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GREAT-grandfather Edward Randell is fed up with lorries getting stuck outside his house due to drivers blindly following sat navs.

The 88-year-old former railway worker said truckers trying to get to the Techno Trading Estate, accessed off Kembrey Street, are directed down the dead-end section of Bramble Road.

He said he gives directions at least once a day to confused drivers – and his front garden wall has been demolished four times in three years by people trying to turn in the road.

“I’m a bit annoyed about it because I’ve got the cost of putting the wall up or the inconvenience of getting in touch with people to come and do it,” he said.

“On top of that, I’m out there every five minutes telling a driver where he has got to go because his sat nav has brought him here. I’ve had enough of it.”

Mr Randell, who has lived in the road for nearly 60 years, said the problem started in 2008 when Swindon Council installed a barrier near his house to stop lorries using the residential route as a cut-through to the trading estate.

He said there are drivers from across the UK and many from the Continent, who cannot speak English very well, so he sometimes has to sketch a map.

Mr Randell said the longer HGVs have to reverse back into Elgin Drive, but the smaller lorries try to turn in Bramble Road, sometimes causing damage to his wall. His wall was last knocked down about three months ago.

He said he has contacted the council’s highways department several times and one officer said she would look into the possibility of new signs.

He said: “I suppose the solution would be getting the sat navs altered to show there’s a barrier, or completely new signage to tell them the Techno Trading Estate is only available off Kembrey Street.”

A Swindon Council spokesman said there is already appropriate signage warning drivers about the situation and the council cannot do anything if sat navs are not up to date.

He said: “If you are going down Elgin Drive, there’s a sign that tells you entry to Bramble Road is prohibited 150 yards ahead. There’s a sign telling you well in advance you cannot go down Bramble Road.

“And as you get closer to the scene, there’s another sign that says there’s no through road and it’s only suitable for cars and bikes.

“There’s signage on the approach to this area that clearly indicates the drivers cannot go down there, but there’s not much we can do if drivers are prepared to pay more attention to their sat nav than to the road signs.

Source: This is Wiltshire

The first longer semi-trailer to take part in the Department for Transport’s (DfT) ten year trial hit the roads today, with Stobart Group carrying groceries for Tesco on a 15.65m SDC trailer.

Stobart’s first run of the trailer – 2.05m more than the usual trailer length of 13.6m – carried 54 cages of goods for the supermarket, a 20% increase in its normal capacity.

Chief operating officer William Stobart says: “Today is another milestone in the company’s history as we operate the first longer trailer in the UK.

“We have worked in partnership with the DfT to help introduce these new trailers and the industry as a whole is set to benefit from the opportunities and environmental advantages they bring.”

Under the terms of the trial Eddie Stobart is allowed to run 90 longer semi-trailers, including 23 at 15.65m and 67 of the 14.6m length.

On Monday SDC was been granted approval by the Vehicle Certification Agency, an executive agency of the Department for Transport, for all five of its longer semi-trailer models.

Source: Commercial Motor

It’s time we found a way to make our trucks greener. gorbould

Truck transport accounts for roughly 25% of energy used in the global transport sector, making it a substantial contributor (2.6%) to worldwide greenhouse gas emissions.

As concerns about greenhouse gas emissions continue to escalate, the introduction of zero-emission technologies within the freight industry is vitally important.

Here at RMIT University, we’ve developed new technology that, we believe, will push us further toward a sustainable and future-ready freight industry.

An industry under threat

Australia has some of the highest road lengths and freight levels per capita in the world. In fact, road freight transport is a $35 billion dollar industry here. Given the sheer size of the Australian land mass, the distance between major cities, and the lack of a feasible rail alternative, road freight is crucial to trade and commerce.

With the price of diesel fuel rising considerably in the past decade and the possible expansion of the carbon tax to include fuel for trucks, those in charge of the freight industry worry their industry is under threat. Low-carbon alternatives to the current fleet are needed.

A possible solution to the problem, and one that we’ve been working towards, is the development of hydrogen fuel cells to replace traditional diesel engines in trucks.

Hydrogen power

Hydrogen fuel cells work by taking hydrogen gas (H?) and combining it with oxygen (O?) to generate an electrical current (and water and some heat as byproducts).

The hydrogen gas is produced through a process called electrolysis (or breaking down) of water using electricity from renewable sources such as wind and solar.

A zero-emission solution of this kind (in both hydrogen production and consumption) could play a key role in addressing the environmental, economic and social factors that will influence the sustainability of the truck industry in the future.

Zero-emission alternatives

Electric battery technology is another zero-emission option that could potentially be used in the transport sector (if charged using electricity from renewable sources). But this technology might not currently be suitable for the truck industry due its low energy storage capacity. For example, existing battery technology doesn’t allow trucks to cover the distance from Melbourne to Sydney on one charge.

Biofuels, including ethanol, various bio-oils and biodiesel, provide another alternative transport fuel. “Second-generation” biofuels are likely to play some role for transport in future, but the amount of crops and land available for biofuel production will be severely limited.

Enough crops and land need to be set aside to supply food for a growing world population, and there are also constraints on available land, water and fertilisers needed to grow “second-generation” fuel crops.

But we focused on hydrogen …

Here in the School of the Aerospace, Mechanical, and Manufacturing Engineering at RMIT, we’ve recently developed Australia’s first model of a fuel cell truck running on hydrogen stored in metal hydride bottles on board the truck. The truck model is an exact replica (1/14th scale) of the Scania Highline series, operated using a remote control unit which simulates the performance of a typical long-haul truck used in Australia (from Melbourne to Sydney, for example).

A range of measurement instruments have been designed for and installed in the model, all of which are connected to a wireless data acquisition system. This system remotely monitors the truck’s performance and collects critical data such as the rate of hydrogen consumption and the electrical power supply in real-time.

By measuring the performance of the model under pre-defined dynamic loads and scaling up the results using purposely-developed mathematical models, the performance of a full-scale hydrogen fuel cell truck can be simulated and predicted.

What now?

In the early days of our research and development, we’ve highlighted some of the technical, economic and social challenges facing the commercialisation of this technology.

A key technical challenge is the development of cost-effective hydrogen storage systems that can carry enough hydrogen on board and provide desirable driving range (again, Melbourne to Sydney is a good example). Various materials/technologies for onboard hydrogen storage are currently being researched and developed to overcome this barrier.

Such technologies include high pressure hydrogen (at 350 and 700 bar, liquid hydrogen and chemical hydrides.

Hydrogen production and distribution are other areas to be considered for further technological development. Hydrogen fuel cells and the required renewable energy technologies for zero-emission production of hydrogen are currently too expensive for commercial development.

That said, the price of hydrogen cells is dropping – they cost roughly $2,000/kilowatt at the moment and that will probably drop to less than $100/kilowatt within 15 years.

Given this current downward trend in prices and the likelihood of such cells being mass produced within a decade, such technologies might not be restrictively expensive in future.

Perception power

Of course, there are also social barriers to be overcome. In particular, there is a public perception that hydrogen is unsafe and unreliable as an energy carrier. The demise of the Hindenburg in 1937 is largely to blame for this perception.

In reality, hydrogen has been proven safer than liquid fossil fuels such as diesel and petrol, if handled properly and if appropriate safety measures are taken.

So while there are still significant challenges to overcome before we see hydrogen-powered trucks on Australian roads, we’re certainly moving in the right direction.

Source: The conversation

A new report released by Goodyear Dunlop reveals that despite efforts to improve fuel efficiency, one in seven European road hauliers predict they will be out of business within eight years unless drastic developments are made to improve fleet fuel efficiency.

At a dedicated fleet symposium that took place in Brussels this week, Goodyear Dunlop presented several recommendations to help commercial road transport sector to improve their fuel efficiency.

The fuel consumption of a vehicle has a direct impact on its CO2 emissions. Goodyear Dunlop’s Road to 2020 report shows that a third (30%) of European fleets currently has no plans in place to respond to expected Europe-wide CO2 regulation. In its most recent Transportation White Paper, the European Commission gave fleets clear indications that further regulation and taxation on fuel and CO2 emissions will be introduced in the coming decade.

At the same time, fleets are looking at industry and policy-makers to help them achieve greater efficiency:

- 1 in 3 want the EU to invest in fuel efficient technology and development programs;

- 1 in 4 want a modelling tool that predicts the cost and CO2 savings of investments in green equipment and training;

- 1 in 4 want more information on the factors affecting fuel efficiency;

- 1 in 5 want European legislation that incentivises efficient fleets.

“The road freight sector is facing enormous pressure to help meet Europe’s ambitious climate change targets, but despite their commitment to fuel economy, we found many fleets could be better prepared to handle the cost and operational impacts of a potential carbon regulation,” said Michel Rzonzef, Vice President, Goodyear Dunlop commercial tyre business EMEA. “The research confirmed that the overwhelming majority of fleets already have robust fuel efficiency measures in place, and therefore struggle to see what else they can do to improve efficiency and lower carbon emissions to achieve even stronger goals. Low rolling resistance tyres are one option to improve a fleet’s fuel efficiency amongst others, such as eco-driving training for truck drivers, improved logistics, route planning and aerodynamics on vehicles.“

Fuel efficiency, priority #1

With prices at the pump rising and 2 in 5 fleets reporting they are under customer pressure to green their operations, it is unsurprising that over 9 in 10 fleets are already working to improve their fuel economy:

- 7 in 10 have invested in eco-driving training;

- 6 in 10 have procured more efficient vehicles;

- 2 in 5 have improved logistics and route planning;

- 2 in 5 have switched to more fuel efficient tyres.

Target 2020

With only 8% of fleets having taken no action to reduce their fuel use, Europe’s road hauliers are sceptical about how much more they can do to increase efficiency and drive down emissions.

7 in 10 European fleets currently work toward a self-imposed target for either fuel savings or CO2 savings. With substantial efforts already underway, fleets are conservative in estimating possible further efficiency savings:

- 52% of fleets do not think they can achieve further efficiency savings of more than 10%;

- Only 1 in 10 believes the sector can achieve the 20% efficiency savings target outlined in the EU’s 20-20-20 low-carbon commitments;

- 1 in 5 fleets are unsure as to whether any further savings can be made.

Interestingly, fleets from countries with lower fuel prices are more optimistic. In both Poland and Spain, where fuel costs are below the EU average, a fifth of fleets are confident they can achieve a further 20% efficiency savings by 2020. In the UK, however, where fuel prices are higher than the European average, a third of fleets says that they have done all they can to improve fuel efficiency, and no more savings can be made.

Recommendations

Based on the findings, Goodyear Dunlop calls on policy-makers to consider the following recommendations to help the commercial road transport sector reduce emissions and improve efficiency:

- Making tyre pressure monitoring systems mandatory on all new Heavy Duty Vehicles;

- Investing in improved tyre pressure monitoring technology for Heavy Duty Vehicles;

- Offering incentives to those fleet operators who invest in aerodynamic improvements or purchase tires that achieve A, B, C grades on the new EU tyre label, in both rolling resistance and wet grip;

- Adjusting EU restrictions on weight and height for Heavy Duty Vehicles to improve efficiency.

Source: HGV

Lucky Red is yet another new customer for Isuzu Truck UK in the food distribution sector, with the recent arrival of the first pair of Isuzu Forward 7.5t refrigerated trucks into the company's UK distribution fleet. Lucky Red is part of the Yearsley Group, since it was acquired as part of the takeover of Ice Pak Seafood Specialists earlier this year. Lucky Red chose Isuzu because of the combination of the product’s strong reputation for reliability and impressive payload carrying capacity.

The two new Isuzu N75.190 refrigerated 7.5 tonners, both fitted with Solomon 4.26m refrigerated bodies, are now operating on multi-drop regional work, delivering frozen food predominantly to Chinese restaurants in the north of England, each covering an estimated 80,000 miles per annum.

As Mark Haslam, head of logistics at Yearsley Group says, “We’ve been operating vehicles at 7.5 tonnes, but we now need the improved payload that is achievable by switching to Isuzu. Before committing to the brand however, we did speak to other operators of Isuzus and were even given access to telematics information. From that we could see accurate fuel consumption figures and reliability performance, which certainly helped us to make our final decision”.

Supplied by local Manchester dealer The Hulme Group, both of the Isuzu 7.5t rigids feature the company's popular Easyshift semi-automated transmission system whilst the Solomon reefer bodies have Carrier Transicold Xarios 600 direct drive refrigeration systems, together with triple opening rear doors, and a single pallet width side door to the nearside.

Based in Middleton, North Manchester, Lucky Red specialises in the temperature-controlled delivery of premium foodstuffs. The products are sourced from throughout the world, and then stored and delivered from the Middleton warehouse, with fish being a particular speciality.

“Temperature controlled food distribution is a very significant market sector for Isuzu Truck UK. The proven performance of our 7.5 tonners, in terms of reliability and payload, has become recognised as industry leading. Our customer CARE philosophy has generated unprecedented levels of customer loyalty and as a consequence many companies such as Lucky Red are switching to Isuzu. At the end of the day, commercial vehicle operators have to trust the products they buy and the organisation they’re dealing with. I think it’s fair to say that, certainly amongst the food distribution fraternity, word is getting around that we’re living up to their expectations,” said Keith Child, marketing director at Isuzu Truck UK.

\Full details of the current Isuzu Truck range can be viewed and downloaded from the company’s website on www.isuzutruck.co.uk

British hauliers welcome proposals aimed at ensuring that non-UK haulage firms contribute to upkeep of British highways

Lorries and roadworks on the M25. At present, Britain is one of the few EU countries not to charge HGV drivers for using its roads. Photograph: Justin Kase/Alamy

Lorry drivers will be charged to use roads under government proposals announced on Wednesday, in a move designed to ensure that foreign haulage firms contribute to the upkeep of British highways.

British hauliers will pay the fee but be allowed to claim it back against road tax. The daily charge will be up to £10 for HGVs, or lorries over 12 tonnes, to be introduced in 2015.

At present, Britain is one of the few EU countries not to charge HGV drivers for using its roads. The Department for Transport said the new proposals, outlined at the start of a three-month consultation by roads minister Mike Penning, will create a fairer deal for the domestic haulage industry by "helping to level the playing field with foreign hauliers, boosting their market share and increasing employment and promoting growth in the UK".

British hauliers welcomed the proposals. Kate Gibbs of the Road Haulage Association said the scheme was "good news for UK transport operators and should be welcomed also by motorists, many of whom have complained that foreign hauliers pay nothing for using our roads".

She said the RHA had been working with government officials to get the best scheme possible under EU rules, and urged ministers to press forward with this project as a priority.

Penning said: "Each year there are around 1.5m trips to the UK by foreign registered lorries – but none of them pay to use our roads, leaving UK businesses and taxpayers to foot the bill.

"A lorry road user charge would ensure that all hauliers who use our roads are contributing to their cost, regardless of where they are from – helping UK hauliers to get a fairer deal and increasing employment and promoting growth in the UK."

By law, the scheme cannot discriminate between UK-registered vehicles and vehicles from elsewhere in the EU, meaning both UK and foreign registered lorries will have to pay the daily charge. The DfT says that under the compensation measures it is considering, only around 6% of UK-based hauliers would end up paying more than they currently do in tax.

However, Stephen Glaister of the RAC Foundation warned that previous attempts to introduce road user charges had not worked because of the cost and complexity of collecting charges from hauliers.

The Campaign for Better Transport said the government was letting foreign lorries off lightly. Stephen Joseph said a distance-based charging scheme would raise more revenue that could fund a more efficient, greener freight industry.

Source: The Guardian