Impressive 2019 figures for UK CV production Better ...COMMERCIAL VEHICLE ENGINEER > MARCH 2020 1 IN...

COMMERCIAL VEHICLE ENGINEER > MARCH 2020 1

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Impressive 2019 figures for UK CV productionBetter promotion needed for apprenticeships

MAN LAUNCHES ITS NEW TRUCK GENERATION

A MAN FOR ALL SEASONS

MARCH|2020

https://cvshow.com/


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THE KIDS ARE ALRIGHT

ebruary 3-9 was National Apprenticeship Week, the annual celebration of the impact of apprenticeships and the people who undertake them.

Various events were held around the country to this effect. While there is a national day or week for just about everything these days, that isn’t to say they don’t have value, and National Apprenticeship Week certainly does.

Apprenticeships are a vital part of the education mix and should be celebrated, especially in the commercial vehicle industry. Much has been written about the shortage of technicians, mechanics and the like in recent years and these apprentices are the ones who will be helping to fill some of those vacancies.

But only some. Apprenticeships need to be extended so more young people can get onto them. For this to happen, the costs of it need to be looked at. The Apprenticeship Levy has been controversial since its introduction in 2017, and there have been many called for it to be reassessed to ensure it is providing the incentives and support employers need to provide spaces for more apprentices.

After all, to my mind, apprenticeships are a no-brainer. At the end of three years, the business has a qualified person, who has extensive knowledge of the vehicles the company has, as well as how it operates. The apprentice is also likely to be loyal to the business, having been trained there.

But that is once they have got onto a course. Often, young people don’t even know about them. Apprenticeships need to be promoted more effectively by the government and education services. The academic route isn’t for everyone and vocational qualifications and apprenticeships can provide a route to qualifications and a rewarding and – importantly – well-paid career. Plus, apprentices don’t come out of their training with £35,000-plus worth of debt to their name – the value of that can’t be underestimated, speaking as someone who spent many (many) years working to pay off only £11,000 worth of student loans.

Perceptions are also important. The commercial vehicle sector needs to do more to promote what the industry is today and the range of career options available to young people. Often stereotypes lag behind reality and this appears to be the case with commercial vehicle engineering, as Nigel Beckett mentions in our feature on this (see p26 for more) and when young people find out what is involved in an apprenticeship in the sector, they are often more open to applying for one.

This means going out to schools and colleges and expounding the virtues of a career in commercial vehicle engineering. It might be seen as hard work, but the investment can be paid back in spades if it brings in young people to become apprentices.

Dan Parton,Editor

F

THE CAR EXPERT THE TRUCK EXPERT THE VAN EXPERT

4 MARCH 2020 > COMMERCIAL VEHICLE ENGINEER

22

6>> POINTS OF VIEWGovernment needs to take action on electric infrastructure, says the FTA’s Denise Beedell; Andrew Overton of Connexus Group talks safe-system installations to comply with DVS standards

8>> NEWSLDV to rebrand as MAXUS; Nissan unveils updated Navara Off-Roader AT32

9>> NEWSAir-cleaning buses to be deployed in six more regions; LEVC produces first electric van prototype

10>> NEWSNew pallet and stacker truck safety test introduced; predictive software developed to reduce fleet downtime

11>> NEWS Wheel security system now available for most CVs; VWS FEL bin weighing system awarded EU Type approval

CONTENTS


16

12>> FLEET NEWSElectric double deckers introduced in Cambridge

13>> FLEET NEWSBuffaload Logistics to convert fleet to run with diesel-free refrigeration system

14>> FLEET NEWSNissan delivers 300 electric vans to DPD

16>> MAN ALIVEMAN has launched its first new generation truck in 20 years, containing many innovations

22>> UPS AND DOWNSThe UK CV market enjoyed a good 2019 for vehicle registrations, but there is caution about prospects for 2020

26>> TRAIN TO GAINApprenticeships can lead to a rewarding career in commercial vehicle engineering – but the key is getting young people to consider it in the first place

29>> NEWS FROM THE NORTHThe Truck Advocate answers O-licence queries; bright future for independent workshops

34>> PEOPLENew director at Mercedes-Benz; new chairs at NFDA and FTA’s Road Freight Council; appointments at City West Commercials, Fraikin and RH Commercial Vehicles.26

CONTENTS


SUPPORT NEEDED FOR AN ELECTRIC FUTURE

he quality of air in the UK’s towns and cities is facing increasing scrutiny and as such, logistics

industry operators are being encouraged to decarbonise their fleets. As a result, the Freight Transport Association (FTA) recently teamed up with the Department for Transport to carry out a study into the realities of introducing electric vehicles (EVs) into commercial fleets. Compromising 30 FTA members, participants in the study ranged from local operators to large international fleets, with participants from various sectors including haulage, retail, public authorities and waste disposal.

Encouragingly, the report showed that logistics operators are among the first to identify the benefits of switching to EVs, with nine out of 10 operators that are already using EVs planning to expand their fleets within the next three years. Overall, there is, in my opinion, an incredible determination to create positive change across the logistics industry. However, there are significant barriers that remain, preventing further uptake.

Crucially, 71% of respondents who decided against purchasing EVs cited limited vehicle types as the primary reason, with many fleet operators seeking heavier electric vehicles over 3.5 tonnes, as well as models such as tippers and pickups. With an increase in national policies and local schemes such as clean air zones, which restrict or charge mainstream vehicles that do not meet set emission standards, I believe we need to see definitive timelines from manufacturers as to when such vehicles will be available. In the meantime, government must acknowledge that these alternative vehicles are not yet available, and consider this when introducing such policies or schemes.

Operators also view grid capacity as a severe limitation to the shift to EVs,

especially since the ban on purchasing new petrol, diesel or hybrid cars and vans in the UK has been brought forward from 2040 to 2035. One of the key challenges is power supply; the depots where vans are brought back to be charged do not supply enough electricity to charge large numbers of commercial electric vans.

Logistics businesses do not own or control this power supply, and they must not be expected to incur the whole cost of upgrading the infrastructure. While businesses within the logistics industry are keen to play their part in reducing carbon emissions, the government must find a fair way to fund the necessary grid upgrades, as well as ensuring on-street public charging facilities can be used by commercial EV operators, not just private cars.

Operators who wish to purchase second-hand EVs are also facing challenges; there are currently no grants available to install charge points for used vehicles. This will have a significant impact on small businesses, which are more likely to rely on the second-hand market due to budget constraints, impairing their ability to upgrade their fleets.

If businesses are unable to upgrade their fleets, they may face high costs as a result of clean air zones, at the same time as depreciation of their current diesel vehicle. This could have a disproportionate impact on small businesses, who will end up paying charges to operate in clean air zones rather being able to invest in cleaner vehicles.

Electrification of the van fleet can play a huge part in decarbonising road transport, but we need urgent action from government to ensure the infrastructure is in place and the market is ready.

Denise Beedell, policy manager for vans and urban, Freight Transport Association.

For more information go to: www.fta.co.uk

T

“Encouragingly, the report showed that logistics operators

are among the first to identify the benefits of

switching to EVs”

POINTS OF VIEW

https://fta.co.uk/


A growing number of HGV fleet operators have been seeking advice about safe-system

installations so they can continue to operate in Greater London once the Direct Vision Standard (DVS) has been rolled out, which gets underway later this year.

The DVS is being introduced by Transport for London (TfL) as part of the Mayor for London, Sadiq Khan’s ‘Vision Zero’ strategy. The strategy aims to reduce road traffic accidents and eradicate cyclist and pedestrian fatalities in Greater London by ensuring that HGVs with impaired visibility of the road are not allowed to enter the capital.

The incoming DVS will affect all trucks weighing more than 12 tonnes and from 1 October each of these vehicles will be required to have a permit issued by TfL. To qualify for a permit, the ‘direct’ vision from the driver’s cab – without the support of technological visual aids - must be assessed by the vehicle’s manufacturer and given a star rating, ranging from zero to five. Only vehicles with a minimum of a one-star rating will be eligible for a permit, allowing them to travel within the controlled zone.

From 2024, it is planned that the legislation will tighten further, meaning vehicles over 12 tonnes will require a minimum star rating of three to enter the capital. Based on TfL estimates, as many as three quarters of HGVs entering London, including NG3 off-road tippers, will not meet the new standards.

Fleet operators concerned that their vehicles might not qualify for a permit in October this year, or from 2024 onwards, should seek advice on how to adapt their vehicles. If the manufacturer’s star rating of their vehicle is zero, they will need to install a ‘safe system’, which involves improving the ‘indirect’ vision from the driver’s cab, with the help of mirrors and camera technology. To secure a permit until 2024, they will be required to install a variety of safety measures including Class V and VI mirrors,

a fully-operational camera monitoring system to remove any remaining near-side blind spot, a sensor system with driver alerts and side-under-run protection where possible. Warning signage is also required, as well as an audible vehicle manoeuvring warning for left turns, if the vehicle is right-hand drive.

While safe-system installations involve a package of modifications, operators may not be aware that the latest camera monitoring systems can be fitted in a matter of hours, for instance during a routine off-road inspection. The penalties for entering the capital without a permit will be £550 per offence, with a driver penalty of £150.

To avoid potential penalties and minimise disruption, operators should refer to online DVS information, such as Verilocation’s Direct Vision Standard Guide. Seeking advice from a technology partner will ensure they are kept up to date about any changes, which could be introduced between now and 2024. With a review of DVS equipment and technologies already scheduled for 2022, it seems likely that requirements will become more stringent in the future.

Taking a proactive approach to improving driver visibility will not only ensure DVS

compliance, it will also demonstrate the fleet operator’s commitment to protecting the safety of its drivers and other road users.

Andrew Overton, CEO of connected vehicle solutions provider, Connexas Group

VISION ON

POINTS OF VIEW

DVS timeline

• October 2019: Applications opened for the DVS HGV safety permit application.

• October 2020: All vehicles must

carry a permit with at least a one-star rating if travelling in Greater London. HGVs will need to meet Euro VI (NOx and PM) emissions standards or pay a daily charge to drive within Greater London.

• October 2022: The safe system

will be reviewed and consulted on, consider any new technology or safety equipment.

• October 2024: Any HGVs rated

below three stars will need to feature the progressive safe system.

https://www.connexas.com/


NEWS

Van maker LDV is to rebrand as MAXUS in April and launch two new models – the

Deliver 9 and the electric E Deliver 3.The rebranding is part of a move to

consolidate the MAXUS brand across right-hand drive Europe.

In 2009, LDV was bought by China’s largest automotive manufacturer, SAIC, and was manufactured under the MAXUS moniker for the home market in addition to selected left-

hand drive markets in Europe such as Spain, Belgium and The Netherlands.

In 2015, Dublin-based distributor, The Harris Group, secured the distribution rights to the brand for the UK, Ireland and right-hand drive Europe. Harris launched the flagship V80 and electric variant, the EV80 under the LDV badge.

But, according to Denise Harris, CEO of The Harris Group, now is the optimum time to consolidate

the brand, as MAXUS grows across Europe and China. “The LDV name is much loved,” she said. “[But] I am confident the market will welcome the transition.”

The MAXUS brand will have its first UK outing at CV Show 2020 where it will have 12 body styles on display including the Deliver 9, Motor Home and chassis cab, together with the E Deliver 3 short wheel base and platform chassis.

LDV TO REBRAND AS MAXUS

issan has taken the sheets off its updated version of its Navara Off-Roader AT32. Building on the success of the

previous limited edition, the refreshed model has been manufactured to be more efficient and better to drive, without compromising its class-leading off-road ability.

Created through an ongoing partnership between Nissan and Icelandic off-road experts Arctic Trucks, the updated Navara Off-Roader AT32 uses full underbody shielding, which has been

upgraded to a lightweight aluminium material. The improved shape ensures a more comprehensive protection of underbody components.

In addition, new 31.6’ Nokian tyres have been fitted. This improves fuel economy and emissions and enhances on-road handling without compromising its off-road ability, according to the company. The special satin black alloy wheels are fitted with dual valves to allow the fast and accurate adjustment of tyre pressure when moving between different terrains.

The Navara Off-Roader AT32 keeps the advanced on-board technologies from the N-Guard model on which it is based, including Hill Start Assist, Hill Descent Control, Intelligent Emergency Braking and Intelligent Around View Monitor. Pricing details were not available as Commercial Vehicle Engineer went to press.

NISSAN UNVEILS UPDATED NAVARA OFF-ROADER AT32

N


A fter a successful trial in Southampton, air-cleaning buses that filter out pollution

are to be rolled out to six more towns and cities across England.

Transport firm Go-Ahead’s Air Filtering Buses have three fans on the roof that strip pollutant particles from the air as they drive.

Each single-decker has three fans on the roof that suck ultra-fine particles and dirt into filters.

A trial of the technology in Southampton last year by Go-Ahead subsidiary, Bluestar, saw as much as 65g of pollutants – equivalent to the weight of a tennis ball – removed from the air by a specially-equipped bus over a 100-day period. The bus also cleaned 3.2 million cubic meters of Southampton’s city air.

A further five buses will be deployed in Southampton to join the first model by early next month. Similar buses will also be introduced to Brighton, Manchester, Newcastle,

Oxford, Plymouth and Crawley from this summer.

Go-Ahead chief executive David Brown said: “We want to play our part in tackling the crisis in urban air quality and show that buses can be integral to cleaning up our cities.

“Our air-filtering system has exceeded all expectations in how it can benefit the environment, and it builds on our track record as operator of the

UK’s greenest bus fleet.“We believe the Air Filtering

Bus provides a quick win for councils as they explore initiatives such as Clean Air Zones to tackle toxic pollution.”

AIR-CLEANING BUSES TO BE DEPLOYED IN SIX MORE ENGLISH REGIONS

NEWS

“We believe the Air

Filtering Bus provides a

quick win for councils as

they explore initiatives such

as Clean Air Zones to

tackle toxic pollution”

ondon Electric Vehicle Company (LEVC) has started building the first prototypes of its new van, ahead of its debut

at the CV Show on April 28.The prototypes are being built at the

company’s factory in Ansty, Coventry, on the same line, fully integrated with production of LEVC’s TX electric taxi. These will be deployed as test vehicles and undergo a strict development and homologation programme including hot and cold climate testing, durability and crash testing.

LEVC’s electric van is constructed using the same lightweight aluminium architecture as the TX: 30% lighter than a conventional steel body, resistant to any form of rust and pound for pound can absorb twice the crash energy of mild steel.

The electric van, first unveiled in September last year, also has a turning circle of just 10.1 metres and will offer class leading total cost of ownership, according to the company.

Joerg Hofmann, LEVC’s CEO said: “Prototype stage is an important milestone in our new electric van’s development process as we stay on track towards full production in Q4. This new van satisfies the growing demand zero-emissions vehicles in the 1-tonne segment, currently dominated by diesel products, and combines this with extended mileage capability to totally eliminate any range-anxiety. It’s an intelligent green mobility solution for any commercial vehicle operator.”

Using the proven TX e-City range extender technology, LEVC’s new van will provide 80 miles of emissions free driving and combined electric and petrol total range of more than 370 miles. Owing to its flexible range, it offers a ‘distribution to door’ – not just last mile – service, providing a link between out of town depots and city centres.

LEVC PRODUCES FIRST ELECTRIC VAN PROTOTYPES AHEAD OF LAUNCH

L

https://thevanexpert.co.uk/london-electric-vehicle-company-unveils-electric-van/


NEWS

T he first industry-standard operating skills test for pedestrian operated lift trucks has been introduced.

The new test will mean that operators training on all machines covered within the RTITB electric pallet and stacker truck trainers guide will now be subject to a standardised assessment. This includes those on training courses for low level pedestrian operated pallet trucks, pallet stackers, stacking counterbalance trucks and stacking reach trucks.

The new test has been developed over an 18-month period by the Accrediting Bodies Association for Workplace Transport (ABA) in consultation with sector experts, including the Health & Safety Executive (HSE), manufacturers, training providers, operators and unions. It will be recognised by all the main awarding bodies, including RTITB, the leading accrediting body for materials handling equipment training.

“This ground-breaking test will ensure that an operator’s journey into the world of logistics will be a safe and efficient one,” said Laura Nelson, managing director of RTITB. “What’s more, they will be reassured that by achieving the required standard, they will be among the best operators in the world.

“Care has been taken to ensure that the new assessment process accurately reflects the workplace, and the work required in the real world,” added Nelson, explaining that the testing standards are similar to those already in existence for other materials handling equipment.

The new assessment comprises theory and practical tests. The practical element includes safe manoeuvring of a laden truck in confined areas and stacking safely at challenging heights (dependent on truck type). Operators must avoid repeatedly committing serious faults, as

more than three occurrences of the same safety fault will result in failure of the test.

Candidates must also demonstrate understanding of the workings of the truck, accurately identifying and inspecting safety critical components unique to pedestrian operated trucks, such as the tiller arm, repel pads, fork sleeves, fold down platforms and steering systems, and ensuring they are safe before operation.

“At RTITB, we believe that standardising training and testing is at the core of improving and maintaining safety in logistics and transport operations,” said Nelson. “We are proud to have contributed to the development of this important, industry-wide safety measure.”

NEW PALLET AND STACKER TRUCK TEST INTRODUCED

PREDICTIVE SOFTWARE DEVELOPED TO REDUCE FLEET DOWNTIME

Fleet management systems provider Freeway Fleet Systems has developed software that simplifies fleet management by predicting the type and quantity of parts needed to maintain

a fleet. Using artificial intelligence, the software works out future stock level requirements updating parts suppliers to automate stock replenishment and help eliminate out-of-stock occurrences.

The feature, which is incorporated in Freeway’s latest asset and workshop management system, continually learns from historic data to create a more accurate predictive model. This includes identifying recurring trends and anomalies such as fluctuating seasonal demand and likely extra demand for particular vehicles scheduled for servicing.

“Fleet administration is a burden for operators and managing stock and purchasing is a particular challenge especially for mixed fleets where there may be individual parts running into the thousands,” said Patrick Tandy, managing director of Freeway. “The switch to alternative fuels is only going to add complexity to fleet maintenance so

we are continually looking at ways to simplify work through automation and the elimination of paperwork.

“Our predictive purchasing development is an example of how Freeway’s software collects data and processes it to useful intelligence that can be used to improve the business. This added insight allows stock levels to be optimised, reducing unnecessary stock and by ensuring the right stock is always available. This, with faster requisition processing, helps ensure vehicle downtime is minimised.”


W heely-Safe’s patented wheel security system can now be fitted to

more than 95% of all medium and heavy commercial vehicles including buses, coaches, trucks and trailers, the company has announced.

This follows a product development phase in which Wheely-Safe’s engineers designed additional brackets to fit almost all 17.5”, 19.5” and 22.5” wheels, including those with six, eight and 10-stud fixings.

These lightweight brackets sit at the heart of the Wheely-Safe Heavy system, each straddling two wheel nuts, and with a pair fitted to every ‘protected’ wheel. If a nut starts to loosen, a signal is instantly transmitted to the display unit in the cab, alerting the driver to pull over.

Steve Jackson, managing director of Wheely-Safe, said: “We’ve spent a considerable amount of time developing the brackets to ensure the sensor they house is capable of detecting even the smallest amount of wheel nut movement, even on a vehicle travelling at speed.

PATENTED WHEEL SECURITY SYSTEM AVAILABLE FOR MOST CVS

NEWS

ehicle Weighing Solutions Ltd (VWS), has achieved received EU type approval for its

ENVIROWEIGH bin-weighing system to be fitted to front-end loading (FEL) vehicles and used for Pay by Weight services.

The ENVIROWEIGH bin weighing and bin identification system is installed to the bin lifting hoists of refuse collection vehicles (RCVs). It is approved for charge by weight services and provides individual bin weights while displaying a running total of collected weights, which helps crews to prevent overloading.

The system can be installed to most types of RCV and weighs the precise weight of wastes collected from wheeled bin containers to accuracies of 0.5% or 1kg. For FEL vehicles the system is certified to an accuracy of 20kg and will list up to 3,500kg.

It comes with a data logger to record every weight transaction, a ticket printer, a keyboard to input data such as customer, material or bin type, and a barcode wand to scan on and off customers’ sites or assign a customer to a lift. ENVIROWEIGH integrates easily with telemetry systems and comes with an RFID (Radio Frequency Identification) control module plus RFID tag readers.

VWS provides vehicle on-board weighing, axle overload protection and bin-weighing. The company manufactures all its own load cells and installs its equipment here in the UK. VWS systems are widely used across municipalities and commercial waste contractors all over Europe.

VWS FEL BIN WEIGHING AWARDED EU TYPE APPROVAL

V

“This is the only system in the world which can detect the

onset of wheel loss

on a moving commercial

vehicle before detachment ”

“This is the only system in the world which can detect the onset of wheel loss on a moving commercial vehicle before detachment – and now we’ve got a solution which fits pretty much any medium or heavy commercial fleet.

“A crucial part of this included engineering a bracket to fit the smallest 17.5” rims on double-deck trailers, which arguably place much more strain on their wheels and tyres than those on standard 385/65 R22.5 rubber.

Wheely-Safe manufactures the brackets from a mild steel with a zinc nickel coating, for maximum durability and minimum weight. They are suitable to fit on steel and alloy rims.

As well as protecting against wheel loss, the location of the sensors they hold means they can also detect brake or hub issues involving low or high temperatures. A tyre pressure management system is also provided via a set of robust sensors which replace the traditional valve caps.

The bracket in Wheely-Safe’s security system


T ransport operator Stagecoach has become the first to put electric double decker buses into service in

the UK outside of London, by running two in Cambridge.

Alexander Dennis Ltd (ADL) and BYD Europe’s electric vehicle partnership has supplied two zero-emission BYD ADL Enviro400EV electric double deck buses that Stagecoach will operate in Cambridge.

ADL and BYD have supplied the buses to Stagecoach for a project between the operator and the Greater Cambridge Partnership, supporting an improvement in air quality in Cambridge city centre and giving the opportunity to inform potential future investment in a zero-emission bus fleet.

Passengers on the Citi 6 route in Cambridge were the first in the UK regions

to benefit when the electric double deckers entered service on Stagecoach’s city network on February 17.

The BYD ADL Enviro400EV is built in ADL’s factories in Great Britain on chassis supplied by its electric bus partner for the UK market, BYD. Stagecoach has opted for the 4.2m low-height version of ADL’s City style body, seating up to 70 passengers on comfortable ADL SmartSeats. The 10.9m long vehicles provide room for a further 13 standees.

Michelle Hargreaves, Stagecoach East managing director, said the introduction of the electric vehicles was a milestone for the company and supports the Greater Cambridge Partnership’s vision to improve air quality: “Over the years we have steadily reduced the environmental impact of our diesel buses and now 32% of the fleet have

the most efficient Euro 6 engines,” she said. “The addition of the electric vehicles is a further step forward in our attempts to keep emissions to a minimum. Over the past decade across the UK, Stagecoach has invested more than £1 billion in new greener vehicles and by the end of 2020 it will have one of the biggest electric bus fleets in Europe.”

ADL’s chief executive Colin Robertson added: “Double deckers are the backbone of bus services in Britain. The BYD ADL Enviro400EV enables their electrification, having been designed to provide a viable operational range without compromising the passenger experience. We are delighted that the Greater Cambridge Partnership and Stagecoach are first in the UK regions to enjoy its benefits and make buses an even more sustainable choice.”

STAGECOACH IN CAMBRIDGE PUT ELECTRIC DOUBLE DECKER ON THE ROAD

FLEET NEWS


FLEET NEWS

uffaload Logistics has committed to fit a diesel-free refrigeration system to all its tractor units, eliminating diesel consumption

and harmful emissions from its entire temperature-controlled trailer fleet.

The on-board electric generator, which is a lightweight hydraulically-driven system called Ecogen and manufactured in the UK by Hultsteins, was trialled on a Scania 6×2 and put to work for 230 hours over about 50,000kms. The results showed that not only did the system use no fridge diesel, but also there was no additional consumption from the tractor unit, according to Buffaload.

Developed for truck or tractor units, Ecogen is a slim-fit hydraulic drive generator that connects to the engine’s PTO and simply plugs in to any refrigeration unit with mains electric operation. Fuel consumption and emissions are virtually eliminated while generating a constant 400-volt, 3-phase electrical power to the same standard as the mains supply.

“At first, we couldn’t believe the figures,” said Ross Taylor, Buffaload’s CEO. “But sure enough, the Ecogen, connected to the tractor’s PTO, ran the fridge unit perfectly for around two months and not a drop of diesel was burned. Effectively, we were saving an average of four litres every hour while the fridge was running. Put simply, the system gives us diesel-free and pollution-free refrigeration, while adding literally no cost to the operation – apart of course from the initial outlay.”

Any savings gained from using Ecogen will be ploughed back into other sustainable projects aligned to Buffaload’s carbon-neutral programme, explained Taylor.

Taylor explained that Buffaload had been exploring the market for an electric generator capable of working with any 6×2 tractor unit while powering any TRU, and Hultsteins’ Ecogen was the only solution which ticked all the boxes.

BUFFALOAD LOGISTICS TO CONVERT FLEET TO RUN WITH DIESEL-FREE REFRIGERATION SYSTEM

B

“While other electric generators only work with certain tractors and fridge models, EcoGen is universal, which means it fits easily to every existing 6×2 and powers all leading fridge marques,” said Taylor. “This gives operators unrestricted choice of equipment and makes retrofitting easy too.”

Taylor predicts that once the Ecogen systems are all up and running, Buffaload Logistics will make an annual carbon saving in the region of 400,000kgs. Furthermore, he says that as urban restrictions on polluting vehicles bear down on the transport industry, Buffaload’s refrigerated double-deckers – expected to number 300 by spring of this year – and all refrigerated vehicles using Ecogen will be exempt from scrutiny.

“This is not just about the obvious advantages of reduced running costs,

but more to do with our contribution to a healthy UK environment, the air we breathe and global warming in general,” said Taylor.

Buffaload expects a return on investment of 21 months and the Ecogen system is not expected to add any additional maintenance requirement.

“We realised that an

operation of our size can

have a major impact on the environment and so we set

about creating an integrated

low-carbon network.”


FLEET NEWS

D elivery and logistics firm DPD has purchased 300 e-NV200 vans from Nissan as the company aims to have 10% of its vehicles

electrically powered by the end of 2020.The order will more than triple DPD’s current total EV

tally, taking it to 450 by May as part of its strategy to be the most responsible and sustainable city centre delivery company and the leader in electric vehicles in the UK.

The Nissan e-NV200 already makes up the majority of DPD’s EV fleet, with 91 already put on the road over the past 18 months. The new vehicles will be dispatched to DPD depots across the country in the coming weeks, where they will be used for local, multi- drop deliveries, travelling up to 100 miles a day.

Feedback from drivers so far has been positive, and the company has also spent time training its employees on how to adapt to driving an electric vehicle, with comprehensive vehicle handover sessions.

DPD expects to charge the vehicles overnight at its depots and will decide where to deploy the EVs each day using its in-house route calculation and vehicle optimisation systems.

The Nissan e-NV200 can cover a WLTP-approved 124-187 miles on one charge (combined/city cycle) and can be rapid charged to 80% in about 60 minutes or to full in less than eight hours with a wall box. The e-NV200 has 4.2m3 load space – enough for two Euro Pallets – and two sliding doors for easy access.

Dwain McDonald, DPD’s CEO, said this was a “landmark day” in the move to a more sustainable future for the parcel industry. “These vehicles are changing the way we work. It isn’t just a case of plugging them in and saying, ‘job done’,” he said

“We are rethinking and re-engineering how we deliver parcels now and in the future with different route networks and new types of depots. It is an all-encompassing revolution for our industry and electric, emission-free vehicles are at the heart of that vision.”

Peter McDonald, fleet director at Nissan Motor GB, added: “It’s exciting to see a company built on delivering on time and to schedule proving that an electric vehicle can work for them, while also making such a large commitment to reducing their carbon footprint. We’re seeing increased demand for the e-NV200 as more businesses look for an all-electric alternative. Nissan is able to deliver a fantastic product for them and fast.”

NISSAN DELIVERS 300 ELECTRIC VANS TO DPD

“These vehicles are changing the way we work. It isn’t just a case of

plugging them in and saying,

‘job done’.”

http://www.lasalign.com/

https://www.daf.co.uk/?gclid=EAIaIQobChMIuMPg56ym5wIVS7TtCh1vZwH9EAAYASAAEgKDyPD_BwE

MAN NEW TRUCK GENERATION

GENERATION X-FACTOR



Amid much fanfare in Bilbao, Spain on 12 February, MAN Truck & Bus’s chairman of the executive board, Joachim Drees, took the wraps off the

new MAN Truck Generation – its first since the turn of the century – which, the company says, marks its evolution from vehicle manufacturer to a provider of intelligent and sustainable transport solutions.

The trucks are equipped with new assistance systems and digital networking, as well as promising fuel savings of up to 8% and significant reductions in CO2.

The new generation trucks are said to focus on four core topics: the driver in their workplace, the vehicle’s efficiency and its reliable usability, as well as the strong and competent partnership for customers. The four main models from 7.5t to 41t – TGX, TGS, TGL and TGM – remain but have been comprehensively revamped.

The truck is a product of 12 million working hours in development, 4 million test kilometres were driven, and 2.8 million lines of software code were written.

“We make our customers’ business easier, more efficient and thereby more successful,” said Drees. “Simplifying Business – this is our claim, our promise. The new MAN Truck Generation allows us to fulfil this more comprehensively than ever before.”

The trucks have been designed with drivers and operators in mind. MAN developers showed different prototype solutions to more than 700 drivers, and 300 national and international customers from 16 countries were invited to Munich, to define the most important requirements for a new vehicle with them in workshops.

MAN launched its first new generation truck in 20 years

in February, promising greater connectivity, as well as significant

fuel and CO2 savings. By Dan Parton

Joachim Drees, chairman of the executive board at MAN Truck & Bus, at the launch of the truck New Generation



Cab choice

MAN offers eight different cabs with its new truck generation, each designed for different applications. The most space is provided by the three large-capacity cabs, designated GX, GM and GN, which are designed for long-haul international transport.

Meanwhile, the new FM cab has the identical length and the same high roof as the GM cab but also meets the high demands of living and sleeping comfort.

The new low FN cab offers comfort, plenty of storage space and a comfortable bed with a high-quality slatted frame for occasional overnight stays but doesn’t have a high roof.

As before, the new NN cab will be the most frequently chosen variant for the new MAN TGS. Typical applications in the construction industry are for tippers and transport mixers.

The new TGL and TGM series include the CC cab with an outer width of 2.24 metres and outer length of 1.62 metres.

The crew cab – the longest cab in the new truck generation – primarily offers plenty of space for

additional passengers, making it ideally suited for trades, municipal service providers and emergency services.

Redesigned engine

As part of the modernisation of the truck range, MAN completely re-engineered its well-established D26 engine. The company says that by making numerous minor improvements, it has achieved a higher level of performance, shed about 70 kgs of weight and significantly reduced fuel consumption. The 12.4 litre, six-cylinder model is available in 430hp, 470hp and 510hp output variants. The torque comes in at 2,200, 2,400 and 2,600Nm and is available from 930rpm right up to 1,350rpm.

Among other aspects, the optimised combustion chamber geometry with its enhanced compression characteristics and the reduced exhaust gas

Stepping into the new MAN TGX

MAN SmartSelect with its palm rest for easy control of the infotainment and navigation system



recirculation rate make it possible to achieve high performance and low fuel consumption. This results in a more effective fuel combustion process with greater peak temperatures and therefore a greater degree of efficiency. In addition, the overall efficiency of the engine is improved by a new, leak-free injection system with its high nozzle flow rate, new injectors with more precise injection characteristics, comprehensive measures to reduce friction within the engine, and also the reduction of gas exchange loss.

“It is our job to help customers overcome this challenge in the best possible way. For this reason, the company also placed particular emphasis on improving efficiency during the development process for the new MAN truck generation because fuel consumption amounts to around 30% of total vehicle costs,” explained Göran Nyberg, executive board member for sales and marketing, MAN Truck & Bus SE. “A typical 4x2 long-haul semitrailer tractor with D26 engine from the new MAN truck generation consumes a total of up to 8% less diesel than a comparable semitrailer tractor from the Euro 6c generation thanks to its state-of-the-art Euro 6d engines, optimised drive axle, improved aerodynamics and GPS-assisted cruise control.”

The D15 engine has also been re-developed, and has a performance range of 330hp, 360hp and

AN has also redeveloped its electronics architecture, with a slimmed down

application orientated design.For instance, the main cable

harnesses are now designed in a customer-specific manner and each truck receives the exact cable set required for its specific equipment and application. This means that there are fewer plug connectors, as well as a reduction in weight. This also makes maintenance easier as if certain types of damage occur, then it will be possible to disconnect the cable harness at certain points and repair it in a targeted manner; ideally this will prevent the need for a complete replacement of components.

In addition to the previous interfaces for body manufacturers under the front panel, there is now an additional interface on the frame behind the cab which ensures the power supply for the body; the control signals run via a CAN bus connection. The electronic hardware required for the body can thus be connected inside or outside the cab as required, and body manufacturers no longer need to intervene in the truck’s ex-works wiring – minimising the risk of damage and malfunctions.

The vehicle electrical system features a central computer that controls all processes. The system enables improved interaction between all sensors installed in the

truck and pre-existing assistance systems now work more effectively. The new electronics architecture also simplifies the process of retrofitting various functions, such as the turn assist system. Up until now this was either not available, or only available under certain conditions. There are also plans to install software updates, and thus functions, via an internet interface in the future.

Uptime

MAN’s maintenance management offering, MAN ServiceCare aims to provide minimum downtime. The MAN service outlet analyses the vehicle using the maintenance-related data transmitted by the RIO box installed in the vehicle and provides support in the coordination of maintenance appointments. This makes it possible to take the truck to the workshop proactively, before a possible defect occurs. MAN ServiceCare is available for free for all customers via the RIO platform and can be activated online with just a few details required.

Proactive maintenance management also links the truck, driver, owner and workshop in order to plan maintenance and repair work ahead of time and to bundle it intelligently. Customers can view the maintenance status, appointments, components which need to be repaired and damage notifications for their entire MAN fleet at any time in RIO. Email notifications provide information early on about upcoming workshop appointments, making it possible to keep an eye on the current availability of the truck at all times, and allowing the dispatcher to plan the appointment with ease.

CONNECTIVITY

M

A whole raft of improvements and innovations have gone into the engines of the MAN range

400hp. It generates maximum torque even at low speeds of between 1,600 and 1,800Nm and aimed at weight-dependent construction applications, moderate to heavy-duty distribution transport, but also for straightforward long-haul transport operations. New construction methods and materials have also made it about 230kgs lighter than the D20 engine, which it has replaced when the Euro 6d engine family was introduced.

The exhaust gas aftertreatment system on the D15 consists of refined SCR technology (selective catalytic reduction) and the self-regenerating filter system MAN CRT (continuously regenerating trap). This reduces environmentally harmful NOX emissions to levels approaching zero.

The top model in the Euro 6d engine range, the MAN D38 with 540 to 640hp, is available for operations with higher performance requirements, such as heavy-duty transportation.

The MAN D08 engine, which came onto the market in 2018, is incorporated into the new, lightweight MAN TGL and TGM. It is available in 4-cylinder and 6-cylinder versions, with a performance range of 160 to 320hp.

The D26 and D38 engines are now available with a fuel-efficient engine oil filling ex works. The properties of the new engine oil 5W-20 (MAN standard 3977)

also contribute to fuel savings. Its special additives also clean the technically complex key components of the engine, prevent oil sludge build-up and, by reducing friction, prevent premature wear.

In addition to the revised engines, there is also a new MAN drive axle HY-1344. This also has a fuel-efficient impact on long haul operations with a permissible gross train weight of 44 tonnes. The hypoid axle features an efficiency-optimised final drive and, in addition to the ratios available to date, also has a particularly long axle drive ratio of i = 2.31. The axle assembly is also weight and friction-optimised.


“The demands made of drivers while driving are high. As a result, our aim was to make working with the truck simpler, safer and even more ergonomic”

The new MAN TGS



AN has also redesigned the cockpit, with the emphasis on assisting drivers as much as

possible and taking the pressure of them. Another focus was on designing the cab to be a living space as well as a workspace.

For example, the new cockpit has been divided into two levels, to make reading and operating the controls ideal from an ergonomic point of view. In addition, the operating elements have all been arranged to be reached comfortably from the driving position. Overall, the operating elements are now turned significantly more towards the driver than in the previous series, but without restricting the access to the co-driver’s and bunk area.

Another control that has been respositioned and redeveloped is the MAN TipMatic gearbox, which is now operated by a stalk switch on the right side of the steering wheel. The new stalk switch also features the operation of the continuous brake.

Furthermore, the switch for the new electric parking brake has been placed on the right, next to the main display on the instrument panel and is designed to be easily operated, even when the driver is wearing gloves. Operating the parking brake when parking the vehicle, as well as releasing the parking brake when driving off, can be performed automatically under certain conditions.

“The demands made of drivers while driving are high. As a result, our aim was to make working with the truck simpler, safer and even more ergonomic,” said Dr Manuel Marx, head of total vehicle development at MAN Truck & Bus SE. “We have made further improvements to its user friendliness by providing greater clarity and standardisation across the operating elements, as well as introducing intuitive handling – thanks to controls that are easy to grasp. We have also added new assistance systems and safety systems.”

Stephan Schütt, head of cab and chassis development at MAN Truck & Bus SE, added: “For many drivers, the cab is the place where they retreat after work. We

would like them to feel at home there. More space, more storage, comfortable beds, functional yet pleasant lighting, and well thought out multimedia interfaces all help to achieve this.”

Driver assistance

As you would expect from any modern truck, there are a plethora of driver aids, which – again as expected – introduce more elements of autonomy into the cockpit.

For instance, there is ACC [adaptive cruise control] Stop&Go, which maintains the correct safe distance from the vehicle in front, even at speeds from 0-15km/h.

ACC Stop&Go independently brakes the truck behind the vehicle in front of it – if necessary until it is stationary. If the stop lasts less than two seconds, the truck will automatically move off again. If the stop lasts longer than two seconds, the driver moves off again by pressing the

accelerator. The system eases the strain on the driver in heavy traffic, meaning they can navigate traffic jams with less effort, thereby mitigating typical situations which have the potential to lead to vehicle body damage. Additionally, the system prevents unnecessary braking and accelerating, thereby reducing wear on the brakes and fuel consumption while driving.

In addition, there is congestion assistant, which is an expansion of ACC Stop&Go, designed to increase driver comfort; it can be activated at speeds of up to 40 km/h. In applicable situations on the motorway, it controls the driveline, brakes and steering independently, decelerates the vehicle behind a braking vehicle – to a standstill if necessary – and then sets the vehicle in motion again of its own accord. The navigation system maps ensure that the system is only available on motorways. It remains active up to a speed of 60 km/h.

Another safety feature is MAN AttentionGuard, which uses data from lane monitoring functions to continuously evaluate the number of times the vehicle strays from the lane as well as the steering interventions, and assumes that as the driver’s alertness decreases, their ability to keep the vehicle neatly within its lane also decreases. An optical warning in the display helps the driver to direct their concentration back onto what is happening on the road.

TAKING THE PRESSURE OFF

M


The new MAN TipMatic gearbox stalk switch

The new redesigned cockpit living space


2019UPS

The UK markets for HGVs and

LGVs’ had impressive years for registrations

in 2019 – although the bus market

continued to fall – but manufacturers are cautious about

the prospects for 2020. By Dan

Parton

UK CV MARKET REPORT

he UK commercial vehicle market experienced one of its best years in a decade in 2019, with registrations at both ends of the size range ending up

on 2018 figures as several factors combined to push registrations more than perhaps was expected at the start of the year.

The new heavy goods vehicle (HGV) market in the UK rose by 12.6% year-on-year in 2019, breaking a trend of two years of decline, according to figures from the Society of Motor Manufacturers and Traders (SMMT).

T

&DOWNS

New bus and coach registrations by nation for 2019

YTD 2019 YTD 2018 % change

England 4,937 4,937 -18.4%

Scotland 593 667 -11.1%

Wales 225 321 -29.9%

Northern Ireland 119 194 -38.7%

Total 5,874 7,236 -18.8%

UK HGV registrations

Year-to-date YTD 2019 YTD 2018 % change

Rigids > 6.0-16t 9,789 8,536 14.7%

Rigids > 16t 16,555 15,276 8.4%

All rigids 26,344 23,812 10.6%

2-axle artics 2,619 2,200 19.0%

3+-axle artics 19,572 17,087 14.5%

All Artics 22,191 19,287 15.1%


2019

UK CV MARKET REPORT

Above: DAF was the biggest selling truck marque in 2019, securing more than 30% of the market

In all, 48,535 units were registered in 2019, compared to 43,099 in 2018. The increase was driven by concerns over potential tariffs for imported chassis ahead of the UK’s originally scheduled Brexit date of the end of March 2019, and again in the run-up to the rescheduled October deadline, which was also missed. In addition, the introduction of SMART tachos caused a pull forward in orders in June and operators were also investing in Euro-6 compliant vehicles to comply with London’s Ultra Low Emission Zone and other planned clean air zones throughout the UK.

Rigid trucks proved popular for operations in 2019, with demand growing by 10.6%, driven by a double-digit percentage increase in the >6-16T segment and an 8.4% rise in demand for trucks >16T. Elsewhere, the market for artics also rose, up 12.6%, with 3-axle models faring particularly well, enjoying a 14.5% boost.

In 2019, tractors remained by far the most popular segment, taking 44.6% of the market, with demand growing 12.9%. Box vans and tippers also experienced growth, up 27.2% and 9.4% respectively. Meanwhile, curtainsiders experienced a small decline of 4.4% compared with the previous year.

Of the major manufacturers, Scania and DAF had particularly good years. Sales of Scanias increased by 35% over the year, buoyed by attractive offers to operators. Meanwhile DAF secured more than 30% of the total HGV market, taking 30.5%, beating the marque’s previous record of 30.1% in 2016, and up from 27.2% in 2018.

MAN and Renault also experienced double-digit growth year-on-year, while Volvo sales were up by a modest 2.6%. The only major manufacturers to experience a decline in sales were IVECO – down 3.3% – and Mercedes-Benz, down 14.3%.

Mike Hawes, SMMT chief executive, said that a strong year for truck registrations was welcome news for the industry. “While fluctuating fleet buying cycles and regulatory changes had a role

to play, heavy goods manufacturer investment into the latest low emission technology is making these vehicles increasingly attractive to fleet operators. New HGVs will play a vital role in improving air quality so our aim should be to get more of these high-tech, low emission vehicles onto our roads – and for that we need the right conditions to give operators confidence to continue to invest in their fleets.”

Van market also up

New van registrations also grew in 2019, ending the year 2.4% up on 2018 figures – and the third best year on record.

Across the full year registrations were up by 2.4% as 365,778 new models hit UK roads. This was the third highest total on record, with growth coming despite political and economic uncertainty for much of the year, and reflecting buyers keen to switch to the latest low emission models to comply with clean air zone requirements and meet demand brought about by the rise of online shopping and corresponding deliveries.

“Vauxhall had a successful 2019 with sales leaping by

27% – 35,949 sold.”


2020

UK CV MARKET REPORT

All van segments saw growth during 2019, with small vans weighing less than 2t up by 4.4%, medium vans weighing 2-2.5t up 10.5% and larger vans weighing 2.5-3.5t up by 1.2%. But demand for new pickups and 4x4s fell by 1% and 9.7% respectively, although the combined loss represented just 733 units.

However, the full year figures don’t tell the whole story. The last third of the year was characterised by a fall in registrations, which was largely down to the introduction of the Worldwide Harmonised Light Vehicle Test Procedure at the beginning of September. Previously, operators had pulled forward planned purchases to avoid it.

The biggest selling van over the year was the Ford Transit Custom, which sold almost exactly double that of its nearest competitor. It sold 52,512 units, while the Ford Transit sold 26,237. The Mercedes-Benz Sprinter was the third biggest seller of the year (25,862 units), followed by the Volkswagen Transporter (19,608) and the Vauxhall Vivaro (18,029).

The biggest selling manufacturer over the year was Ford, which sold 117,500 units – which equates to 32% of the market. However, this was a 6.8% fall in sales compared to 2018.

Meanwhile, Vauxhall had a successful 2019 with sales leaping by 27% – 35,949 sold – as did Mercedes-Benz, its models selling 36,982 units, a rise of 14.7%. The biggest jump in sales over 2019 came for MAN, although from a small base – their sales rose by 144.7% to 1,598.

Other than Ford, the company to experience the biggest drop in sales was Toyota, whose sales fell by 10.5% in 2019. That said, their December year-on-year sales were up by 70%, which could indicate that stronger times are ahead.

Hawes said a healthy van market is good news for the industry, environment and exchequer and the rise in 2019 registrations was “very welcome”.

“As we enter a new decade, however, we need this upward trend to continue if we are to address environmental concerns. The quicker these new vehicles become commonplace, the quicker their positive impact on air quality and climate change will be felt. Manufacturers will continue to invest in new, cleaner technologies but, ultimately, it is businesses that will determine the pace of change. Business positivity is essential to give companies the confidence to invest in their fleets.”

Bus registrations fall

Meanwhile, the UK new bus and coach market fell by 18.8% to 5,874 units in 2019, the third consecutive year that registrations have fallen, again according to SMMT figures.

But the year finished on a positive note with 18.5% growth in Q4 bringing an end to 11 straight quarters of decline.

Growth in the fourth quarter was driven by minibus registrations, which were up 49% to 1,311 units, while the market for single-deck and double-deck buses was down 13% and 27.8% respectively.

Across the year, demand across all body styles registered double digit declines, with minibuses falling the most with a 22.7% drop in registrations. Single-deck and double-deck registrations were down 10.7% and 19.5% respectively, which was blamed on a combination of weak business confidence, declining

Best sellers LCV <3.5 tonnes

December 2019 Year-to-date

Ford Transit Custom 3,600 Ford Transit Custom 52,512

Mercedes-Benz Sprinter 1,931 Ford Transit 26,237

Volkswagon Transporter 1,911 Mercedes-Benz Sprinter 25,862

Vauxhall Vivaro 1,644 Volkswagon Transporter 19,608

Ford Transit 1,643 Vauxhall Vivaro 18,029

Vauxhall Combo 1,433 Ford Ranger 16,459

Peugeot Boxer 1,294 Ford Transit Connect 15,477

Renault Trafic 1,190 Citroën Berlingo 13,492

Ford Transit Connect 1,293 Peugeot Partner 14,605

Volkswagon Crafter 880 Vauxhall Combo 12,944

The Ford Transit Custom sold double that of its nearest rival in 2019

“The biggest selling van over the year was the Ford Transit Custom, which sold

almost exactly double that of its nearest competitor. ”


2020

UK CV MARKET REPORT

passenger numbers and confusion over clean air zones.

Among the major manufacturers, several recorded significant falls in registrations, although given the overall fall in the market, this is perhaps not a surprise. Ford experienced the largest decline – 43.4%, losing 8% of its market share in the process and its status as the number one seller. Mercedes-Benz overtook Ford this year, with 1193 sales and 20.3% of the market. Nevertheless, Mercedes-Benz’s sales were also down in 2019, by 4.3%.

Peugeot and Alexander Dennis also suffered double-digit falls in registrations – 25.9% and 16.2% respectively – but they retained their places as third and fourth biggest players in the market.

Among the winners were Scania, whose registrations jumped by 70.6%, and Citroen, who shifted 62.5% more buses and coaches in 2019 compared to 2018. Also notable was one of the smaller players, Indcar, who had registrations up 350% year-on-year – although they only had 27 sales.

Nigel Base, SMMT commercial vehicle manager, said: “A third straight year of decline for the bus and coach sector is worrying. While the market is cyclical, there’s no doubt that operators face many challenges in the current volatile climate. While the government’s announcement of a National Bus Strategy is welcome, now we need to see the implementation of a plan that will encourage passengers on to local buses, stimulate fleet renewal and get more of the latest, lowest emission buses and coaches on to local roads.

2020 vision

For the coming year, manufacturers appear to be braced for a downturn in registrations in 2020. For instance, Laurence Drake, managing director of DAF in the UK, said: “Looking towards the potential market in 2020, we expect to see a market reduced in size by the end of this year; perhaps down to between 40 and 41,000 units. But, amid much political uncertainty, confidence in an accurate prediction is low.”

James Charnock, commercial and services director at Renault Trucks UK, is similarly cautious. “In 2020 we expect the market to again be influenced by the political agenda and, given the size of the market in 2019, it is almost certainly going to be smaller,” he said.

“We know that some of the orders placed this year were for trucks that may normally have been placed in 2020. That said, our ambitions at Renault Trucks are to continue to increase in volume and market share and we have plans in place to deliver on both.”

While the UK has now left the EU, there is still much uncertainty about what it will mean for hauliers. The UK is in a transition period until the end of the year and will be attempting to negotiate a trade deal with the EU before then. When – or if – that happens, and the terms of it, will have an impact on registrations.

Meanwhile, the uptake of CVs that emit less pollution will continue. With the ULEZ active in London, and clean air zones planned for other cities around the country, operators of larger vehicles will be looking to upgrade to Euro 6 vehicles. Those who run vans are increasingly looking towards electric options and many manufacturers are bringing out electric versions of popular models this year to cater for the demand.

On an individual manufacturer level, Iveco and MAN both have new models out this year, which they hope will boost registrations as they arrive at dealerships during the year.

So far this year, the LCV market is faring well. In January, the market grew by 5.9% in the first month of 2020, breaking a run of three successive months of year-on-year decline. The increase in registrations was put down to pent-up demand due to regulatory changes, as well as operators taking advantage of attractive deals on the latest models.

Whether this trend continues throughout the year remains to be seen.

Bus and coach registrations were down in 2019 for the third consecutive year

“Looking towards the

potential market in 2020, we expect to

see a market reduced in size by the end of

this year”


TRAIN TO GAINCommercial vehicle apprenticeships can provide young people with valuable qualifications and the basis for a successful career – but the key is getting them to consider it in the first place. By Dan Parton

APPRENTICESHIPS

he plush Celtic Manor Resort in Newport was the setting for DAF’s annual celebration of its

apprenticeships recently. At the event, which was attended by apprentices, their families and a selection of DAF’s top brass, there were celebrations for each year as they graduated, as well as the annual DAF Apprentice of the Year Awards.

Now in its 25th year, the DAF Apprenticeship Programme has had more than 2,000 young people graduate through the programme and now 40% of

all DAF dealer technicians are a product of the programme.

Currently, DAF has 398 apprentices on its programme, which includes apprenticeships in technical, parts and customer services disciplines.

“We have branched out a bit in recent years with the addition of the parts apprentices programme and customer services aimed at service administrators in the dealerships, who we view as very important as well,” says Nigel Beckett, business planning director at DAF.

“Over the past three to four years we have averaged about 130 new apprentices

per year, which we are very happy about. Ten years ago, we were lucky if we got 70 per year.”

Apprentices are employed by the independent DAF dealer network – there are 134 around the country - and DAF incentivises them to do that.

The technical apprentices from across the country attend DAF Apprentice College at the City of Bristol College in two-week blocks eight times per year. While they are there, they stay with local landladies and landlords. Parts and customer service apprentices attend specific training courses at the DAF Academy in Haddenham.

T


APPRENTICESHIPS

For the remainder of the time, they train on-site at the dealership, including working with more experienced technicians there, which is supported by Skillnet, which provides recruitment and training services for apprentices.

The apprenticeships are tailored to what DAF and its dealer network requires. “There is a shortage of technicians so growing our own is always good,” says Beckett. “Parts is another specialist function where we are looking to attract the best talent and this is an area on which we are very much focused. With customer services, we want to give customers an experience at a DAF dealership, and that starts with the person on the front desk. They have to understand our systems and ask the right questions to get the right information to pass to the workshop or parts department.

“These three areas are very important to us and they work together to bring a good service to the customer when he brings his truck in.”

Beckett adds that DAF see a completion rate of about 90% in their apprenticeships.

Range of options

Once the apprentices have completed their studies, a range of options open up to them. Beckett says that a lot of technical apprentices follow on to do DAF core training that bring them up to advanced technical levels and many also undertake the IMI [Institute of the Motor Industry] Certificate of Management.

“We end up with quite a few apprentices who progress through the dealer and end up being workshop foremen and service managers, while others go into sales – it helps having that technical background when you sell vehicles,” says Beckett.

“A couple of our apprentices are now dealer principals. Tom Osborne, who is at Brian Currie in Milton Keynes, started his apprenticeship when we first opened the scheme and now he is the DP. Gary Carpenter, managing director at Harris DAF, was also on our apprentice programme.

“So there are really good career opportunities for our apprentices.”

Van apprenticeships

There are also plenty of apprenticeships in the smaller end of the commercial vehicle market. For instance, Volkswagen Commercial Vehicle’s Van Centres take on about 120 apprentices around the country each year. Volkswagen Commercial Vehicles offers Van Centres support in recruiting apprentices and training takes place at Volkswagen’s National Learning Centre in Milton Keynes where most of the ‘off the job’ training takes place.

In 2019, the Van Centres sought candidates who had achieved, or were on target to achieve GCSE grade 9-4 (what was previously A-C) in English, maths and science, to join the programme.

There are a variety of apprenticeships on offer at the Van Centres, from those in the workshop to sales and customer service.

On completing the course, apprentices gain VCQ/VRQ Level 3, an IMI Technical Certificate, an Advanced Apprenticeship Completion Certificate and Key and

Core Skills Certificates relevant to their specialist area.

“Apprentices are key to our business and we know that where we can ‘grow our own’ we have great loyalty to the brand and individuals go on to develop long and successful careers with us,” says David Hanna, head of service and parts and people development for Volkswagen Commercial Vehicles. “We currently have more than 120 apprentices at various stages in their development and they are a really core part of our network teams.

“Within the Van Centres the roles are primarily in workshop and technical areas, as well as sales, aftersales, parts/warranty and customer service. But it’s true to say an apprenticeship can set people up for a whole variety of roles. One of our Volkswagen Group heads of service and parts started as an apprentice!”

Hanna adds that the types of apprenticeships on offer is constantly reviewed to ensure that they remain relevant to customers and with an eye on the future in what is now a fast-changing industry.

“Over the past three to four years we have averaged about 130 new apprentices per year, which we are very happy about. Ten years ago,

we were lucky if we got 70 per year.”

2019 DAF Apprentice 3rd year graduates celebrate at the Celtic Manor


Getting involved

But while apprentices often stay with the courses and go onto successful careers, it can be difficult to get young people to consider a career in commercial vehicles.

Hanna says that young people often have a perception of what commercial vehicle engineering involves, but there is a gap between the perception and reality. “Our job is to close that gap and demonstrate the exciting careers available in the industry, as well as the opportunities which are starting to appear in new areas of the market e.g. electric vehicles, digitalisation, connectivity. The reality of a modern-day workshop is very different to how many people perceive it!” he says.

Beckett agrees. “The government are keen on getting apprentices into all range of industries and we do see students who are keen to come into the motor industry but its usually to work with cars rather than trucks. The guys are more influenced by the BMWs, Audis and smart cars than trucks, but when we get linked into these guys, we can sell ourselves and when they realise how technically advanced these vehicles are they do show quite an interest. It isn’t about big heavy horrible oily things like it used to be, you plug in the computer in and it tells you which bit to replace and they like it.”

For Beckett, employers must be proactive to recruit apprentices. “We do quite a lot around advertising apprenticeships,” he says. “All schools have careers evenings and we will go with the dealer or make sure the dealer is there. Schools do where they can promote apprenticeships, but we get the feeling that a lot of schools would like to keep students on for A-levels so we do have to go and push the door open a little bit. We send video clips into schools, we try to get apprentices already on the courses to talk to students because it is much better coming from a similar age level talking about experiences and how much they enjoy it.

“Starting at this level they get such a good rounded knowledge of the vehicle they could do into any department because they understand the vehicles. There are lots of development opportunities for them.”

APPRENTICESHIPS

A consideration for larger employers is the Apprenticeship Levy, which was introduced in April 2017. In it, any employer that has a wage bill of more than £3 million per year has to put in 0.5% of its payroll above the threshold. That money is topped up with 10% from government funds and the employer can use that for its own apprentices and training programmes. Employers have two years to allocate the funds – if they don’t, the money passes back to the government.

However, the Levy has proved controversial, and some employers have complained about its inflexibility and the rules governing how apprenticeships should be organised. A recent investigation by the BBC also found that more than £400 million of the funding hasn’t been used by employers in England.

This points to a flaw in the system, says Sally Gilson, head of skills policy at the Freight Transport Association. “Logistics businesses have now been paying into the Apprenticeship Levy for the past three years without suitable standards against which to draw down funding; as such, they are unable to use the funds to improve and expand their workforces, and the payments are essentially a secondary tax on an industry already operating on very slim margins,” she says.

“With the sector facing a ticking employment “time bomb” – 64% of transport and storage businesses are now facing severe labour shortages – the levy needs urgent reform to enable businesses to access this vital resource. According to FTA, the apprenticeship levy should be transformed into skills levy; this would allow previously unused funds to be utilised for more flexible training programmes.”

LEVY IS DRY

(l-r) Gary Carpenter, managing director of Harris DAF and chairman of the DAF Dealer Service Panel, Daniel Rayfield of Harris DAF and Apprentice of the Year 2019, Laurence Drake, managing director, DAF Trucks.

Chloe Metcalf, Volkswagen Commercial Vehicles apprentice at Brian Currie Ltd Milton Keynes


I am thinking of applying for an operator licence; how much finance would I need to

demonstrate for a one vehicle licence?

It will depend on the type of licence that you are intending to apply for. Applicants will be

assessed against levels of finance which are adjusted on an annual basis.

As of January 2020, Standard National and International licence applicants are required to demonstrate £8,000 for the first vehicle and £4,450 for each additional vehicle. This has not changed from the 2019 levels.

The rates for Restricted licence applicants remain at £3,100 for the first vehicle and £1,700 for each additional vehicle. This may change in the future however, depending on the outcome of the Government consultation held in 2018.

It should be noted that the above figures are not required just at the time of the application; you must be able to demonstrate financial standing throughout the time you hold your licence.

I have recently started a new driver and when performing a driving licence check, he has a

LC20 conviction. I have never seen this code before, what is it?

A LC20 code is added when the driver has driven otherwise than in accordance with his licence.

It can refer to any number of offences depending on the restriction codes on the driver’s licence.

For example, a driver may have a ‘01’ code against their category entitlement

Does a liquidation of another, separate business that does not hold an operator licence

have to be notified to the Traffic Commissioner? I know that any previous involvement in businesses that have gone into liquidation must be notified at the time of application, but this has happened since the licence was granted.

Disclosure of involvement in liquidated businesses is a question of repute, ultimately,

the Traffic Commissioner wants to know who they are issuing licences to and whether doing so may cause an unfair advantage to be gained.

During the application process, prospective licence holders are expected to disclose information on any involvement in a business that has gone into liquidation, irrespective of whether it held an operator licence.

The general conditions on licences impose a duty to inform the Traffic Commissioner of any ‘events which affect the good repute of the licence holder’.

If events such as previous involvement in failed, non O-licenced businesses are within the scope of consideration for granting a licence, it perhaps follows that it would remain so when a licence is in force. However, the Goods Vehicles (Licensing of Operators) Act 1995 is not explicit with respect to this issue.

Our advice would be to disclose the liquidation and allow the Traffic Commissioner to decide on its relevance. Provided the liquidation of the separate company does not impact on the ability to meet the continuing level of financial standing required for the operator licence, it is unlikely to be of consequence.

NEWS FROM THE NORTH

THE TRUCK ADVOCATEGRT is a transport and training organisation specialising in road transport legislation and regulation, offering a range of operator licence compliance services, advising on a number of issues and operating across Scotland and the north of England.

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which means they require glasses or contact lenses whenever driving. Others may have a ‘101’ code which means that they cannot drive for hire or reward or a ‘102’ code which means they can only pull drawbar trailers.

We have recently purchased an old double decker bus that we intend to use as a catering

unit at festivals and events. The vehicle has been re-classified as an HGV. What would we require in terms of tachograph use and Driver CPC qualification?

Whilst there is an exemption from EU drivers’ hours rules relating to

commercial vehicles of historic status (>25 years old), they must be used in a non-commercial capacity.

Additionally, certain specially fitted mobile project vehicles are exempt, however these specifically relate to education facilities such as libraries or play buses.

Therefore, without further information, it would appear that your driver(s) would need to abide by EU rules and use a tacho.

The question of CPC qualification depends on the specifics of the job. Is the driver employed solely as a driver or does he have mixed responsibilities? It may be possible to claim one of the many exemptions from the legislation however, if the drivers’ are expected to use tachographs and undertake other duties expected of a vocational driver, it may be worthwhile completing the course.

In conjunction with Transport News, GRT presents this regular Q&A column dealing with compliance and legislation issues relating to road haulage.

Readers who have any queries can call 0141 237 6950, or visit www.grtconsultants.com or post questions on Facebook page, @GRTConsultants.

https://grtconsultants.com/


NEWS FROM THE NORTH

THE FUTURE IS BRIGHT FOR

INDEPENDENTSThe challenge for independent workshops is ensuring they keep pace with advancements in electronics, emissions and diagnostics. Gordon Roberts and Lucy Radley speak to three independents and discover optimism and a bright future.

ithout a manufacturers’ new truck sales team to punt new repair and maintenance contracts through the workshop, the independent truck

garage has to rely on other methods to fulfil its service hours.

Usually reputation will do it, combined with a broad church of services and a competitive rate, explained freight consultant Mike Brown. ‘If the workshop ticks all the boxes then it doesn’t matter if its independent, as long as the truck maximises its uptime on the road and keeps earning,’ he said.

Established in 2012, Alltruck is an independent business offering mechanical, electrical and hydraulic services to support different types of

operators from small own account to national fleets, explained general manager Davie Russell. ‘We operate from three workshops based in the Falkirk area which supports our customers’ fleets throughout Scotland and we use 16 vans driven by mobile response engineers,’ he commented.

Working for an independent workshop and garage requires an HGV mechanic to be willing to learn and apply their skills across a range of vehicle marques and vehicle types. ‘In terms of training, we believe there is only positive points from being an apprentice working in an independent dealer. We offer the formal theoretical training with apprentices attending college one week in every six, in partnership with Remit Training group,’ he said.

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Alltruck work on all marques of trucks, ‘which is perfect if an oper-ator runs a mixed fleet’, said Davie Russell.


NEWSNEWS FROM THE NORTH ORIGINALLY PUBLISHED IN

Apprentices currently go to New Stevenson College in Edinburgh over three years achieving City and Guilds Level 3 in HGV Maintenance and Repairs, but in September Alltruck will be sending its apprentices to Motherwell College, as it has ‘one of the best HGV training units in the UK’, Davie added.

‘Developing our own apprentices is core to sustaining our business growth and high levels of customer service. We are evolving our internal programmes to guarantee individuals the best opportunity to learn from experienced mechanics while having the support of institutions to achieve recognised qualifications for a positive career path,’ he said.

Being an independent workshop and service provider is more cost effective than dealers representing manufacturers, stated Davie. ‘Our labour rates are significantly lower than main dealers with no compromise in service or quality. We are more reactive and responsive to customers’ needs and with the use of our out of hours service we can minimise downtime on customer vehicles.

‘We work on all marques of trucks, which is perfect if an operator runs a mixed fleet. There is also greater flexibility in our approach. We can work on ancillary equipment like tail lifts, as well as carrying out body and crane repairs and testing. We can provide all of these and truck services under one roof,’ he revealed.

More than 70% of the trucks that go through the garage are now Euro 6. ‘All of our engineers are trained and are at varying levels when using diagnostics. The several tools that we utilise, like Texa/JAL tester, Delphi and Star, we see as an opportunity as these diagnostic tools can identify faults in the majority of defects that the dealer’s tools can,’ he revealed. ‘There are few situations where we would need to call upon the main manufacturer unless it is for software updates or configurations in the engine management systems.’

Riverside Commercial Services, based in Stockton-on-Tees, is a completely independent operation

Davie Russell: ‘Developing our own apprentices is core to sustaining our business growth and high levels of customer service.’

looking after trucks, coaches, vans and trailers for some of Teesside’s best known fleets since 2008. Most of its customers start sending vehicles in as soon as they get to the end of maintenance deals that were included when they bought the trucks new, and some come in even sooner.

‘There’s one customer who comes to us for his inspections and maintenance and is reluctant to go to the main dealer, even within the warranty period,’ revealed director Tracy Wilson.

This is for three main reasons, she said; ‘turnaround time, quality and cost’. First though, there’s a myth that managing director Mark Wilson wanted to dispel. Contrary to popular belief, some specific diagnostic equipment is available to outside workshops. ‘For example, we do a lot of work on Mercedes vehicles, so we were able to get exactly the same kit as they have at dealer level direct from the manufacturer,’ he disclosed.

This means that not only can Riverside fully diagnose these trucks, it can do the software updates needed as well. ‘We also have access to the parts systems so we can see what’s in stock and order accordingly. We’re a bit more hands-on too. Plus, there are vehicles that the dealerships bring to us; they dropped one off the other week for a welding repair that they couldn’t do.’

And then there’s the all-important issue of cost. ‘We’re more reasonably priced than the dealers, but that doesn’t mean we skimp on quality,’ Tracy added. ‘We also have more flexibility, perhaps, than a dealership does.’

Alltruck work on all marques of trucks, ‘which is perfect if an operator runs a mixed fleet’, said Davie Russell.


However, one thing that can be difficult is finding the right staff. ‘Traditional diagnostic skills are a rarity,’ Tracy lamented. Many of those who come for an interview lack experience in that area and are reliant on plug-in technology to do that bit for them. ‘Fortunately, Mark’s diagnostic skills are exceptional, so he spends a lot of time training people up. You have to actively develop staff however good they are.’

Having the right tooling isn’t an issue either. ‘We’ve got the same equipment as everyone else, and if we need something, we buy it,’ assured Mark.

But what does amuse him is the idea that workshops need to be spotlessly clean in order to conform to the fine tolerances needed when working on modern vehicles. ‘We have someone dedicated to keeping the workshop in a clean and tidy condition, but if it was permanently spotless, I would question what work was being done,’ he chuckled.

‘The nature of commercial vehicles is such that dirt is generated while they are being maintained. We just ensure care is taken when dealing with finer components.’

Tracy explained: ‘There’s a place for all of us, but one thing our customers say they can’t ever fault us for is keeping their vehicles on the road, with the combined speed and quality of the work. Nobody else around here can offer that.’

With a head office in Doncaster and 30 maintenance and repair workshops across the

Below: Riverside Commercial Services is a completely independent operation that has been looking after trucks, coaches, vans and trailers since 2008.

NEWS FROM THE NORTH

country, Pullman Fleet Services is the largest independent provider of commercial vehicle repair and maintenance in the UK. In Scotland it has a site in Bathgate and serves the fleet from a regional distribution centre in Livingston.

Head of development Shane Saliba explained that some of those workshops belong to Pullman outright, and others are run on behalf of their customers. ‘We recently won a deal where we’ve taken on five additional workshops for a major supermarket.’

As part of the Wincanton Group, Pullman is multi-marque and multi-asset. ‘We look after tail-lifts, fridges and ancillaries as well as covering all


NEWSNEWS FROM THE NORTH ORIGINALLY PUBLISHED IN

sectors of the industry. We’re also a Carrier agent and we’ve got a couple of MAN franchises.’

The branded dealerships conform to MAN protocol, he explained, and Pullman promote the MAN brand within them. ‘We can still do multi-marque assets. The dealerships will always have a place in the market, obviously, but independent workshops will always be there too,’ he said. ‘You can’t get away from that, because once vehicles are out of warranty people don’t tend to want to pay dealer rates.’

BUYING POWER

Pullman can do everything bar downloading updates and switching off some service lights once a repair is complete, although there are a few exceptions, like Mercedes’ Star system, largely thanks to Wincanton’s buying power as an operator.

However, Shane believes the issue of software remains key to the future of the industry. ‘Software is where the manufacturers have still got a grip, although that doesn’t stop vehicles being serviced outside of their workshops to the correct parameters,’ he said. ‘We’re constantly upskilling our technicians when something new comes out. When we bring new people into the business they are automatically sent to be irtec accredited.

‘They work on a multitude of vehicles and have a flexibility of knowledge and a degree of common

sense that gives them more skills than someone who has just trained in one dealership, following one procedure. That’s the difference, with us you get a mechanic, not a fitter. Plus, our turnaround time is quicker because we need to clear the space for the next customer.’

He finished with a sobering thought on the potential consequences of what all our contributors agree is, quite frankly, protectionism. ‘At the end of the day, an engine’s still an engine. It’s only software and electronic technology that can change to a point where skilled technicians can be scratching their heads,’ he explained. ‘If the manufacturers continue to design and build vehicles that do that, there’ll be no aftermarket for them. Because if an independent can’t repair one of those vehicles moving forward, the second hand market will end up falling through the floor.’

Right: Pullman Fleet Services has its head office in Doncaster and 30 maintenance and repair workshops across the country, including two in Scotland.

Alltruck work on all marques of trucks, ‘which is perfect if an operator runs a mixed fleet’, said Davie Russell.


PEOPLE

ercedes-Benz Trucks UK has appointed long-serving employee David Joyce as director of customer service & parts.

Joyce is a former after sales director for Mercedes-Benz Commercial Vehicles UK, where he was responsible for trucks and vans. When the process of Customer Dedication resulted in the separation of the two businesses in 2014, he was appointed director of customer service & parts for Mercedes-Benz Vans UK.

He began his career in the late 1970s as an apprentice truck technician with a rival brand. Following a 10-year stint in Formula One with Team Lotus, he joined Mercedes-Benz UK in 1995, working initially in the Technical Training department.

Over the years that followed he gained extensive experience in all aspects of customer service, parts and training. As the company’s head of training & development, he oversaw the development of its acclaimed National Apprentice Programme and introduced professional training programmes for dealers.

Joyce is now responsible for all Mercedes-Benz Trucks UK service and parts activities, including the workshop operation at its Wentworth Park Truck Experience Centre and training. He succeeds Sam Whittaker, who became national sales director in November.

Maximised use – one of the three pillars of Mercedes-Benz Trucks’ RoadEfficiency strategy – will be the number one priority for Joyce and his team. “Product availability is absolutely crucial for operators,” he said. “What matters to our customers, above all else, is that their vehicles are always available when they need them.”

While advanced technology such as the Uptime predictive maintenance system is proving increasingly effective in reducing downtime, Joyce said further

improvements in the efficiency and effectiveness of the Mercedes-Benz Trucks network were also essential.

“Consistency is key, and that often comes down to structure and processes,” he said. “We have numerous pockets of excellence, and dealers that are performing at an exceptionally high level. The challenge facing us now, is to ensure that the rest deliver the same standard of customer service as the best.”

Joyce added that as well as working with and supporting its franchised partners, Mercedes-Benz Trucks also recognised the critical importance of forging closer links with operators.

“We have to better understand our customers’ businesses, and what they need from us,” he explained. “This applies just as much to the owner-driver or small family concern as it does to the mega-fleets. A ‘one size fits all’ approach won’t cut it, because no two customers are the same. Instead, we have to tailor our offer more precisely than we’ve ever done before.

“There is much to be positive about, but we have a job to do if we’re to deliver fully on our promise. I’m relishing this opportunity to ensure that every customer for a Mercedes-Benz or FUSO truck receives an industry-leading quality of aftersales support.”

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PEOPLE

“What matters to our customers, above all else, is that their vehicles are always

available when they need them”

David Joyce


PEOPLE

llison Kemp, managing director of A.I.M Commercial Services Ltd, has been elected as chair of the Freight Transport

Association’s (FTA) Road Freight Council. Kemp will help to determine the

organisation’s approach to issues such as air quality, road infrastructure and driver shortages, by facilitating discussions with FTA’s members at national council meetings.

Chris Yarsley, policy manager for road infrastructure at the FTA, said: “With her impressive understanding of the sector and dedication to drive change, Allison Kemp is the perfect candidate to lead FTA’s Road Freight Council. From winning Woman of the Year at the 2019 everywoman in Transport and Logistics Awards to being recognised in FTA Logistics Magazine’s 20 for 20, we are thrilled someone of such stature and influence will be leading our influential Road Freight Council in 2020 and beyond.

“While women continue to be underrepresented in the logistics industry – females comprise only 13.2%

of the logistics workforce – with Allison Kemp at the helm we hope to ignite real change and encourage more of the amazing women in our sector to join our representative councils.”

Kemp said she was “really proud” to have been elected. “I believe I am only the second woman to hold the position in the organisation’s long history,” she added.

“The sector faces significant challenges in 2020 – not least the uncertainty around Brexit and ongoing driver shortages – but I remain passionate about helping people and getting things right. I look forward to playing a part in my role as chair and am confident there will also be new opportunities for the sector.”

FTA’s policy positions are determined by the members of its national and regional Freight Councils; the organisation then responds to government consultations and future policy plans accordingly. Kemp also serves as chair of FTA’s East Midlands Freight Council and has been in role for more than eight years; last year she was appointed as the vice chair of FTA’s UK Council.

T he National Franchised Dealers Association (NFDA), which represents franchised

car and commercial vehicle retailers in the UK, has appointed David Newman as chairman. He succeeds Mark Squires, whose tenure as chairman finished at the end of 2019 following three years of service.

Newman has extensive experience in the automotive retail industry having worked at Ridgeway Group for 20 years as chief executive, chairman and owner. The company was sold to Marshall Motor Holdings plc in May 2016. He began his career as a graduate trainee with Ford Motor Company. Subsequently, he held several field management roles with Citroen UK.

“It has been my pleasure and privilege to work with NFDA,” said Squires. “During my three years as chairman, I have seen the profile of the association grow alongside the launch of innovative initiatives. It was particularly rewarding to play an active role in the development of the now well-established Consumer Attitude Survey. I wish David every success”.

Newman added: “I am delighted to take on the role of NFDA chairman during a time of significant changes in the automotive industry. I look forward to supporting director Sue Robinson, her team and UK franchised retailers over the next years. I would very much like to thank Mark Squires for his years of service.”

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Allison Kemp

David Newman


PEOPLE

M ercedes-Benz dealer City West Commercials has brought in experienced

salesperson Ian Carlisle.Carlisle has more than 25 years’

experience in the industry. He is an expert in navigating clients through a minefield of legislative issues, such as widening emission zones in London and the direct vision standard requirements. He sees the new Actros Demonstrators as key to the process.

“The migration towards new Actros is not just the truck but a long-term plan of growth and holding long term residual value,” said Carlisle. “Getting our customers in front of the product allows them to truly get a hands-on approach to the innovation and I’m looking forward to extending this reach with City West.”

ontract hire, fleet management and rental specialist Fraikin has appointed Darren Hall, 53,

as managing director of its UK business.Based at the company’s Coventry

headquarters, Hall joins Fraikin having spent five years as CEO of Fraikin Dayim, successfully developing the business in Saudi Arabia and the UAE.

Prior to this, Hall was managing director of surface treatment and chemical application specialist Safetykleen UK, where he led the business through a successful recovery period, having also served on the board and been group operations director of Safetykleen Europe.

“I am very excited to be joining a business that I have admired for many

years – in fact I had a hugely positive experience working closely with the Fraikin team as a customer during my time at Safetykleen,” said Hall.

While at Safetykleen, Hall outsourced the company’s UK commercial fleet requirements to Fraikin, a move that would later provide valuable insight into the critical key success factors required for the business from a customer perspective.

“My time with Fraikin in the Middle East helped to rapidly develop my understanding of the industry, and I will use this knowledge and experience to lead the continued growth of the business in the UK,” added Hall. “Our aim is to build on an already excellent reputation within the commercial vehicle contract hire, rental and fleet management sectors,

and I am looking forward to developing further success for Fraikin.”

Hall had also been operations director at Select Plant Hire, as well as spending four years as managing director of contact lens manufacturer Clearlab International.

Former CEO of Fraikin UK, Ed Cowell, has left the business to pursue other interests.

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As part of its business growth plans, East Midlands-based Renault Trucks dealer RH Commercial Vehicles

(RHCV) has strengthened its senior leadership team with three appointments.

With a new head office in Nottingham, RHCV has three additional sites across the East Midlands in Leicester, Alfreton and Northampton and specialises in sales, parts and servicing for heavy and light commercial vehicles. The appointments follow a significant period of growth for the company, as well as a £3.5 million investment in a new headquarters in Nottingham in July 2019.

Robert Pick has moved from financial director to business performance director. Having joined the RHCV team in 2015, Pick was previously responsible for heading up the finance department. In his new role, he will be responsible for driving improvement in quality of service, overseeing risk management and maximising profitability through the provision of training, new automation systems and improved efficiency across the business.

Coming in in Pick’s place as FD is Ben Jeays, who will oversee the eight strong finance department. With more than 10 years’ experience working for corporations in the East Midlands and London, including global management consultancy, WYG Group, Jeays brings a wealth of knowledge to his new role.

After 13 years with RHCV, James Daykin has been promoted to group dealer manager. Having started with the business as a parts apprentice, James Daykin was promoted to dealer point manager in Leicester. During this time, he played a significant role in RHCV’s growth, increasing revenue by 50%.

Nigel Baxter, managing director of RHCV, said: “RHCV has gone from strength to strength in the last year and the appointment of our two directors and group dealer manager will ensure we are pushing ahead with our ambitious business plans in 2020.

“Their combined experience and knowledge will allow us to offer even more expertise for our customers at this time of growth and I am delighted to have them at the helm of our senior leadership team.”

Darren Hall

Ian Carlisle

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