Registered VOX 91, VOX 92, XVP 962 and EOM 130C, they were used on various duties including carrying empty chocolate moulds to the wash plant between production runs.

Amazingly, despite being sold for scrap when their working lives ended, three of the four Cadbury’s Scarabs survive – and two of them are in now West Yorkshire. The two in question are VOX 91, which is owned by Simon Waye; and XVP 962, owned by John Baxter. Despite being ex-Cadbury’s, both now wear the more familiar British Railways livery for reasons that will become apparent soon.

The two vehicles met up at The Bronte Gathering, held at Cullingworth, so let’s have a look at each truck to see the different routes they took after leaving Birmingham.

engine, it started work at Cadbury’s on October 3, 1959 and worked around the factory until 1976, when it was withdrawn. Its fate seemed to have been determined when it was sent to a scrapyard. “It languished there until September 1, 1980,” John says. “But it was saved when it was bought by the Prestatyn and Dyserth Railway Society in North Wales.”

Their idea was to preserve the branch line between the two towns – and although this project never came to fruition, it at least meant the

XVP 962 John Baxter has owned his 1959 Scammell Scarab six-tonner since 1992 and it has been rallied in the West Yorkshire area for many years.

Powered by a Perkins 4203 diesel ABOVE Single headlamp at the front of Scarab

On the move: John’s trailer came in poor condition from a farm in Market Weighton

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August 2021 TRUCKING 71

CLASSIC TRUCK SCAMMELL SCARABS

ABOVE John Baxter’s 1959 Scammell Scarab has been in preservation for a number of years

Scarab had been saved. It remained in North Wales until it was sold to Dave Lewis, a railwayana dealer in Stokeon-Trent, who subsequently entered it for a railwayana auction – where it was spotted by John. “I was actually looking for an Austin A35 van,” he says.

“I was interested in railwayana at the time, so I went to the sale, saw it, thought it would be good to own, and so bought it.”

It was in poor condition and had suffered the scourge of modern-day life – namely, vandalism. “Bricks had been thrown at it and the door windows had been broken,” recalls John.

It wasn’t too long before he started the restoration process, beginning with the engine. “Lucky there was basically nothing major to do to it,” he says. The only significant issue was the fuel pump had seized; so John dismantled it, gave it a good clean and put it back together, after which it worked perfectly.

at a fabrication company at the time, so I got one of my colleagues to fabricate a new skin,” he adds.

Another problem became evident at this point. “The cab had sunk down onto the chassis as the outriggers were bent,” says John. “I had to lift the cab up a bit to straighten them out and then lower the cab back down to make it level.”

On the whole, though, the chassis was sound. “There was no rust, so no sandblasting was needed. I just rubbed it down with a wire brush and painted it.”

One of the areas susceptible to being damaged on a Scarab is the coupling rams behind the cab. “They often got damaged due to the drivers reversing onto the trailers a little too quickly to couple-up,” John explains. Luckily in this case, they were in good condition and didn’t need any work.

The rest of mechanics were also in good condition, including the back axle and steering. However, perhaps unsurprisingly, the brakes needed a reline and the electrics also required some attention. “There were some parts that needed rewiring. A new headlight and sidelights had to be sourced, although the rear lights were all there.”

Finally, after receiving the British Railways livery, the Scarab tractor was ready for the road. But to complete the restoration, a trailer was needed. “I saw the trailer advertised a couple of months after I bought the Scarab,” John continues. “I went to see it at Market Weighton where it was owned by a farmer; it was in poor condition as it had stood out in a field for many years.”

John decided to buy the trailer, and it was duly transported on a low-loader back to West Yorkshire. Once there,

Numerous parts were shown being fabricated, with Suggs soldering the ends of the water tubes.

Cab condition There was more good news concerning the gearbox, which was in fine working order and needed nothing more than an oil change and “a tidy-up”; there was no need to strip it down.

However, there was a lot of work to do when it came to the cab. Many of the panels needed reshaping due to damage caused by vandalism. “There were a lot of dents in it,” says John – and it was here that his skills as a panel-beater came to the fore.

There was also some work needed on the doors. “One had to be reskinned, but luckily I was working in the stores 72 TRUCKING August 2021

ABOVE Chassis plate shows 1959 registration date

ABOVE No complicated information display here!

www.truckingmag.co.uk

“it was stripped completely down to the chassis, which was basically sound, although a few parts were bent”. The trailer coupling had to be shotblasted and the wooden deck renewed; but when all of that work had been completed, the Scarab and trailer combination went back on the road. The whole process had taken 12 months to complete.

VOX 91 The other Scarab, VOX 91, may be familiar to some readers as it was featured on Channel 4 TV’s Salvage Squad a few years ago. Now owned

by Simon Waye, it’s a couple of years older than John’s Scarab, being first registered in 1957. The two would, however, have worked alongside each other for many years, probably having similar working duties. But by the early 1970s, Simon’s Scarab had also been earmarked for withdrawal; and it, too, had gone to a scrapyard where it was due to be cut up. “Luckily though, it was saved by David Johnson,” says Simon.

David had seen the Scarab when he was on his way to work and the scrapman was already cutting up Scammell drays. Horrified by the sight of the destruction, on his way home he stopped to have a look and, after a lot

www.truckingmag.co.uk

of negotiation, managed to buy the ex-Cadbury’s example.

The Scammell moved with David to Fishguard with the idea being it would be restored, but unfortunately he didn’t get around to it. “The result was the Scammell was left to rot in a hedge,” Simon said.

Although the Scammell is now owned by Simon, it was actually bought by his father Chris in 2000 when it was advertised in a magazine.

Scammell Scarabs have played an important part if Chris’ life. “His father used to drive a railway Scarab at Bishopsgate goods yard in London’s East End after he started his working life on the railway leading horses,” says Simon. “But in 1956 he was given the Scarab to drive.” Chris himself spent a lot of time with his father in the yard.

“He taught Chris to drive his Scarab around the yard when he was just 11 years old,” Simon adds.

Television star The aim was for Chris to restore the Scarab; but unfortunately, he was unable to complete the job. The answer came from Chris’ wife, Jacquie, who BELOW Simon Waye’s 1957 Scarab is also ex-Cadbury’s, but it too has been preserved in British Railways livery. Bought by Simon’s father, Chris, it featured on the Channel 4 TV series Salvage Squad in 2004

ABOVE (L-R): John Baxter and Simon Waye

persuaded Chris to get in touch with the Channel 4’s Salvage Squad to see if they would be interested in the vehicle. It was a positive response: “They decided they would feature the restoration of the Scarab in Series Three,” Simon tells us. Presented

by Suggs and Claire Barratt, the programme featured the whole restoration process and was broadcast in 2004.

The Scarab as a rusty shell when first seen, although it was described as being “full of character” by presenter Claire. It was taken to Keighley, where

August 2021 TRUCKING 73

CLASSIC TRUCK SCAMMELL SCARABS

ABOVE Scarab dashboard dials seemed to be in decent working order

Scarab expert John Downes took the leading role in the restoration process.

His initial reaction was not that positive though, describing the Scarab as being “rather sad” after rotting for 30 years. He said it was the worst he’d ever seen.

As for the restoration, the whole vehicle was dismantled and stripped down to the bare chassis, which revealed that some parts were beyond repair. These included the coupling rods bent due to trailers being coupled up with some force, bent tabs on the crossmembers, and the end of the crossmembers were also damaged.

Another major problem concerned the steering, which was making the Scarab lean over to one side. Although

it was a difficult job, the answer was to take the steering apart, which helped identify the problem. It was noticed the peg in the steering box had worn away, which resulted in the whole structure being out of alignment – so a replacement was sought.

Numerous other parts were required, including a new radiator as the original was missing. Radiator specialist Walkers of South Otterington, near Northallerton, had the cooling fins for a Scarab radiator, but the rest was missing – including the top tank and

pipework connections. The programme showed all these being fabricated, with Suggs himself seen soldering the ends of the water tubes.

There was no engine fitted when the Scarab was found. Luckily, Chris had a working replacement of the same type which could be fitted, although there were problems when it came to the cab. It needed totally rebuilding – and as a new one wasn’t available, the old was taken to Jim and John Dykes, who were then based in Howarth. They completely rebuilt the cab, fabricating new panels and welding them onto the frame. With the Scammell reassembled with all the components either tidied up or replaced as required, the chassis was painted black.

British Railways livery was also applied to the trailer 74 TRUCKING August 2021

www.truckingmag.co.uk

Paint it back?

was reserved for engine drivers. Those who drove road vehicles were ‘carmen’ – a very important distinction.)

And with that, the Scarab was complete, with the finally vehicle unveiled at Ingrow Station on the Keighley and Worth Valley line.

Chris was obviously delighted with the end result – his Scammell Scarab had been restored from basically a wreck to looking like new.

Simon went on to find a suitable

Then came the discussion as to whether the Scarab should be painted back into its original Cadbury’s livery, or put it into the more common British Railways colours. British Railways won due to the family connection with BR Scarabs, and it now carries the BR fleet number of ‘HL 8351 E’, which was the number carried by the Scarab his father drove. (Incidentally, within railway circles, the job title ‘driver’

covered trailer, which was in just as bad condition when it was found as the Scarab had been in the first place.

But that too has now been restored and the combination really looks the part.

Both John and Simon’s Scammells lined up at Cullingworth for the cameras and got a lot of attention – a reminder of when vehicles such as these provided a vital and flexible link in the distribution chain. t

THE RESTORATION IN PHOTOS

As acquired, following ownership by a railway preservation project which failed to get off the ground.

Cab needed extensive repair and renovation.

Cab restoration. A lot of time was spent removing dents and other minor damage.

The mechanical side was quite good, though the brake shoes John’s trailer, as acquired in ex-farmyard condition. needed relining.

Though not the best quality, this photo is interesting historically as it shows John’s Scarab at work at Cadbury’s in Bourneville.

John Baxter (left) and Simon Waye (right) with their ex-Cadbury’s Scammell Scarabs, now preserved in British Railways livery.

www.truckingmag.co.uk

Chassis corrosion problems had allowed the cab to move out of position.

August 2021 TRUCKING 75

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BENNY HILL & GREEN WAVES The Italian Job

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By Bill Dean PHOTOGRAPHY VARIOUS

F

or those who admit to laughing at Benny Hill in these dour “woke” times, he will always be remembered for being chased by leggy lingerie-clad Hill’s Angels to the tune of Yakety Sax by Boots Randolph. While his comedy is now dated, non-PC and sexist (or ‘funny’, to use an old-fashioned word), in one of his few film roles he predicted a frighteningly 21st Century danger. The Italian Job relied entirely on Hill as Professor Simon Peach replacing the main control tape in Turin’s traffic computer with his own to create gridlock.

Michael Caine’s men could then capture, tow away and “blow the bloody doors off” the Sicurezza’s armoured OM Furgonata and steal its load of Chinese gold.

The film was set in 1969. Just as a Mk1 BMC Mini Cooper couldn’t carry a ton of gold in its boot without the subframe collapsing, central control of traffic lights was also a scriptwriter’s fantasy. The grey roadside control boxes which arrived in the ’70s, ensuring Bill Stickers would always be prosecuted, only controlled a specific junction.

Timings could be set to enable or impede traffic flow, but central control itself didn’t come until the ’90s. Even then the idea of using UTC (Urban Traffic Control) to improve traffic movement was against government thinking. The principle, unspoken but obvious with hindsight, was the worse the urban congestion became, the more likely motorists would switch to public transport. Bus and cycle lanes spread across towns and cities, further slowing travel times.

Then in April 2009, on page 42 of NATA Refresh: Appraisal for a Sustainable Transport System, the government performed a tyre-smoking U-turn. The document admitted the formula for

benefit/cost ratio calculations, which analysed the effect of any new traffic scheme, was biased in favour of congestion because of how it treated the increased fuel consumption of trapped traffic and the extra fuel duty the Treasury thereby collected. This increased tax take was taken off the cost of any scheme, making it cheaper. A scheme which improved traffic flow had extra costs added for the “lost” revenue.

Now the effect of congestion on the whole economy was to be taken into account. Vehicles should be kept moving.

Using 21st Century computer power allied to human overseers controlling lights, it is possible for blocks of traffic to move smoothly across cities at a regulated speed. That it doesn’t is only because some councils are still using congestion as a tactic to increase the take-up of public transport.

It also means Benny Hill could now bring Turin to a standstill; the posh boys could race Minis down sewers with stolen gold, and the coach could teeter on a cliff edge waiting for a “great idea”.

This is a problem, because for a film which wasn’t a great success even in the UK (only 14th at the box office that year), it has been seen by an awful lot of dubious people for whom Benny Hill’s Professor Peach is an inspiration. They can make money by copying him. This was recognised by Dr Ian Levy, technical director of the National Cyber Security Centre, part of GCHQ. Referencing The Italian Job, he said: “A similar gridlock attack on a 21st Century city would have catastrophic impacts on the people who live and work there, and criminals wouldn’t need physical access to the traffic control system to do it.”

Of course, it’s not just road networks that hackers can grind to a halt by

It’s not just road networks that hackers can grind to a halt by breaking remotely into computer networks.

82 TRUCKING August 2021

breaking remotely into computer networks. The American East Coast fuel pipeline was hit recently. The Colonial pipeline carries 45 per cent of diesel, petrol and jet fuel from Texas up to New York. Prices soared to an incredible $3 (£2.15) a gallon, and President Biden authorised tanker drivers to work beyond their permitted hours to bring fuel north until the pipe was running again. More important to keep the Big Apple’s gas-guzzlers running than allow truckers a home life.

The hackers released the cyberlock they’d put on Colonial’s systems after payment of $20 million in bitcoin as ransom. The criminals identified themselves as “Darkside”. They claim, strangely, to be an ethical organisation.

They say they won’t attack medical operations, education, charities and funeral services, and set demanded ransoms at a “payable” level with an after “sales” service helping get victims’ systems running again. Sort of like the Krays worrying about their Trustpilot score. This ransom hack prompted the UK government to “war game” an attack on our pipeline systems to test their vulnerability.

Not all attacks are by private enterprise gangs. Some are by states. Both Russia and China are believed to have tested the West’s systems in cyber attacks. But it is North Korea who’s the big player. The 'Wannacry' attack on 200,000 computers, including those of the NHS, was down to them. They need the money. Ironically, it was defeated by former teenage hacker Marcus Hutchins, before the ransom was paid.

In fact, it is teenagers who are most likely to emulate Benny Hill and cause traffic chaos. The pale, spotty ones who don’t watch Pornhub or play Grand Theft Auto seem to be able to hack into CIA, NASA and FBI computers with ease. As soon as one gets booked for running a red light on his E-scooter, their town UTC will be cyberlocked and the roads gridlocked, Benny Hill-style. www.truckingmag.co.uk

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