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LITEF LCR-110 receives EASA certification

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LITEF has received ETSO certification from EASA for its LCR-110 GNSS-aided Inertial Reference System (GIRS).

The certification of the LCR-110 includes the ETSO-C201 for the AHRS functionality and – as an essential component and for the first time for LITEF – the ETSO-C196a. The latter allows the user to perform so-called RNP (Required Navigation Performance) procedures, for which the LCR-110 monitors the horizontal position and provides the user with information about the trustworthiness of the navigation data.

“We are very pleased that we have now received ETSO certification from EASA. This is a great achievement for the whole project team and for LITEF. Another milestone has been reached and we can now extend our product portfolio with a cost-effective inertial reference system”, says Klaus Blatter, Product Manager Commercial Aviation at LITEF.

LCR-110: The ideal solution for Performance Based Navigation

The LITEF LCR-110 is a low cost, small size, low weight inertial reference system based on MEMS accelerometers and fiber optic gyroscopes. In addition to heading, attitude and navigation data for use in fixed-wing and rotary-wing aircraft, it provides a navigation solution based on Kalman filtering of raw inertial and satellite navigation data that facilitates improved integrity monitoring of the GNSS information (Aircraft Autonomous Integrity Monitoring – AAIM). Based on its high-class inertial sensors the LCR-110 continues navigation and integrity monitoring even after loss of GNSS information. It is therefore the ideal solution for executing cost and time-optimized flight paths as part of Performance Based Navigation (PBN) with enhanced reliability, worldwide and at any time.

With its low cost and weight saving design the LITEF LCR-110 is the ideal alternative to classic IRS/INS and it therefore facilitates more reliable NextGen and SESAR operations of aircraft that are usually not equipped with such systems.

The LCR-110 IRS satisfies the certification requirements defined in FAA AC 90-101A and EASA AMC 20-26 for performing RNP-AR flight procedures (RNP <0.3 nm) and has been certified according to ETSO/TSO-C201 and ETSO/TSO-C196a.

Transnet opens port capacity for emerging manganese mining companies

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Transnet plans to open up capacity allocation for emerging miners through the Ports of Gqeberha and Saldanha from April, 2023 when its current long-term contracts come to an end.

In a statement, Transnet said it had issued a formal communique to all 10 manganese exporters recording the expiry of current contracts, which are set to wrap up on March 31, 2023.

“New contracts will be entered into with new and existing miners, effective from April 1, 2023,” it said.

According to Transnet, new contracting and capacity allocation processes have commenced, with the intent to enable the emerging miner to ramp up.

“Transnet hopes to increase the current number of emerging miners that have access to rail and port capacity from the current four to 11, through introducing seven new entrants by the beginning of the next financial year,” it said.

Transnet said currently, the emerging miner allocation was 2 million tons per annum (mtpa).

“Transnet seeks to make an additional minimum of 2mtpa available for emerging miners, thereby creating 100% growth to a minimum of 4mtpa in this sector by April, 2023. This constitutes a 25% share of total available capacity,” the group said.

The company said part of its strategy to enable emerging miners was to look at ways of easing its business processes.

“Some of these include the following: easing the burden of funding bank guarantees as a requirement for doing business for emerging miners; an arrangement where underwriters cover the risk of a guarantee by up to 50%; and Transnet covers the remaining 50% is currently being finalised with underwriters,” it said.

Transnet said it further commits to continue supporting emerging miners with loading capacity in the manganese space.

“Transnet would also like to reaffirm its commitment to its long-term expansion project, which includes enabling capacity growth from the current 16mtpa to 22mtpa by 2027. This ramp-up will further enable emerging miner growth,” the company said.

Meanwhile, Transnet Port Terminals, an operating division of Transnet, declared a force majeure to all its customers following the strike action declared by two recognised unions within Transnet.

The United National Transport Union (Untu) and the South African Transport and Allied Workers (Satawu) embarked on a strike against the offered wage increases by Transnet for the new financial year, as well as the fact that no wage increases were approved for the current financial year.

Transnet said it anticipated that portions of its operations will be scaled down.

“However, and to the extent possible, we will invoke contingency plans and source external stand-in or temporary resources to ensure that the operations continue across the various terminals.

“Should the strike extend beyond the anticipated period of one week, Transnet will assess the impact of the strike on its operations and the force majeure event declaration. Further communication in this regard will be forthcoming from Transnet Port Terminals,” it said.

Energy: How the Morocco-Nigeria gas pipeline will change the region

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The Director General of the National Office of Hydrocarbons and Mining (ONHYM), Amina Bengatra, provides new details on the Morocco-Nigeria gas pipeline and its impact on the region. This article is a press review of the weekly magazine La Vie Éco.

Announced a few years ago, the strategic Morocco-Nigeria gas pipeline project is currently in the detailed engineering study phase, Amina Bengatra, Director General of the National Office of Hydrocarbons and Mines (ONHYM), reported in the Weekly. Environmental life.

On the sidelines of the second edition of the Conference of Member States of the “MSGBC Oil, Gas and Power” sedimentary basin organized in Senegal in early September, the DG of ONHYM explained that this large-scale project will “contribute to the creation”. An integrated North-West African region, accelerating West Africa’s access to energy and accelerating electrification projects for the benefit of the people”.

This mega project spans 13 countries along the Atlantic coast and includes three landlocked countries. It will have a direct positive impact on more than 340 million people, create wealth for countries and neighbours, and create a decisive impetus for the emergence and development of projects.

According to ONHYM’s DH, the Morocco-Nigeria gas pipeline should contribute to the creation of a competitive regional market for electricity, the exploitation of clean energy, and the industrial and economic development of all countries. This requires growth in several sectors, including agriculture, manufacturing, mining, flaring and gas exports to Europe, the weekly report said. Environmental life.

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“Discussions have been held with Ecowas to ensure integration with infrastructure in the region; For this purpose, the extension of WAGPI (West African Gas Pipeline connecting Nigeria to Ghana) towards the Ivory Coast will be added,” Amina Benkatra announced during her speech, stressing that producing countries can also use these gas pipelines for their own consumption and export, as in Senegal and Mauritania

Onsite nitrogen generation from Atlas Copco – a sound investment for optimised production processes

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Countless industries such as oil & gas, electronics and pharmaceuticals as well as applications including chemical manufacturing, food and beverage processing and packaging, laser cutting and wastewater treatment, rely on nitrogen as an integral part of the production process.

 

“As an essential requirement, the supply of nitrogen, which is rated fourth after gas, electricity and water, must be reliable and the gas purity must be both high and stable,” says Zandra van der Westhuizen, Business Line Manager for Atlas Copco Compressor Technique’s Industrial Air Division. “Atlas Copco’s range of nitrogen generators ticks both these boxes.”

 

“But to really see the true added value of on-site nitrogen generation, let’s draw a comparison between making use of a nitrogen generator versus buying or leasing cylinders of liquid nitrogen. First of all, bulky nitrogen containers require transport (CO² emissions), handling, storage and administration. The costs add up quickly. Additionally, moving heavy cylinders pose a safety risk to personnel.  New orders have to be placed to ensure new supply before cylinders run dry. Stock shortages, supply and transport problems are all very real challenges which can disrupt production with costly outcomes.”

 

Onsite generation on the other hand, significantly reduces the cost per unit of nitrogen, removes the headache of logistics and the hazards of pressurised bottles or liquid gas in the workplace. “So when it comes to cost-effectiveness, efficiency, total cost of ownership, employee safety and environmental impact, onsite nitrogen generation presents a strong argument.”

 

The onsite installation of an Atlas Copco nitrogen generator offers complete peace of mind because it means that a plant will essentially never run out of nitrogen. These plug-and-play gas generators come ready to use with no costly installations. The nitrogen generator is a compact machine; its small environmental footprint and quiet operation allows for convenient installation on the production floor.

 

All that is required is a supply of compressed air so, by simply plugging the generator into an existing compressed air installation, the end-user will have an independent, reliable, secure and cost-effective 24/7 supply of nitrogen of the exact purity required. “Simply put, when nitrogen is needed, the customer switches on the generator and switches it off when supply is no longer required,” explains Van Der Westhuizen. Atlas Copco’s nitrogen generators can also help to shrink customers’ carbon footprint. By combining onsite nitrogen generation with energy recovery options on the compressors, customers can self-produce truly green nitrogen.

Atlas Copco’s onsite nitrogen generators can make use of either Pressure Swing Adsorption (PSA) or Membrane technology. PSA technology is the optimum solution for electronic, chemical and pharmaceutical industries that require high purity levels of up to 99.999% and flow – 1300 Nm³/h as our standard unit. “However Atlas Copco can offer higher flows through our Special Engineering solutions,” notes Van der Westhuizen. PSA generators consist of two connected towers that produce a near-continuous flow of nitrogen. Pressure Swing Adsorption separates nitrogen molecules from the oxygen molecules by trapping oxygen from the compressed air stream using adsorption. Adsorption takes place when molecules bind themselves to an adsorbent; in this case the oxygen molecules attach to a carbon molecular sieve.

 

Nitrogen generators using Membrane technology can achieve purity levels in the range of 95% – 99.5% (adjustable) and flow up to 500 Nm³/h which is ideal for use in fire prevention, plastic injection molding and food preservation applications. A Membrane nitrogen generator extracts the nitrogen in the air supplied by a compressor. The compressed air is pushed through a membrane filled with hollow fibers. Oxygen and water vapour dissipate through the fiber walls and are vented out, leaving only the very dry nitrogen inside the fibers, pushed out on the other end of the membrane, ready for use.

 

With both PSA and Membrane generators, the intake air is fundamental to ensure the purity of air from onsite nitrogen generation. The compressed air that flows into the nitrogen generator needs to be clean and dry. The temperature and pressure of the inlet air must also be controlled by installing an air dryer between the compressor and onsite nitrogen generator.

 

Atlas Copco incorporates over a century of experience and cutting-edge technology into the engineering of its on-site nitrogen generators. “Owing to our ongoing technical innovations, we offer a complete air solution that contributes to optimised production processes at the lowest possible operating and ownership costs with a rapid return on investment,” concludes Van der Westhuizen.

ANAMBRA: Govt to ban sand mining in erosion-prone areas

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THE governor of Anambra state, Chukwuma Soludo, has revealed that his administration has introduced a bill for a law to ban sand mining near erosion-prone areas.

He pointed out that poor environmental management is one of Anambra’s significant challenges which must be tackled.

Soludo stated this yesterday at a town hall meeting on erosion control and management which took place at Oko civic centre in Anambra.

The meeting had stakeholders from five communities affected majorly affected by erosion.

Soludo noted that pending the full adoption of the law, he would be signing an Executive Order prohibiting sand mining near erosion-prone areas.

Soludo also requested that communities join the state government in preventive erosion measures.

According to him, poor attitude towards the environment on the part of residents was a major factor in ecological problems in the state.

He added that most residents expect the government to do everything instead of contributing their quota.

“The environment is Anambra’s most serious existential threat. The fifth finger of my administration’s manifesto is based on the environment, towards green, clean, planned markets, communities, and cities to make our environment sustainable,” the governor said.

“As an individual, what have you done today and tomorrow to combat the erosion threat?” he said.

He said gully erosion which largely contributed to the flooding experienced in 2022, occurs in 146 Anambra communities.

He also noted that the current rate of erosion in the state is 81.5 per cent and that it should be reduced to at least 80 per cent.

“Active gully erosion is occurring in 146 Anambra communities which constitutes 81.5 per cent. The five communities assembled here today are at the epicentre of gully erosion. If we do enough of what we are meant to do, the erosion rate will be reduced to 80 per cent.”

The governor called for resident sensitization, a ban on sand mining, and the construction of conventional water channels, stressing that there are active steps that may be implemented to achieve the decrease.

“An action plan on sand mining law, regulation, and enforcement, community sensitisation, revenue collection, a statewide awareness campaign, designing roads for proper water channelisation and building catchment pits, among other things, shall be established.

“We already have a draft environmental law that will help to punish offenders.

“Anambra is heavily impacted by two natural disasters: flooding and gully erosion, controlling flooding alone will consume over N900 billion, which is Anambra’s total budget for many years.

“There would be marching funds for the five communities that will provide designated places where the government can begin tree planting to combat erosion,” he added.

Meanwhile, Anambra was among the states that were heavily flooded in 2022. About 300 communities in six local government areas in the state were submerged in water.

While flooding is frequent in the state, the 2022 flooding is the highest since 2012.

U.S. Pacific Coast docker work actions could spread to Canada’s West Coast

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The International Longshore and Warehouse Union (ILWU) Canada has authorized its longshore locals to conduct a vote on June 9 and June 10 on whether to issue a 72-hour notice on staging a strike. Such threatened action, which would notably severely hit cargo operations at the ports of Vancouver and Prince Rupert, comes as dockworkers on the U.S. West Coast have for four days taken industrial actions causing shutdowns at a number of container terminals.

The disruptive work actions carried out by the ILWU in the United States have effectively shut down operations at some marine terminals at the Ports of Los Angeles and Long Beach, said the Pacific Maritime Association (PMA). “The Union is also staging similar work actions that have shut down or severely impacted terminal operations at the Ports of Oakland, Tacoma, Seattle, and Hueneme.”

ILWU President Willie Adams, President of ILWU, stated: “We aren’t going to settle for an economic package that doesn’t recognise the heroic efforts and personal sacrifices of the ILWU workforce that lifted the shipping industry to record profits.”

The ILWU affirms that PMA member carriers and terminal operators made huge profits of US$510 billion during the pandemic, while union workers risked and lost their lives during the same period “to ensure grocery store shelves were stocked, personal protective equipment (PPE) was made available, medical supplies were reaching hospitals, and record volumes of consumer goods continued to reach the door steps of American consumers while also enabling the shipping industries’ astronomical revenues.”

“Despite this fact, from pre-pandemic levels through 2022, the percentage of ILWU wages and benefits continued to drop compared to PMA rising revenues.”

The union stressed it is “committed to bargaining a contract that is fair and equitable, including wages and benefits that reflect the dedication of the ILWU workforce and its contributions to the shipping industry’s success.”

“Any reports that negotiations have broken down are false,” commented Mr.  Adams, as the ILWU and PMA continue to negotiate the collective bargaining agreement.

The existing five-year ILWU contract with the British Columbia Maritime Employers Association (BCMEA) expired at the end of March. Among other issues, Canadian West Coast dockworkers are seeking significant wage increases amidst the prospect of greater automation of cargo-handling equipment under planned expansions of container terminal capacities.

First Spliethoff liner service call to Port of Duluth

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The UAL Fortitude has called at the Port of Duluth-Superior’s Clure Public Marine Terminal as the first of Spliethoff’s new Antwerp-Duluth monthly liner service.

The vessel, which arrived last Saturday, carried containers filled with super-sacked minerals, power generator pieces, and a large tractor from Germany making its North American debut, port spokesman Jayson Hron told Maritime Magazine.

The Duluth Cargo Connect crew completed the cargo discharge in a single day and went to work loading the vessel with outbound export cargo that included containerized goods and machinery destined for Europe, he added.

It marks the first time in decades that a regular liner service is calling at the biggest U.S. Great Lakes port.

“Not only does this new service provide an efficient, consistent import-export option between Antwerp and Duluth, it also significantly reduces carbon emissions and land-based congestion, so this is also a win from an environmental standpoint,” said Deb DeLuca, executive director of the Duluth Seaway Port Authority. “It expands the viability of the Great Lakes-St. Lawrence Seaway System as a routing alternative for moving cargoes into and out of the Upper Midwest and far beyond.”

(Photo from Jennifer Bahl Hron)

Ocean Network Express launches Eco Calculator

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Ocean Network Express (ONE) has announced the launch of the ONE Eco Calculator, which calculates carbon dioxide (CO2) emissions from ONE’s operating vessels. The tool is one of the company’s milestones in its journey to net zero.

With the ONE Eco Calculator, units are expressed as either Tank-to-Wake (TTW), a measure of emissions from burning fuel, which has been stored in a tank, or Well-to-Wake (WTW), a measure of emissions from fuel production, delivery, and use aboard ships.

“As we strive towards decarbonization, ONE is on a continuous journey to encourage stakeholders to participate,” said Koshiro Wake, Senior Vice President of Corporate Strategy & Sustainability Department, Ocean Network Express (ONE). “Thus, the ONE Eco Calculator was developed not only for ourselves, but also for like-minded players and customers seeking sustainable transport solutions and seeking to manage their own cargo emissions.”

Koshiro Wake added that the commitment to achieving net zero is at the top of ONE’s management agenda, along with the company’s Green Strategy which was unveiled in March 2022.

The ONE Eco Calculator provides total distance and total CO2 emissions from Place of Receipt to Place of Delivery, including door locations.

Transport Canada invests $8 million in new Montreal grain terminal equipment

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The Minister of Transport, the Honourable Omar Alghabra, and Parliamentary Secretary to the Minister of Transport, Annie Koutrakis, today announced an investment of up to nearly $8 million for DG CanEst Transit Inc. to update existing infrastructure and purchase new equipment for its facilities located in the Port of Montréal. The funding was provided under the National Trade Corridors Fund.

The project, worth a total of $18 million, will increase the number of containers stored onsite, improve the quality of the grain-cleaning service, optimize traffic flow in the yard, and increase capacity for loading and handling containers. This will ensure critical Canadian goods, like grain and other agriproducts, can continue to be shipped reliably for import and export.

On October 6, 2022, the Minister of Transport welcomed the final report of the Supply Chain Task Force. The Government of Canada is committed to responding with immediate action and long-term initiatives. One of the issues identified by the Task Force is that the high volume of containers arriving at Canadian ports has clogged the transportation supply chain due to insufficient warehousing and reduced transloading capacity. Today’s funding announcement is a step towards addressing capacity constraints and infrastructure pressures at the Port of Montreal.

Strengthening our transportation supply chain is part of the Government of Canada’s strategy to respond to the rising cost of living and to put money back in the pockets of Quebecers and all Canadians. An efficient and resilient transportation supply chain is key to expanding our economic capacity and productivity and will drive long-term growth.

Marc-Aurel Clapperton, General Manager of DG CanEst Transit, commented: “Today represents a significant milestone for the Canadian agri-food industry and builds upon the reputation of quality and reliability that we have worked so hard to establish with our partners. If the past two years have revealed anything to us, they have demonstrated the importance of the supply chain, which has only deepened our commitment to streamlining the export process.

“We are honoured to be entrusted with funding that will not only improve our infrastructure and capacity to serve both established and emerging markets around the globe, but will also continue to showcase Canada’s unparalleled contributions and growth to the agriculture-based economy.” (Canest photo from Port of Montreal)

Road test: Renault Range D430

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Renault’s small-cabbed ‘Wendy house’ Range D430 tractor unit is not a big seller – and while it has some merits, it’s certainly showing its age. But as a truck, is it any good? Let’s put it to the test…

Before we go any further, we admit Renault is rapidly changing our perception about its products – indeed, the Range T High we tested in the July issue was a bit of an eye-opener and a refreshing change. It was a very good truck and above all made a very sound business case.

That was proven to us a few weeks ago when a loyal Scania operator told us he’d taken his first Range T High because it just made economic sense over his Swedish preference. And he was even giving up his beloved manuals to ‘go French’. There is every chance that if his new truck delivers as he hopes, he may not go back to Scania.

The problem is while the Range T High is a true flagship and the Range T is a great all-rounder, at the smaller end of the scale there’s no alternative for Renault other than using the elderly Premium cab as the Range D. And you could be forgiven for not even knowing the Range D tractor unit exists, because Renault has never really plugged the model. It was always assumed if you wanted a Renault for general distribution, a Range T was your best bet.

In fact, the truth is a Range T is indeed your best bet. But Renault does offer a D430 4×2 tractor unit and, more surprisingly, this year it even has one in its press demo fleet. So Trucking asked to take it out – and despite initial bemusement from Renault’s marketing men, they were more than happy to let us take it for a spin.

For those that don’t know, the Range D is the small-cab Renault for general distribution. You’ll typically find the cab on the 4×2 and 6×2 rigids; but as a tractor unit, it’s uncommon.

It is Renault’s alternative to the DAF CF (soon to be XD), Scania P- or G-series, Volvo FMMAN TGS, Iveco S-WAY AT, and Mercedes-Benz Actros with smallest ClassicSpace cab.

But this cab is actually from the Premium range launched way back in 1996. It appeared in two heights and the lower-height version was reincarnated as the Range D when the Range T appeared nearly a decade ago.

Technical overview

The Range D is mostly used as a rigid, but it is available as a 4×2 tractor for inter-urban distribution. There is no 6×2 option as a tractor unit – not even with a small midlift – so its gross vehicle weight is 40 tonnes, which is the weight our test vehicle was running at.

As you’d expect, the driveline is pure Volvo. The DTi 10.8-litre straight-six engine is rated at 424 bhp between 1700-1900 rpm, with a torque rating of 2050 Nm from 1000-1400 rpm; so the same as an FM11-430. The engine features common-rail high-pressure fuel injection, an overhead camshaft and rear-mounted timing. It meets Euro 6e emissions.

The Optidriver AT 2412F gearbox has 12 forward speeds and an automatic clutch. The front axle is rated at 7500 kg and the rear at 11,500 kg. The wheelbase is 3700 mm. The truck weighed in at 7023 kg, which for a 4×2 with high-roof sleeper is not outstanding, but nor is it appalling.

Inside the cab, the bottom bunk looked comfortable enough, but obviously was not as wide as Range T version as the Range D is that bit narrower. It’d do for the odd night out from time to time, but you wouldn’t want to ‘live’ in this cab for a week – and nor should anyone expect you to.

The truck also has a ‘second bunk’. We say that in inverted commas because it was ‘sort of’ a hammock and not exactly a thing you’d want to sleep on. Because the cab is so small, it can only be fully extended if the seats are tipped forward slightly; and even then, it’s a pain in the backside as it’s on rails and you have to lift it out of a slot, pull it forward and then drop it in another slot to make it flat.

It’s a strange and annoying way to provide a second bunk; and besides, the thought of double-manning in a cab this size with very limited storage really doesn’t bear thinking about.

This top bunk set-up is cumbersome, convoluted and irritating. When it’s in place, you are left with a thin hammock which does not look especially comfortable. It also can’t really be used as a shelf, other than when the truck is stationary. Its rivals in this class – a high-roof small cab such as DAF’s CF Space Cab, Scania’s Highline, or Volvo’s FM Globetrotter are just so much better.

On the road

OK, so the cab is dated, cramped and mildly impractical; but how good is it on the road? Well, here the little Renault starts to clawback some credibility.

One thing that instantly struck us was its pulling power, which is very impressive. With 424 bhp on tap at 40 tonnes, it works out to just over the ‘benchmark’ 10 bhp per tonne – not a bad power-to-weight ratio at all. It accelerated exceptionally well, which is a major plus point; especially if time is of the essence in your work.

The D430 also handled very well indeed. Inside the cab was a little bit noisy for our liking – maybe because of its age – which would become off-putting during a long shift. But in terms of performance, we genuinely couldn’t fault it. We’ve driven many trucks in this power category and they have been sluggish, but this little Renault is actually very nippy indeed.

We took the D430 on a circular trip from Warwick, through Kenilworth and Balsall Common, up to the M6 and then for a short blast along the motorway before returning via Coventry, Leamington and back to Warwick. That gave us a chance to undertake some town driving, A-roads, B-roads, dual-carriageways, motorways and also experience some stop-start roadworks as well.

In fairness, the truck performed better than we’d expected. For a distribution truck, it wasn’t too bad a drive at all. Not enthralling, not amazing; just competent. By today’s standards, the truck is relatively basic and spartan inside.

It has little ‘wow’ factor; it’s functional, but quite dated – especially the dash. There are annoying features, like the cruise controls split into two sets of buttons either side of the steering wheel.

Verdict

This truck does the job, but it won’t get your excitement levels up. It’s a distribution truck, so perhaps it’s not meant to excite. However, it’s incredibly hard to make a solid case for buying this truck over its rivals.

Why? Well, the main thing is Renault’s list price for it is the same as a Range T! So unless you get a good discount on it, it’s hard to persuade any operator or take a Range D over a Range T. The D’s only plus point is it will be lighter than a T, and lighter still with a flat-roof sleeper or a day cab. It’s not available as a 6×2, and the market for 4x2s is still fairly limited.

It’s simply impossible to prefer the Range D compared with a DAF CF, Volvo FM, Scania P-series and indeed every other small-cabbed tractor on offer.

Sadly, with its 26-year-old cab, the D430 is very dated. You can argue the CF cab is older – it is – but its refreshes have been far superior, and more regular. If DAF’s XD follows on from the new XG, then it may well move to the top of the tree of the ‘Wendy houses’.

The Range D might be cheaper than those rivals – certainly than the Swedish models – but any gains may be lost when it’s time to sell it on.

Supermarket Iceland – which used to have basic Premium models with flat roofs, but the higher cab – has put a lot of Range T day-cab 4×2 tractors into its fleet, which further highlights the market for the D430 is pretty limited.

As a truck, it’s fine. If you operate an all-Renault fleet and need a tractor that’s lighter than a Range T, there’s a crumb of a case for it. But as an investment, it starts to wane in appeal. Most operators in the market for a 400-450 bhp, small-cab 4×2 would probably be better looking elsewhere; and the fact this is such a rare truck suggests they already do.

In fairness, we don’t think Renault is pinning its long-term prospects on the Range D as a tractor unit; and given the Range D is a rigid as well, maybe a new cab will be on the horizon. If that were to be the case, we hope it has a better upper bunk!