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IRELAND'S LEADING COMMERCIAL VE VEHICLE MAGAZINE Inside!

DAF CF/XF Series International Truck of the Year 2018

DEC 17 / JAN 18

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Contents Dec 17 / Jan 18

Fleet Transport Magazine, D’Alton Street, Claremorris, Co. Mayo, Ireland. F12 E7P2 Tel: +353 (0)94 9372819/ 9372826 Fax: +353 (0)94 9373571 Email: enquiries@fleet.ie Subscription Hotline: 094 93 72827

www.fleet.ie | 3

4 News • Top International Awards for Iveco, Volkswagen Commercial Vehicles & DAF Trucks • Scania’s CNG engine gets more horsepower • MY181 offers from Fiat Professional • Mercedes-Benz selects seven X-Class dealers• Opel LCV gathers PACE!

37 Safety Matters Safe parking and reversing

8 Interview With Gertjan Breij, DKV Euro Services

44 Motorsport Exclusive interview with leading Iveco truck racer Jochen Hahn

38 Awards International Pick-up Award 2018 Group Tests, Romania 42 LCV Renault looks back

Editor: Jarlath Sweeney - editor@fleet.ie

10 Cover Award winning Iveco Daily Blue Power

Contributors: Sean Murtagh, Paul White, Cathal Doyle, Jonathan Lawton, Donal Dempsey, Howard Knott, Jerry Kiersey, HSA, Dr. Betty Maguire, Rob Van Dieten

12 New Fleet New Peugeot vans & Renault Trucks

Photography: Jarlath Sweeney, Paul White, Cathal Doyle, Rob Van Dieten, Howard Knott, Paul Sherwood, publicdomainpictures.net, Newspress, FlickR, Irishmotorsportsnews.com, 4SMedia

14 Tests On and Off-road with the Mercedes-Benz Arocs

Administration: Denise Owens, Paula Mullarkey Email: enquiries@fleet.ie

16 Tribute Obituary and Tiriac Collection

52 Legal Getting ready for Brexit

Advertising: Mary Morrissey - mary@fleet.ie

18 Report Report on the FTAI’s Brexit Seminar

54 Opinion Who wants to be a truck driver?

22 Drivelines Looking at Alternative Drivelines

56 Pictorial Iveco teams up with the All Blacks in Murrayfield

Sponsorship/Events: Orla Sweeney - orla@fleet.ie Design: Eamonn Wynne Printed in Ireland

25 Trailer • Milestone for Schmitz Cargobull • Positive forecast for 2018 trailer market 26 Preview Dakar Rally 2018 sees new entrants from Mini X-raid & Peugeot Sport Fleet Transport/ Fleet Car/ Fleet Bus & Coach/ Fleet Van & Utility/ Fleet Trailer & Body Builder/ Fleet Maritime/ Green Fleet Management are published by JJDS Publications Ltd. Registered Office: D’Alton Street, Claremorris, Co. Mayo.

Co. Reg. 368767 Directors: Jarlath Sweeney, Sean Murtagh.

28 Review Exclusive report and pictures from SOLUTRANS 2017, Lyon, France

P6

46 Shipping & Freight The year ahead at Irish Ports 48 Comment Congestion!

50 Finance Increasing efficiency

58 Times Past Glory days of Commer Trucks 60 Health Matters Travel sickness 62 Soapbox A multi-coloured and layered look!

P44

Transport Barometer: Data from 17/10/2017 - 15/11/2017 Disclaimer: Fleet Transport Magazine management can accept no responsibility for the accuracy of contributed articles or statements appearing in this magazine and any views or opinions expressed are not necessarily those of Fleet Transport management, save where otherwise indicated. No responsibility for loss or distress occasioned to any person acting or refraining from acting as a result of the material in this publication can be accepted by the authors, contributors, Editors or publishers.

The Editor reserves the right to make publishing decisions on any advertisements or editorial article submitted to the magazine and to refuse publication or to edit any editorial material as seems appropriate to him. Professional legal advice should always be sought in relation to any specific matter.

Fleet Transport Official Irish Jury Member of the International Truck of the Year Award

Official Irish Jury Member of the International Forklift Truck Award follow us on twitter.com/fleettransport

TimoCom is a Employer 2017

Top

TimoCom, the family run IT freight movement company is among top 100 most family-friendly employers in Germany, according to German magazine freundin together with the rating platform kununu, selected the. Also on the list are global companies such as SAP SE and Adobe. As Top Employer 2017, the medium-sized company TimoCom provides flexibe working conditions that is family friendly oriented.

Approximately 1.3 million kununu reviews from over 250,000 companies were featured in this joint study. Family-friendly emplyers offering flexible working hours, occupational pensions and childcare qualified to score points.

4 | NEWS 1

Iveco Daily Blue Power wins International Van of the Year 2018

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n electing the Daily Blue Power as International Van of the Year 2018, much praise was directed towards Iveco on producing a new range of highly sustainable light commercials with a choice of powertrains that reduce operators environmental impact. With the Iveco Daily Blue Power, the Italian brand offers a choice of efficient viable power solutions such as the Real Driving Emissions (RDE) 2.3 litre diesel Euro 6 diesel, a 3.0 litre Natural (Gas) Power with Hi-Matic automated transmission and an improved electric version.

The 25-member jury panel consisting of Light Commercial Vehicle magazine editors and journalists collectively awarded the Iveco Daily Blue Power 113 points with the new Ford transit Custom as runner-up receiving 79 points. The other podium place went to Volkswagen Commercial Vehicles with its latest Gas powered Caddy TGI model.

i i annuall prize, i which hi h also l included i l dd prestigious the MAN TGE and Renault Kangoo Z.E.33.

The announcement and presentation of a newly designed trophy was made at a Gala Banquet held in association with SOLUTRA NS 2017 in Lyon, France on Wednesday 22 November and attended by 1,200 representatives from the European commercial vehicle industry.

Five brands were in contention for this

A delighted Iveco Brand President Pierre

Lahutte commented on receiving the award: “In the year of its 40th anniversary, the Daily has been elected as the “International Van of the Year” for the third time. Beyond the acclaimed and successful product, this award recognizes the tremendous efforts made by Iveco to decisively contribute to the batt le for clean air in our cities and CO2 emission reductions. Daily Blue Power in its electric, natural gas and most advanced diesel versions, is the first and only vehicle to offer three choices that anticipate regulations increasingly impacting access to urban centres. Th is secures customers’ investment and gives them the competitive advantage they need to develop their sustainable businesses.”

“Congratulations to Iveco on the impressive development achievements with the Daily Blue Power. Th is is the third occasion that the Iveco Daily has won this award since its establishment in 1992, tasting victory in 2000 and more recently in 2015,” added Jarlath Sweeney, Chairman, International Van of the Year Jury.

Volkswagen Amarok V6 picks up International Pick-up Award 2018

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y offering the widest selection of V6 diesel engines and model variants together with a number of technical advancements, with the latest generation Amarok, Volkswagen Commercial Vehicles was honoured with the International Pick-up Award 2018 at the SOLUTRA NS Gala ceremony.

aspects, as well as low total cost of operation from a business point of view,” explained Jarlath Sweeney, Chairman, International Pick-up Award Jury.

Following an extensive group test drive programme held over three days in Romania at the beginning of November, the Amarok V6 emerged overall winner as voted by members of the International Van of the Year Jury.

The fourth running of the biennial International Award for 1-tonne Pick-up trucks had established players - the Toyota Hilux & Volkswagen Amarok, up against two newcomers, the Renault Alaskan & Mercedes-Benz X-Class.

“Jury members adjudged the Amarok V6 to be the best all-rounder in a very closerun competition. The latest Volkswagen FLEETTRANSPORT | DEC 17 / JAN 18

Amarok V6 scored 56 points with its new German rival, the all-new Mercedes-Benz X-Class achieving 50 marks, and the current Toyota Hilux not too far behind on 41 points.

Marks were awarded based on powertrain efficiencies, load volume and capability, driver and passenger comfort and safety

Having received this prestigious accolade on its inaugural presentation for 2010, Dr. Eckhard Scholz, Chairman of the Board of Management of Volkswagen Commercial Vehicles was very pleased with the continued success of the Amarok on an international scale: “We are grateful for the IPUA 2018 award and feel honored by the verdict of the jury of international experts. With the Amarok, we listened to the customer and put more power, torque, and usability in all terrains rather than luxury and lifestyle.

I promise, we will continue to provide best solutions for our customers to make their businesses better. Thank you for your confidence.” *For both awards, the jury votes were independently collated by the Road Haulage Association (RHA) in the UK.

NEWS II | 5

New DAF Trucks’ CF/XF Series honoured with International Truck of the Year 2018

D

AF Trucks new CF/XF Series has been elected the 41st International Truck of the Year for 2018 by a jury of 23 commercial vehicle editors and senior journalists, representing 23 major trade magazines from throughout Europe. The prestigious award was presented to Preston Feight, President of DAF Trucks, by Gianenrico Griffini, Chairman of the International Jury at a special Gala Dinner held during SOLUTRA NS exhibition in Lyon, France, on 22 November.

With a winning score of 104 votes, in a close run competition, the Dutch brand’s latest heavy-duty truck range fought off the strong challenge posed by Iveco’s Stralis NP 460 hP long-haul natural-gas powered truck, with the new Scania XT construction range, finishing in third place.

In accordance with the International Truck of the Year (ITOY) rules, the annual award is presented to the individual vehicle or model range introduced into the market in the previous 12 months which has made the greatest contribution to road transport efficiency, based on several important

criteria including technological innovation, driver comfort, road safety, driveability, fuel economy, environmental ‘footprint’, and Total Cost of Ownership (TCO).

"The IToY group would like to thank the UK Road Haulage Association for independentlycollating all the jury members’ votes and certifying the final result," said Gianenrico.

The new DAF CF/XF Series innovative drivelines, based on optimized PACCAR MX11 and MX-13 in-line six engines, integrates well with the latest ZF TraXon 12-speed automated gearbox and new rear-axles, deliver improved driveability, greater fuel efficiency and seamless gear-changing characteristics.

The Truck of the Year jury members appreciated the new CF/XF’s energy efficiency features, which include improved combustion, a reduction in internal engine friction losses, engine down-speeding, intelligent auxiliaries, driveline component integration, different gear-shifting strategies, enhanced predictive features running on a new electronic architecture as well as weight reductions in selected components such as the compact after treatment system. In particular, during a recent extended test drive in Belgium and the Netherlands, the IToY jury members praised the advanced characteristics of the latest CF/XF drivelines, which allow for longer fuel-saving ‘Eco-roll’ periods, due to the increased integration of the engine and automated-gearbox equipped with the latest GPS-based Predictive Cruise Control function.

Summing-up the jury vote, Gianenrico Griffini commented: “With the introduction of CF/ XF Series DAF Trucks has delivered a heavyduty truck range that sets a new standard in terms of driveline energy-efficiency and overall performance.”

With 410hp - More Power to Scania CNG engine The new 13-litre gas engine is available with Scania Opticruise, Scania’s automated gearboxes. In order to improve safety, Scania’s engineers have turned the tank valves backwards, away from the direction of travel.

This is a seemingly simple but important detail that reduces the risk of the valves becoming damaged if hit by stones or gravel.

*Designed for long-distance transport and construction sector

S

cania has finally confirmed the much-anticipated power upgrade of its Natural Gas-powered engine.

Now with 410hp and 2,000Nm, the new 6-cylinder 13-litre OC13 gas engine marks the start of alternative fuel solutions for Scania’s recently Scania EGR and 3-way catalytic converter launched new truck generation.

The new powertrain, with 70 more horsepower works according to the Otto principle with spark plugs and complete combustion. There is a growing interest in operating vehicles on biogas or natural gas in countries across Europe as a result of increased availability, improved infrastructure and good economic viability for road transport operators. The sustainability aspects are also important as the natural gas alternative provides a

CO2 reduction of approximately 15 percent.

Exhaust emissions are dealt through Scania’s EGR and 3-way catalytic converter system.

Gas engines that operate according to the Otto principle have shorter service intervals than diesel engines. However, Scania has achieved a significantly longer service interval at 45,000 kilometres, with the lifespan of the spark plugs currently setting the limit.

Scania’s gas engines are based on stoichiometric combustion, i.e. complete combustion of both fuel and oxygen. Similar to a petrol engine, the combustion is initiated by means of spark plugs. The pre-mixing of the fuel takes place upon entry into the cylinders.

Gas engines are generally quieter than diesel engines, and are therefore well suited for urban environments. Scania’s new Euro 6 gas engine meets the requirements of the PIEK noise limitation standard, which stipulates a noise level of no more than 72 dB(A) in areas with stringent noise limits. www.fleet.ie

6 | NEWS III

Fiat Professional’s 5-0 MY2018 Offer

L

eading up to Model Year 181 registrations, Fiat Professional Ireland has introduced a new five-year warranty and 0% Business Hire Purchase offer for its broad range of commercial vehicles. In addition, a five-year/200,000-mile manufacturer’s warranty is being provided for the Fiorino, DoblÒ, Ducato, Talento and Fullback models.

The Fiat Professional Ireland Business Hire Purchase is offered at Zero percent APR for its city van, the Fiorino, while DoblÒ customers can choose between 0% APR Business Hire Purchase or a cash alternative saving of €800 (excluding VAT). Those choosing Ducato (excluding Ducato 290.0LW and 290.1LW) can choose between 0% APR Business Hire Purchase, or a cash alternative saving of €2,200 (excluding VAT).

To qualify, orders must be placed by 31 December 2017 and vehicles must be registered by 31 March 2018. All fi nance offers are over 48 months with a 25% deposit.

“I am delighted to announce this att ractive deal, making new commercial vehicles even more affordable. The offer of a five-year manufacturer’s warranty gives businesses real peace of mind.”

“There has never been a better time to buy a new Fiat Professional vehicle,” said Paul Hunt, Managing Director, FCA Group Ireland.

Meanwhile, Bill Cullen Cars, Naas Road, Dublin has been appointed authorized dealer for Fiat Professional Commercial Vehicles.

Seven Mercedes-Benz Dealers to sell X-Class

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n the arrival of the new X-Class into the Irish marketplace Merc ede s -B en z I rel a nd has appointed seven main dealers to sell the all-new 1-tonne Pick-up.

As the fi rst premium brand to market a Pick-up truck, the new sales agents are strategically placed around the country, with Sligo-based Connolly Motor Group, Cork Truck Services, Gilmores of Kingscourt, Kinahan Commercials of Moate, and three Dublin city outlets – MSL Grange at Pottery Road, Deansgrange, MSL Park Motors on North Circular

Road and MUTEC on Long Mile Road.

Designed to cater for business and lifestyles environments, the new X-Class comes in three model variants – the entry level PURE, next up is the PROGRESSIVE, and flagship POWER model. Across all three versions, customers can choose from nine att ractive exterior colours and a variety of exclusive 17, 18 or 19-inch wheel rims.

There is a choice of cockpit trim, six seat covers that includes two leather options with contrasting topstitching, and in two roof lining colours - all together the widest choice of materials and colours in this vehicle segment.

Opel aims to get back on profitable track with PACE!

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ichael Lohscheller, CEO of Opel Automobile GmbH, recently announced a new strategic plan PACE! to put the company back into profit, enhance sustainable competitiveness and achieve growth. PACE! will benefit from synergies through new parent company, Groupe PSA, with its commercial vehicle division playing an important role in reaching this objective.

All new Opel/Vauxhall vehicles will be engineered in Rüsselsheim, Germany which will be transformed into a global competence centre for the whole Groupe PSA. To achieve growth in the light commercial vehicle (LCV) business, Opel/Vauxhall will launch new models and enter new markets

FLEETTRANSPORT | DEC 17 / JAN 18

with the clear goal to increase its LCV sales by 25% by 2020 against 2017.

First to come is the Combo small panel van, due next year, which is a collaboration with the new Peugeot Partner a nd Cit roën Berl ingo. A l l three new light commercials will share the same body and platform and powered by similar drivetrains.

In addition, Opel aims to enter more than 20 new export markets by 2022. Beyond that, Opel will explore global midterm overseas profitable export opportunities.

BUYING A USED COMMERCIAL VEHICLE BEFORE YOU BUY A USED COMMERCIAL VEHICLE YOU SHOULD: •

•

•

•

• •

Have the vehicle INDEPENDENTLY checked by a qualified mechanic.

This should provide some assurance that it is roadworthy at the time of purchase. Alternatively buy from an authorised dealer with a warranty.

While a Certificate or Roadworthiness (CRW) is proof that a vehicle met basic safety requirements on the day it was tested, only components that are visible and accessible can be assessed at the CVR Test. It is not a warranty as to the condition of a vehicle The Commercial Vehicle Roadworthiness (CVR) test history remains with the vehicle regardless of change of ownership. Therefore, if the vehicle has not been tested on time in the past, you will get a CRW with a shorter expiry date when it is next tested Check for a valid CRW and confirm the next test due date on CVRT.IE If a commercial vehicle does not have a CRW disc displayed it may mean that the vehicle has not passed its annual Commercial Vehicle Roadworthiness (CVR) test Check the vehicle’s history – Checking for odometer fraud, outstanding finance and that the vehicle hasn’t previously been written off Follow the competition and consumer protection commission guidelines on www.ccpc.ie

TIP ONE Have the vehicle independently checked by a qualified mechanic before purchase.

TIP TWO Check that the vehicle has a valid Certificate of Roadworthiness (CRW).

You can find out more about Commercial Vehicle Roadworthiness, including checking whether or not a used vehicle has a valid Certificate of Roadworthiness, at www.cvrt.ie

8 | INTERVIEW

One-to-One

with Gertjan Breij, DKV Euro Service Managing Director at DKV Euro Service for the Benelux, UK & Ireland

Transport operators have for a long time waited for a compatible toll box that can be used all over Europe. Is it finally about to arrive?

From 2018, we shall be able to offer our customers a future-proof EETS box in the form of our DKV BOX EUROPE. The onboard unit fulfi ls the latest requirements of all the EU Member States and will be able to be used throughout Europe in future.

How does a transport company know whether a box being offered is EETS compliant and what does this term mean?

First of all, the toll service provider should be certified as an EETS provider or have the box sourced from an EETS provider.

DKV EURO SERVICE sources the DKV BOX EUROPE from Toll4Europe GmbH, a certified EETS provider. As far as the box itself, the requirements that it is compatible with their toll systems were specified by each EU member in a “toll domain statement”.

In summary: if a toll box does not comply with these country specific requirements, it cannot be used in that country. Any serious toll service provider should be able to prove that the box can be used as an EETS-compliant box – specifically in the long term – by producing a certificate to that effect. An important prerequisite is that the technical requirements are fulfi lled.

What level of technology must an EETS box contain?

The box must be fitted with hybrid radio technology; i.e. it should be able to collect and settle both DSRC and GNSS based tolls (Dedicated Short Range Communications & Global Navigation Satellite System respectively). The box must have a manual axle button available for use with toll systems that base their charges on the number of axles, such as those in Germany and Austria.

On the other hand, the Italian toll system requires an additional soft ware module, because it is based on a different radio standard to that used in the other DSRC countries. The DKV BOX EUROPE is based on the latest generation of the Sitraffic Sensus Unit manufactured by Siemens.

It already fulfi ls all known requirements.

FLEETTRANSPORT | DEC 17 / JAN 18

However, there are also some EETS boxes supposedly on the market that do not fulfi l all the requirements and will have to be replaced again at some later date.

to cope with future tasks, such as providing further value-added services, including comprehensive vehicle data analyses.

What countries will the box cover?

What advantages does the DKV BOX EUROPE offer?

The on-board unit is a plug-and-play solution and can be switched between vehicles as you like. Installation or moving the box to another vehicle is not a time-consuming process. Toll registration and switching countries are done quickly and easily on the DKV online portal. The data are sent overthe-air to the OBU; you no longer have to exchange your box. Th is saves considerable time and administrative costs, while preserving flexibility for the user. The DKV BOX EUROPE even has everything required

The objective is to be able to cover the toll in Belgium at the market launch in 2018. Th is will be immediately followed

by Austria, France, Spain, Portugal and Italy. At the moment, there has been no binding statement from the toll operators about implementing the EETS directive for Germany and Poland. For this reason, it is currently uncertain when the collection and sett lement of tolls in these countries will be able to be offered with an EETS OBU. Th is applies to all companies that offer EETS services.

Text: Rob Van Dieten - rob@fleet.ie

NEW

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Lowest fuel consumption (up to 10% less vs diesel) Lowest cost of fuel Longest maintenance intervals (90,000 km)

Get the most from Stralis NP’s TCO-reduction potential with 3 exclusive apps MyBestRoute - MyTraining MyInspection

New Stralis NP Cursor 13, with its powerful 460 hp engine, is a new and unique way to differentiate your business and confirm your respect for the environment. It is the power of nature and business. It minimises emissions and fuel consumption. Providing maximum performance and results.

THE RESPECT FOR THE ENVIRONMENT AND FOR YOUR BUSINESS HAS NEVER BEEN SO POWERFUL.

10 | COVER

Iveco Blueprint for Daily sustainability

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lue is the new Green at Iveco as the Daily range of light commercial vehicles extends further with three focused drivetrains dedicated to environmental friendliness and sustainability. Recently the Italian brand introduced the Daily Blue Power family with enhanced and greener diesel, natural gas and electric powertrains. Just last month it was honoured with the International Van of the Year Award 2018 (see News pages).

So, what’s so good about the latest Daily with blue coloured embellishments on the grille, floor and dashboard? Quite a lot really, as for instance the 2.3 litre diesel is now RDE (Real Driving Emissions) ready, three years in advance, and the Natural Gas powered units now benefit greatly from the installation of the HiMatic gearbox. Meanwhile the Electric now extends to 5.0 tonnes GVW. Outside of the drivetrain developments, Iveco made a strong statement regarding its own eco-friendliness. The press briefing was held at the new Daily Centre at its van production plant in Suzarra, Northern Italy. Well, the large sloping award-winning self-sustaining building is almost new as it was fi rst seen at the Milan EXPO from two years ago to promote Iveco parent company CNH’s agricultural products (New Holland Pavilion).

FLEETTRANSPORT | DEC 17 / JAN 18

Iveco Brand President Pierre Lahutte saw an opportunity to recycle when the Pavilion’s knock-down process was underway by reconstructing the facility and turning it into a major landmark for the Daily range. It is multifunctional, as it’s used for fleet presentations and sale handovers, and caters for functions as well as merchandise sales. Expect to see additional and similar Daily Centres spring up across Europe.

In creating Blue Power, Pierre emphasised the issues concerning our ever-changing world, and how Iveco as a commercial vehicle manufacturer is evolving products around it. “Demand for sustainable transport is increasing as urbanisation continues to grow and e-commerce is changing the delivery model,” explained Pierre. On the latest trends that matter, Pierre mentioned decarbonisation, connectivity and autonomous driving, and noted that electric and natural gas power were the attainable alternatives for the future. In fact, Iveco has decades of experience and expertise built up in both technologies and is continuing to innovate, making these two very different drives a viable option for customers.

Almost ten years ago, Iveco got serious about electrifying the Daily.

Prototypes were produced and field-tested, with small volumes sold.

With the latest electric offering, the gross weight limit is at 5.0 tonnes, alongside the 3.5 and 4.0 tonne versions, with up to 200 km range achievable and a 2-hour quick-charge provided. On top of that the

COVER | 11 1-3 battery packs installed can be recycled, 100%. Fleet orders are already coming in from Norway, Italy, Sweden and Austria. Major global express parcel companies have expressed interest also.

“In the face of the current push for decarbonisation and increasing access restrictions in cities, being sustainable is fast becoming an important competitive advantage for transport businesses.

Sustainability has always been a core value for Iveco, and we saw long ago that our path to sustainable urban transport is through advanced diesel technology and alternative tractions such as electric and natural gas in particular. That is why we have pioneered alternative tractions for over 20 years and invested in advanced technologies to dramatically reduce emissions on our diesel engines. The Daily Blue Power is the culmination of all the work we have done in this field. It offers our customers a unique choice that gives them a competitive advantage to develop their sustainable business in urban areas without limitations,” added Pierre.

With the Compressed Natural Gas (CNG) 3.0 litre Daily NP – Natural Power, Iveco is out on its own by having an 8-speed automated Hi-Matic transmission available. It transforms the drivetrain substantially as the extra gearing combines more efficiently with the 136 hp/350 Nm unit. Our recent test drive report on the Daily NP suggested that a more powerful engine was required but that is no longer the case as the Hi-Matic box transforms the vehicle in how it delivers the proper power through a wider range of gears.

Fuel consumption has been reduced too by 5.0%, compared to the 6-speed manual transmission.

As advocators of Natural Gas in road transport, the merits of lower emissions from this fuel are noteworthy – 76% less PM (soot), 12% reduced NOx and a 3% CO2 decrease. Diesel-like power is delivered consistently but much more quietly. In fact, the Daily NP 3.0 litre with Hi-Matic is better to drive than its diesel counterpart in this way. Versus diesel, CNG assures 35% reduction in fuel costs.

Iveco Daily Blue Power Natural Power 3.0 litre Natural Gas: Longer durability, lower noise, vibration, harshness, no timing chain maintenance, no AdBlue top-ups required

parameters further, temperature control of the load carried can be monitored. From ongoing analysis of the application, the data can assist with specifying the right sized weight/volume van for the job, next time, if required.

In essence, Iveco with the Daily Blue Power selection provides ecofriendly options to meet city restrictions and help balance fleet’s CO2 emission levels. Mid-distance, city services and urban use are now well covered with the RDE diesels, Natural Power with Hi-Matic and the expanded offering from the Electric line up. Iveco call it ‘Unlimited Delivery’.

Iveco Daily Family Approach Heritage Robustness Versatility Performance Durability

4th Generation Euro 6 Optimum TCO Technology Broadest LCV range Connectivity

Daily Hi-Matic Comfort Safety Reliability

Daily Blue Power Sustainability Eco Friendly Economy

Efficiency

Telematics

By 2020, RDE will be upon us, meaning Real Drive Emissions. No longer will engine manufacturers’ laboratory tests suffice (thanks to Dieselgate), as vehicle emission figures have to be true in real time and meeting the EU regulated targets. Real Driving Emission tests will ensure that cars and LCVs deliver low pollutant emissions not only in the laboratory but also on the road. They will verify the compliance to a ‘not to exceed’ limit for RDE Step 1.

The Iveco Daily is RDE Euro 6 Step D ready, three years in advance with the SCR based 2.3 litre diesel. Fuel savings have been achieved up to 7% improvement in fuel economy as well as increased oil duration. Residual values will be enhanced as a consequence. Iveco got verification from an independent body, TNO in the Netherlands, in relation to the lower Total Cost of Ownership statements made with this revised powertrain.

Operators and customers can see for themselves through the extended range of data available from its latest telematics fleet management systems. A broad selection of driver and vehicle performance figures are obtainable at the touch of a button on the dash mounted touch screen in the Daily’s cab. From the Iveco Business App, real time information is at hand with open platform access to a dedicated website link for the customer. The App is controlled through the DAB digital radio with Bluetooth connectivity and to stretch the Text & Photos: Jarlath Sweeney - editor@fleet.ie

Suzarra Factory Tour The North Eastern part of Italy is best known as Motor Valley due to a number of high profi le Italian brands that originated here and have manufacturing facilities located in the region.

Ferrari, Maserati, Lamborghini, Iveco are based here, Bugatt i too before Volkswagen Group took over and moved production to France.

Th is was my third visit to the Iveco Daily factory in Suzarra, and it was clear that a major upgrade in facilities and equipment has been undertaken, with more robots than ever carrying out the assembly work. It takes 33 hours to produce one Daily van, with sections of the line fully autonomised. Since 2012, the plant is Silver accredited with the World Class Manufacturing Programme and is aiming for Gold within two years’ time. www.fleet.ie

12 | NEW FLEET

Top 10 Peugeot Van Fleet for Tim Kelly Group

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a l l i n robe, Cou nt y M ayo headquartered Tim Kelly Group, has taken delivery of a fleet of ten new Peugeot Partner and Expert vans from Kenny Galway, Main Peugeot Dealers.

On handover of the new fleet of vans, Brian Kenny, Dealer Principal at Kenny Galway, pictured left with Tim Kelly, said: “We are delighted that the Tim Kelly Group has chosen Kenny Galway to deliver its new fleet of Peugeot vans. Valued customers for over 20 years, we wish the Tim Kelly Group continued prosperity.”

First established in 1980, today the Tim Kelly Group has branches in Galway, Dublin and Letterkenny, supported by over 200 skilled

and professional employees, and boasting clients in every corner of the country. The company is renowned as one of the leading specialists in the provision of mechanical, engineering, electrical, fire protection and technology services to a vast range of sectors in Ireland: commercial, data centre,

schools, manufacturing, infrastructure, hospitality, pharmaceutical and healthcare.

The investment in the new fleet comes at a time when the company’s portfolio and client list continues to expand.

From Donegal to Kildare - Renault Range C proves popular

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&A Walsh ltd, Dungloe, County Donegal is another Irish road transport operator that is att racted to the merits of Renault Trucks Range C multi-wheeler models. Pictured

is the fi rst 5-axle C460 tipper to arrive in Donegal, which has 39-tonne gross payload. McErlean Trailers, Toomebridge, County Antrim made the tipper body.

Both trucks were purchased from Setanta Vehicle Sales Ltd., Dublin.

Mea nwh i le i n Cou nt y K i lda re, W.E. Barker & Sons has taken delivery of this Renault Trucks C440 8x4. Specified with a sleeper cab, the new multi-axle truck is complimented with many extras including Alcoa Dura Brite alloy wheels, top light bar and grill bar, with the steel tipper body manufactured by Gleeson Truck Bodies, Thurles, Tipperary.

McArdles hits Europe with Renault Range T520 High

W

ith the pending arrival of the much anticipated Renault Range T High in right hand drive form, the flagship model is still commanding interest from Irish international hauliers as a ‘left-hooker’.

Well known DG McArdle Transport headquartered at Inniskeen, Dundalk, County Louth has purchased this 6-month old, ex-demo T520 4x2 tractor-unit with MaxiSpace cab, featuring leather interior and

sitt ing on full air-suspension all round.

Alcoa Dura Brights add to the attractiveness of this truck together with its vibrant paint job. Aaron Clarke at Setanta Vehicle Sales Ltd. (Dublin) did the deal.

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14 | TESTS

Mercedes-Benz trucks gravel!

Gim’me Five The Five X Factors of Arocs’

I

n Ireland, when we speak of trucks for the construction sector, we generally think of the enduring four-axle, eightwheelers. All coming with the regular configuration of twin steer up front and double drive at the back - an 8x4.

However, if we take a closer look at the construction industry we find that the sector is highly diverse, and to properly service the transport needs of the sector, it needs an equally diverse range of vehicles.

Mercedes-Benz’s trucks division believes it has what operators in the sector need, and furthermore has that range of vehicles available offthe-shelf. Vehicles to cover work from the 7.5 tonne light deliveries right up to the heavy haulers pulling or pushing upwards of 250 tonnes, and all available in standard configurations from 4x2 to 8x8.

Fleet Transport travelled to the Mercedes-Benz assembly plant at Worth near Stuttgart, to find out what is on offer to Irish operators.

There was also a chance to sample the latest versions of the MercedesBenz Arocs at Daimler’s extreme vehicle test sites at Otigheim and Sauberg.

“Arocs is a true blooded construction vehicle,” explained Michael Deitz, Head of Marketing at Mercedes-Benz Trucks adding: “The company’s success in the sector arises from five factors.” He defined these as Experience, having the Broadest Portfolio, Power, Robustness, and Road Efficiency before going on to explain each factor and how they apply to the Arocs range.

Considering the five factors, Experience is self-explanatory. The first truck the company produced was for construction with a five-ton payload and that was back in 1897. The second factor is offering the Broadest Portfolio. By this Michael means that within the Arocs product range there are 14 cab choices, 18 power ratings and numerous drivetrain and other special options. With these numbers it's somewhat difficult to quantify exactly how many construction models MercedesBenz produces. Th is is further complicated in that while the primary Mercedes-Benz construction truck is the Arocs, there are important construction variants within the Atego and Actros line-ups which should also be included.

Arocs was designed for use within sectors like the construction industry, and from the outset operators could mix and match cabs and engines. In long haul this is not generally a concern, though for other sectors some operators may need a low or narrow cab mounted on a high horsepower engine - which can be supplied.

The Arocs model is further sub-divided into two sector specific variants with the Arocs Loader offering a low kerb weight for those needing high capacity, and Arocs Grounder for operators who need a more robust vehicle for off-road and site work. Operators can then match axle configurations from 4x2 through to the heavy duty 8x8, and if that’s not big enough there is always the flagship SLT variants of the Arocs and Actros. The main difference between the Arocs and Actros SLT is that the Arocs has even more off-road and worksite

FLEETTRANSPORT | DEC 17 / JAN 18

TESTS | 15

capabilities, whereas the Actros SLT is designed primarily for onroad transports.

Mercedes-Benz also presented an interesting 4x2 tractor unit version of Actros with a low cab, with its ground clearance increased by a significant 6 cm, while in addition, its kerb weight was reduced by 150kgs. The truck focuses on deliveries to city centre worksites, and may be of interest for operators engaged in bulk feed transport, milk collections or anywhere ground clearance may be an issue.

For the third of Michael Dietz’s five factors - Power, Mercedes-Benz offers a choice of 18 different power ratings from four engines. The OM 936, 470, 471, and 473 have capacities of 7.7, 10.7, 12.8, and 15.6 litres. All are in-line six cylinder units with outputs from 175kW (238hp) through to 460 kW (625hp). With eighteen power ratings available there must be something there for all operators.

Michael cites Robustness as the next factor, noting the one device that ensures robustness is the Turbo Retarder Clutch (TRC), which combines the best aspects of a Hydrodynamic start up clutch and a primary retarder - and is in engineering terms, a marvel. In addition to providing fully controlled minute movements of the truck including the SLT up to 250 tonnes, as a safety feature TRC can provide up to 720 kW (960 hp) of braking effort. Michael sees TRC “as a unique selling point for Mercedes-Benz trucks.” The TRC is wear free and works well with the Mercedes-Benz PowerShift3 transmission, which is available in 8, 12, and 16-speed variants. TRC also works with all the Mercedes-Benz optional driving programmes like Off-road Mode, Power Mode, and Rock-Free mode.

Speaking on the final factor, Road Efficiency, Michael stated that construction customers are now expecting improvements, and that “efficiency is just as important off-road as on-road.” Important driveline innovations which were first applied to the updated Actros are now to be found on the Arocs range. The same enhancements that realised a 6.8% reduction in fuel consumption are now possible with Arocs.

Accepting it is easier to achieve such savings with an on-road transport truck, the people at Mercedes-Benz are in no doubt that significant savings are also available to construction and on/off-road operators.

Here Michael highlighted the benefits of Predictive Powertrain Control (PPC), which has been available for highway applications and has produced significant savings for operators. It was always thought its potential benefits for construction and urban delivery vehicles were somewhat limited. However Michael presented examples of how construction can achieve a return on an investment in PPC.

litre of €1.10, the annual fuel cost is between €8,000 and €9,200.

Using PPC between 35% to 40% of the time on-road, he estimated a potential saving of €400+. It is a figure certainly worth considering, as is another option Mercedes-Benz has made available for the Arocs - Hydraulic Auxiliary Drive (HAD).

HAD has particular benefits on 4x2 tractors and when activated uses hydraulic pressure to engage a small drive gear to the front wheels.

Th is action transforms the truck from a 4x2 to a 4x4. Th is system is not necessarily new for Mercedes-Benz - we reported previously on the Fischer-Wilhelm company which has achieved important time savings, not only as their trucks were not getting stuck, but they were also achieving an impressive 5 percent fuel saving. Unfortunately HAD is not as yet available for right hand drive, though hopefully it will be. Micheal is equally confident that the Mercedes-Benz SideGuard warning system will also be coming to RHD markets soon.

The demand for systems such as Side-Guard Assist and Active Brake Assist is increasing, and in some cases we could see regulations imposed especially for vehicles that operate in the urban setting.

Two Mercedes-Benz test sites were visited where trucks and components are placed under duress for extended periods, usually six months. At Sauberg, the trucks are tested at their maximum weight +10%. “Here at Sauberg, if the trucks can’t go through (the test regime) – they cannot go out on the road,” stressed Michael. For the on-road drive a well presented 6x2 with rear steer was selected which had a substantial rear mounted HIAB crane. The Arocs 2545 was taken around a tight urban distribution route which clearly showed there is a strong argument for rear steer.

During the two days at the test event, a selection of 4x4 6x2, 8x4, 8x8, 4x2 tractor and trailers construction trucks were driven on road and off-road. What the event brought home was how expectations have increased. We now assume that a regular off-the-shelf truck weighing in excess of 40 plus tonnes will, by means of advanced engineering, almost defy the laws of physics and gravity to accomplish what is does so easily.

He provided an example, with an Arocs 8x4/4 covering 60,000 kms per year averaging 35litres/100kms. With an estimated price per Text & Photos: Paul White - paul@fleet.ie

www.fleet.ie

16 | TRIBUTE Obituary: Gerry Callaghan

and the late Katie, Gerry is also survived by his brothers Ollie and Liam, sisters Aileen and Ethna.

Gerry studied Mechanical Engineering at Athlone Regional Technical College and was a Sales Representative with TSS right up to his time of death.

He had a great rapport with all his customers and colleagues alike and was described by many as “a true gentleman”, “a great character” and “a reliable friend and colleague”. As one friend so aptly put it; “he was absolutely great company - he would fit in with anyone. He was a fantastic people’s person who never offended anyone in his life”.

Gerry Callaghan, the well-known long serving sales executive at Technical Support Services Ltd (TSS), passed away on Friday 20 October after a lengthy illness aged 56. The Roscommon native loved his family, his work, his sport and is dearly missed by all that knew him in the broad community that is involved in the transport industry.

Beloved husband of Teresa, adored father of Olivia and Fiona, much loved son of Tom

Gerry started with TSS in Northern Ireland in 1994, and was at the forefront of sales and service for both Carrier Transicold refrigeration and Zepro tail lifts over the past 23 years. He helped Vincent Marmion start the company’s first service depot in Northern Ireland in 2003, originally in Lisburn, later moving to Hillsborough in 2007, and most recently was instrumental in the depot achieving Carrier Transicold UK ‘Service Partner of the Year’

in 2017.

He was regarded as an exemplary employee, a fine salesman, and a company man through and through. Company outings were always enjoyed, whether they were on the golf course at Lough Erne, the Fleet Transport Awards nights, or at the CV Show in Birmingham.

Gerry was a passionate sports enthusiast and was a member of the Tulsk team that won the 1984 Roscommon Intermediate football title in the GAA’s centenary year. Earlier in his sporting career, he played underage football for the Western Gaels club. Later his love for golf took over and was captain of Strokestown Golf Club in 2011 as well as serving as secretary of Strokestown United Soccer Club. He was also a former Chairman of Tulsk GAA Club and was an avid Tulsk GAA supporter as well as being a passionate Manchester United fan.

The late Gerry Callaghan reposed at his residence before being removed to Strokestown Parish Church for Funeral Mass on 23 October, which was followed by burial at Tulsk Cemetery.

May he Rest in Peace.

Popping corn at the Tiriac Collection

V

isitors to Bucharest, Romania should not leave without paying a visit to the spectacular Tiriac Collection, an exhibition of cars and other vehicles from Ion Tiriac’s personal collection. Reopened to the public in 2015, this selection includes over 150 historical vehicles manufactured from 1899 to the present day. Mr. Tiriac, a Romanian businessman and former professional tennis and ice hockey player, has more than 300 vintage and classic cars.

Pictured is the 1926 Cretors Model D Popcorn Wagon, a horse-drawn, one-cylinder steam powered vending unit. It was originally purchased

by Robert Holmes of Port Edward, Wisconsin, USA, in 1926 for $2,200.

He attended County Fairs in the region with the wagon.

This machine has been converted to run on gas, instead of alcohol and

FLEETTRANSPORT | DEC 17 / JAN 18

during the 2013/14 winter, the steam engine part was refurbished.

Charles Cretors devised a steam-powered machine that would roast peanuts and coffee while also popping corn and baking chestnuts. As a fully mechanised unit, it provided more even quality than roasting by hand and the operation itself provided entertainment for the customer.

He used steam for roasting and popping which gave a much better product than open flame designs. Moreover, the steam kept the roasted and popped products warm, while a small steam engine rotated the roasting drum.

Picture 2 (below) is the Fiat 15/20 hp Tipo 2B Wagonette from 100 years ago. This example was supplied to the Army and saw action during World War I. Its log book lists two English owners. The 2815cc / 20 hp Wagonette started out with a van body with the present bodywork fitted in the late 1960’s when it underwent a full restoration.

Text: Jarlath Sweeney - editor@fleet.ie

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18 | REPORT

Freight Transport Association Ireland – BREXIT Conference Croke Park, Dublin. 20 November 2017

‘You need to find a friend who knows the facts’

C

roke Park Stadium was the venue chosen by Freight Transport Association Ireland (FTAI) to host what was arguably its most important seminar to date. Members and guests assembled to hear the views and opinions of a panel of national and international speakers who are directly involved with or have an in-depth knowledge of Brexit and its implications for the Irish economy, trade and transport.

Although few political or economic issues have received such widespread and sustained coverage as Britain’s exit from the European Union, the efforts to comprehend the potential pitfalls only seems to reveal additional aspects, and every possible solution appears to create another potential problem.

In his opening address, Aidan Flynn, General Manager of the FTAI (pictured below), welcomed the guests, and outlined the agenda and timetable. Introducing the topic, Aidan noted: “We export €16 billion worth of goods to the UK and we import €14 billon. There are thousands of HGV movements every day over the Northern Ireland Border, and we use Great Britain as a Landbridge to access the EU mainland.”

Aidan remarked that the ‘just in time’ principle of goods distribution has flourished because the free movement of goods is facilitated by membership of the Customs Union and the single market. “If one or other is removed there will be friction at borders, customs checks and delays, administrative burdens and red tape.” Aidan’s comments clearly highlighted the problems, but what are the solutions? His advice is for companies to minimise the negative impact of Brexit by being sensible and start the conversation with clients, suppliers, haulage contractors, freight forwarders, and shippers. “Hopefully after our speakers today there will be a litt le more clarity around some of these questions.”

Aidan then introduced the fi rst speaker, Deirdre Clune MEP, who sits on the EU Transport Committee and is well versed on the problems posed by Brexit. Commenting on the recent visit to Dublin by the British Foreign Secretary Boris Johnson, where he

FLEETTRANSPORT | DEC 17 / JAN 18

indicated the British Government wanted to deal with the Irish Border in a similar way to Dover, this, Deirdre feels is: “unacceptable as it is a completely different situation.”

“The Peace Process is important on this Island. That peace is fragile and we want to maintain it, and we don’t want a Hard Border under any circumstances. Th is is a different situation, this is not the trade between the UK and France and the Netherlands or Spain, this is a unique situation.” However, Deirdre did remind us that before we joined the then EEC in 1973, 50% of our exports went to the UK, whereas today the figure is only 17%.

On the subject of trade, Ray O'Leary of the Department of Transport, Tourism and Sport, presented facts and figures which reveal the scale of UK Irish trade volumes in goods and passengers. His figures showed that 85% of RO/RO traffic docking into Irish ports arrives from the UK, and when combined with LO/LO traffic the total is over 1 million containers annually. In addition to the physical consignments moving on wheels, there are other considerations, for example, mutual recognition of Community Authorisations, Driving Licences, in addition to Driver CPC and Transport Manager CPC qualifications. “There are 11 national roads crossing the Border on which there were over 2 million HGV, and over 2.5 million LGV crossings in 2016,” said Ray. On presenting

REPORT | 19

Aidan Flynn, FTAI; Leigh Pomlett , CEVA; Dr Amr Mahfouz, DIT; Deirdre Clune, MEP; Tony Connelly, RTE; Declan Allen, DIT and Roy O'Leary Dept Transport Tourism & Sport

figures to show that along the 499 km long Border with Northern Ireland, he added: “We have twice as many crossing points as the whole EU frontier from the Arctic to the Black Sea.” If the UK leaves the Customs Union which looks inevitable, Ray stated that “Checks and tariffs will have to be applied as they are at all third country borders with the EU, for example Switzerland.” This will mean delays and increased costs which will ultimately affect competitiveness.

Next to the podium was Declan Allen of DIT, who feels that one possible benefit of Brexit is that it has put the spotlight on the Transport and Logistics industry. At the event, Declan’s main role was to introduce the work of Dr. Amr Mahfouz of DIT who has developed a computerised simulation

of how the imposition of a border would impact on the operational efficiency of a transport company. Dr. Mahfouz was assisted by O’Toole Transport which is the subject of the case study, with the project also supported by DIT and FTAI. The simulation assessed the transport of perishable foodstuffs between four sites in Ireland, two locations near Belfast, one in Dublin, and one in Mitchelstown, Cork.

As Dr. Mahfouz increased a simulated delay factor from no delay to a three hours delay, there was a corresponding increase in costs for the consignor, consignee and the haulier.

It highlighted that it may be possible to offset some of the delays imposed by a Hard Border with improved decision making and co-operation with customers.

While O’Toole Transport is a well-known

name in Irish transport circles, the following speaker Leigh Pomlett is the Executive Director of a company that is arguably not as well known here, even though CEVA is one of the top five logistics companies in the world. CEVA employs 50,000 people across 160 countries and generates a turnover of $7 billion. Its client list includes the major brand names in the Pharma, food, life sciences and technology industries. Interestingly CEVA’s biggest customer worldwide is based in Ireland.

Leigh Pomlett began by outlining the timeframe for Brexit from the triggering of Article 50 on 29 March 2017. “The time remaining to negotiate a deal is around seventeen months - it can take me longer than that to negotiate a supply chain contract. Yet, we are trying to withdraw from the most complex set of scenarios imaginable in the

Aidan Flynn, FTAI; James Hookham, FTA; Tony Connelly, RTE; Robert Quill, AIB; Aidan Gough, InterTradeIreland and Fionn Uibh Eachach KPMG www.fleet.ie

20 | REPORT be too consumed by Brexit. “There is more to the world than Brexit. Other disruptive changes are coming our way, and Brexit is just one of them.”

same timeframe. I do know that in shear practical terms to try and achieve what needs to be achieved between now and March 2019 borders on insanity,” he explained.

We don’t think there was any pun intended, though Leigh did mention two other concerns on border issues. One generated from an FTA report which foresees 25-kilometre long tailbacks caused by an additional two minute delay in transit times at Dover/ Calais. The other relates to the need to recruit an estimated 5,000 border staff, with Leigh emphasising that: “It takes two years to train one of these people.” On the political pronouncements of creating a ‘frictionless border’ he declared: “I don’t know what a frictionless border is - but I do know it won’t exist.”

The CEVA Executive Director pointed out that currently in the UK there are around 55 million Customs declarations annually, this number is expected to increase with an additional 200 million declarations, and said that irrespective of the outcome, the training need will be enormous, as will the demand for human resources.

Leigh continued to highlight and explain further implications of Brexit on the supply chain, including the point that Brexit will lay waste to the decades of work invested in fi ne tuning ‘just in time’ logistics networks.

Th is is especially true of the automotive industry, and supported by Honda UK’s recent announcement that it relies on 350 trucks per day on an hourly basis to maintain production levels.

In closing, Leigh advised: “You need to fi nd a friend who knows the facts.” He then fi nished with a gentle warning not to FLEETTRANSPORT | DEC 17 / JAN 18

Another person well used to change is RTE’s Europe Editor and Author, Tony Connelly.

On any given day his reports on events in Brussels can shift and change dramatically from what is said on Morning Ireland, to what is featured on the Nine O’ Clock News. Tony has become a highly respected authority on the subject of Brexit, though he readily admits when writing his recently published book, he learned about aspects of the Irish economy never previously thought about. He obtained knowledge of the impact Brexit would have on mushroom production, milk and beef production and transport.

Tony mentioned that for example, the production of Baileys Irish Cream Liquor requires over five-thousand cross-border movements a year, and that Baileys accounts for 5 percent of the Irish milk pool. That may all change if the UK becomes a third country and adopts different food quality standards. The same concerns over standards will be felt right across the agriculture and fishery sectors.

To explain the gravity of the current political situation, Tony said: “In all my years covering the EU in Brussels and from my knowledge of Irish history, I can’t think of a more critical time in Anglo-Irish relations than the time we have over the next couple of weeks. I think what happens in December is of historic proportions for Ireland and the UK.” He feels that it’s the ‘Irish issue’ that will hold up negotiations not the financial settlement.

Describing events during the summer, Tony explained the British and Irish parties were asked to identify areas of Cross-Border activity where the Good Friday Agreement has an EU implication - “They discovered there are 142 areas which will be negatively

impacted by Brexit. It’s clear that the Irish Government and the EU will not accept anything less than regulatory alignment.”

Meaning that everything should be the same on one side of the Border as the other, he continued: “You can see that for too many reasons the Irish question is now absolutely critical in the negotiations.”

Will Ireland be left behind in December if the other issues of immigration and the financial settlement are solved? Tony believes that the EU 26 will take their lead from Ireland, and if Ireland says there isn’t sufficient progress on this, then that will be taken as a legitimate position by the other 26. Ireland has one card to play. “We are now at a critical moment in the negotiations.”

The FTAI seminar discussed a wide range of topics associated with Brexit from expert speakers. These included Fionn Uibh Eachach from KPMG on possible tax implications, and Robert Quill from AIB’s Retail and Commercial Banking section.

Other speakers included Aidan Gough of InterTrade Ireland and James Hookham of the FTA. It is clear that FTAI is working for its members and has developed important links and working closely with Department officials in Ireland, and with Irish MEPs. Feedback from the audience was positive and all found the speakers and topics very informative - giving them a lot to take away and consider for their own operations.

Pleased on how the event was so well received Aidan Flynn pointed to the one clear message, namely that as a consequence of Brexit the Supply Chain is being forced to review and rethink how goods can get to market. “Th is isn’t necessarily a bad thing!” he noted urging members to get Brexit ready, adding that the FTAI is here to help.

List of Guest Speakers Deirdre Clune MEP Ray O’ Leary Declan Allen Dr. Amr Mahfouz Leigh Pomlett Tony Connelly Fionn Uibh Eachach Robert Quill Aidan Gough James Hookham

Member of the European Parliament Assistant General Secretary, Department of Tourism, Transport & Sport Dublin Institute of Technology, Aungier Street Dublin Institute of Technology, Aungier Street Executive Director, CEVA Group & President FTA RTE’s Europe Editor, Author and Award winning Journalist Director in KPMG Indirect Tax Group & Chartered Tax Advisor Head of Transport Logistics Retail & Business Banking at AIB Director of Strategy and Policy at InterTradeIreland Deputy CEO of the FTA - Freight Transport Association Text & Photos: Paul White - paul@fleet.ie

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22 | DRIVELINES

Truck brands head down the Alternative Power route

A

s the heavy-duty electric truck dream aims to become a reality, some truck manufacturers are currently looking at different methods of lowering their customer’s carbon footprint by developing feasible and viable alternative drivetrains. At the recent Solutrans exhibition in Lyon, France, a number of brands presented their ongoing projects at the Truck of the Year Alternative Drive Seminar.

Henrik Persson, Volvo Truck’s Business Manager (Long Haul) opened proceedings by stating that climate change is real and happening fast and that by the year 2100, the overall global average temperature will have dropped by up to six degrees. To counteract this serious consequence, the European Union has set a target of reducing CO2 emissions in transport between 2005/2030 under its Energy & Climate Policy Framework. Henrik repeated a related and relevant statement made by a former company Executive: “That having been part of the climate change problem, we must now be part of the solution.”

Volvo FH LNG

co-ordinated by DAF, twenty-five partners from the automotive industry, have set objectives including reducing the cost of hybrid powertrains and having a standardised diesel framework for heavy duty hybrid electric components.

With that in mind, Volvo Trucks has over recent decades seriously looked at the alternative and at one time developed up to seven different fuel source options. Currently the Swedish marque is looking to Natural Gas power through LNG – Liquified Natural Gas, to support its low emission policy and philosophy, which according to Henrik will become normal practice in our daily lives.

Under the working title DSF – Diesel Substitution Factor, the LNG gas powered truck is based on Volvo diesel technology with a ratio of 95% - 5%. Consequently, it emits 20% less CO2 than a regular diesel Volvo FH. When fuelled with bio-LNG, CO2 emissions can be reduced by 100%.

The Volvo FH LNG offers either 420 or 460 hp that delivers performance and productivity on par with a regular FH with the same power rating. “Volvo’s new gas powered trucks offer the same fuel efficiency on our diesel powered equivalents. However, since LNG is often cheaper there is a good opportunity for operators to reduce their fuel costs,” explained Henrik.

“Energy efficiencies and alternative fuels are essential in our strategy moving towards sustainable transport. And the Volvo FH LNG opens up long term possibilities to move into renewable fuels – making the transport industry less dependent on fossil energy services,” emphasised Henrik. His closing remarks covered the broad levels of configurations available on the FH LNG range and that the range distance covered up to 1,000 kms depending on tank capacity specified.

DAF Trucks has taken a completely different route with its research and development department working on its diesel/electric Hybrid innovation truck. The Dutch company’s Director of Product Development, Ron Borsboom demonstrated the progress made, not only by DAF Trucks but by the truck OEMs in general, in reducing fuel consumption by as much as 13.6% between 2001 and 2016. Under the ECOCHAMPS Horizon 2020 EU funded collaboration project FLEETTRANSPORT | DEC 17 / JAN 18

DAF ECOCHAMPS - Hybrid truck - Concept

Achievable within that framework includes up to 20% powertrain efficiency, maximum 10% cost increase and a 5% hybrid powertrain weight reduction. Technology developed by car manufacturers is also part of the development process and in the case of the DAF XF Innovation Truck, collaboration with BMW was established.

DAF ECOCHAMPS - Hybrid truck - Waste Heat Recovery

DRIVELINES | 23 “With hybridisation/electrification a further fuel reduction potential of between four and six percent is achievable,” commented Ron who then went on to explain this objective with the XF Innovation Truck, capable of short distance on full electric driving. Specified with a 450hp PACCAR MX-11 diesel and 120kW peak e-Motion with a total battery capacity of 9kW/h up to 6km is achievable in electric range. Waste heat and brake energy recovery are also main features of the trucks’ ECOCHAMPs project as Ron explained: “Optimising engine efficiency by generating electricity from waste heat through a one box principle to enable a modular approach, while at the same time, gaining up to four percent fuel efficiency.” Other functions to bring about these results include extended ‘Engine Off-Eco Roll, a Stop/Start system and Plug-in Charging. On the demonstration drives which followed, the diesel to electric mode worked seamlessly and efficiently. The XF Hybrid started off with diesel power and then on reducing the speed below 10 km/h, it automatically switched to silent, zero emission form, and worked impressively.

At the recent Innovation Day hosted by MAN Truck & Bus parent Volkswagen Truck & Bus, an example of the new MAN TGM electric truck was on display at the Hamburg Port venue, Felix Kybart, Head of Alternative Drives at MAN Truck & Bus informed the meeting that members of an Austrian consortium, CNL, will be piloting nine TGM eTrucks next year. He presented a slide entitled ‘Mega trends with influence on future mobility and society in general’ which covered urbanisation, environmental awareness, ageing society, limited resource and mobility.

“MAN Truck & Bus has been working on new solutions for supply and disposal in urban environments since 2009. Cities are increasingly faced with the challenge of reconciling their inhabitants’ demands for a healthy climate and acceptable quality of life with the inner-city transport of goods and deliveries. Th is problem involves developing concepts for both reducing traffic at specific times and relocating it out of the city altogether, plus new approaches to the use of land and new mobility concepts,” he explained. These areas come under the technology relating to the same theme to include Electrification, Automated Driving and Connectivity and MAN is up for the challenge. Back in 2012, the Munich headquartered firm introduced the Metropolis 26-tonne electric powered concept refuse collection vehicle, with an operating radius of up to 150km per day.

At Solutrans, MAN premiered an 18-tonne GVW TGS truck (4x2 tractor unit), catering for city logistics. Th is City-Truck prototype is driven by a 350 kW electric motor that has no gearbox and transmits its 3,500 Nm torque to the rear axle via a cardan drive shift . With the maximum battery capacity, up to 130 kms can be covered with the TGS eTruck while the electric TGM 6x2 rigid with 26-tonne GVW, destined for Austria has a range distance of up to 200 km from its 350 kW/3500 Nm and eight battery combination. Following the CNL practical trials starting next year, there are plans to produce an initial small series at its Steyr facility from the end of 2018 with mass production of electric trucks to follow early in 2021.

to be as good as diesel, have a low cost of ownership, be reliable and safe, offer the same payload and versatility while at the same time perform in the same way, and yet provide a lower carbon footprint than diesel, with less air pollutants and lower noise levels.”

“Europe and Israel has taken to natural gas and Iveco is now in a unique strong position to offer its range of vans and trucks with what we call the Natural Power range. Today over 23,000 trucks and buses are using gas power on the road and we are pushing for MAN eTGS

a substantial increase next year as order books are promising.”

With the recent launch of the flagship 460hp Stralis NP in both CNG and LNG forms, this third generation of heavy duty natural gas commercial vehicles has become an interesting and att ractive option for road transport operators.

“Demand for LNG is growing rapidly in Europe as the German Federal Ministry of Transport and Digital Infrastructure (BMVI) IVECO Stralis NP 460

Iveco presented its policy towards a sustainable transport and is fully focussed on natural gas as the immediate answer for heavy duty applications, with electric power being developed as an option for its light commercial range. In outlining the merits of natural gas, Clement Chander, Head of Iveco’s Gas Development Division stated what is required in offering an att ractive fuel option. “It has www.fleet.ie

24 | DRIVELINES has identified LNG as the best applicable solution for long-distance haulage in the short term and for the next 10 to 15 years. By operating on natural gas of fossil origin, CO2 emissions of Stralis NP are up to 10% lower than its diesel equivalent, depending on the mission and composition of the gas – and up to 95% lower by using biomethane.

Thanks to Iveco’s natural gas technology, particulate levels are negligible and NOx emissions are 60% lower than the Euro 6 limits on long-haul missions. The truck is also much quieter, with noise levels being reduced by about 50%, improving deliveries in urban areas,” commented Clement.

‘Electrifying Our Future’ was the theme of Marco Bassis' address on behalf of Meritor. The General Manager, Sales & Marketing Axles Europe asked the question, what percentage of medium and heavy-duty vehicles will be hybrid, electric or full electric by 2025?

His answer was broken into segments, into regions in fact, with China significantly by leading the way with 42% electric orientated buses on the road and 4% electric trucks. Both North America and Europe are tied on 4% with electric propulsion with its passenger transport vehicles and are also equal on 1% when it comes to EV powered trucks. “A bigger change is most likely to occur in the next ten years that will revolutionise our industry,” stated Marco.

One of his slides was most interesting in terms of numbers/users/ timeframe in that it took 75 years for the humble telephone to reach 50 million users, radio; 38 years, TV; 13 years, Internet; 4 years and Facebook; 3.5 years. Amazing it only took 35 days for Angry Birds to top that figure.

While European emission control legislation dictates in the main what CV manufacturers have to adhere to, the evolution of battery technology regarding cost, capacity and size based on demand is moving in the right direction. “In 2009, a 100kW/h battery pack cost $120,000, today the same battery pack costs $15,000. Likewise, the overall weight is reducing as Marco explained. “In 2010, that 150kW/h battery weighed about 1000kg, today it weighs about 667 kg. Give it seven years, that pack will have come down to 400 kg.”

Th is will allow for commercial vehicle manufacturers to downsize engines and even integrate the transmission into the motor.

“Accessories must be powered a different way, not from the engine, and a meter will be incorporated into the axle,” Marco advised.

Meritor Royal Mail Arrival Truck

vehicles.

Applauding the merits of diesel technology was François Savoye, Energy Efficiency Strategy Director at Renault Trucks who stressed that diesel is still a strong player, and is the most efficient fuel and energy provider for road transport. “Diesel still represents 99% of all trucks sold, and the driver has a big role in how it is consumed.

The award-winning Renault Trucks Urban Lab 2, the 19-tonne GVW rigid, a low emission driveline hybridisation with innovative technologies associated with aerodynamics, tyre performance and vehicle-to-infrastructure communication with the ultimate aim of reducing fuel consumption by 13%.

“On receiving the “Low Emissions Driveline Award” from the LUTB Transport & Mobility Systems cluster and the PFA Automotive Industry and Mobilities, as part of the Solutrans Innovation Awards, at the Lyon Chamber of Commerce & Industry Headquarters, François reminded the invited guests that the diamond-badged manufacturer focused most of its Research & Development efforts on reducing emissions. “Diesel now provides an effective response to the needs of the road freight transport sector. Urban Lab 2 demonstrates the untapped potential that still exists, particularly with hybridisation.”

In displaying the new Royal Mail delivery truck from Arrival, Marco said that chassis design will be evolutionised and completely reconfigured. Meritor, the global automotive components manufacturer and supplier has worked on electrification since 1998. The eAxle was developed for an 8-metre transit bus with a low floor version for a 12m City commuter introduced a year later.

Moving on to 2006, the eCorner module for Pick-ups and vans was created while five years ago, a Dual Mode Hybrid Drive unit was fitted to Class 8 HD trucks in the US with the eCarrier platform catering for multiple segments. On the eAxle, the electric motor is integrated and fits into existing axle housing with 1 or 2-speed options. Power output is from 150-200 kW that will cover from 7 to 10-tonne applications. The Meritor eSuspension features an electric double wishbone independent suspension, an integrated electric motor with 150 to 200 kW with a steering option. It caters for commercial vehicles from 7 to 11.5-tonnes. eCorner enables low floor access as its electric trailing arm has independent suspension with integrated electric motors (140 kW) and suitable for 4.5-tonne FLEETTRANSPORT | DEC 17 / JAN 18

Text: Jarlath Sweeney - editor@fleet.ie

TRAILER | 25

One million Schmitz Cargobull’s axles manufactured

A

t the end of September 2017, the 1,000,000th axle rolled off the assembly line at Schmitz Cargobull’s production facility in Altenberge. Th is landmark acknowledges the success of the ROTOS running gear with customers. Schmitz Cargobull developed and produces the unit entirely in-house.

These axle units have been used exclusively on the company’s own vehicles since production commenced in 2004.

Every day, the production facility in Altenberge supplies its other German plants in Vreden, Gotha, Toddin, as well as the sites in Panevežys in Lithuania, Adapazari in Turkey and Zaragoza in

Spain with the axles. Currently, approximately 90% of all trailers manufactured in the Altenberge plant are equipped with Schmitz Cargobull’s own axle. Th is amounts to over 80% throughout the entire group. The production capacity has currently levelled off at approximately 150,000 units annually.

In the course of the last ten years, three versions of the ROTOS running have been introduced. In addition to the standard axle with a 22.5” disc brake, a MEGA axle with a 19.5” disc brake is also available. A self-steering axle completes the range.

Positive West European Trailer Market Forecast for 2018

D

ue to the distinct improvement in the outlook for most West European economies for the year ahead, the forecast of a sharp slowdown in demand for new trailers in the region during 2018 has moderated again, but it has not disappeared, according to trade analysist, CLEAR International.

Instead of demand dropping by an estimated 9% in 2018 a decline in demand of 5% is now forecast, followed by a further drop in 2019 leading to a total shrinking of the market by 13% over the two years.

For 2017, the demand for trailers increased in the fi rst half of the year but will have close to zero growth in the second half. Overall, 2017 will see a 3% increase in registrations.

Why is the trailer market forecast down in 2018/19? “The catchup demand that has been pushing the market is now over,” replied Gary Beecroft , CLEAR International. “The trailer parc is fully replenished despite the fact that road transport demand has yet to return to 2006 levels. Furthermore, it is nine years since the decimation of the trailer market in 2009 and the market has never passed ten years without a slowdown. All these factors point to a fall in demand for new trailers. Fortunately for the industry, the fall will be relatively modest and short-lived.”

“Following the decline in demand in 2018/19, there will be a return to growth in trailer sales in 2020/21. In addition, as we move into the 2020s it is likely that demand for commercial vehicles will follow Text: Jarlath Sweeney - editor@fleet.ie

an upward path so that by mid-decade we will be approaching levels above those of 2017,” added Gary.

The outcome of these changes is that 17,000 trailers have been added to the West European Forecast during the 2017-21 period, with over half of that total boosting the 2018 fi gure. Most of these extra trailers added to the forecast will be sold in Denmark, Germany, France, the Netherlands and Belgium, with Spain and the UK performing less well than expected in 2017.

The UK market is currently receding from the heady level of trailer demand seen in 2015/16 and as a result will have the unique distinction of shrinking every year from 2016 to 2019. Despite this trend, the UK market will fall below 20,000 trailers only in 2019.

The Brexit effect, which has already dropped the UK average investment growth forecast below 1% for the 2016-18 period, will result in uncertainty and low business confidence during the run up to the UK leaving the EU in 2019. www.fleet.ie

26 | PREVIEW

Dakar Rally 2018: X-raid’s two-pronged attack – MINI John Cooper Works Buggy & Improved Works Rally

F

or the 2018 Dakar Rally, the ultra-successful German CrossCountry Rally X-raid team is daring to be different and is about to make the first steps into a new era by presenting the MINI John Cooper Works Buggy! Over the past 15 years, the Trebur based team has been fully focused on four-wheel drive vehicles but for the 2018 Dakar it will enter, for the first time – an X-raid designed two-wheel drive desert racer!

Works Rally. There are many variables we can’t control, such as the routing, the weather and – of course – a dose of luck. Something you definitely also need if you want to succeed in the Dakar.”

“We are absolutely delighted with having the opportunity to present our own buggy, a vehicle our entire team worked really hard on, over the past months,” said X-raid Team Principal, Sven Quandt. “Th is development is unique in the X-raid history as never before had we so many engineers involved in the development of an X-raid vehicle.”

Dovetailing the investment and a lot of time in the development of the buggy, the MINI John Cooper Works Rally has also been improved in many areas with some redesigned features.

Team Peugeot Total 3008 DKR goes Maxi for Dakar 2018 Having concluded its seventh and final test session in Morocco, the all-conquering Dakar Rally Champions Team Peugeot Total is ready and eager to tackle next year’s South American classic from 6-20 January. The unbeatable line-up of Stéphane Peterhansel/Jean Paul Cottret, Sébastien Loeb/Daniel Elena, Carlos Sainz/Lucas Cruz and Cyril Despres/David Castera will all take the start with a brand-new racing lion: the Peugeot 3008DKR Maxi.

“Due to the regulation changes, we came up with the idea of building a buggy for quite a while,” added Sven. And in late 2016 the idea began to take shape with work on the project beginning last February.

More than 45 X-raid plus design partners worked on the new buggy.

“The aero package was of major importance to us and was developed together with KLK Motorsport with many simulations,” he explained.

Other design partners included BMW Steyr, BMW Motorsport, Magna, Heggemann, CP Autosport and Faster. “It was the very first buggy designed and built by us but we could hark back to our crosscountry experience.”

Ahead of the Peugeot ‘Dream Team’ lie 10,000 kilometres of competition on the most difficult endurance odyssey in the world, through Peru, Bolivia and Argentina. The route will take competitors through sand dunes, mountain passes and deserts via 15 stages of stunning scenery and extremes of weather.

In early September, the MINI John Cooper Works Buggy covered its first kilometres during the roll-out at the X-raid headquarters in Trebur.

A few days later it went out for its first off-road test in Hungary. The team then set off to Morocco to undertake a three test programme over difficult terrain.

At the same time, the MINI John Cooper Works Rally also was refined in many areas. The new engine designed for the MINI John Cooper Works Buggy allowed for a significant improvement of the four-wheel drive MINI John Cooper Works Rally. The new regulations allow for increased spring travel on the car (from 250 to 280mm) and the reduction of the total minimum weight from 1952 to 1850kg.

“It’s our goal to make it to the podium,” concluded Sven. “No matter if with the MINI John Cooper Works Buggy or the MINI John Cooper FLEETTRANSPORT | DEC 17 / JAN 18

Dakar 2018 starts in early January at Lima, Peru. Fleet Transport will be in South America to take in all the action from the rally cars, trucks and bikes.

While Team Peugeot Total’s crews remain unchanged for 2018, their racing cars undergo some important modifications to maximize performance, and also carry a new name: Peugeot 3008DKR Maxi.

The standard platform, based on the road-going Peugeot 3008 SUV that won the “2017 European Car of the Year” award, stays the same: two-wheel drive, powered by a 3.0-litre twin turbo engine.

The main differences however, are that the track has been widened by 10 centimetres on each side to improve stability, while detail improvements have also been made to the suspension, to enhance handling.

Between them, the Peugeot crews have amassed an unprecedented total of 19 Dakar victories on bikes and cars plus an astonishing 148 stage wins on the event, making this the most successful Dakar line-up of all time. Despite this impressive track record, Peugeot is remaining modest about its prospects ahead of the 2018 Dakar, which marks the 40th anniversary of the event (which Peugeot has won six times in total, the first in 1987 with the Peugeot 205T16 Grand Raid) and also marks the 10th anniversary of the Dakar in South America.

Text: irishmotorsportsnews.com

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28 | REVIEW

14th SOLUTRANS – Eurexpo, Lyon 21/25 November 2017

I

t has been said that Commercial Vehicle Shows and trade exhibitions in general are a dying breed. Not so in France, as the latest edition of Solutrans at Lyon Eurexpo demonstrated. The 14th edition, working under the theme “Innovations” and with almost 900 exhibitors, ensured that the show is still growing. Significant too in that the event was visited on the opening day by two Government Ministers from France and Sweden.

Th roughout the four days, new technologies were waiting to be explored such as virtual and augmented reality, 3D printing, alternative drivelines with much focus on their impact in terms of jobs in the sector and with particular emphasis on training. Th is is where fresh thinking and young blood can enter the industry and bring about the continuous evolution that is happening throughout ..... and fast.

As Solutrans grows in substance, the social aspect is strong also providing extensive networking opportunities. Two main evening events provide these opportunities with the Lyon Chamber of Commerce & Industry hosting the Solutrans Innovation Awards and the inaugural Industry Person of the Year which was presented to Jean-Dominique Senard, Michelin CEO. The following evening the Solutrans Gala Dinner, attended by over 1,200 delegates from the commercial vehicle industry witnessed the announcement and presentation of the major accolades, the International Truck, Van & Pick-up Award for 2018. As reported in the News section, these prestigious titles went to DAF Trucks, Iveco and Volkswagen Commercial Vehicles. Other activities included technical presentations by truck manufacturers followed by test-drives the next day with alternative powertrains.

Chereau Chereau Next is a new generation semi-trailer using CA N-bus technology where all of the vehicles’ key components ingeniously communicate with each other on a multiplex network. Functional through a multi-button key pad located at the rear-door opening, key data is also displayed on the trucks’ dash-board. Next, which won the Silver Award, facilitates the installation of telematics equipment and maintenance.

Lamberet

Lamberet, Chereau, SAF-Holland, Carrier Transicold and Renault Trucks were among the prize-winners of the Solutrans Innovation Awards. And that is where we begin with our extensive review of the bi-ennial show which has progressed from a National event into a truly International fair.

Carrier Transicold The Bronze Award in the Equipment Manufacturers classification went to Carrier’s multi-temp Supra refrigeration unit for a rigid truck.

Fitted with an engine fuelled by Compressed Natural Gas (CNG), offers significant reduction in pollutant emissions (-95% PMs, - 70% NOx, -25% CO2) plus lower noise levels. As a result, the system offers a single CNG fi lling point for the whole vehicle.

FLEETTRANSPORT | DEC 17 / JAN 18

Under the Bodybuilders-Manufacturing category, Lamberet won the Gold Award for its Frigovan H2 Zero Emission bodywork on a Renault Kangoo ZE base – the world’s first electric-hydrogen hybridpowered refrigeration utility vehicle. It combines a Symbio hydrogen fuel cell with dedicated Easyfit insulation with Lamberet Kerstner tri-mode refrigerant and on-board telematics.

REVIEW | 29 Renault Trucks

Under the Equipment Manufacturers’ category, SAF Holland took the Gold medal with its adaptive air damping system for trailers and semi-trailers, bringing together in a single module the functions of an air cushion and shock absorber. SAF axles are fitted with the new suspension, and therefore no longer require hydraulic shock absorbers.

Dennison Trailers was recently appointed as Irish aftermarket agents for SAF Holland.

The judging panel consisted of technical and production managers from leading commercial vehicle manufacturers plus representatives from other sectors within the industry.

IRISH INTEREST

Renault Trucks Urban Lab 2

Of significant Irish interest were developments at BMI Trailers and BFGoodrich tyres as revealed at Solutrans. Brendan McIlvanna, MD at the Dungannon based specialist trailer maker stated that the company is making great progress in the French market. Following the appointment of Jaulin as its regional distributor, interest in the BMI Metal Mover trailer has led to growing sales. “There is demand for our full sized semi-trailer with a Keith V9 walking floor for the scrap metal and waste management sectors,” explained Brendan, who spent the four days at the event. Slight modifications have been made to the specification of the French product as it’s slightly shorter but retains its European design look. Also being introduced into France is its Aggregate/Asphalt trailer, again with walking floor, and next year the BMI Hardbox – its big scrap metal tipper will be marketed.

BMI

Renault Trucks EV

On home turf, Renault Trucks actively promoted its various alternative drivelines such as the Innovation Award winning Urban Lab 2, its 19 tonne GVW low emission distribution rigid while a development with Delanchy Transport Group has produced a 13-tonne Renault D rigid all-electric truck equipped with a Chereau/Carrier refrigerated box body for delivery of fresh produce.

Sebastien Lorin & Fabrice Jaulin with Brenadan McIlvanna BMI.

SAF Holland

Renowned American tyre brand BFGoodrich is about to introduce its first ever range for trucks, buses and coaches in Ireland. The European market is the final territory for the 100-year company (which has strong links with Michelin) as the company founded by Benjamin Franklin Goodrich, goes global. According to Paul Crehan, Marketing Director, BFGoodrich will offer customers quality products at affordable prices with an extensive range of 53 steer, drive and trailer tyres in 17.5”/19.5” and 22/5” sizes, covering main applications: general long haul, urban distribution (goods & passenger), and construction and long distance coach/bus.

Paul mentioned five action plans at the launch in Solutrans such as providing a complete heavy commercial vehicle offering, service, customer satisfaction, tyre exchange guarantee and relationship building with SMEs. A network of 3,000 dealers and service agents will cater for customers’ needs such as direct sales and service back-up. All tyres will have RFID www.fleet.ie

30 | REVIEW BFGoodrich

systems installed. Paul also mentioned the establishment and backing of a new Truck Racing support series called Formula T which will rev-up initially in France and gradually spread across Europe over the next few years. In highlighting the US company’s history, Paul cited the link with Henry Ford & Son with the supply deal on the Model A while the Columbia Space Shutt le and the Atlantic crossing Spirit of St. Louis plane were among its other customers.

Iveco

The Volvo system uses a dual diesel/gas combination in that it uses the diesel system to start the engine and then transfers to Natural Gas power for the remainder of the journey.

Volvo

Continuing with the alternative driveline theme, Scania debuted its upgraded Compressed Natural Gas truck with a 410hp version of the R-series, all painted up with strong green livery. (See News pages).

Scania

Continuing with the innovation theme, Kögel Trailers launched a telematics module with automatic tyre detection system. It was among five highlights at Solutrans including Cargo Coil with FlexiUse body, Dry freight body Box, 3-axle tipper trailer, and its latest KTA axle.

The tyre detection system automatically pinpoints the tyre pressure monitoring sensors in each tyre.

Iveco premiered its new higher-powered Stralis NP which now boasts 460hp from either of its CNG or LNG – Liquefied Natural Gas alternative fuel sourced models. Its newly crowned International Van of the Year 2018 Daily Blue Power, the CNG NP version now benefits from the fitting of the highly regarded 8-speed Hi-Matic automated transmission. Also on display from the Italian brand was the latest electric variant which now has a 5-tonne gross payload. X-Way from Iveco is its new Construction and Distribution range.

Volvo’s Henrik Persson, the Swedish company’s Business Manager Long Haul reflected on a comment made by a former Executive who stated, “As we have been part of the climate change problem, we must now be part of the solution.” With the introduction of the new FH.460 LNG tractor-unit, Henrik stated that this development supports the low emission policy, which will become a natural part of daily usage. “Europe is dominated by long and regional haulage in the road transport sector, totalling 72% across the EU in 2016.”

FLEETTRANSPORT | DEC 17 / JAN 18

Kögel

REVIEW | 31 Fellow German trailer builder Krone has strengthened its position with a Lyon based subsidiary. On exhibit was its Dry Liner freight box body, the Cool Liner refrigerated semi-trailer, a City Liner flatbed along with Mega Liner Multos plus telamatics.

ready technology’ the hybrid mode can be applied to an existing SLXi trailer fleet already in operation and one tractor-unit can draw different trailers operating in hybrid mode.

Thermo King

Krone

Krone is also associated with an interesting city based bike courier project. In partnership with Rytle, the electric powered bike cargo system has entered its second prototype phase with the roll out box body concept developed by Krone. In what company representative Ingo Lübs describes as the future of last mile delivery systems, the next level of development will include Bluetooth locking and tracking system plus a wind deflector on the off-side. Bigger mirrors will be fitted too! Other applications such as passenger carriage and trades people users are in pipeline also.

Rytle

While on the subject of trailers, Thermo King premiered its innovative SLXi Hybrid Trailer Refrigeration unit which combines with similar technology partner Frigoblock to provide a sustainable and cost effective urban and long haul system. Th is package, which is now on sale, includes a generator installed on the tractor-unit’s engine and an inverter-drive system to provide constant electric power and operate in electric mode both when connected to a three-phase power supply at the loading dock and while driving on the road. Deliveries can be undertaken with the reefer’s diesel engine turned off, ensuring a strong eco-friendly aspect.

In real life field tests over 8 weeks with a German transport operator the trailer-unit needed to be refuelled only once compared to an average fi ll every one and a half to two weeks. Termed as ‘FutureText & Photos: Jarlath Sweeney - editor@fleet.ie

Rounding off Irish connections, Gleeson Truck Body (Thurles, County Tipperary) has a contract with Southwest France based JPM, a manufacturer of tippers and dropsides for commercial vehicles up to 7.5 tonnes. Applications include designs for landscape gardeners, construction, local and public authorities and general trades people. Both steel and aluminium can be supplied for the bodies as recommended by the customer. Interestingly JPM provides side protection bars on its 3.5 tonne bodies, although it's not legally obliged to.

JPM

Meanwhile, Monaghan native Joe O’Brien’s career path with Palfinger is progressing further afield as the German materials handing company’s Sales Director for Europe, the Middle East & Africa for its forklift products is stretching into Australia. New designs have been created as North America will be targeted concurrently and a new sales force built up in the ‘States.

As previewed in last month’s edition Allison Transmission brought its FuelSense 2.0 fuel-saving message to Lyon. This new transmission soft ware featuring DynActive shifting aims to deliver 6 percent in real life operations having successfully carried out 3 million test miles in customer fleets. The new system balances fuel economy and performance by combining gearshift points with predictive topography on the route and controlling torque. www.fleet.ie

32 | REVIEW

Kässbohrer The progressive trailer builder highlighted its EcoBox, developed for ease of use and high volume loading.

Manitou EP 15 is its new electric pallet truck, capable of carrying 220kg with Compacité and Simplicité its forte.

Goldhofer New technologies introduced include CAN bus Electrical System on its low loaders. Th is is the STZ-MPA 4.

MAN Truck & Bus Showcased was the new MAN TGS Electric tractor-unit. A fleet sale of 9 MAN TGM EVs have been sold in Austria.

Mercedes-Benz Interesting body-building concept on this Citan van from the threepointed star brand, which is based on the Renault Kangoo.

Faymonville Under its MAX Trailer brand, the all rounder MultiMAX boasts muscular dimension of 4.240 x 440mm.

FLEETTRANSPORT | DEC 17 / JAN 18

REVIEW | 33

Isuzu The Japanese commercial vehicle and engine supplier had a busy stand.

Gruau Based in Mayenne, France, the Gruau is the No 1 LCV converter in Europe, converting 54,000 units per year from 20 product lines.

HIAB/Moffett Made in Dundalk is the latest Moffett (Mounty) M4 NX which offers a 3 year warranty, easy service and lower TCO.

Hankook The Korean type brand has nailed its sporting colours to its mast by supporting local LOU Rugby in the French 14 League.

Renault D19 CNG On the Alternative Drive demos the Renault D19 320 wide CNG Natural Gas power was driven, with 400 km range distance.

DAF XF.450 Hybrid This prototype diesel/electric hybrid heavy-duty tractor, called Innovation Truck, also tested, it has up to 6 km rechargeable EV range.

Text & Photos: Jarlath Sweeney - editor@fleet.ie

www.fleet.ie

34 | PICTORIAL

FLEETTRANSPORT | DEC 17 / JAN 18

PICTORIAL | 35

Photos: Jarlath Sweeney - editor@fleet.ie

www.fleet.ie

The new MAN TGX.

EfÄciency in long-haul transport.

Call to your nearest MAN Dealer for further details: MAN Importers Irl, Dublin 12. Tel: 01 419 1300 Dennehy Commercials, Limerick. Tel: 061 229900 Cork. Tel: 021 488 3344 MS Commercials, New Ross. Tel: 051 422277

MAN kann

FLEETTRANSPORT | DEC 17 / JAN 18

O’Reilly Commercials, Ballinalack. Tel: 044 93 71360 Newtown Trucks, Newtowncunningham. Tel: 074 91 56666 Athenry Truck Centre Ltd., Galway. Tel: 091 849 375 Walker Commercials, Rathcormac, Cork. Tel: 025 87770

SAFETY MATTERS | 37

Safety Matters . . . Safety Matters . . .

Safe Reversing and Parking at work

T

he Health & Safety Authority is concerned about the high level of injuries being reported as a result of unsafe practices around vehicle reversing and parking in the workplace. This article highlights the essentials of reversing and parking good practice.

Many accidents occur during reversing; the main difficulty is the driver not seeing what is behind, beside or in front of the vehicle.

Persons being struck by vehicles, persons being struck by objects with which vehicles have collided, and vehicle impacts with a reversing vehicle are all too common.

Eliminate the Need for Reversing.

• The need for reversing should be removed where possible, especially for larger vehicles.

• One-way systems can be used to help eliminate the need for reversing. Reversing activities should be kept to a minimum.

• Only authorised staff such as drivers or signallers should assist in reversing activities.

Non-Essential Staff Keep non-essential staff out of the area where reversing is taking place.

Before Reversing The driver should: • Ensure that siren or alarm sounds are working.

• Use hazard warning lights.

• Turn off radio.

• Open the window if possible.

• Clean windows and mirrors.

• Consider the front and rear end swing of vehicle.

• Consider intermittent use of the horn or getting out to look around, and agree signals to be used if a signaller is in place.

Safe Parking Drivers should take care when parking their vehicles, including their own private cars, and should park in safe places.

Designated Parking Area: Drivers should only use the designated parking areas. Drivers should be aware of a safe alternative if the designated area is occupied.

Electronic Parking Aids: Parking sensors and cameras can help in parking safely. Drivers should make full use of these devices where provided.

Apply Brakes, Use Securing Devices: Brakes should be applied on vehicles and on trailers, and for larger vehicles, chock blocks should be placed on each wheel.

Remove Starter Key after parking vehicle: Drivers should turn off the engine, remove keys and secure doors.

Employers should carry out detailed risk assessments of reversing and parking activities in the workplace and put in place systems, measures and procedures to make sure that risk of reversing of parking related injury is managed so as to prevent common accidents occurring and thereby prevent harm to persons. To learn more about how to tackle reversing and parking risks in your business go to www.vehiclesatwork.ie

During Reversing The driver should: • Use minimum speed.

• Get out and look if unsure.

• Continually use mirrors, parking sensors or cameras.

• Scan forwards, sideways and above.

• Use a signaller and agree signs before manoeuvre, and continue to observe while proceeding.

Common Parking Related Accidents Typical accidents related to parking include: • The striking of a pedestrian or collision with another vehicle reversing from a parking space.

• A vehicle moving when parked due to brakes not being applied properly or due to brake failure.

• An accident caused by a parked vehicle obstructing the view of a driver or pedestrian.

• A vehicle being moved by the driver before it is fully unloaded.

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38 | AWARDS

International Pick-up Award test trials met the Romanian challenge

The four main contenders

T

o choose an overall winner for the fourth running of the International Pick-up Award was a most difficult exercise. Not that the three-day group test programme, hosted by Transit Media (Romania), was a reflection on the capabilities of the short-listed Pickups, rather it was down to the extremely high-quality product presented by the brands involved.

On this occasion, it was the established players versus the newcomers, namely the latest Toyota Hilux and Volkswagen Amarok who were up against the new kids on the block such as the Renault Alaskan and Mercedes-Benz X-Class. Two recent winners of the coveted prize, the Ford Ranger and Nissan Navara were invited along to the trials to act as standard bearers and to highlight where the segment is heading.

To loft y heights it must be said as in the

Full Off -road Test Drive Line-Up FLEETTRANSPORT | DEC 17 / JAN 18

past year alone, three brands have entered the field, literally, with Fiat Professional launching the Fullback (based on the Mitsubishi L200), and the Renault and Mercedes-Benz coming along later with their own versions and interpretations of the Nissan Navara.

With the segment continuing to gain momentum and new customers, two other marques are busily researching and developing new Pick-ups, one European and the other Korean. Yes, you have guessed right, PSA Group brand Peugeot and Hyundai. Both of their new openback trucks are expected within two years.

Hopefully they will have arrived in time for the next Awards test programme in Sweden in autumn 2019.

Back to this year’s tests and dynamic drives and long-distance fuel consumption runs, together with a day’s off-roading were the order of the three-day event which began

near Budapest’s Otopeni Airport. A 600km round road trip to Sibui entailed experiencing congested traffic and open road driving with numerous driver exchanges and refreshment breaks. In general, the road manners of these 4x4 machines have improved enormously, but not at the expense of durability and capability, as we discovered later when venturing off-road.

In between, a visit to the Tiriac Collection Car Museum gave us a litt le time to switch off, slightly. Communications and technical representatives from each brand attended to answer any queries and deliver the presentations about their brand product to the award selection panel. By the time we had returned to Bucharest from Sibui, we were well acquainted with the contestants.

Waking up to see a blanket of snow covering all the cars parked at the hotel in Sibui, not only ensured that the return journey would be challenging but also meant that the

AWARDS | 39 planned drive through the legendary long and winding hilly road at Transfagarasan would be cancelled, much to our disappointment.

Nevertheless, the busy route back to Otopeni was interesting, as overtaking truck after truck together with dodging many wayward and heedless local drivers kept us alert. All vehicles performed steadily on the road, although the steering feel on the MercedesBenz was stiffer than the others. That said, it seemed the most comfortable over the somewhat undulating terrain at times.

As both Renault and Mercedes-Benz use the same powertrain (2.3 litre with 160/190hp) obtained from the Nissan Navara, there was no difference in engine performance.

Volkswagen had the most powerful block with 224hp from its 3.0 litre V6 TDI. Toyota had the weakest engine in the 2.4 litre 150hp Euro 6 unit, but by no means did it lack pace up against the others as it packed a 400 Nm torque punch.

Day 3 took us on a 660km round trip to Zanesti and a nearby Motorcross circuit.

Some of the infield sections of the track were used for the off-road drives which got

The four main contenders plus Nissan Navara and Ford Ranger

progressively more slippy as the day wore on. We were bearing in mind of course that, with the exception of Volkswagen, all season rather than winter tyres were fitted.

As it transpired, the winter rubber on the Amarok did not give it any real advantage.

It did however manage to complete the laps without active hill descent or with the differential lock on.

X-Class, sticking to the task in hand and emerging chest out with pride.

With the voting process only days from then and the official announcements and prize giving a few weeks later at SOLUTRA NS in Lyon, France, there was much anticipation and hard thinking to do for all members of the jury. (See News section for the overall winner).

The remaining trio fared well, with the Toyota Hilux performing in a similar fashion to the Renault Alaskan and Mercedes-Benz

Pick-up Presentations & Off-road Test Trials Mercedes-Benz X-Class Much excitement and enthusiasm was felt from Mercedes-Benz delegates talking about the development of a Pick-up marketed by a premium automotive brand. When the concept was revealed initially, there were two distinct versions – a business oriented model and one to address the leisure market.

When all the sums were added, one model type with three design themes was decided upon. Pure is defi ned as the entry-level specification, that being the workhorse model, while Progressive is more style and comfort orientated while Power catering for the high-end marketplace. Different features for differing functions.

Much investment was directed towards transforming the Nissan Navara into the X-Class, with changes to the wheelbase vehicle length and width as well as further modifications to the rear suspension. And it seems to have paid off, as comfort levels are high.

is a 3.0 litre V6 that will produce 550 Nm of torque from the 258 hp available and due to be termed 350d.

As aforementioned both versions featured a rather stiff steering feel, a litt le too much perhaps, noting that driver tiredness can set in quickly.

Powering the X-Class are the same outputs from the 2.3 litre 160/190hp diesels but badged 220d/250d respectively. To come www.fleet.ie

40 | AWARDS Renault Alaskan When it comes to Pick-up trucks, the great divide between the North American and European marketplace is as big as the Atlantic Ocean itself. North America commanded a massive 66% of the annual 4.6 million Pick-ups sold last year, with Europe running over a mere 3%. But that is set to change dramatically as new arrivals from Fiat, Renault and Mercedes-Benz have elevated the segment to new heights, creating an interest in Pick-ups like never before.

There are now eight mainstream players in this business with more to follow soon.

Renault is initially looking to the vibrant South American markets to achieve success with the Alaskan, with Europe next in line for conquering. In using practically everything from the Nissan Navara with the exception of front and rear styling, together with brand identification inside the cabin, the award-winning formula was left unchanged primarily. From the 2.3 litre Euro 6 driveline with 160/190hp, and the innovative five-link rear suspension, to the 1-tonne plus payload and 3.5-tonne towing capacity - read Navara.

Renault’s design department got it right from

the start, as the job done on the frontal area is pleasing to the eye.

One slight drawback is with the automatic transmission in that it is not as slick in moving up the gears as it should be. Driving position is good and visibility excellent, although there was some wind noise stemming from the exterior mirrors.

Toyota Hilux Deemed unbreakable by a once famous TV motoring programme, the Hilux just keeps going on and on. In fact, the Japanese brand’s landmark vehicle will celebrate its 50th anniversary in 2018. Plans are already in place to mark the occasion with a number of special limited editions. Hilux epitomise Toyota’s renowned quality and reliability in its products and with 18 million units sold globally in those five decades (815,000 units in Europe), the Toyota with the longest serving badge name in the brand is now in its eight generation, and sold across 118 countries worldwide.

As with the main contenders, two versions were provided to test-drive. In the case of the Hilux, one was specified for the professional business person, while the other was, shall we say, more refi ned. Launched last year, a number of considerations were applied when putt ing the current Hilux together such as low Total Cost of Ownership, quality, durability and reliability, together with workhorse capabilities. Paramount to all of these ingredients is the 2.4 litre D4-D diesel producing 150hp and 400 Nm of torque. Configured in either 4x2 or 4x4 traction modes, there is a 6-speed manual and automatic gearbox available. The last model also boasts further modifications FLEETTRANSPORT | DEC 17 / JAN 18

to the ladder-frame chassis and rear spring suspension sett ings.

Toyota has somehow managed to provide SUV-like ride comfort with the Hilux. Driver and passenger comfort levels are also in the same league as today’s sports utilities.

Regarding CV capability, Toyota reinforced everything from door hinges to load floor, helping to make it last even longer. Its many safety aspects have not been short circuited either with a credible 5-Star Euro NCAP crash test rating.

AWARDS | 41 Volkswagen Amarok Last year Volkswagen Commercial Vehicles introduced a change of strategy, replacing the 2.0 litre TDI for most markets, with a more powerful and appealing 3.0 litre V6, available in a selection of power outputs.

In squeezing in the V-shaped block, a model refresh took place culminating in a facelift and interior layout improvements. Acceptance of the latest generation from the paying public was instant with an 11.4% rise in sales last year and up to Q3 2017, 20% more of its South American customers took to it while its market share in Scandinavia increased by an impressive 48%. And so, the gamble paid off. Since first produced in 2011, over 560,000 Amarok models have come off production lines in Germany and Argentina. Three main trim levels cover its main customer interest – Trendline, Comfortline and Highline with special range topper versions such as the Aventura and Canyon catching the cash of the more affluent buyer.

Volkswagen Commercial Vehicles offers the widest choice of power options starting with the 163hp from the V6 to the 204 and 224hp units, and a flagship 258hp version to come soon. Maximum torque is high, for example on the 165 kW/224hp version its pulling power equates to 550 Nm at between 1,400 – 2,750 rpm with a top speed of 190 kp/h, and 0-100 kp/h in 7.9 seconds – that’s similar

to the performance created with the fourth generation Golf GTI. Mated to this engine and most of the others is an ultra-slick 8-speed automatic box. That the Amarok had the lowest load sill was highlighted by the fact that its ground clearance was a little less than the others. This proved noticeable on occasion, as the front underguard got a scrape or two while going through the tricky off-road section.

Something that we also had to watch out for with the X-Class, by the way.

On the road, the overboost function was used to great effect especially when overtaking, as all that was required was to put the pedal to the metal and the horsepower galloped to 245hp

for a short while.

There is no doubt that the heyday of the 1-tonne Pick-up truck is upon us, with a growing number of manufacturers set to reap the rewards from the seeds being sown at present.

SPEC CHECK – INTERNATIONAL PICK-UP AWARD 2018 - GROUP TEST: ROMANIA Make/Model Engine Power Torque

Mercedes-Benz X-Class 4 MATIC 250d 2.3 litre Euro 6 diesel 190hp @ 3,750 rpm 450 Nm @ 1,500-2,500 rpm

Transmission

7-speed automatic

Suspension

Front: Coil Springs Rear: Multi-link Discs 73/17 litres

Renault Alaskan (Double Cab) 2.3 litre dCi 160/190 Euro 6b 160 hp/190hp @ 3,750 rpm 403 Nm/450 Nm @ 1,500 -2,500 rpm 6-speed manual/7-speed automatic Front: Coil Springs Rear: Multi-link (Front) Disc/Drum (Rear) 73/13 litres

3,150 mm 13.4 m

3,150 mm 12.4 m

3,085 mm 12.8 m

3,097 mm 12.95 m

1,819 mm 1,920 mm 5,340 mm

1,810 mm 1,850 mm 5,399 mm

1,815 mm 1,855 mm 5,330 mm

1,834 mm 2,230 mm 5,250 mm

1,560 mm 475 mm 1587 mm 1,016 g 3.5 tonnes 8.45 L/100 km (auto)

1,560 mm 474 mm 1,578 mm 1,023/1,029 kg 3.5 tonnes 7.99 L/100 (manual)

1,540 mm 480 mm 1,525 mm 1,035kg 3.2 tonnes 8.18 L/100 km (manual)

1,620 mm 508 mm 1,555 mm 1,154kg 3.5 tonnes 8.64 L/100 km (auto)

Brakes Fuel Tanks (Diesel/ AdBlue) Wheelbase Turning Circle Dimensions: Overall Height Width Length Load bay: Width Depth Length Payload Towing Capacity Fuel Economy (as tested)

Text: Jarlath Sweeney - editor@fleet.ie

Photos: Transit Magazine

Toyota Hilux (Double Cab) 2.4 litre D-4D 150hp @ 3,400 rpm 400 Nm @ 1,600-2,000 rpm

Volkswagen Amarok V6 (Double Cab) 3.0 litre TDI V6 224 PS 550 Nm @ 1,500 rpm

6-speed manual/ automatic

8-speed automatic

Front: Double wishbone Rear: Leaf Spring rigid axle (Front) Disc/Drum (Rear) 80 litres

3 + 2 Leaf Springs Discs 80 litres

www.fleet.ie

42 | LCV

A

day in the life of Renault Commercials was presented at Les Pyramides near Paris, with details of the French brand’s van roots which stretch back to the early 1900s. “For more than a century, Renault has been developing, manufacturing and selling light commercial vehicles to meet the needs of demanding business customers around the world. These iconic LCVs often left a lasting mark on their times,” stated Ashwani Gupta, SVP, Global Head of Renault-Nissan LCV Business.

Today Group Renault produces a broad range of LCVs, from small to large vans, and now including Pick-up trucks. It is market leader in the Electric LCV sector in Europe, with four zero emission commercials. Group Renault’s global LCV sales have increased by 40% since 2011, peaking at an all-time high of 434,000 units in 2016 as explained by Th ierry Plantequest, VP Global LCV & Pickup Sales/Marketing. “In 2015, Renault launched Renault Pro+, an expert brand set up to further expand its range of dedicated products, services and solutions tailored to business users,” he said.

Saviem GS2 & Renault Type MH

Milkman

On future objectives, he added: “Group Renault’s ambition is to increase LCV sales by more than 40% by the end of our new strategic plan “Drive the Future” – (2017-2022). “We also aim to double our market coverage and to remain the leader in electric LCVs by electrifying all our vans. With Renault-Nissan-Mitsubishi, the objective is to become the leading global player in LCVs, with over 2.5 million units sold by the end of the plan.”

As described by French automobile historian Jean-François Colombet, it all began for Renault in 1900 with the Type C – ‘Milkman’ cart. Th is 3.5hp panel van with 250kg payload was the fi rst self-propelled vehicle for industrial and commercial use.

Renault Alaskan & Lo Type Fire Fighter

After World War I, Renault was a pioneer in manufacturing tailormade vehicles, as typified by the Lo Type Fire Fighter model of 1926. Company founder Louis Renault was also very interested in buses and coaches and one of his fi rst creations was delivered to the Campagne Generale des Omnibus as early as 1909. Another fi ne example of the extremes of this man’s thinking was when the six-wheeler Type MH 6 Roves was developed, which was basically an all-terrain vehicle designed to cross the Sahara Desert and link Algeria with French West Africa.

Estafette was Renault’s first front-wheel-drive small commercial van from the early 70’s. It boasted a flat floor, independent suspension, tight turning circle and a driver’s sliding door. In 1980 the Estafette, with more than 553,000 units produced, made way for the Renault Trafic.

Estafette FLEETTRANSPORT | DEC 17 / JAN 18

Small vans were in the main derived from passenger car designs and the La Fourgonnette produced in 1937 was an instant success.

Over the years the 748cc petrol engine progressed to 848cc and from 1947, the 1,000kg van helped French business get back on its feet after World War II.

LCV | 43

With much media attention on Renault’s new Alaskan 1-tonne Pick-up, this concept is not new in the annals of Renault’s history, as in 1950 the Cororale was launched with an open-back style body.

Looking on it, it was probably one of the original Sports Utilities to emerge in the marketplace.

Undoubtedly the most successful Renault commercial of all time is the legendary Renault 4. Born in 1961, more than 8 million units were produced until the assembly line stopped in 1992 to be replaced by the Renault Express and later the Kangoo. Examples of the Renault 4 F4 Darty, with its adjustable and detractable domed panel which folded back over the roof, were on display outside Les Pyramides, and along with a number of aforementioned vintage and classic models, available to drive.

Renault Deck'Up

A selection from the Renault Classic collection were also on display inside the Convention Centre such as the Renault Trafic Database, Renault 5, Kangoo and Deck’up concepts plus some early models.

Motorsport fans could glow over the Renault F1 RS01 from the late 70’s with the Saviem Renault SG2 van in support role.

Renault 5

Renault Cororale

Renault 1000kg

Renault 4

Text & Photos: Jarlath Sweeney - editor@fleet.ie

www.fleet.ie

44 | MOTORSPORT

Q & A with Jochen Hahn of

Having just completed your first season in the FIA European Truck Racing Championship with a new truck in the Iveco Stralis, how was it for you?

It´s always challenging to start with a new truck – it truly is a new truck rather than just a change of engines. The excellence of the IVECO engine, engineered by FPT Industrial, together with my skills have been a winning combination. Endless hours of testing and fine tuning the engine together with IVECO’s engineers were worth it.

With years of experience and success behind the wheel of MAN TGS race trucks, how does the Stralis racer compare?

worked very well.

In joining forces with Team Schwabentruck, was this an advantage for you and your team?

Truck racing is a team sport. Our team “the Bulls of Iveco Magirus” consists of two teams: Hahn Racing and Schwabentruck. At the moment we have three trucks and can drive each race with a dedicated strategy. By the way, the number of trucks may change in the future.

How was the change to Iveco seen and commented on in the Paddock at the racing circuits?

My first trials with the “Schwabentruck” racer from Gerd Körber confirmed I had made the right decision in switching to IVECO: the 13-litre Cursor engine is an absolute competitive power unit. The torque is already impressive at low revs.

It was clear for all that we wouldn’t have a setback, as the IVECO engine is well known and we will do our best to be successful quickly with IVECO!

Was the initial integration into a new set up with the Iveco truck racing engineers difficult for you and the loyal, supportive and engaging family members in your team?

In finishing runner-up in the Championship with four race victories, obviously the desire is to win next year, how can this objective be reached? What is needed to bring this goal about?

I have always had an excellent relationship with Schorsch Glöckler and his team. At this time Schwabentruck had also switched from pumpinjection to common rail engine. The two teams worked on absolutely equal terms, and the IVECO team is absolutely uncomplicated.

The negotiation with Pierre Lahutte, IVECO Brand President, was fair, and the support with trucks for transportation and equipment

As mentioned already, IVECO was introducing a new engine for truck racing. They have a small team, but their engineers are more than engaged: they live truck racing and they come with great engineering know-how. I won’t say that everything worked 100% in every race, but we learned and got better every day, so I think that we’re in good shape for the next season.

FLEETTRANSPORT | DEC 17 / JAN 18

MOTORSPORT | 45

Team Hahn Racing (IVECO)

Off-season, do you get time to chill out or is the focus constantly on next season?

Absolutely, the focus is on the next season! As a German saying points out, “those who rest, get rusty”! (a rolling stone gathers no moss). The Hahn team is testing in the Czech circuit in Most. At this time the probability of rain is heavier and I need more experience in slippery conditions. On wet roads the behaviour of a new truck is especially hard to understand. Don’t forget that a racing truck is pushing to the limit a truck of 5.5 tonnes.

That´s normal business. The scene is so familiar that nearly everybody knows everyone. Take Nurburgring: with hundreds of thousands of spectators – even more than on the last Formula 1 race run at the circuit – this constitutes a very well targeted audience for sponsors.

Ultimately, they finance the events as an appreciation towards the followers. For me it´s clear: I won´t disappoint them!

WIN TEAM HAHN IVECO GOODIE

BAG!

Truck Racing at top level continues to evolve with changes to race venues and event calendars, are there any technical changes ahead?

Just last week we conducted our end-of-season tests, where we tested all our improvements for the next season, 2018, and there are no new regulations coming in next year – So we keep on trucking!

Iveco President Pierre Lahutte is keen on having a natural gas powered race truck on the track within a few years, will this concept be accepted and have you driven the new Stralis NP 460?

It would be nice, no doubt! I think a natural gas truck follows other rules: sustainability. Racing trucks have become much cleaner in recent times, but our business is to provide excitement, emotion. Yes, the consumption of a race truck is enormous, but we have also three times as much power as a standard truck. And the tiny amount of kilometres we drive per year is not really having much of an impact on the environment. We deliver happy weekends for hundreds of thousands of spectators. In addition, many components are tested in our extremely stressed trucks, so when they are introduced in standard trucks they have a very high degree of reliability.

To celebrate Jochen Hahn’s race victories with the Iveco Stralis, Fleet Transport has teamed up with Iveco to offer one lucky reader a goodie bag packed with Team Hahn Truck Racing merchandise!

Do you enjoy the ambassadorial roles you have with team sponsors or are they a distraction to your race winning mentality?

Entries close on Monday 20 December 2017.

Text: Jarlath Sweeney - editor@fleet.ie

Just send in your name, address, email and mobile number by post to Team Hahn Iveco/Fleet Transport Reader’s Competition, D’Alton Street, Claremorris, County Mayo, F12 E7P2 or by email to enquiries@ fleet.ie

www.fleet.ie

46 | SHIPPING & FREIGHT

2018 promises to be a very different year for shipping out of Irish Ports

W

ith Brexit litt le more than a year away, shipping lines running regular services out of Irish ports are shifting their focus to handle some of the new supply chain realities. Earlier this year the Welsh Assembly Transport Group travelled to Dublin to meet with the various interests involved in selling and shipping cargo that presently reaches its destination through Holyhead and other Welsh ports. Their report spoke about their great concerns over the continued prosperity of those ports as Irish traffic is deflected to other English and Continental ports.

The steady increase in Seatruck frequencies might indicate that the Welsh have cause for worry even were Brexit not to happen and the British land-bridge continues to operate as it does now. Its Dublin to Liverpool service is now running at four sailings a day midweek and eleven sailings a week ex-Warrenpoint to Heysham for traffic very much focused on the British market.

Stena Line does not plan any major changes in its 2018 schedule.

The revised Rosslare/Fishguard timetable remains in operation and during the year Stena completed the purchase of the pair of Superfast vessels that it has had on charter from Tallink to operate the Belfast/Cairnryan route.

While in Dublin to participate in meetings at the EU Office and at the Oireachtas, the EU Transport Commissioner, Violeta Bulc was insistent that it was up to Irish Government and transport interests to develop the proposals that would facilitate freight and passenger movement between Ireland and Europe. She was quite clear that Brexit was not seen by quite a number of EU Member States as a ‘Big Deal’ and this puts further pressure on interests here to come up with the required initiatives.

The previously reported arrival of the CLdN monster ferries - each with a nominal truck capacity of over 600 - which are coming onto the Dublin to Rotterdam and Zeebrugge routes is bound to affect that land-bridge but the newly released Irish Ferries schedules for 2018 are even more disruptive. On its arrival from the builders in July, the 55,000 tonne W.B. Yeats will take up service on the Dublin/Cherbourg route, operating a once every other day service in each direction, while the Oscar Wilde will also take up a new schedule, leaving Rosslare on the alternate days and destined for either Cherbourg or Roscoff.

Irish Ferries has planned a revised schedule from mid-September that will see the W.B. Yeats switching to the Holyhead route replacing the Dublin Swift over the winter months, while the Epsilon will maintain a three times weekly Dublin/Cherbourg service. The Rosslare/France service will not run over the winter.

The Department of Transport, Tourism and Sport (DTTAS) has already commissioned a study of the British land-bridge, with a primary focus on establishing the volumes of trailer traffic that are moving through Britain to and from the Continent, as well as the cargo volumes being taken in trailers that cross-dock at British distribution centres from where the cargo is shipped onward by truck or, indeed, by air.

The EU backed East-West freight transport ITS Platform project that had closed on completion of its initial work plan at the end of June 2017 has now been extended to 2020. Th is will enable further work to be done to ease the movement of trucks through fully compatible IT throughout the Community, and the introduction of common standards for rest areas and other facilities. More important from an Irish point of view is the plan to further develop the Intermodal route planner for traffic shipped in LoLo containers or unaccompanied trailers, to ensure that it carries as much useful and up to date information so as to assist all aspects of route planning. The updated project will also focus more on running the virtual West-East corridor into the Baltic States. From an Irish perspective it is already clear that the border control systems in that region with third countries may have a lot to offer a post-Brexit Ireland.

> Your gateway into Europe FLEETTRANSPORT | DEC 17 / JAN 18

www.samskip.com Text: Howard Knott - howard@fleet.ie

FUEL PRICES (WEEK 48)

Mrs Smith claims your driver is responsible.

Country

Currency

95 Lead Free

98 Lead Free

Diesel

Albania

ALL

172.00

-

169.00

Andorra

EUR

1.080

1.120

0.910

Austria

EUR

1.216

1.371

1.152

Belarus

EUR

0.540

-

0.548

Belgium

EUR

1.426

1.508

1.386

Bosnia-Herzegovina

BAM

2.15

2.25

2.09

Bulgaria

BGN

2.05

2.31

2.05

Croatia

HRK

9.34

10.30

8.96

Czech Republic

CZK

30.30

32.56

29.13

Denmark

DKK

10.39

11.08

8.79

Estonia

EUR

1.219

1.279

1.209

Finland

EUR

1.458

1.532

1.326

France

EUR

1.448

1.501

1.306

Georgia

GEL

2.53

2.33

2.19

Germany

EUR

1.342

1.468

1.176

Greece

EUR

1.506

1.737

1.288

Hungary

HUF

367.00

-

392.00

Ireland

EUR

1.369

-

1.270

Italy

EUR

1.583

-

1.444

Kazakhstan

KZT

150.00

164.00

129.00

Latvia

EUR

1.195

1.264

1.094

Lithuania

EUR

1.198

1.267

1.097

Luxemburg

EUR

1.181

1.241

1.028

Macedonia

MKD

66.50

68.50

54.00

Moldova

MDL

17.67

18.28

15.67

What price a reliable witness?

Montenegro

EUR

1.250

1.320

1.110

Netherlands

EUR

1.693

1.745

1.355

Norway

NOK

16.65

17.64

15.63

Poland

PLN

4.72

5.01

4.59

Portugal

EUR

1.539

1.588

1.331

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Romania

RON

4.91

4.91

5.14

Russia

RUB

41.08

-

39.25

Serbia

RSD

141.90

-

148.90

Slovakia

EUR

1.302

-

1.156

Slovenia

EUR

1.260

1.352

1.217

Spain

EUR

1.237

1.378

1.149

Sweden

SEK

14.27

14.87

14.20

Switzerland

CHF

1.470

1.570

1.590

Turkey

TRY

5.55

5.58

5.07

Ukraine

UAH

27.53

28.64

25.32

UK

GBP

1.205

1.304

1.228

USA

USD

0.685

-

0.770

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48 | COMMENT

A quart into a transport pint pot

B

y coincidence, a couple of days after myself and other members of the panel completed the interviews to select the winners of the Fleet Bus & Coach Awards 2018, a report was issued by the Economic & Social Research Institute (ESRI) that brought many of the points made during those discussions into a sharp focus. The report was produced for the Department of Health and, in the course of its two hundred pages, it outlined the issues for the Health Service arising from population trends over the period up to 2030.

From where I'm sitting - Howard Knott

At fi rst sight this may appear to have litt le enough to do with buses, coaches or indeed trucks, but there was a key line on the opening page; “The population of Ireland is projected to grow by between 14 to 23 percent (between 2015 & 2030), adding 640,000 to 1.1 million people”. While it went on to say that the proportion of the population that is aged 65 and over will grow from one in eight to one in six, it did not indicate the proportion that would apply for 70year olds and older. Therefore, it would seem more than reasonable to suggest that retirement at 65 may, by then, be a luxury that very few workers could afford or would even want. While the birth rate will fall during the period the real population surge will come from immigration to meet the diverse needs of the jobs market.

The trouble about this is that 2030 is a litt le over twelve years away. By then, the M20 linking Limerick and Cork, the Dublin Port development, the DART service to Balbriggan and the new Dublin Airport runway might be fi nished. But I would have grave doubts about the likelihood of anything serious being delivered by then on the Dublin Metro, the completion of the southern part of the Dublin Ring Road, solutions to the congestion problems of the Dunkett le interchange in Cork, and those in Galway, not to mention the M50.

While many of the Bus and Coach representatives spoke about the ‘here and now’ of their business and saw the future development as being a steady build on their current activity, I suspect that neither they nor the public agencies involved in Irish transport infrastructure have thought through the likely problems that this explosion of population will cause. When you open the pages of the National Transport Authority’s Rail Review, and fi nd that the whole document appears to be based on the assumption of a “Steady State” situation in terms of passenger and freight traffic growth in the period to 2030, this really does not add up. When you add this to the likely increases in freight and passenger traffic moving through Dublin Port and Airport in particular, but also through Cork and elsewhere, it would seem that total gridlock is looming.

Just how close this situation is to us was perhaps best demonstrated by discussions with a number of the commuter bus service operators.

At the moment, the national network of motorways are fine for travel

to Dublin, and a number of these have bus lanes as they get closer to the city, enabling the coaches to skip past the clogged traffic.

However, once the coach hits the M50 it is stuck in the traffic as there are no bus lanes. For the truck heading for Dublin Port the situation is even worse. Without the luxury of bus lanes, nor the possibility of driving through the city, it could be stuck in traffic as far away as 50km from the Port.

One of the bus companies talked about how a possible solution which would be to develop a “Park & Ride” facility at Mullingar and bus people into Dublin from there. If similar developments were put into place along the now forgotten line of the Dublin Outer Orbital Route, that could relieve pressure in a relatively simple and low-cost way. If Irish Rail, its political and departmental masters, as well as its entitlement focussed trade unions could break out of that “Steady State” mindset and grasp the opportunities to develop a world class and high capacity rail system, that could be a real answer to the 1.1 million people question, and compared to other options, a cheap answer.

Congestion is not about to go away.

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Text: Howard Knott - howard@fleet.ie

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50 | FINANCE

10 key steps to increase efficiency

O

ne key factor restraining road transport comp growth and business development is not financial obstacles but the constraints of business owners having the time to properly work in their business.

Here are ten tips on how a business owner can use his/her time more effectively and be more productive.

1. Prioritise: Concentrate on key business issues and remember the 80/20 rule, in which we spend 80% of our time on the issues that are least important and just 20% on the real crucial issues of the business. Make sure you are the manager of your business, not the operative, but ensure that you still know how your business is run.

that draws a six figure salary from the business you do not expect he/she will be driving a truck, sweeping a yard or running for spare parts, so the same applies to you as owner. In order to maximise business profitability you have to work on key tasks effectively.

9. Perfectionist: Being a perfectionist may look great on an ISO audit but perfectionists lose time where others sweep ahead and accomplish more.

10. Take Breaks: If you work 24/7, burnout will apply. To be really effective you need time out from work, such as daily lunch breaks and holidays, so you can concentrate with a clear head on tasks in your business.

2. Start Early: It’s a fact, successful people start their day earlier and get ahead of the task in hand. Your most important work can be done while you’re fresh and ahead of the daily disruptions from phone calls and other disruptions. It’s based on a clear head policy, so make sure proper sleep is still maintained.

3. Schedule Tasks: Make sure that when you are scheduling your day, to leave enough time for the important tasks. They should be dealt with fi rst and you should not drift off into the non-critical but easy tasks, just to have an easy day.

4. Procrastinating: Successful companies that progressed through the recession and are now reaping the benefits had an ability to make a decision and carry it out. Sitt ing on the fence will never win the game and after proper consideration a decision made and implemented at least moves the business forward.

5. Manage Distractions: We are all prone to distractions, the mobile phone and e-mail are all constantly vying for our attention, but if you want to get tasks done you have to keep the head down and concentrate on the work in hand. In transport it’s so easy to be distracted by activities in the yard, workshop or on the road but if you have taken time out on a detailed tender, insurance renewal or new project fi nancing, these need full attention to be successful.

6. Time to Complete: Most transport owners underestimate the time needed to compete key tasks, thereby leaving deadlines with litt le time to complete important tasks because of poor time management.

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52 | LEGAL

BREXIT – ‘be prepared’

R

oad transport operators who never leave the Republic of Ireland will be largely untroubled by the comings and goings of the EC - with one exception, Directive 2000/80/EC. Th is Directive establishes in detail the standards that are to be expected by enforcement officers across the EC. Every time that a vehicle is subjected to a roadside check, the inspection will be carried out in accordance with the detail of this directive. Amongst other things it provides clarity that an annual roadworthiness certificate is not to be seen as sufficient assurance that a vehicle is in good order, recognising that targeted roadside checks should be used to control the standards of maintenance.

The present uncertainty in the UK about the termination of its relationship with the EC creates a matching uncertainty both in the EC and the Republic. Those hauliers whose work requires their vehicles to travel into Northern Ireland have to face the possibility that a so called ‘Hard Border’ will be re-established with new procedures and documentation, possibly leading to a loss of some customers, quite apart from the delays resulting from increased Customs checks.

It has never been more important to keep an eye on trade papers, the newspapers, trade association publications, and the news generally. The departure from the UK will inevitably impact on all sorts of legislation and Directive 2000/80/EC is unlikely to be missed. Th is means that operators based in the Republic may well have new EC legislation to take into account, and any change may well affect the services that an operator in the Republic can offer to customers.

For those operators whose vehicles routinely travel into or across the UK, the British Government has announced that when it fi nally leaves the EC, it will introduce new domestic legislation that will duplicate any EC Directives that impact on daily life in the UK. The intention being to ensure that there will be a seamless change to ‘post-Brexit’.

Th is seems like a forlorn hope. So far as the UK haulage industry is concerned there have already been calls for changes to Directive 2000/80, and if and when the promised new legislation arrives it seems more than likely that there will be many organisations seeking to change the existing legislation.

In immediate terms however, probably the greatest area of uncertainty is the issue of the Border with Northern Ireland. Th is is, above all, a political issue, and even those Irish hauliers, whose vehicles don’t travel into the North at the moment, must accept the possibility that a change in their customers’ requirements, or in their own business plan, may require vehicles to cross the border.

Heavy Goods Vehicles have never been top of the list of popular topics in the Irish press. With the exception of reports about major accidents, it would appear that nothing has changed

FLEETTRANSPORT | DEC 17 / JAN 18

and that the haulage industry is still a long way from being the focus of feature stories.

Th is apparent indifference in the press is reflected in apparently matching political indifference. At a time when significant changes in EC are likely, the industry needs more than anything politicians who understand the industries’ problems.

Every operator needs to make the effort to ensure that local TDs understand both the needs of the industry and, of course, the sector’s particular problems. In real terms this means individual operators inviting the elected Government representatives to come to their premises, allowing sufficient time to explain the day-to-day operations in full and then, possibly more importantly, keeping in touch on a regular basis.

The problem is that the whole process of Brexit is bound to take time and proposals to change the existing legislation may occur without warning. It is very important to keep up to date with reports in the press or on the news. Members of trade organisations such as the Irish Road Haulage Association (IRHA) or the Freight Transport Association Ireland (FTAI) may expect to be warned about pending legislation whether domestic or European so that the TD can be urged to represent the interest of the haulier. It goes back to the old Boy Scout motto ‘Be Prepared’.

Text: Jonathan Lawton - jonathan@fleet.ie

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54 | OPINION

‘Truck drivers are not steering wheel attendants’

View from the Operators Desk by Sean Murtagh sean@fleet.ie

L

ast month I made the comparison between the ongoing plight that Ryanair have found themselves in and the similar situation experienced by many road transport companies - pilot and driver shortages. As the economy powers on certainly the shortage of drivers is becoming more evident. People that pedal the argument that autonomous driving is the solution are deluded; while long term this may be a help, it remains for the present a pipe dream. So how can the job be made more appealing? What does it take to make somebody put their hand up to be a truck driver?

To get a better understanding of the problem one has to look at the current situation. Ask ten drivers that you know, how many of them would wish to see their son or daughter follow them into a driving job? I did, and the answers in the main were very defi nite, ‘NO WAY’. Some said: “Well, it did me no harm, but I would hope they would get something better.”

These were one or two from the sample that said they would not discourage them. Certainly though, none of the respondents said that on their offspring’s 18th birthday that they would be standing waiting with an application for a provisional licence to get them on the road.

One important point to remember is that thirty years ago there was a certain status about being a truck driver. Most factories had their own trucks and the driver’s opinion was valued in many ways. He or she (although in times gone by it was almost always he), would be asked for a recommendation before a truck would be purchased. There were other times when a driver’s knowledge was useful to people who were making a trip, in terms of advice on FLEETTRANSPORT | DEC 17 / JAN 18

where to go for a meal or the best way to get to a tourist destination.

Nowadays there is Google Maps and Trip Adviser. The trend now is that electronic information is more accurate than speaking to a real person and gett ing the value of their experience. While that is a different argument, the upshot of all this is that when a driver’s information is not seen to be needed, his or her role and respect is diminished or significantly reduced.

So, on the basis of all this change in culture where do we go in terms of att racting and training drivers for the industry? Difficult for sure. How do we come up with training that does not give false expectations or unreasonable expectations to people? Th is is a big challenge. Many years ago, a CEO of an American Airline was asked why cabin crew were not as well respected as their pilots.

He paused and said: “Being a member of the cabin crew is not a career, it is a lifestyle.”

So where does the role of a truck driver fit in? Is it a lifestyle or is it a career? Th is is something we need to establish and fast. More importantly we need to make sure that customers and all the other people that interact with drivers, such as forklift drivers, ferry staff, and enforcement agencies must all treat them and recognise their professionalism in the same way as they regard themselves.

Truck drivers are not steering wheel attendants. There are many different types of jobs they fi nd themselves undertaking, like home deliveries, retail deliveries, international operations, furniture deliveries and many more. All require steering wheel expertise along with certain sector specific training and competence. The least they deserve is respect for the job they do.

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56 | PICTORIAL

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58 | TIMES PAST 1

COMMER

T

he Commercial Car Company, forerunner of Commer, began building a wide range of vehicles at Luton in 1906.

The company was represented in Ireland at an early date

by Thompson’s Motor Car Company of Dublin, which offered vehicles both for sale and hire. Thompson’s continued in this business for many years, and several fascinating photographs of their own and customers’ vehicles still survive.

Thousands of military vehicles were built during World War I. Like many other vehicle manufacturers, Commercial Cars had a hard time in the post-War period. It survived by being taken over by in 1926 by Humber, then becoming Commer Cars. The Rootes car distribution company acquired Humber two years later and henceforth a continuous stream of new models appeared.

2

In 1934, Karrier of Huddersfield, which had passed into the hands of a Receiver, was subsumed into the Rootes Group. Karrier had also been a successful marque in Ireland, distributed by WF Pooler & Company of Westland Row, in Dublin. Following its acquisition

by Rootes, Karrier was gradually combined with Commer and was largely associated with the lighter section of the Commer business, including municipal vehicles.

3

4

5

6

FLEETTRANSPORT | DEC 17 / JAN 18

In the years following World War II, Commer and Karrier were represented in the Republic of Ireland by Buckley Motors, which had a large assembly plant at Shanowen Road in Santry. A wide range of vehicles left this factory, including the QX, introduced by 1949. Th is seven-ton model became familiar on our roads and was especially distinctive after 1954, when it featured the famous TS3 engine with its wonderful exhaust note. In 1962, when a restyled was introduced, the QX became the C, if it had a TS3 engine, or the V, if a Perkins engine was fitted.

Commer became increasingly associated with Dodge during the 1950s, and Chrysler, which owned the brand, took a share in Rootes.

By 1967 it had taken outright ownership. Commonality between Commer, Karrier and Dodge followed with the Commando range appearing in 1974 – but the TS3 was gone. Following a period of badge engineering, Renault achieved control and what had been Commer’s final line was displayed with Renault badges. The familiar end for many such and much respected companies.

The foregoing is but a selection of Commer facts (Hats off to Peter Davies). Perhaps the accompanying numbered pictures will fi ll in some of the jigsaw. I use the name Commer even for the early vehicles.

1. The Midland Great Western and the Great Southern & Western railway companies were both early operators of motor charabancs in the counties of Mayo, Galway, Kerry and Cork. Th is vehicle has particularly interesting bodywork, descended directly from its horse-drawn predecessors, with tiered benches of seats.

2. A fascinating sextet of Thompson’s Commers. Included are (apparently) two charabancs, a box van, a bus and two lorries, one with no cab and the other in a higher load category.

3. Thompson’s were probably the operators of this charabanc which provided a bus service to ??? as noted on this postcard.

Garristown at that time was a very isolated village and the arrival or departure of the charabanc – obviously overcrowded in this

TIMES PAST | 59 7

picture – clearly excited the two young boys on the footpath.

Th is picture can easily cause much thought about our history and the silent witnesses to it that we see here.

4. RI 3336, dating from c1914, was a simple chain-driven platform lorry used by T. Archer, Timber Merchants.

5. Moving to the late 1920s, this impressive furniture van – often called a pantechnicon – was operated by Anderson Stanford & Ridgeway, for many years a leading company in a wide range of furniture and house maintenance services. The solid-tyred trailer is also noteworthy.

6. BZ 4244, dating from the 1930s, is from the lighter end of the Commer range, being of 1-1.5 ton capacity. Beautifully restored, I photographed it at (I think) a Rally in Bangor in the 1980s.

7. Donnelly’s of Granard was one of the thirty or so operators who kept rural bus services running throughout our country’s miserable years in the 1940s & 50s. Th is long-lived and handsomely presented Commer coach was photographed at Upper Ormond Quay in the 1950s.

8. PBH 222 is a magnificent pump water tender which was new to Buckinghamshire Fire Service in 1951. Based on the QX chassis, it has bodywork by HCB Totton of Southampton. a renowned fi re engine builder for many years. It was acquired for the CIE Inchicore Fire Brigade in 1967 and is now in the National Transport Museum collection.

9. Brooks Thomas’s 9353 ZI was a Karrier platform lorry, here loaded with timber. Th is vehicle was a development of the Bantam and had a cab derived from that on the QX. The photograph was taken in the early 1980s.

10. EBI 816, the owner of which is unfortunately unidentified, displays the fi nal evolution of the QX cab. It was photographed at a recent rally by Sean O’Sullivan.

11. The Walk-through was one of Commer’s most successful vans.

Th is high-roof 1974 example was operated until 1989 by the Blue Cross, the well-known animal welfare charity which does so much for our pets. It is a mobile operating theatre, capable of carrying out much appreciated work at various locations on a weekly basis. On being replaced, 581 DRI was presented to the National Transport Museum.

12. Commers were badged as Dodge some time after the change of ownership. Th is Commando belonging to Kelly’s Recovery Service was photographed at the Transport Museum when it was about to remove the 1889 Merryweather steam pump for use in a fi lm. It is amazing that three of the pictures used here have Museum connections!

8

9

10

11

12

While there are many more Commers in my care, most are somewhat anodyne modern shots. There are, however, some interesting bus and coach views which could be seen at some time in the future.

Text & Photos: Michael Corcoran - contributor@fleet.ie

www.fleet.ie

60 | HEALTH MATTERS

Motion Sickness

M

otion or travel sickness is a common phenomenon, mostly confined to children, but affecting a sizeable number of adults as well. Sea, road, air, train and swing sickness are caused by excessive stimulation of the inner ear, the part which regulates balance.

Various causes are known to trigger off this response, these include looking at a moving horizon, poor ventilation, and emotional factors.

Older cars were inclined to have a build-up of fumes, with a higher than ideal amount of carbon dioxide in the atmosphere. Put that together with a car full of children, all anxious to know whether or not they are there yet? An impatient father or mother driving, trying to navigate traffic with a high anxiety level, and you have the stage set for the next phase – a moment of silence then the sound of someone vomiting in the back of the car.

Nausea and vomiting go in cycles. They are preceded by yawning, panting, drooling, cold sweating and discomfort. The person turns white and seems to be weak and drowsy. If the vehicle stops the person returns to normal, but with resumption of the journey the sickness may start up again. Occasionally, they may adapt to the motion and return to wellbeing in spite of the continuing motion – called “getting your sea legs”, if you are on a ship.

Prolonged motion sickness with vomiting can lead to collapse of the person with a dangerous drop in their blood pressure, they become dehydrated and inert, and may need to have intravenous rehydration.

Prevention is easier than treatment, because when the vomiting cycle is established it is difficult to administer anti-vomiting medication other than by injection – this might not always be convenient in the middle of a tightly packed aircraft even if the vomiting passenger has been given a wide berth by others. In general people are aware of their propensity to be sick while travelling.

However, as with all drugs it is important to factor in any other medication taken by the traveller, even alcohol, as many of these therapeutic substances tend to interact and not always to the benefit or knowledge of the recipient.

A small amount of an anti-anxiety drug might be enough to dampen down the incipient nausea and vomiting in a proportion of people.

That at least has a predictable effect of making the person sleep, and maybe by the time it is worn off the journey is over.

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It is known that alcoholic or dietary excesses before or during travel will increase the likelihood of motion sickness. Nobody wants to meet their drink and big fry again in these circumstances - so only small amounts of food and drink should be taken before the journey.

Reading should be avoided, the person should position themselves where motion is least - over the wings in an airplane - or in the middle of the ship close to water level, holding the steering wheel in a road vehicle (driving), this steadies the person and cuts down the nausea. If really necessary, preventative medication can be given to the susceptible one about an hour before travel. There are many of these treatments on the market and while they are satisfactory in dealing with the sickness, they can cause adverse effects especially in the elderly.

These side effects are not common but it is useful to be aware of them.

They can be dry mouth, blurred vision, and occasionally a form of delirium which simulates dementia and which can impair memory, together with an impairment in self-care capacity. Th is can impinge on someone who is travelling alone.

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62 | SOAPBOX

S

ince the invention of the internal combustion engine - ships, trucks, cars and aeroplanes have been powered by various distillations of oil extracted from the bowels of the earth. The improvement that these modes of transport have brought to all our lives is in danger of being forgotten and needs to be remembered. No longer are we confined to our immediate area for our choice of work, the village baron no longer holds sway over us, and our goods can be transported to far flung fields rather than taking the price offered by the local cartels.

As a consequence of Global Warming which is a real threat to all our futures, what is being thrown around by the august bodies in bureaucracy (influenced it seems most forcibly by the sandals and green wellies brigade) on the future fuelling of our trucks and cars is a veritable Liquorice Allsorts.

The way we are going on this, truckloads of money will be poured down various drains before we see fi nality.

Various self interest groups such as the Greens and gas producers are lobbying in Brussels to get their particular interests in the headlights. Currently a truck or car can go to a fuel/service station throughout the world and fill up with either diesel or petrol as required. All of the choices now being touted as alternatives, such as electricity, LNG and CNG have absolutely no distribution networks of any volume, the exception being biofuel which uses existing service station distribution systems. The enviromental cost of duplicating these systems is not in the equation, nor are the enviromental costs of producing (and disposing of) batteries.

For trucks, we are being offered anything from electricty, Natural Gas such as CNG and LNG, to various types of biofuel, but they are not compatible with each other with perhaps the exception of biofuels. One only has to look to the past decade to see how much money was wasted in Ireland on setting up a B85 distribution network, now defunct.

Remember Rape Seed Oil? It was introduced

by Transport Minister Noel Dempsey in the 2002 Government only to be abolished as a sop to the Greens in the 2008 coalition. They are the same crowd that altered motor tax rates on high powered diesels only to decry them now. There are many in the ‘sandals

FLEETTRANSPORT | DEC 17 / JAN 18

and green wellies’ ranks that are ranting about the dangers of continued reliance on the internal combustion engine who quite simply would like to see us all back on our bikes, an independent litt le isle of organic market gardeners, back to the dark old days of the last tariff protected century – no thanks, not for me.

on their radar. The money being wasted on the various schemes would produce far greater benefits to the environment if spent within the existing industry. We are going to pay major fi nes to the EU for our failure to meet the EU standards on air quality, why not spend the money internally at least in part? The answers do not lie in a bag of Liquorice Allsorts.

Ageing diesel trucks and buses or badly maintained diesel cars are doing the most harm to our environment. Today's Euro 6 C engine emission controlled trucks have never been cleaner or more fuel efficient.

To protect our environment instead of promoting the esoteric, our politicians need to deal with today’s reality. The National Car Test (NCT) or Commercial Vehicle Roadworthiness Test (CVRT) should require proof of scheduled maintenance on all diesel engines, not just the mechanics of the vehicle, the removal of particulate fi lters should be a reason for a fail and prosecutable.

The purchase of Euro 6 trucks should be encouraged by zero annual motor tax rates for a period of time, the removal of tolls would also enhance their purchase and use, rather than a scrappage scheme for older trucks which simply undermines those that have invested in Euro 6.

As a nation facing Brexit, we should be doing all we can to enhance the capabilities of our road transport industry as our indigenous exports depend entirely on road transport.

Money is extremely scarce and all the industry sees is increasing costs from tyre disposal charges, 40-tonnes GVW (instead of 42), increasing tolls, UK Lorry User Charge on the A5 charges etc., all costs produced by agencies of either State. Brexit isn’t really Text: Jerry Kiersey - jerry@fleet.ie

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