transport operator · when the proposals are published in full. but as they stand, the proposals...
TRANSCRIPT
Issue 3 - September 2010
Brussels ban on fuel-saving trailers may prove to be so much hot air
This Month
NEWS
essential reading for HGV PSV LCV
TransportOperator
2-4
REGULARS
Industry News
FEATURES
Legal Update 5-6
Product News 26
10-13
FuelManagement
22-25
LCV Latest 18-19
Bus & CoachRoundup
9
FleetManagement
14-17
Workshop 7-8
Letters 27
A proposal by the European Commission to impose a uniform maximum truck and trailer height of 4 metres across the European Union has been greeted with widespread alarm in Britain, where trailer heights of 4.2 metres or more are the norm, and many operators are reporting considerable advantages in using trailers that are far higher than that. However, Transport Operator can report that the situation is by no means as grim as it sounds.
Britain’s Society of Motor Manufacturers and Traders has warned operators and manufacturers to “expect anguish” when the proposals are published in full. But as they stand, the proposals might not be as bad as they seem, according to Richard Owens, who heads marketing at leading trailer and bodybuilder Don-Bur.
That’s a surprising attitude, given that Don-Bur has just opened a new assembly works dedicated to the manufacture of aerodynamic ‘teardrop’ trailers with maximum roof heights far in excess of the proposed limit at its Stoke-on-Trent headquarters.
“While a blanket ban on anything over 4 metres would have a devastating impact on the British trailer and bodybuilding industry and the operations of many transport companies, things may well not be quite as cut and dried as they seem,” he claimed.
Transport Operator can reveal that Owens himself has been in discussions in Brussels where it was agreed that any 4-metre limit would contain specific exemptions for aerodynamic aids including his company’s trademark teardrop roof profiles, and might also allow over-length aerodynamic tail extensions to be added.
“There is no doubt that, if implemented as they stand, the draft proposals would knock conventional double-deck trailers on the head,” Owens admits.
“But the implementation of this proposal across the board would have huge impact on certain operations, including those of the pallet networks, as well as the
by Richard Simpson
The curved roof profile of Don-Bur’s teardrop trailer (top) causes a considerable reduction in drag and fuel consumption when compared with a standard ‘box’ design (bottom).
own-account operations of retailers such as John Lewis and Argos.”
The retailers in particular took up double-decks with enthusiasm not only because they offer operational efficiencies with their high-bulk cargoes, but also because they enable the company to reduce the number of truck journeys it makes – with fringe benefits including a reduction in carbon emissions.
And pallet networks have found that the introduction of double-decks have enabled their members to reduce the number of vehicles needed to perform the longest part of the pallets’ journey: the night trunk run from the depot to the hub and back.
Owens questions whether, given the proven advantages of the double-deck in reducing traffic congestion and carbon emissions, a blanket ban on these high roof trailers would ever be possible, given the fury it would generate in the UK.
“All sorts of questions are raised, including the retrofitting of high bodywork post-type approval,” he points out. “In any case, it may be that we could provide technical solutions allowing double-deck operations at lower heights than present.”
Owens suspects the hands of large manufacturers and operators may have been steering thinking in Brussels.
“There are many pan-European companies that would benefit from a standardisation at 4 metres,” he said.
“Big transport operators would be able to order large quantities of ‘one-size for all’ trailers and use them across Europe, and the manufacturers would be able to mass produce large quantities of standard products. “
Large trailer fleet deals are often underwritten by the trailer manufacturer, which can be more confident in maintaining a second-hand price if the rolling stock can be remarketed anywhere in Europe. This is not normally possible with trailers produced for British customers, which are frequently over-height for the rest of Europe.
Owens thinks that British idiosyncrasy over trailer heights may have hit foreign trailer makers hard in this market.
“German manufacturers’ attempts to come into Britain are often thwarted by the individual demands made by British hauliers,” he points out, highlighting that Britain’s liberal attitude to body height, combined with consistently high fuel prices, is encouraging ever-increasing numbers of hauliers to consider bodywork that combines extra loadspace with an aerodynamic profile that can reduce vehicle fuel consumption by as much as 10 per cent. Simpson Says: p3
VOSA ‘may charge pit fees’Operators presenting vehicles for annual test at VOSA stations may find that they will have to pay ‘pit fees’ in the future, just as they have to at independently-run authorised test facilities (ATFs).
Interviewed by Transport Operator, Richard Smith, the man behind VOSA’s rollout of the ATF programme, said: “The test fee has to reflect the cost of the test, so the future plan is for a premium to be applied to reflect the cost of maintaining the VOSA estate where testing is carried out at a VOSA test station.”
Full interview: See page 5
Safety &Security
Industry News2 Issue 3 SeptembeR 2010
Hybrids coming for heavy trucksGerman transmission giant ZF is poised to unveil a wide range of hybrid transmissions: initially for medium-size vehicles, but also including a prototype system intended for heavy trucks on long-distance operation.
For medium weight vehicles, ZF has gone the parallel route, enabling the integration of a hybrid transmission into existing vehicle designs with a minimum of re-engineering. The vehicle can run either on its combustion engine, its electric motor, or a combination of both, and potential fuel savings of up to 30
per cent are claimed for urban operations.
Hybrid versions of both the eTronic and AS Tronic lite transmissions are on the way, with a hybrid EcoLife automatic transmission, using an electric motor instead of a torque converter, under development.
On the heavy front, ZF is developing not one but four versions of a heavy truck transmission that will be available with 12 or 16 speeds. It will have torque capacities of up to 3000 Nm, suiting it for use in the most powerful trucks operating
at gross weights of up to 60 tonnes - which ZF believes will become increasingly common on European roads in the future.
Alternative modules enable the vehicle designer to specify a conventional single or dual-plate clutch, a dual clutch, a torque converter clutch or a hybrid module.
The use of hybrids in heavy trucks opens up new possibilities for vehicle engineers and operators.
These include recovering braking energy using an electric retarder and using it to top up the truck’s traction batteries;
using the electric traction motor to boost total power output when a heavily-laden vehicle is pulling away or climbing a hill; introducing a stop-start function to use electric traction in congested traffic; and providing direct electric power to drive equipment such as refrigerator units.
The ZF design incorporates different modules, enabling the same basic unit to be specifically engineered for different functions. For example, a dual-clutch version would enable seamless gearchanging between higher gears. The truck could
a torque conveter module could be specified, enabling full power to be applied in difficult situations with less risk of associated driveline failure.
then be given a high top gear for fuel efficiency, but with necessary downchanges passing virtually unnoticed by the driver.
For very heavy-duty applications
‘Where’s our fuel stabiliser?’ asks Potter Group bossDerrick Potter, chairman of the United Kingdom Warehousing Association (UKWA) has called on the Transport Secretary, Philip Hammond, to fulfil the Conservative Party’s pre-election pledge to introduce a fuel duty stabiliser at the earliest opportunity.
In June’s emergency budget, the Chancellor of the Exchequer George Osborne stated that the potential impact of the fuel duty stabiliser is to be the subject of an investigation – the results of which will be made known after the summer.
Speaking at the UKWA’s recent AGM, held at London’s Dorchester Hotel, Derrick Potter commented: “While I welcome the investigation in to the fuel duty stabiliser scheme, the freight logistics industry needs decisive action if it is to be able to plan for the future with any kind of certainty.
“Unfortunately, some of the flagship policies of the pre-election Conservative manifesto appear to have been quietly dropped or at least diluted since the party’s successful courtship of the Lib Dems. It would be particularly regrettable if the Tories do not follow through with their pre-election commitment to a fair fuel stabiliser.”
Derrick Potter also criticised
the decision to go ahead with the planned increases in fuel announced by the last government that are due to come in to effect in October this year and January 2011.
“The price rises coupled with the increase in the rate of VAT will make it even harder for UK hauliers to be competitive with their foreign counterparts,” he said.
“The fact is that the UK needs a strong haulage industry if it is to compete on the world stage. I hope the new government has a better understanding of this than the
Cummins goes for SuperTurboVanDyne SuperTurbo and Cummins have signed a contract to develop more fuel-efficient heavy trucks using VanDyne SuperTurbochargers (Transport Operator, June). The agreement is part of the Super Truck programme, a cost-sharing initiative between the US Department of Energy (DOE) and the private sector.
Under the agreement, Cummins and VanDyne together will work to develop a VanDyne SuperTurbocharger for a Cummins engine. This technology captures waste heat in the exhaust and adds it back on top of the engine’s power, thereby increasing both fuel efficiency and horsepower in internal combustion engines.
If successful, the agreement may result in VanDyne SuperTurbochargers going into high volume production in the future.
The VanDyne SuperTurbocharger works by combining a turbocharger with its own CVT transmission to increase fuel efficiency and horsepower while reducing CO2 emissions.
Additionally, the SuperTurbocharger is a product that has the low-end torque of a supercharger, higher power than a turbocharger, together with the efficiency gains of turbo-compounding, all in one device.
Cummins was awarded US$39m under the SuperTruck programme to specifically develop more fuel efficient heavy duty class 8 trucks. The goal is to improve vehicle freight efficiency by 50 per cent through advanced and highly efficient engine systems and vehicle technologies that meet prevailing emissions and safety requirements.
Every facet of energy consumption of a Class 8 tractor and trailer will be addressed through the development and integration of advanced technologies.
The Super Truck programme is part of the American Recovery and Reinvestment Act designed to ensure innovation and technology development in America at both small and large companies.
Commented Don Stanton, principal investigator for Cummins Super Truck programme: “Exploration of the VanDyne technology is an exciting complement to Cummins’ technologies portfolio to provide greater vehicle fuel economy and improved driveability.
“Our collaboration with VanDyne SuperTurbo exemplifies Cummins’ commitment to provide innovative engine technologies to meet fuel efficiency demands of the trucking industry.”
Off-peak electric truckA British manufacturer has launched an electric truck that it claims is around half the cost of competitor electric vehicles at just £30,000.
The XT320E is a 3.5 tonne vehicle that is claimed to be capable of carrying up to 1000 kg for up to 60 miles.
Range can be doubled by fitting an extra battery, which costs 330 kg of payload. Alternatively, battery packs can be swapped in less than 30 minutes using a forklift.
Oldham-based ePower Trucks, which makes electric golf buggies and other vehicles, is the manufacturer.
previous administration.”One of the most influential figures
in the UK logistics industry, Derrick Potter is founder and executive chairman of The Potter Group, which provides a complete range of logistics services and solutions.
He is also a director of the Rail Freight Association, a Chartered Fellow of the Chartered Institute of Logistics and Transport, an Honorary Fellow of the Institute of Transport Administration and a member of the Advisory Forum of the University of Hull Logistics Institute.
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Industry News3 Issue 3 SeptembeR 2010
SimpsonSays.....
VOSA stops in Scotland backed
Save our trailermakers!by Richard Simpson
Over the last few years, Britain’s road transport industry has been able to make some genuine technical advances thanks to the innovative nature of small (on a European scale) companies prepared to back clever ideas with the investment needed to bring them to reality.
No-one has done that better than Britain’s trailer makers, who now lead the world with innovative designs that not only pack more cargo into the legally-mandated footprint, but also incorporate graceful streamlined shapes that easily enable fuel consumption reductions of 10 per cent or more.
Indeed demand for these products is such that British trailer maker Don-Bur, recently opened a new factory (I’ll say that again: recently opened a new factory) to meet growing demand for its patented Teardrop product.
The use of such trailers not only reduces fuel consumption, exhaust pollution and greenhouse gases for each journey: it can, given a bulky cargo, reduce the total number of journeys made too.
What could possibly be wrong with that? Well, quite a lot it seems, if you are examining the trailer market from the perspective of one of the large European manufacturers. They essentially want to supply a small number of standardised designs (box, curtainside and fridge) in very high volumes to a small number of large customers across the European Union, and to be able to sell those trailers on anywhere in the EU once the original customer has finished with them.
The British market has always been a hard one for those manufacturers to crack. Even before the advent of the aerodynamic trailer, British hauliers were running trailer heights of 4.25 metres or more, while the rest of Europe was legislated to a mere 4 metres. So, there was little demand for standardised European designs in Britain, and no export market for used UK trailers outside it.
Now, it seems, the big trailer makers have had enough, and have persuaded Brussels legislators to press for an
amendment to Type Approval legislation that would cap heights at 4 metres across the board. This would effectively wipe out Britain’s small, innovative trailer and bodybuilding industry, and open the gates for a flood of imports from the big European manufacturers.
There is, however, a glimmer of hope on the horizon. It seems that the draft legislation (which was not in the public domain as Transport Operator went to press) may include exemptions from both height and length limits for aerodynamic aids.
Our view is that this is not enough. Many operations, particularly those of retailers and pallet networks, have been able to make great advances in efficiency and environmental friendliness thanks to double-deck trailers. Such rolling stock would still fall foul of the proposal reported from Brussels.
Britain’s transport operators need Britain’s trailer makers. Not only have they provided a variety of innovative products unparalleled by anything produced by the rest of Europe in the last 40 years (even the curtainsider was a British invention), they also have the flexibility needed to deal with customers of all sizes. Hauliers who have recently gone to mainland Europe for their new trailers are reporting that they constantly find their order for a few units is being pushed back by much larger orders from much larger customers in a market that is at last showing signs of recovery.
Brussels should think again. Does it really want to stifle innovation and progress in an economic sector as vital as road transport in the nebulous interests of ‘competition’ – especially when the end result will be fewer players in the market?
It is to be hoped that the British transport industry will mount a vigorous defence of the British trailer and bodybuilding industry when the proposals come up for consultation.
After all, without them we would carry nothing!
The FTA has backed plans to extend into Scotland the stopping powers of VOSA officers that currently exist in England and Wales.
James Firth, FTA’s head of road freight and enforcement policy, said: “FTA members support the move to allow VOSA, with their specialist knowledge and equipment, to focus on issues of vehicle roadworthiness and road safety.
“It is simply a better use of time and resources, with the added benefit of
freeing up police time. Sadly, reports of criminal gangs impersonating VOSA officers to undertake vehicle hijacking, very often involving serious assaults on drivers, are increasingly common.
“Guidance, similar to that which exists for drivers carrying high-valued loads, needs to be issued to protect drivers who may be genuinely suspicious of the vehicle instructing them to pull over, but equally fearful of prosecution if the officer turns out to be authentic.”
The Freight Transport Association has identified a series of transport infrastructure projects which it says the Department for Transport must not axe as part of the impending cuts set to be outlined in the Comprehensive Spending Review (CSR), due to be published in October.
Roads highlighted by the FTA as ‘in greatest need of investment’ include the M25 London orbital; the trans-Pennine
M62 and M180 routes; southern and Haven ports to Midlands roads (A34, M40, A14); and the London-Kent ports route (M20); as well as the main north-south motorways, the M1 and M6.
Representatives from the FTA are due to meet with the Secretary of State for Transport, Philip Hammond, before the CSR takes place, in order to emphasise the importance to the economy of infrastructure investment.
FTA outlines spending priorities
Fuso Canters into Travis Perkins
CV SALES THIS MONTH
Industry News4 Issue 3 SeptembeR 2010
MAN keeps position at ZenithZenith Logisitics of Chepstow is adding eight new tractor units to its 35-strong all-MAN fleet. Six TGX 26.440BLS XLX 6x2s will be joined by a further two XXL-cabbed TGXs later this year. The
new intake of vehicles was acquired through MAN Finance on a three-year contract hire agreement, and will be serviced and main-tained at MAN’s Truck Centre in Cardiff, WG Davies. The MANs are all operated through MAN EcoStyle – MAN’s unique IT-based driver performance tool. Based on MAN vehicle telematics, MAN EcoStyle provides Zenith with information, in real time, on how their drivers are performing and, crucially, how profitably its vehicles are operat-ing. Managing director Peter Keates said the system was already providing Zenith with excellent feedback and had identified areas for improvement.
Builders’ merchant Travis Perkins plc has become one of the first customers in Britain for the new, low-emission Fuso Canter light truck. It has already taken delivery of seven 3.5-tonne Canter 3C13s and has a further seven on order from Wellingborough-based Mercedes-Benz dealer Intercounty Truck & Van – the German manu-facturer’s dealer network is responsible for sales and support of the popular Canter light truck range in the UK. All have alloy dropside bodies by Newland Coachworks, of Northampton, and 500kg DEL Slimjim column tail-lifts. Travis Perkins made its first investments in Canters after running a demonstration unit supplied by Intercounty. “We’ve been using that vehicle in Scotland for the last two years and it hasn’t missed a beat,” said group transport operations man-ager Liam Holland.
Isuzu’s success on a palletThe first Isuzu to join the fleet at 80-truck TWT Logisitics of Mid Glamorgan has been dedicated to pallet deliveries from the Andover, Hampshire base of the company’s Switch Internation-al subsidiary. The Isuzu N75.190 Euro 5 rigid has been specified with the popular Easyshift transmission and has a 20ft curtainsid-ed body with tuckaway taillift fitted as standard. TWT anticipates that the Isuzu, which was supplied by Isuzu Thames Valley, will cover in excess of 100,000 km per annum over a six year working life. Managing director Trevor Taylor said: “Isuzu worked hard to impress us with their total package and fully deserved this oppor-tunity to supply us with a new vehicle. Needless to say, the vehicle has slipped effortlessly into our pallet distribution fleet, perform-ing well so far.”
Recovery firm picks VolvoRecoverair, which specialises in the recovery of downed light aircraft and helicopters from crash scenes, has acquired a Volvo FH-480 6x2 tag-a x l e t r a c t o r . Proprietor Tim Wakeman said, “This is our heavy
recovery truck for European operations and she works with our specialised semi-low loader King trailer. It’s fitted with a 45 tonne/metre crane. The truck and trailer combination tips the scales at 27.5 tonnes before we even put an aircraft on it, so I am delighted to be getting around nine mpg from her. It’s certainly a big improvement on the truck it’s replaced.” Supplied by the Hayes outlet of Volvo Truck and Bus Centre London, the truck was acquired through Volvo Financial Services and it is being maintained on a Volvo service contract.
First Mercs go to ViamasterThe first Mercedes trucks to enter the 45-strong fleet of Leeds-based Viamaster Transport have been supplied by Northside Truck & Van. Viamaster offers a comprehensive range of UK and international distribution and warehousing services. Its new trucks are both premium specification Mercedes-Benz Actros 2546 models with 460 hp engines and range-topping, flat-floored MegaSpace cabs. Fleet engineer Ian Davenport said: “It’s difficult to buy a bad truck these days, so back-up is crucially important. Northside appears to be highly professional and has made a good start. Mercedes-Benz has a high reputation for reliability and the Actros were competitively priced. We always specify trucks in the 460-480hp power range with automatic transmissions and the standard-fit Mercedes PowerShift system in the Actros is very smooth and user-friendly.”
Landers are farming for WynnstayAgricultural specialist Wynnstay has taken delivery of three new Renault Premium Lander rigids, fitted with bulk blowing bodies, through distributor Border Trucks. The 8x4 410.32; 8x4 370.32 and 6x4 320.26 are the first Renaults to join the company’s 69-strong,
predominantly DAF and MAN fleet. They will be used to deliver bulk animal feed to farms throughout Wales and into Shropshire, Staffordshire and the Welsh borders. Logistics manager Zak Edwards said: “We were attracted to the Lander by the amount of truck you get for your money. It offers excellent manoeuvrability in locations with limited access, such as the farms we deliver to. Our drivers have found it to be for tackling the combination of roads, farms and sites that we use every day.”
Dailys in motion at PlumbaseIveco is delivering 107 new Iveco Dailys to plumbing, heating and bathroom specialist Plumbase – part of Grafton Merchanting GB, the fourth-largest builders’ merchant in the UK. The £1.9 million deal will see the 3.5-tonne vehicles spread over 100 different Plumbase and Plumbline branches nationwide. 83 Daily 35S12 panel vans make up the bulk of the order, but it also includes 24 Daily 35S12 and 35S13 chassis-cabs: seventeen mounted with box bodies and tail-lifts, and seven featuring bespoke bodies which are half curtainside, half box, with tail-lifts for maximum flexibility. Phil Alexander, head of transport at Grafton Merchanting GB, said: “Iveco Dailys have formed the mainstay of the fleet for nearly ten years. It was a simple decision to replace like-for-like based on their proven performance.”
More DAFs for MoorhouseLong-established Yorkshire operator Tom Moorhouse & Son Ltd has replaced 12 DAF XF95s with 13 of its successor, the XF105. The XF105 FTG 460s were acquired on a five-year contract hire deal through Hill Hire and Leeds DAF dealer Charfields when a similar contract for the
95s ended. Moorhouse financial director Josie Galloway said the good performance of the 95s, particularly on fuel, made the 105 a natural successor: “The DAF 95s proved very reliable and were liked by our drivers. With the new features of the XF105 they are even more satisfied and having satisfied drivers behind the wheel is very important to us as a company. If the drivers are happy it goes a long way to ensuring that the customers are happy.”
Legal update5 Issue 3 SeptembeR 2010
Enforcement agency VOSA probably isn’t the most popular organisation in the world where transport operators are concerned; and Richard Smith, the man charged with managing the launch of the semi-privatisation of the test stations network, probably isn’t the transport operator’s most popular person in VOSA. But he seems to be taking it all remarkably well.
In the launch issue of Transport Operator, we reported that VOSA appeared to be struggling with its objective of getting 40 new privately-owned heavy vehicle testing stations (Authorised Testing Facilities, or ATFs in VOSA-speak) up and running by the end of the year. At the time of publication in June only four commercial organisations had publicly expressed serious interest in opening ATFs.
The number of operational ATFs is now up to 12, although all but two of those were formerly operating as VOSA Designated Premises.
While owned and operated by the private sector, testing at ATFs, like Designated Premises, is still carried out by VOSA personnel. Transport operators having vehicles tested pay two fees: a so-called ‘pit fee’ to the operator of the ATF, and a standard test fee to VOSA. It is expected that some large fleet operators, particularly those in the bus sector, may open ATFs, but use them solely for the in-house testing of their own fleets.
A recent intervention by trade associations has poured more fuel on the flames of an already blazing controversy. The Road Haulage Association, the Society of Motor Manufacturers and Traders, the British Vehicle Rental and Leasing Association and the Freight Transport Association produced a joint letter to the Secretary of State for Transport, Philip Hammond, urging the abandonment of what the letter describes as ‘the flawed policy of the previous Government’ (the rollout of the ATF
programme) in favour of a system where privately-owned workshops could use their own authorised staff to undertake testing, in much the way that private garages use their own qualified staff to undertake MoT testing of cars and motorcycles.
But when Transport Operator caught up with Smith at the end of August, he seemed remarkably unfazed by the storm that was supposedly raging around him.
“We only launched the ATF contract in January,” he pointed out.
“We have already had 72 requests for applications forms, and have received 22 completed applications back.
“We are also negotiating with the large truck manufacturers and dealer networks: many of the biggest players are looking at incorporating ATFs into their future business plans.
“I fully understand why people think that the process is slow, but I can see what’s coming down the pipeline in the way of applications and I can see progress there. We’ve also progressed applications for Designated Premises that were made before the January cut-off, and 18 new DPs have opened this year as a result.”
All kinds of rumours have surrounded the implementation of the ATF programme, including that VOSA is looking to sell off its test station sites and use the capital generated to increase roadside enforcement. But Smith’s explanation is rather more prosaic.
“The Government simply doesn’t have the money to open new testing stations where they are needed, or even refurbish some of the existing ones,” he points out.
“There are benefits to the transport sector in the ATF programme: for vehicle operators it means they can have the vehicle prepared for test and tested at the same site, and if remedial work is needed this can also be carried out on site and the vehicle presented for retest without it leaving the premises. That adds up to a considerable saving in time, money and travel.
“If an existing workshop becomes an ATF, then it will attract extra business besides the pit fee.”
But what about the extra cost to the transport operator? Previously when a vehicle was presented for test just one fee was paid. Now cash-strapped operators will find themselves paying out a test fee and a pit fee.
“Ultimately, there will be more ATFs than there are currently VOSA test stations,” Smith asserts. “So most transport operators will have a shorter distance to travel.
“In many cases where vehicles are maintained under contract the pit fee will be included, and the cap of £40 for trailers and £55 for vehicles
prevents the abuse of a local monopoly. In practice, we expect that the normal action of competition in the market will see the fees paid being rather lower than that.”
Smith also hopes that the workings of the market will see ATFs opening where they are needed, rather than where VOSA currently has stations – which are often in the wrong place in today’s rapidly-changing transport market, where the number of heavy trucks operated in Britain is actually falling.
“We closed four stations last year due to over-capacity, and unfortunately that rather became confused in people’s minds with the ATF programme,” Smith admits.
“And we are going to take out a total of 10 test lanes which are currently under-used, in test stations this year, although no stations will actually close as a result.”
He also hopes that the opportunity to win parts and workshop business, rather than maximise pit fee revenue, will be the main incentive to open ATFs.
“Having an ATF on-site will also reduce costs for workshops engaged in test preparation; they will no longer have to send the customer’s vehicle and a driver to the test station.
“That obviously makes them more attractive to customers as a site for vehicle test preparation. And the increase in footfall generated by the operation of the ATF will also result in increased spending by customers in workshop and parts departments,” he reasons.
One rumour that Smith is quick to quash is that VOSA is
looking to generate cash by disposing of its test station estate.
“It just doesn’t work like that,” he points out. “For a start, we operate from a mixture of owned
and leased sites. Where we own the freehold, the site actually belongs to the Crown Estate. The site would only be closed where suitable alternative facilities were already available. The land then has to be offered to the rest of Government to see if any other department might have a use for it, and it can only be sold if it is not required.
“This means that what we can’t do is privatise a test station directly by selling the site and all the equipment on it to a private business for operation as an ATF.”
But what of the future of the VOSA test stations: is the ultimate goal their entire removal in favour of privately-owned ATFs?
“It’s too early to say if we could ever close all stations,” Smith admits. “We could only consider it if the market provided sufficient ATFs.
A testing challengeThe introduction of the Authorised Testing Facility, which heralds the part-privatisation of VOSA’s heavy-vehicle test function, has been beset by controversy. Richard Simpson catches up with the man in charge.
INTERVIEW: Richard Smith: ATF programme director, Vehicle & Operator Services Agency, Bristol
VOSA says it’s too early to say whether its own testing stations, like this one, could ever disappear altogether
Setting up an ATF
Do you have planning permission and legal entity to use the premises concerned as a testing centre?
Is there easy access to the building concerned from the site entrance, and can vehicles enter and leave the site in forward gear?
Is the proposed building weatherproof, accessible by means of a suitable road, and does it have a flat and level floor with suitable facilities including communication equipment and office accommodation?
Do the proposed premises and staff conform fully to current Health & Safety legislation?
Are the size and dimensions of the test facility appropriate for the size of vehicle you wish to test?
Do you have the following equipment available: roller brake tester, load simulator, vehicle hoist/lift, exhaust gas analyser, diesel smoke meter, headlamp tester and standing area, jacking equipment, wheel play detectors, and speed limiter tester?
Are the roller brake tester, emission tester and headlight tester of types acceptable to VOSA?
Entering a contract with VOSA to open and operate an Authorised Testing Facility is a complex and expensive business – more details of which can be found at www.businesslink.gov.uk/atf.
However before progressing an application, it is worth considering whether your organisation and premises meet seven basic requirements outlined by VOSA:
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VOSA’s Richard Smith, ATF programme director
Continued over
Legal update6 Issue 3 SeptembeR 2010
“Would we ever shut them all? Probably not: especially those that we operate part-time in remote areas.”
Many transport operators view the partial privatisation of heavy vehicle testing with trepidation. While VOSA may not be on many truckers’ Christmas card lists, there can be few people out there who have not occasionally experienced doubts about sharp practice at some car MoT test facilities: was that work really necessary to gain a pass, or is their workshop a bit quiet today?
Does the opening of ATFs on dealer premises not also open the truck dealer to similar temptations? Smith is emphatic that it will not.
“The test will always be conducted by a qualified and impartial VOSA tester and not a company fitter,” he asserts. “This could only be changed by direct intervention at the highest level of Government.”
Smith also has a harsh lesson in economics for transport operators who see the onset of the ATF as just meaning another set of fees for them to pay, with no discernable benefit.
“Testing is fee-funded, and there is considerable pressure to keep fees low,” he points out.
This means that VOSA, just like a private business, is under pressure to take cost out of the process, and maintaining a full network of test stations is obviously a considerable cost.
“The test fee has to reflect the cost of the test, so the future plan is for a premium to be applied
to reflect the cost of maintaining the VOSA estate where testing is carried out at a VOSA test station,” he reveals.
In effect, this will mean that VOSA stations will charge pit fees too.
Smith is also confident that the ATF programme will also have a positive impact on road safety, which after all remains VOSA’s ultimate objective.
“Having a test facility on-site will put the performance of the associated workshop in test preparation into sharp focus,” he asserts.
This will come as welcome news to many vehicle operators who have had to listen to fanciful explanations as to how their truck’s tyres wore out, the windscreen cracked and the headlamps fell out of alignment on the journey from the workshop to the test centre!
It is also still not realised by many transport operators that a test failure has a direct impact on their VOSA Operator Compliance Risk Score (OCRS). Every test failure counts as a black mark against the fleet and increases the likelihood of vehicles being subjected to targeted checks.
Hopefully the presence of an on-site ATF will deter the once common practice of presenting vehicles for a ‘diagnostic test’ then doing the bare minimum required to get them up to scratch.
“Ultimately, it will help vehicle operators and workshops alike to realise that test pass standard is not something to be attained once a year, but is really the safe minimum for operation on the roads every day,” Richard Smith concludes.
INTERVIEW: Richard Smith: ATF programme director, Vehicle & Operator Services Agency, Bristol
Continued from previous page
DP and ATF: what’s the difference?Designated Premises (DPs) are currently operated in an informal manner with VOSA officials travelling to them to carry out tests to a locally-agreed schedule. Opening an ATF means that the VOSA presence will come under a more formal contract.
Partly in recognition of this, VOSA test fees will become payable seven days in advance if the test is undertaken at an ATF.
The initial contract between the ATF operator and VOSA is for four years. After this the contact may be ended with one year’s notice – so the minimum commitment is in effect a five-year one.
ATF operators can either book VOSA vehicle examiners over a calendar year, enabling the alignment of tests with operational and maintenance requirements, or book two months ahead on a rolling calendar basis.
Vehicle examiners have to be booked for a minimum of two test periods, giving each individual examiner a total of at least seven hours on-site.
For full details see: www.businesslink.gov.uk/atf
Workshop 7 Issue 3 SeptembeR 2010
Facom launches new wrenchrangeTool supplier Facom has launched a new range of electronic torque and angle wrenches, which the company hopes will set a market standard.
Available from this month, Facom’s E.316 wrenches are designed to withstand intensive use in industrial, automotive and engineering environments, and can maintain calibration for both torque and angles to +/- 2%.
Available in 1.5Nm to 340Nm capacity, the tools are also resistant to chemicals, and offer USB connections in order to download data and preset values to a computer. Up to 250 torque values can be stored.
Facom’s marketing manager in the UK, Alison Howard, said that the wrenches offer “state-of-the-art technology.”
She continued: “This product aims to set the standard for high-accuracy, premium torque and angle wrenches, as it is designed with high levels of functionality but with a clear focus on usability.
“Functionality includes an auto-test facility, which means the wrench tests itself prior to use for optimum accuracy. Users receive audible and visual cues when the torque is applied and the ability to store nine preset values allows for staged tightening procedures.”
www.facom-tools.co.uk
ATF launches in Liverpool
VOSA’s Authorised Testing Facility (ATF) programme continues to grow with the announcement that South Liverpool Commercials (SLC) has opened an ATF in Merseyside.
The site, which was already a long-standing VOSA Designated Premises, joined the ATF programme at the end of July.
Based in Speke, around a mile from Liverpool John Lennon Airport, SLC is among the largest independent vehicle maintenance providers in Merseyside.
Managing director Ian Hann said: “As an independent repairer we could see the benefits to our customers of an on-site testing facility as it moves testing closer to the customer, providing not just greater flexibility and choice, but reduced downtime and cost.”
A VOSA spokesperson added: “South Liverpool Commercials supported VOSA during the development of the ATF service and so we are very happy to continue working with them.”
www.southliverpoolcommercials.co.uk
Workshop 8 Issue 3 SeptembeR 2010
First purpose-built ATF opens in HydeNorth West-based maintenance group Stockport Truck Centre (STC) has launched the first purpose-built Authorised Testing Facility (ATF) at Hyde, Greater Manchester.
In addition to the ATF, the STC site houses large workshops running round the clock, a body repair centre and a digital tachograph installation and repair service.
STC, which runs four locations in North West England, also runs a national fleet management service and a 24/7 roadside assistance facility.
Gareth Hardy, STC’s managing director, explained the reasoning behind the company’s decision to join the ATF programme.
“Being one of the largest independent repairers in the UK, we were confident we certainly had the volumes available to utilise our own facility
New TruckEast facilities open for businessEast England Scania dealer TruckEast has launched a new tachograph centre at its Northampton premises – shortly after having opened a second Authorised Testing Facility (ATF) at the firm’s headquarters in Stowmarket, Suffolk.
The Northampton tachograph centre on the Brackmills Industrial Estate was completed in July, and is equipped to carry out work on all makes of tachograph, both analogue and digital.
Services include a range of tachograph training courses, and a data download facility, so that drivers’ tachograph data can be transferred to CD or memory stick while the vehicle is being serviced. Downloading equipment and other tachograph accessories are also available for purchase.
The launch follows TruckEast’s move to become the first company to launch a second authorised testing facility (ATF) – at its Stowmarket headquarters – earlier in the summer.
TruckEast runs 12 dealer points around the region, including at its Wellingborough site, where the first ever ATF opened in January. The firm says that the move is part of a drive to offer new and existing customers a wider range of services.
”We can now offer customers a more convenient way of getting their vehicle tested at the point of maintenance and repair – whether that is in the east or the west of our region,” said TruckEast’s managing director John Biggin.
”This will reduce unnecessary journeys, which will benefit vehicle operators.”The Stowmarket ATF undertakes MOT tests on all normal ride height
HGVs and PSVs. In addition, a test trailer, and concrete weights for rigids, are available to hire. The new facility is also equipped to perform brake, emissions and headlight testing, as well as steam cleaning.
www.truckeast.co.uk
and also support the third party standalone testing requirements.“Additionally the ATF makes Stockport Truck Centre a complete
‘one stop shop’ for all vehicle operators’ requirements.”He added: “We are proud of the new facility that we have built at
our Hyde depot and to be the first ‘brand new’ VOSA ATF, which will
support tow of our depots in South Manchester.“We recently held an open day for the facility and received very
positive feedback from our customer base, and many other LGV operators from the area.”
Richard Smith, the ATF programme director at VOSA (see our interview, p.5-6), also attended the open day – and gave some positive feedback of his own.
“I’ve seen for myself what a fantastic new facility STC have built, and we’re delighted they will be operational as one of the first brand new open access ATFs.
“This is a great example of taking testing closer to where vehicle are maintained – and helping operators to maintain year-round compliance with road safety standards.
“I’m particularly pleased that the commercial proposition is proving attractive to independent organisations, as well as the large manufacturer networks, so that the benefits can be felt across the industry.”
www.stockporttruckcentre.co.uk
Bus & Coach Roundup 9 Issue 3 SeptembeR 2010
Chester bus route partnership is just the ticketTwo bus groups have come together in the spirit of cooperation to sign up to what is being billed as a ‘Voluntary Quality Partnership’, covering services on a number of local bus routes in Chester, North West England.
The agreement ends more than two years of competition over the shared routes between passenger service giants Arriva and First.
The companies had been furiously competing for the custom of more than 16,000 locals in the Blacon and Saughall areas of the district, adjacent to the Welsh border.
So intense was the battle for business that some beleaguered residents even began complaining of too many buses – which at some times were reportedly passing through once every two and a half minutes.
The bus route battle had been raging since what was formerly Chester City Council sold one of the UK’s few remaining municipal bus services to FirstGroup in 2007.
But now the new unitary authority for the area, Cheshire West and Chester Council, has taken action to oversee a groundbreaking deal between the two firms to run on an agreed timetable drawn up by the Council.
The new ‘Blacon Pointer’ service, which launched at the end of August, is being covered by low-floor buses with low-emission engines.
Tickets on the routes in question
will be interchangeable between First and Arriva. This will mean that, unlike in some parts of the country, passengers will no longer be left waiting in the rain as buses speed past for which their return tickets aren’t valid.
And while service frequency will remain one of Cheshire’s highest, residents may be pleased to note that the number of buses will see a considerable drop in order to more accurately reflect their needs.
Among the attendees at the official launch of the joint service were managing directors from both Arriva and First; Cheshire West and Chester’s executive member for community and environment, Councillor Lynn Riley; and an English Pointer named Pavo, who bore a striking resemblance to the new service’s logo.
Riley said: “I’m delighted that we have been able to broker a common sense solution for the benefit of everyone who lives, works or visits the city.
“This Voluntary Quality Partnership arrangement – believed to be among the first of its kind in Britain – has set a firm foundation for a modern, clean and sustainable public transport network in Chester.
“There will be fewer but newer buses operating through the city’s streets causing less congestion and pollution, and reduced costs will give bus operators the opportunity to reinvest in better vehicles for other routes within the city.”
The ‘Voluntary Quality Partnership’ (VQP) is government-speak for a process by which a council can use its powers to intervene and directly exert influence on bus service delivery in its area, in order to drive improved transport integration and customer service.
As well as cooperation by the bus operators, the partnership includes commitments by Cheshire
West and Chester to upgrade bus stops and publicity for the routes in question.
Managing director at Arriva Buses Wales, Michael Morton, said of the new arrangements: “Arriva Buses Wales is pleased to be part of this important development in the provision of excellent quality bus services in Chester.
“A common sense formula on bus operating times will provide,
colleagues at Cheshire West and Chester Council and Arriva to bring a much improved service to our customers in Blacon and Saughall.
“With investment into modern, low floor easy access branded vehicles and a coordinated timetable, I am confident that this partnership will deliver what the community has needed from their local bus service.”
not only necessary bus services, but will allow investment in even more modern buses that the people of Chester will be proud to travel in. Arriva is committed to providing the best possible service to its customers at all times.”
First’s managing director, Richard Soper, added: “We are delighted to be taking part in this partnership with our
Stagecoach Group has announced details of orders for around 340 new buses and coaches, in a move which will take its total new vehicle investment to £65 million this financial year.
The £50m new orders include 209 vehicles of various sizes from Alexander Dennis, 100 double-deck Scanias, 17 Volvo Plaxton coaches and 12 Optare midi- and mini-buses.
The new buses will be rolled out throughout 2010-11, will operate on provincial bus routes in Scotland, England and Wales, and meet the Euro 5 emissions standards which were introduced last year.
Les Warneford, managing director of Stagecoach’s UK bus division, said his company was: “committed to driving up the quality of travel for our passengers by investing millions of pounds each year in greener vehicles, better facilities and improved services.
“This latest investment is a sign of our confidence in future demand for bus travel. We believe continued investment is vital to attract even more people onto our greener, smarter bus services.”
The news follows the launch of Stagecoach’s record investment in green hybrid buses, reported in the last issue of Transport Operator, which was part-funded by the Department for Transport’s Green Bus Fund. 56 of the hybrid vehicles went into service in July.
£50m boost to Stagecoach fleet
safety & security 10 Issue 3 SeptembeR 2010
Aide for pallet truck problemsPallet trucks are in common use among transport companies, as a useful means of manoeuvring goods on reaching a customer’s premises.
However, if stored in the back of a vehicle there is the potential for a pallet truck to cause damage to goods or curtains during transit. Additionally, operators lifting a heavy pallet truck into a tyre to hold it in place may run the risk of back injury.
Aide Automotive’s commercial vehicle product range includes the Lee Lock, a device designed to secure pallet trucks during transit.
The Lee Lock ensures the pallet truck remains locked in place at all times, reducing the chance of it hitting other pallets or slashing the curtain side – thus reducing the necessity for insurance claims on damaged goods and vehicle repair costs.
Since the pallet truck slots easily into the lock, the potential health hazards caused by lifting it are also eliminated.
www.aideautomotive.com
Keeping an Eye on tyre pressureSupermarket chain Tesco has signed a deal with safety and security specialist Maple Fleet Services to fit its Cat’s Eye tyre pressure monitoring system across more than 400 of its double-deck trailer fleet, following a successful trial period.
Cat’s Eye is a mechanical system that can be attached directly onto tyres, allowing operators to identify any drop in pressure by glancing at the Cat’s Eye visual indicator.
A partial opening of the ‘eye’ on the indicator signifies a small pressure loss, while severe losses are indicated when the ‘eye’ is fully open.
The system is compatible with both single and dual tyres between 60-130psi, and can easily be retro-fitted.
In addition to the safety benefits of ensuring tyres do not become underinflated, Cat’s Eye also helps operators reduce fuel consumption – and is therefore contributing to Tesco’s commitment to reducing its carbon footprint.
“During our original trial we found that Cat’s Eye assisted our drivers when performing their daily checks to quickly and accurately identify any tyre pressure losses, which in turn helped to reduce fuel consumption,” said Tesco’s fleet engineering manager, Cliff Smith.
”We are now fitting Cat’s Eye to our double-deck trailer fleet and expect to see this trend replicated.”
Jonathan Richards, marketing manager at Maple Fleet Services, added: “We’re delighted that Tesco have committed to installing the Cat’s Eye tyre pressure monitoring system.
“They have recognised the green credentials of Cat’s Eye, which contributes towards their own commitment of reducing energy use and cutting emissions.
“The cost savings that can be uncovered through reduced fuel consumption and increased tyre life also mean the payback period is a matter of months,” he added.
www.maplefleetservices.co.uk/cats_eye.shtml
RHA moves to stock Zenloc
Research by the US Department of Transport showed that vehicles featuring retroreflective tape experience 41% fewer night-time accidents – thus reducing the risk of cargo damage and potentially saving lives.
www.reflexite.eu
With the introduction of the new ECE104 safety legislation in the UK from next year, operators will be required to apply retroreflective marking tapes to all newly registered commercial vehicles over 7.5t, and all trailers over 3.5t.
In preparation, and following an increase in the volume of enquiries as the compliance date looms, visibility specialist Reflexite is launching its VC 104+ Imagine reflective strips.
As well as complying with the requirements of the new legislation, the new product also has a brand awareness feature.
The VC 104+ Imagine tape allows the promotion of corporate identities through the ability to integrate logos and text into the tape – an innovation pioneered by Reflexite.
Meanwhile the ‘E-mark’, also integrated into the tape, is a quality seal which guarantees compliance with the new legislation.
In most European countries, the law will oblige operators to apply yellow strips on the long sides of HGVs and trailers, and red strips on the rear sides.
ECE104 already applies in full or in part in several EU nations, including Italy, Ireland, Romania, Poland and Slovakia. Similar laws are in force in the USA, South Africa, China, Japan and India.
A bright idea from Reflexite
Zenloc Security Systems Ltd has announced that the Road Haulage Association is now selling the award-winning Zenloc portable security alarm through its retail arm, the Hauliers Shop.
The alarm is now available for purchase at the RHA’s online store and will also be included in the 2011 edition of the Association’s catalogue.
The Zenloc portable alarm is a self-arming unit,
which is magnetic and can be attached to a range of surfaces. The units are standalone and do not require an electrical system to function.
Each alarm is bundled with a 300-metre range handheld receiver which, if a security breach occurs, emits a warning tone to alert the driver of the problem.
The RHA’s Richard Schofield added that the introduction of the Zenloc portable security alarm to its retail range would be complemented by a cross-platform promotional campaign.
“In addition to adding this exciting product to our Hauliers Shop, we are pleased to promote the Zenloc portable alarm both through our email newsletters, to a list of over 21,000 recipients, and in the upcoming issue of Roadway Magazine, which has 8,000 subscribers,” he explained.
www.zenloc.com
safety & security 11 Issue 3 SeptembeR 2010
Rollaway accident prevention from PownallPownall Fleet Safety & Security has announced a new addition to its product range dedicated to eliminating rollaway accidents.
In addition to providing the safety offered by traditional park brake alarms, the new product is totally independent of air pressure, providing additional protection during and immediately following a breakdown that has been caused by brake system air loss.
There is also the option to prevent the engine from starting until the park brake is in the brake applied position. In addition, Pownall plans to release conversion kits to allow operators to upgrade existing brake alarms for improved protection.
As well as park brake alarms, Pownall supplies a range of electrical and pneumatic interlock products, suitable for most vehicles and operated plant.
The highest levels of protection are provided by combinations of products. For example, in addition to standard warnings, the Pownall Sentinel Duo provides a warning on loss of electrical power if the park brake is not applied. This is widely applied to operated plant, as well as ADR and Petroleum Regulation vehicles – as the battery can be isolated from within the cab.
www.pownall.co.uk
Wheel nut safetyCheckpoint, the loose wheel nut indicator from Business Lines Ltd, is used extensively by the transport industry as a simple and effective fleet safety enhancer.
Checkpoint allows accurate monitoring of loose wheel nuts, as well as helping prevent wheel
hub damage or the loss of a road wheel should a wheel nut loosen.Each Checkpoint is fixed to a wheel nut, gripping the six corners of the
hexagonal nut so that it remains in position. When the wheel is being fitted out, all the Checkpoint pointers should be
aligned in a recognisable pattern – for example, in a point-to-point configuration so that adjacent pairs of Checkpoints are pointing towards each other.
If one of the wheel nuts comes loose, the Checkpoint moves with it – causing it to become visibly out of alignment with the other Checkpoints on the wheel.
It is then clear, during a walk-around inspection and even at a brief glance, that the wheel nut has begun to rotate, and therefore to loosen.
Peter Harcourt, chairman of waste management specialist Adler and Allan Group, said he had used Checkpoint indicators for a number of years on his company’s vehicles.
“They are simple to fix on wheels and not only demonstrate clearly if a wheel is loose but also show if the vehicle has braking problems on a wheel.
“We would recommend this simple but effective product to any fleet user,” he added.
Business Lines Ltd also supplies a range of related products, such as wheel nut retorque indicators (Checktorque), wheel nut dust cap indicators (Dustite and Dustite LR) and wheel nut retainer links (Checklink, Checklock, Safewheel, Safetylink and Weeloc).
www.checkpoint-safety.com
Brigade Electronics calls time on tonal alarmsBrigade Electronics, the vehicle safety systems supplier, has announced that it will phase out products which feature beeping tonal alarms over the next two years.
The tonal alarms, Brigade says, will be replaced by a safer, lower decibel ‘white sound’ alternative – under the company’s bbs-tek® brand - which does not cause a noise nuisance.
Brigade’s white sound alarm range has been certified by the Dutch ‘Piek’ scheme for use during night-time deliveries. The range produces a unique ‘ssh ssh’ sound, as opposed to the more traditional beep, which the firm says is softer on the ear and far less likely to cause complaints.
The white sound system uses a broad band frequency, which dissipates quickly so that the sound is confined to the hazard area. The system makes it easier to pinpoint the exact location of a reversing vehicle emitting it, and the direction in which the vehicle is moving.
This, the firm says, prevents worker disorientation and means drivers are less inclined to disconnect the reversing aid due to noise nuisance.
Brigade’s marketing director, Tom Brett, explained the reasoning behind the move.
“In 1976, when we introduced the first reversing alarm to Europe, there was no alternative [to tonal alarms],” he pointed out. “The shrill beeping warned of imminent danger and thus saved lives.
“But with so many vehicles now fitted with reversing alarms,
it has gained the reputation of causing a noise nuisance and even confusion. With white sound, you only hear it when it matters!”
The change has come about following a significant increase in noise complaints as a result of the use of tonal alarms. As a result, Brigade says interest in white sound alarms is growing.
Prominent players such as Hanson Aggregates, BAA and the Sainsbury’s distribution fleet are using the technology. In New York City, only white sound reversing alarms are permitted on construction vehicles.
Dundee City Council is also among the organisations now using white sound alarms.
“We fit white sound reversing alarms to everything, from vans to 32t hook loaders,” says the council’s workshop team leader Stewart Dodd.
“The alarms are good for vehicles going out early in the morning, especially refuse vehicles… The localised sound at the back of the vehicle alerts
people and pedestrians without waking up residents.” The Noise Abatement Society (NAS) is supporting Brigade’s
decision to phase out tonal alarms. The white sound technology, used in conjunction with the NAS ‘Silent Approach Scheme’, has allowed some supermarkets to gain permission for extended night-time delivery hours without causing noise complaints.
“NAS applauds Brigade’s responsible attitude in phasing out the manufacture of shrill tonal reversing alarms,” said the organisation’s chief executive Gloria Elliot, adding that the move would help reduce major noise disturbance in urban areas.
www.bbs-tek.com
safety & security 12 Issue 3 SeptembeR 2010
MWS moves to highlight wheel safety hazardsOver 10,000 second-hand and take-off wheels entered the market last year, according to estimates by independent wheel distributor Motor Wheel Services - many of which it says could be substandard or even dangerous.
The company has been raising concerns about the largely unchecked used wheel market, and highlighting the warranty, liability and safety implications of purchasing faulty stock.
MWS explained that its own stock is homologated to OEM standards. In addition, the firm utilises in-house testing, examination and batch-sampling procedures to ensure its products are fit for the road.
But the company is concerned that increasing numbers of wheel sellers are failing to adopt similar standards. Many, it claims, are unqualified, and lack the procedural rigour and technical ability to judge a wheel’s history and level of fatigue.
This, the company says, has led to a contamination of the market by substandard and potentially hazardous second-hand wheels.
In some very serious cases, MWS has been made aware of old wheels having been repainted and sold as new.
“We recognise that wholesalers are diversifying into wheel supply from their core tyre business,” MWS’s managing director John Ellis explained.
“This threatens to bring to market an uncontrolled range of wheel products of varying standards, of which some may be dangerous.”
While buying second-hand wheels may seem an appealing option due to short-term cost benefits, John points out that there may be serious pitfalls to this strategy if proper checks are not carried out.
“It is imperative that these wheels have gone through a rigorous checking procedure, and can be guaranteed by professionals who
know exactly what to look for,” he said. “It is the role of the quality assurance manager to ensure they
thoroughly check the companies they deal with, and to ensure the product they buy is fit for purpose.”
Part of the problem is that the wheels in question are untraceable, and can currently be sold by anyone in the UK, regardless of technical ability or the level of examination performed.
While tyres must meet minimum legal specifications in order to enter the market, there is currently no statutory onus on wheel sellers to meet similar requirements.
So while a wheel failure could be every bit as dangerous as a tyre failure on a busy motorway, there is no legislation in place to prevent the former from occurring – an apparent contradiction which MWS is keen to highlight to senior politicians and the Department for Transport.
This also poses an issue as regards imported wheels, as there are no minimum standards which products must meet in order to enter the UK – placing the responsibility for wheel safety squarely on operators.
MWS cites Germany as a country which has successfully introduced several laws relating to the safety of commercial vehicle wheels.
The firm says the introduction of such measures in Britain would not only help protect the safety of road users; it would also mitigate the likelihood of operators facing corporate manslaughter charges in the event of a serious accident.
Mike Rainford, head of business crime at north west solicitors’ practice Burton Copeland, has also aired his concerns following a meeting with John Ellis.
“There needs to be greater scrutiny and control in this market sector, because the implications are huge,” Rainford said.
“The process shows that if a wheel fails and causes death to either the driver or a third-party, there will be a full Health and Safety Executive (HSE) investigation.
“If the HSE then find evidence of cost cutting, gross negligence or incorrect arrangements in the purchase of the wheel, it will be referred to the police when it officially becomes a criminal investigation.
“At this stage it becomes more likely the case will go to court, and the company can at least expect a fine or a suspension of their licence, and the worst case scenario is a lengthy prison sentence for manslaughter.”
In addition to growing concerns for the safety of road users, John Ellis added that such a scenario: “moves this very serious industry issue into the boardroom.”
In an attempt to raise awareness on the issue within the Department for Transport, MWS contacted its local MP and has since secured a meeting with Mike Penning – the transport minister with special responsibility for road safety and standards – which is scheduled to take place in October.
A meeting with Brian Simpson, Member of the European Parliament for North West England, has also been arranged for September.
Ellis continued: “Between ourselves and Burton Copeland we will drive this issue until people sit up and take notice, and we will follow every possible route to bring this matter to the top of the industry agenda.”
www.mwsdistribution.co.uk
New VanView lens launchedFollowing the success of its TruckView Fresnel safety lens, Alenia Optic has launched a sister product, VanView, designed specifically for LCVs.
Suitable for all vans, VanView comprises a Fresnel lens pressed into a thin, flexible PVC sheet. It is half the size of the HGV version and fits to the passenger side window glass.
VanView enables drivers to see backwards and downwards in order to provide coverage of the notorious blind spot directly aft of the passenger door, which is invisible through standard windows and mirrors.
The blind spot means that pedestrians and cyclists positioned just a metre away from the vehicle can be entirely outside the driver’s field of vision – meaning a simple turn can have potentially lethal consequences.
The improved visibility offered by VanView not only helps reduce danger to other road users – it also assists in preventing damage to the vehicle through collision with unseen obstacles.
It is particularly useful during manoeuvres such as backing into tight spaces, changing lanes on motorways and avoiding street furniture such as concrete bollards.
The new lens is already attracting publicity in the capital. In the run-up to VanView’s official launch this month, Alenia has partnered with Transport for London to promote VanView lenses to members of the Freight Operator Recognition Scheme (FORS) as part of TfL’s Cycle Safety Action Plan.
Improving provision for the city’s cyclists – the number of whom has more than doubled in the last decade – has
become a key tenet of the Mayor of London’s transport strategy.
The TfL scheme, which offers a discounted retail price on the VanView lens for FORS members, aims to promote safety on London’s roads by improving visibility of cyclists for commercial vehicle drivers.
www.truckview.net/vanview.html
Safe and sound Tony Phipps, managing director at sounder manufacturer O.W.L. Vehicle Electronic Systems, has spoken of the necessity for operators to be able to demonstrate that they have taken reasonable precautions as regards the prevention of accidents.
With the burden of proof lying with the defendant in the prosecution of health and safety offences, it’s vital that operators can show they have taken steps to safeguard employees and pedestrians.
Even the best driver training schemes cannot cover all eventualities, he says, and room for human error always persists.
All the driver experience in the world, meanwhile, cannot prevent a pedestrian from stepping out in front of or behind a moving vehicle.
One solution for fleet operators is to communicate with employees and road users
with devices such as talking sounders, using messages like “this vehicle is reversing” or “driver… apply the handbrake”.
O.W.L., which has manufactured sounders for thirty years, says such devices are inexpensive and effective, generating clear information about the nature of the danger and an instant response from those in the vicinity.
“Talking sounders using real human speech have proven to be the most effective means of communicating warning messages to drivers and pedestrians alike,” Phipps said.
Sounders can be tailored with any bespoke message, in any language or accent, meaning their scope is universal. Such systems are also suitable for security applications, such as anti-theft alarms.
His comments follow the publication earlier this year of new guidance for courts by the Sentencing Guidelines Council,
detailing the fines that should be imposed on firms convicted of breaching the Corporate Manslaughter and Health and Safety at Work Acts.
O.W.L. argues that a modest investment in solutions such as sounders represents a far preferable option to the alternative: the risk of injury to employees and members of the public, and the possibility of penalties resulting from a corporate manslaughter conviction or serious health and safety breach, which could run to hundreds of thousands of pounds.
“Every fleet manager has to work hard to manage the budget,” he added. “But if you think you cannot afford the precaution, you certainly cannot afford the penalty.”
www.safervehicles.co.uk
safety & security 13 Issue 3 SeptembeR 2010
Too soft on security?
Organised crime is becoming increasingly sophisticated – and is hitting the transport supply chain industry very hard at a time when costs are rising daily and margins are decreasing rapidly. It is not just the cost of the stolen product which has to be replaced; it is the cost of the sheer inconvenience to companies in replacing stolen goods to keep the supply chain going. Add to this the time it takes to investigate the loss and recover lost profit, and the true cost to the industry far exceeds most estimates.
The transport industry in general does very little to protect itself against the theft of goods in transit, and many haulage companies believe the cost of adequate security protection far outweighs the benefits they are likely to derive from the investment. Why? Because stolen vehicles are usually recovered by the police once the load has been removed and the vehicle is abandoned by the thieves. If not, the insurance companies replace the equipment, with the result that there is little incentive to provide security protection in the first place.
The onus to provide security is usually on the owner of the load – not the haulier – and as long as this attitude prevails the problem is not going to go away.
It is interesting that security protection improves once goods arrive at major distribution centres, particularly those supplying the major high street chains that go to enormous lengths to protect the stock they have purchased. Their distribution vehicles are likely to be tracked and sealed for the journey to high street and out of town stores. Strict procedures mean that few distribution centre trucks stop overnight. And because most delivery journeys are relatively short, theft in transit is less likely and the security risks are transferred from the road to the warehouse.
For this reason it is the supply chain vehicles feeding the distribution centres that are most at risk from theft – and this is the sector that organised crime syndicates target, using sophisticated and elaborate scams to steal valuable cargo.
In general terms it is important to distinguish between opportunist theft and
organised crime. Opportunist theft is generally the result of lax security procedures and therefore relatively easy to prevent by following strict codes of practice, like not leaving goods unattended when unloading, or leaving keys in
the ignition of vehicles.Organised crime is very
different; if crime syndicates spent as much time and effort running legitimate businesses as they do in organising illegal operations they would be running very successful businesses! It is no exaggeration to say crime syndicates research their targets very carefully and have a very active sales and marketing operation with the
result they usually have the goods sold before they steal them.
There are many ways in which successful thefts are carried out and some involve very elaborate organisation. They range from the well-documented ‘round the corner’ thefts to more violent
hijacks, sometimes involving severe violence. Thieves have been known to pose as police officers in order to stop trucks on the road so the driver can be forcibly removed from his cab and the load stolen.
‘Round the corner’ theft, as it is known, has many guises; but generally, delivery drivers are met at their destination by official-looking personnel, often dressed in high visibility jackets
and carrying clip boards, who tell the driver there is a problem in the warehouse and they will have to be unloaded elsewhere. The driver will be accompanied by a second man to the new destination where the cargo will be offloaded. Delivery notes will be signed and the driver is often unaware he has been robbed.
The more common ‘jump-up’ attacks which involve cutting the curtains on trailers is generally done at night when the driver is asleep in the cab. Often this occurs in quiet lay-bys, but has been known to be carried out in official truck stops – using box vans with sliding side doors
which are parked very close the curtain trailer singled out for attack. The thieves simply transfer the load across to their vehicle making as little noise as possible.
In all cases of successful robbery, speed is of the essence, and the greatest risk to the criminal is when the stolen vehicle or load is being moved – especially if a tracking device is being used. Make no mistake:
prevent unattended semi-trailers from being stolen or tractor units being uncoupled from their loads, can cost as little as 0.02p per day to operate. Meanwhile electronic seals with a 10-year operating life and tested to 500,000 operations can cost as little as 0.06p per day to use regardless of how many times the truck or container is sealed. Lease finance, subject to status, is available and makes good economic sense.
It would be silly to pretend that it is easy to prevent attacks by organised crime, but it is a sensible precaution to make a potential attack as difficult as possible. Good security requires strict discipline and it is worth remembering that ‘time is the enemy of crime’. Anything that can be done to slow down a potential attack is very worthwhile as a preventative measure and the following guidelines are worth following:
Using these simple procedures will go a long way to preventing or foiling an attack and may well encourage criminals to pick a softer target.
www.asd-holdings.com
because crime syndicates research targets very carefully, they will know what security provisions have been made. Generally a gang will ensure a stolen load is off the road and under cover in some sort of warehouse as quickly as possible.
This makes tracking very difficult because satellite systems cannot see inside buildings so the thieves are generally secure whilst they tranship and split up the load. In any event, most tracking systems are fitted to the tractor units – so if the trailer is uncoupled and attached to a different lorry, the system is effectively defeated. Some companies now track the trailers as opposed to the tractor unit but power constraints on the trailers often cause problems and make the systems inefficient.
Very few products are immune from theft if they can be sold easily. Even a bulk tanker load of proprietary brand washing up liquid has been recorded stolen, with the tanker being discharged into empty drums so that the contents could be bottled to sell around pubs at night for 50p per bottle. A tanker load sold like this is worth a great deal of money!
All of this paints a very gloomy picture and begs the question: can anything be done? The answer is an emphatic yes. What is more; effective security protection need not cost a great deal of money.
ASD specialises in transport and freight security and works in the aviation, road, rail and marine market sectors. The company studies crimes trends and organisation and is probably the only security company to utilise this research and knowledge to offer a complete intermodal transport security system able to protect and secure goods right across the supply chain.
The company not only helps protect commercial vehicles from theft with high security mechanical locks able to withstand oxyacetylene attack – it also manufactures ‘smart’ devices to protect physical goods in transit with high-security electronic locking seals for roll cages, trucks and aviation containers. These locking seals record all operational data and collate and link this information through a comprehensive backroom computer system to monitor goods in transit. Evidential paper reports can be transmitted across the world in seconds to aid theft investigation and pin-point where an incident took place and therefore who might be responsible.
Price constraint is not really an issue when high security mechanical locks, which can
Ian Winter, managing director at security engineering specialist ASD Holdings, explores what action the transport industry can take to deter cargo theft.
Lock the landing legs down on parked trailers in yards when they are loaded with high value loads.
If a journey involves an overnight stop – instruct drivers to park in secure truck stops – never in isolated lay-bys where an attack is much easier.
Lock down landing legs when still coupled up and parking for a long period.
Ask drivers to report anything suspicious and to check with their transport office before agreeing to unload at a different location.
Ask drivers to report any request to stop on the road before opening the cab door. Genuine Police Officers will not mind waiting.
Fit tamper evident locking seals on roll cages carrying high value goods that will record all operations and provide paper reports that can be used to investigate an attack.
Fit tamper evident security seals to trailers using the same technology.
Use tracking equipment using mobile phone technology that will communicate from inside a building.
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Fleet Management 14 Issue 3 SeptembeR 2010
Fleet management software slashes parking fines by 25 per centA drastic saving in parking fines was an unexpected bonus when food service provider 3663 replaced a fleet management database which it developed in-house with Chevin’s Fleetwave asset management software.
The Fleetwave system led to a saving of £300,000 a year in reduced parking charge notices (PCNs) after the PCN Pal module was added in 2008.
3663 deals with some 800 PCNs per month, which are now handled centrally rather than by each individual depot.
Susan Morrison, 3663 fleet support manager, said the new system enabled the PCNs to be dealt with in a manageable way: “Notices are faxed to us daily by
the depots and we then process them, deciding which ones we are paying and which we will appeal. They are recorded in FleetWave on a daily basis with any correspondence relating to each individual fine, and the system then generates appeal letters as and when they are required.”
The system is also able to create reports, including the total amount of fines paid, identification of hotspots and top ten lists of any category, such as location, driver or vehicle.
Once the reports are generated the data is used by each depot to look into delivery locations and the restrictions in force to check if there are alternative parking areas, or if delivering goods at
a different time of day would eliminate fines.“The process is more manageable,” Morrison added. “Information is easily obtained and it is all stored on one principal database.
“By using the FleetWave software package, we have reduced our parking fines by 25 per cent per annum. This has been achieved by collating all the data, identifying hotspots and then dealing with the issues: for example, finding parking alternatives at delivery points.”
3663 has more than 1,000 trucks, 600 cars and 700 pieces of materials handling equipment, so needed a system that was flexible, easy to access and scalable.
Control quotes, shipping and invoices for £25 a monthA software package aimed at smaller players in the freight forwarding market has been launched by Logtech Consult.
Dubbed e2cargo, the software targets small forwarders providing the core forwarding functions of quotation, shipment and invoicing for £25 a month. It is also suitable for carriers and hauliers.
Logtech Consult was founded in June 2009 by Kathrin Riemer who had previously worked as a freight forwarder in road and air-freight and also as an application consultant and support engineer, specialising in logistics IT systems.
The design philosophy is to focus on doing the key task well rather than offering lots of bells and whistles. The three main elements are:
Quotations: Enter details for quotation – even while negotiating on the phone. Add freight type – lump sum, rate, surcharge, discount – and price.
Shipment: Manage and calculate shipments. Create from quote or add new. Update road, air and sea transport details.
Invoices: One-click invoice generation for transport services.
Tailored invoices with company logo and organisation details.Additional functionality is offered through partners. E2cargo can integrate with FreeAgent, an online accounting system for small businesses.
It also integrates with e-customs, the UK web-based customs clearance system, and Kathrin Riemer plans more such partnerships.
Quickly to hand
ATMS plc, the Birmingham provider of system solutions and hardware for the logistics market, has been appointed as the exclusive distributor for the UK and Middle East for the Navista range of mobile terminals.
The first unit to be launched is the U900 with an inbuilt bar code scanner and WiFi. The unit is lightweight yet rugged, and is certified to a drop test of 1.2 metres.
Options are available for GPS tracking, 2D bar code scanning, and GPRS mobile communications. An SD card slot is built in. The unit supports the standard Windows CE 5.1 operating system. The high brightness 3.5 inch colour touch screen display supports on-screen signature capture as standard.
ATMS claims that a low price of under £590 per unit, even for small quantities, will make the U900 stand out from its competitors.
Stephen Cross, managing director of ATMS said: “We’ve been looking for a source of low-cost devices for some time now but the Navista unit is the first one that in our opinion meets or exceeds the quality of the major players.
“Mobile devices are a major cost element of any project. The more money we can save our customers, the faster their return on investment and the greater the uptake of this technology.
“ATMS has specialised in this market for over 20 years and has many major household name customers. ATMS will be providing a full support service for the Navista range of equipment with a full range of spares being held in the company’s workshop.”
Site offers drivers on-lineA new website is about to be launched that will change the way hauliers hire contract drivers.
www.FindmeaDriver.com is the immediate 24/7 on-line site for hauliers to find top drivers, and drivers to find contracts. Initial trials have shown that hauliers can save anything from £300 per contract and driver can make £300 a month more – simply by cutting out the middle man agency.
According to managing
director Wayne Woodward, a vehicle that allows companies to book drivers direct has been a long time coming. Using the latest online technologies he has worked with software consultants MMCC to develop a fully interactive site that allows drivers to create their own personal experience profiles, and hauliers to offer driver contracts or search for the right driver.
In this way drivers can manage their own calendars
and operators can book shifts direct. This process puts control firmly in the hands of the operator and the driver, reduces costs and speeds up processing.
“The agency process is dated and works to the benefit of the agency. It is slow and allows them to manipulate costs and fees,” states Woodward. “The new online booking process is the way ahead. It is direct, personal and allows costs, invoices and payments to be made online.”
With 15 years in the haulage and logistics industries, Woodward has first-hand experience in working with the traditional agency process. He regards it as restrictive, unregulated and open to abuse.
He argues: ”Compliance checks for operational standards are sketchy, insurance or DVLA checks irregular. Add to that the high costs of office and salaries and operators pick up tiers of operational costs. The Findmeadriver site has few overheads and eliminates unnecessary processes, and advertising costs.”
Complete with built in checks to ensure drivers meet required quality, experience and compliance, the site delivers bespoke management reports, and driver/destination/miles costs – together with continual updates on legislation, and Driver CPC. Discussions are also in place with links to key providers to add weather and congestion information on a continual basis.
“It is the complete online window for any operator and driver. The benefits to all parties are considerable,“ comments Woodward.
In 2011 EU legislation will see the introduction of the Agency Workers Directive. This is expected to add to the administrative costs of conventional agency administrative processes.
everything is managed through a simple-to-follow click-through, where the driver can log availability and operators available shifts. This allows the operator to independently manage their resource requirements. All invoices are created on application and sent electronically to the contracted person.
With www.findmeadriver.com,