Fleet Transport Dec18 Jan19 by Fleet Transport

IRELAND'S LEADING COMMERCIAL VEHICLE MAGAZINE

On Test:

Inside!

Scania R410 CNG Natural Gas: Eco-Friendly Alternative

INTERVIEW: Stephen Armstrong, COO, Ford Europe PRE-OWNED: Renault Trucks Used Range PROFILE: McGrath Waste Management FACTORY VISIT: Mercedes-Benz Türk NATURAL POWER: Iveco's Natural Gas on test LAUNCH PAD: Mitsubishi L200 MILESTONE: 25 years of the Volvo FH

DEC 18 / JAN 19

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Contents DEC 2018 / Jan 2019

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 Editor: Jarlath Sweeney - editor@fleet.ie Contributors: Sean Murtagh, Paul White, Cathal Doyle, Jonathan Lawton, Donal Dempsey, Howard Knott, Jerry Kiersey, HSA, Dr. Betty Maguire, Rob Van Dieten, Marcella Connolly Photography: Jarlath Sweeney, Paul White, Cathal Doyle, Rob Van Dieten, Howard Knott, Paul Sherwood, Newspress, Foundation Berliet, Vintage Viennoise Administration: Denise Owens, Paula Mullarkey Email: enquiries@fleet.ie Advertising: Mary Morrissey - mary@fleet.ie Sponsorship/Events: Orla Sweeney - orla@fleet.ie Design: Eamonn Wynne Printed in Ireland

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. RNATIONA TE L IN

4 News • Mercedes-Benz Sprinter wins Irish Van of the Year 2019 award • A safer Winter with more salt! • New date and venue for Waterford Truck Show 2019 • GC Trans taken over • easytrip opens new HQ • DKV UK Card convenience • Tribute to the late Fergus Roche 8 Interview With Steven Armstrong, Ford Europe 10 Cover Driving Scania’s more powerful Natural Gas truck 12 New Fleet From the CTTC Coach & Bus Show 13 Natural Gas Merits of Compressed Natural Gas in Transport

28 Fuel Prices As retailing across the world 29 Launch Pad Exclusive report on new Mitsubishi L200 debut in Bangkok 33 Awards Updates from the Fleet Transport Awards 2019 36 Times Past Part II of the pictorial from the IAA CV Show 2018 38/39 Milestone Historical record of the Volvo FH 40 Shipping & Freight Maritime issues covered 42 Legal That B word again!

14/15 Pre-Owned Renault Trucks Used Range

44 Finance Strategy for success

16 Fleeting Shots Featuring Isuzu, Volkswagen & Berliet

46 Opinion Message to Insurance companies

18/19 Profile McGrath Waste Management, Castlebar

48 LCV Opel on the up under Groupe PSA

20/21 Factory Visit Mercedes-Benz Türk Coach plant

50/53 Review CTTC Coach & Bus Show 2018, RDS, Dublin

22/23 Natural Power Natural Gas technology by Iveco

56 Health Matters TB returns

24 Safety Matters Be Winter ready

57 Comment Taking command

26 Tyres Latest from Goodyear

58 Soapbox Sin scéal eile

2018

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Groupe PSA Peugeot Partner Citroën Berlingo Opel Combo Vauxhall Combo

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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 Intralogistics & Forklift Truck Awards follow us on twitter.com/ﬂeettransport

Transport Barometer: Data from 17/10/2018 - 15/11/2018

Demand for load space across Europe remains high The booming economy in the eurozone has ensured continuing high demand for transport capacity across the European market in this year’s third financial quarter. “The demand for vehicle space barely fell in the summer months,” stated TimoCom’s Gunnar Gburek. “It remained consistently high,” he added. On average, in the time period from July to August 2018, there were 71 freight offers compared to 29 vehicle space offers on Europe’s largest transport platform, which is part of TimoCom’s Smart Logistics System. Exactly the same results over the same period in the previous year. In contrast, at 55:45, the ratio of freight to available vehicle space in 2016 was almost of equal balance in the third quarter of 2018.

4 | NEWS 1

Mercedes-Benz Sprinter wins Irish Van of the Year Award 2019

he latest generation Mercedes-Benz Sprinter was announced as winner of the Irish Van of the Year 2019 award, in association with Continental. Eight new vans launched by a number of light commercial vehicle manufacturers were eligible for the prestigious annual prize, presented at a gala black tie event at the Gibson Hotel, Dublin, on Thursday, 8 November. Representatives from Ireland’s leading light commercial vehicle brands, importers, distributors and other motoring dignitaries were in attendance. Commenting on the success in winning the Irish Van of the Year award, Fergus Conheady, Sales Manager for Mercedes-Benz Commercial Vehicles in Ireland, said: “From what was an exceedingly competitive field, with so many high-profi le challengers, we were delighted and honoured that adjudicators chose the Mercedes-Benz Sprinter as Ireland’s 2019 Van of the Year. As with its predecessors that were similarly honoured in previous years, the new Sprinter sets a standard against which all new vans in its category can be measured. We congratulate and thank members of the IMWA and APMP, the Irish Van of the Year jury members, and sponsors Continental Tyres for their continued organisation and support of this prestigious event, one especially valuable to vehicle owners, motor industry and public alike.” Voted on by a jury of selected commercial vehicle journalists, the annual Irish Van of the Year Award acknowledges productivity, safety, comfort and fuel efficiency in the latest van technology. The competition includes alternative fuelled vehicles and for the first time two electric powered vans were nominated. The new Volkswagen Crafter and MAN TGE - which were jointly judged together as

Pictured at the presentation of the Irish Van of the Year 2019 award in association with Continental Tyres for the new Mercedes-Benz Sprinter were Tom Dennigan, Continental Tyres, Fergus Conheady, Mercedes-Benz Commercial Vehicles Ireland and Gerry Murphy representing the Irish Van of the Year jury.

they are the one van produced in the same plant - proved to be the nearest challenger to the Sprinter for the award. Marks awarded to the contestants for Irish Van of the Year 2019 in association with Continental Tyres were as follows:• Ford Transit Connect - 39 points • Ford Transit Custom - 45 points • Iveco Daily - 11 points • LDV EV80 (electric) - 25 points • Nissan eNV200 (electric) - 14 points • Mercedes-Benz Sprinter - 77 points • Volkswagen Crafter/MAN TGE - 64 points

Extra salt stock-piled for a safer Winter

t the launch of the Partnership Governments 2018-19 campaign to be “Winter Ready” at the National Emergency Coordination Centre in Dublin, it was announced that additional funding for salt stocks has been provided by Shane Ross T.D., Minister for Transport, Tourism and Sport as part of his Department’s preparation for winter 2018-19. “Winter Ready” is all about keeping safe during difficult weather changes. As Minister for Transport, I am very concerned about safety on our roads, especially in hazardous conditions. Studies show that the use of road salt reduces collisions by up to 85% during a winter event,” Minister Ross said. “Last year’s salt reserves were seriously depleted by Storm Emma. Therefore this year I have secured an additional €700,000 in funding for salt supplies in preparation for severe weather events. As our “Winter

FLEETTRANSPORT | DEC 18 / JAN 19

to be seen at all times. Wear hi-vis vests. Make sure your lights work. Use reflectors. Don’t take risks. As we are coming into the season of good cheer and celebrations, I would ask you all not to drink and drive. As you know, the new drink driving regulations commenced last month and now anyone caught drink or drug driving will receive an automatic disqualification. If you’re off out for a well-deserved festive evening, please take public transport or nominate a designated driver,” advised the Minister. Ready” focus this year is on communities, I would like to ask people to work together to get through this winter season safely; look out for each other and remember those elderly or isolated people who may need checking in on,” he added. “Please heed messages from the Road Safety Authority on how to keep safe on our roads, whether you’re driving, walking or cycling. In these days of litt le light, it’s so important

“Similarly, speeding, particularly in wintry conditions, can be treacherous. My Department is currently developing proposals for graduated penalties for speeding offences, and I would ask you all to take great care to stay within the designated limit. Currently road fatalities – though still far too high – are the lowest on record. Let’s keep it that way this winter. Stay safe.”

NEWS II | 5

New date and venue for Waterford Truck & Motor Show 2019

he annual Waterford Truck & Motor Show will have a new venue and earlier date in 2019. With Tramore Racecourse selected as the new location, the event is set for the May Public Holiday weekend (4/5 May). County Waterford’s versatile Tramore Racecourse is a most suitable site to host the Show with excellent facilities such as indoor catering, bars, car parking, on-site toilets, viewing stands and a variety of exhibition options. In addition, the town centre and 5km long beach are only minutes away. Two significant milestones in the evolution of road transport and trucks will be recognised and honoured at the Show. Scania is celebrating the 50th anniversary of the iconic V8 engine in 2019, while the Volvo FH series - Volvo Trucks’ flagship, one of the transport industry’s greatest successes ever, celebrates its 25th anniversary. There will be a special display of these landmark trucks with many owners and enthusiasts on hand and delighted to answer any questions from visitors.

day out to enjoy. Country music, fun and craic galore are promised over the weekend with Seamus Moore and numerous other musicians on stage. For business owners and trade exhibitors there will be a relaxed pleasant atmosphere with opportunities to meet with old and new customers. The organising team at the Waterford Truck Show is delighted to once more have a number of loyal sponsors on board, including Bridgestone, Circle K, Dennison Trailers and Fleet Transport magazine, as well as many other companies which each year lend a much appreciated

hand to run the event. As usual the 2019 Waterford Truck Show donates proceeds to charities and voluntary organisations and this year’s fundraiser is dedicated to the RNLI Tramore & Dunmore East division which undertakes tremendous and often dangerous life-saving work around the coast and inland waterways, and also through educating children with the RNLI ‘Respect the Water Campaign’. Further details on: www.waterfordtruckshow. com

Following on the success of previous years it is planned that the 2019 show will surpass the heights hitherto attained. The 8th edition of the Waterford Truck & Motor Show promises to be an event with something for all the family looking for an enjoyable

Transuniverse takes over Ireland specialist GC Trans

ith effect from 19 November Transuniverse Forwarding has taken over all the activities of Herentals-based fi rm GC Trans, which specialises in groupage shipments to Ireland, alongside a number of traditional southern European destinations. Manager Denis Glorie will remain on board and join the Transuniverse team. “Although GC Trans is an SME, it has extensive knowledge of the Irish market. This will significantly strengthen Transuniverse’s existing traffic to Ireland, double capacity and dramatically increase the frequency of departures,” said Michel Nierinck, member of Transuniverse’s Board of Directors. Transuniverse is taking over the firm’s customer portfolio and its other assets, with the exception of its vehicles.

broadening our service offering – including expanding our intermodal services – and strengthening existing traffic,” concluded Michel Nierinck.

Denis Glorie will be joining the team in Wondelgem and will now be able to offer GC Trans’ customers a much wider choice of destinations. “This acquisition fits in perfectly with Transuniverse Forwarding’s growth strategy, as part of which we are aiming to double our annual turnover to 100 million euros by 2022. We will achieve this by

Transuniverse Forwarding founded in 1983 has branches in Wondelgem (Belgium) and Constanta (Romania). The Belgian headquartered transport service provider operates in international groupage, national distribution and logistics, generating an annual turnover (2017) of around €58 million with one hundred employees. It is the Belgian market leader in groupage shipments to Turkey, Iran, Portugal, Spain and Greece and the company has 30 trans-shipment and distribution platforms in Europe. The group operates warehouse space of 24,000m2 for its logistics operations. www.fleet.ie

6 | NEWS III

easytrip opens new headquarters and expands services

obility solutions specialist, easytrip, Ireland’s only electronic parking and tolling tag provider, celebrated the official opening of its newly expanded 6,000 sq. ft. offices in Mulhuddart, Dublin 15 recently. The occasion was marked with a ribbon cutting by guest of honour, the Minister of State at the Department of Foreign Affairs and Trade with special responsibility for the Diaspora and International Development, Ciaran Cannon TD. Established in 2005, easytrip was the first independent provider of electronic tolling services in Ireland, trading as ‘eTrip’. In 2008 it acquired ‘EasyPass’ and in 2009 it re-branded to become easytrip. Today easytrip employs 36 staff and has over 225,000 registered users who avail of its electronic tag services. These include cash-free parking with easyParking, breakdown assist with easyAssist, Puncture Protect and tolling, and the newly launched

easyWash service. The new office expansion has allowed space for an additional 10 staff to be recruited in the future. Commenting at the opening, CEO of easytrip Ireland, Colin Delaney said: “We have grown and diversified the business offering substantially since we set up and this expansion marks a milestone for us as

we celebrate how far we have come and most importantly where we are going for the future. I want to take this opportunity to thank our great team here at easytrip for all the work they do. The motor industry continues to evolve and we look forward to meeting and exceeding the expectations of our customers for years to come.”

DKV UK Card - Fill up across GB with ﬁxed weekly prices

id you know that DKV offers professional and fleet drivers access to the UK domestic market via the DKV UK Card? By utilising the UK Fuels network, the card is accepted at 2,000 sites in the UK. Company vehicle drivers can simply add the DKV UK Card to their existing DKV account. DKV Euro Service partners with UK Fuels and Keyfuels for domestic fuelling in the United Kingdom. The DKV UK Card automatically replaces previous UK Fuels card (via DKV) when they expire. “There are no card charges and all costs will be

itemised on the client’s monthly DKV invoice. Th is means the driver gets the best of both worlds. Best to contact orders@ dkv-euroservice.com to acquire the DKV UK Card,” explained Neil White, Team Manager UK at DKV Euro Service.

DKV Euro Service is a leading service provider to commercial fleet operators and passenger transport. From cash-free service en route at more than 70,000 brand-independent acceptance points to toll billing and value added tax refunds, DKV offers a host of services for cost optimisation and effective f leet management. More information on: https://w w w.dkveuroservice.com/gb/global/ To become a DKV customer call the DKV expert team at 0800 1970366.

Obituary: Fergus Roche - 1947-2018

‘S

udden’ and ‘untimely’ were the words used by both family and friends to describe the death of Fergus Roche, from Croom, County Limerick. Together with his wife Joan, they formed Fergus Roche Transport, in 1979. Starting with a GUY “Big J” tractorunit, their first customer was Golden Vale, as the dairy company was known at the time. Over the years and with the help of their sons, Seamus, Ivor and David, the business and alongside it, the customer base expanded.

FLEETTRANSPORT | DEC 18 / JAN 19

Fergus was an active member of the Irish Road Haulage Association and served at both local and national level for many years. At these meetings Fergus generally listened, but his contributions were usually brief, timely, occasionally forceful and always accurate. A keen GAA supporter, Fergus was a longtime member and supporter of his local club in Croom. Like many Limerick County Hurling supporters, he despaired of a return of All-Ireland glory to his native county. Most poignantly one of the last hurling matches he attended was the All-Ireland final last

August, when Limerick, after a gap of 45 years, were victorious over Galway. On passing Fergus was reposed, surrounded by his broken hearted family, whom he loved so much. Outside the funeral home were the other loves of his life, a Scania tractor-unit with a hurley draped in the Limerick colours against the bumper. He is survived by his wife Joan, sons, Tony, Aengus, Seamus, Ivor, David and daughter Deirdre, son-in-law, daughters-in-law and grandchildren. May he Rest in Peace. SM

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8 | INTERVIEW

One-to-One

the competitive telematics providers but we think it is much more focused on what the fleet manager or driver actually needs from the system, rather than overloading them with unhelpful information.

with Steven Armstrong, Chief Operating Ofﬁcer, Ford Europe

JS: Traditionally Ford has never had any real joint venture LCV production or alliance similar to what has been ongoing in the industry for quite a while but that is changing now with the announcement of the Memorandum of Understanding (MOU) with Volkswagen Commercial Vehicles. Can you elaborate on what’s in the pipeline?

JS: Would you agree that Ford Motor Company seems to have turned a corner in relation to electric mobility, now offering plug-in and mild hybrid system solutions that bring many benefits? SA: From the hybrid examples on display at the IAA CV Show such as the Transit Custom PHEV with its 1.0 litre EcoBoost petrol, and mHEV – mild hybrid on the 2-tonne Transit with the 2.0 litre diesel, these developments are a great opportunity for us to use the technology we’ve been developing for our passenger car vehicles and they are a really good fit. These vehicles provide improved fuel efficiency, a litt le more acceleration and are really going to be helpful for owners from a cost of ownership perspective, as fuel economy is very important. But then, if you think about what is going on with city access and all the challenges we have as an industry, this is a great way for us to get a very flexible vehicle into the market relatively quickly that leverages the technology and innovation that we are developing within Ford Motor Company. Applying it specifically to a used case scenario, it demonstrates that you can have a commercial vehicle that’s flexible enough to run relatively long distances if needed. In fact, the trial that we have been undertaking with some fleet customers in London, one of the vehicles actually went to Edinburgh and back. You could not imagine doing that today relative to the current Electric Vehicle infrastructure. If they do get access to charge, then the ability for them to run on pure electric mode is really high.

SA: It’s a learning process for us as well as its the fi rst time we’ve had a telematics or a data solutions offer that we can take to the market. And so we’re working our way through how we are going to train ourselves to be able to sell the products as well. But I think the difference for us is also that we’ve not gone in with this massive array of data that is just provided to the user and then let them figure out what to do with it. The human sense of design approach that we’ve been taking in Ford over the last few years is allowing us to figure out exactly what the fleet manager needs to know. At the end of the day the fleet manager is not really interested in litt le pieces of data - but interested in how does that stitch together to give them more efficient business. We’ve been much more targeted in the data that we provide. I will use the word ‘solutions’ rather than ‘information’ and that’s a big difference because one can ‘bandy’ around a lot of big data but if you are not looking at the right pieces of that data, it’s just data. So our offering is a litt le bit narrower than some of

SA: It’s a litt le bit early for me to give you specific details because we are still at the MOU stage and I’m bound by various competitiveness regulations to talk about it but it’s clear that we are one of the few manufacturers in Europe that does everything independently. We want to continue to grow our CV business, and it’s clear we are going to need to have some traditional/non-traditional alliances to help us with that. We are right in the middle of that discussion at the moment and we are trying to figure out what’s going to work with both parties. Of course, we currently have a really successful engine collaboration with Groupe PSA and we are open to discussions with everyone as the way of the future is alliances, whether they are formal Joint Ventures (JVs) or through looser sharing alliances. Somewhere on that spectrum is where this will fit but we just know it’s going to help us to be a better CV manufacturer in the future and maintain our leading position.

JS: From a f leet TCO what can be achieved? SA: Initial feedback from the trials is that fuel economy and total cost of ownership is very competitive, that’s going to be an advantage for us all. JS: Then you have the telematics system package on offer? FLEETTRANSPORT | DEC 18 / JAN 19

Text: Jarlath Sweeney - editor@fleet.ie

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10 | COVER

Natural Gas Power a viable alternative

t: s e T On

Scania R 410 CNG

ne of the features that has contributed to the success of Dixon International Logistics (Fleet Transport Irish Haulier of the Year 2019), is the company’s willingness to take a risk and invest.

Taking a calculated risk is not the same as gambling, it is making a decision based on the information available at the time. Most decisions in business will involve some element of risk. Examples may include the decision to buy another trailer, the decision to hire more staff, the decision to build a warehouse - or even to buy a gas powered truck with the intention to operate it in a country with what can only be described as a sparse gas distribution network.

and forward thinking, especially when the simpler and cheaper option would have been to buy standard diesel powered units. To see how the CNG powered Scanias perform for Dixon International, Fleet Transport got on board with driver Ken Clifford for a night run from Dublin to Athlone and back to Dublin. Meeting up with Ken at Dixon’s headquarters at the Food Central Complex in St. Margarets, County Dublin, we made our way to Dublin Port to lift an unaccompanied trailer destined for Athlone.

Making important capital investment decisions in a sector that operates on such small margins leaves litt le room for error. So before such decisions are made, you can be sure that Dixons will have gathered all the available information, analysed the pros and cons, and benchmarked against known best practice.

The four new Scania R410 4x2 tractor-units supplied to Dixon truck are specified with a high level of OEM equipment and include features such as Predictive and Adaptive Cruise and non-standard cab trim such as leather. Apart from the exposed CNG tanks along the chassis, there is little to differentiate the gas truck from a regular R-series Scania. Also, as the CNG version does not require any different switch gear or controls to its diesel sibling, the truck’s interior is exactly the same.

Nevertheless, the decision to purchase Compressed Natural Gas (CNG) powered trucks based on the available information and promises of better days to come, demonstrates a great leap of faith by the company. It’s one that deserves to be recognised as progressive

After a quick trip to the Port there was no waiting around as the trailer had just arrived off the ferry. Good time was made back through the Port Tunnel until we came off the M1 to join the M50. Here it all came to a slow grinding procession for almost an hour until we reached

FLEETTRANSPORT | DEC 18 / JAN 19

COVER | 11

the N4 turn off. Once we turned onto the N4/M4 heading west, the traffic cleared and the Scania could get moving. Th is is when you begin to realise one particular benefit of gas power. Because the truck is so smooth and so quiet you become more conscious of other sources of noise like the wind moving across the mirrors and around the cab. Then, there are the environmental benefits. A run from Dublin to Athlone pulling a dry box of parcel post will never truly test the pulling power of anything like 400 hp. Nonetheless the truck does develop 2000 Nm of torque from the 410 hp engine, and it manages to do this from a low rpm between 1,100 and 1,400. In addition, it transmits the power to the road through a very respectable rear axle ratio of 2.59:1. As a regular user of the CNG powered Scania, Ken was asked for his thoughts. He likes the truck, although himself and other drivers did at first feel it may have lacked a litt le power when moving off. However, being more used to the truck now he finds when running with a similar spec diesel there is little if anything in the difference. It is also important to note that while this R-series has a 13-litre engine installed, it still only has 410 hp on tap - and in reality the majority of tractor-units on the road are rated well north of 400 hp. It is a thoroughly enjoyable truck to drive, and we couldn’t find fault with it. It comes with all the hallmarks and traits expected from the brand, including build quality, attention to detail and comfort, albeit with the caveat that it was driven only on good roads throughout the night. Apart from the regular difficulties encountered with transport such as M50 traffic, the only issue we had that was specifically related to driving a gas truck was filling-up on the return leg back to St. Margarets. It was arranged to refuel at a site near Blanchardstown. In this case it did not mean a major diversion and could be worked around with reasonable planning, although that may not always be the case. Refuelling the CNG truck is no more difficult than fi lling with diesel though the process itself can be slow and tedious for a driver, using one of the original fi lling systems installed here. Other issues operators must consider include the additional purchase price, although against that the fuel is cheaper than diesel, There’s also the possibility of lower residual values for CNG trucks. But that is debatable into the future. What isn’t questionable is the reduction in CO2, up to a third compared to diesel. Going through the motions with Ken at the fi lling point the process Text & Photos: Paul White - paul@fleet.ie

took all of 35 minutes. Remember, we fi lled at night and didn’t have to wait for the pump to be free. Ken pointed out that Dixon’s CNG trucks which operate to and from the UK can refi ll comfortably in less than ten minutes, through the fast fi ll system available there. On the plus side with CNG there is no AdBlue tank to top up, and a full tank of CNG gives the Scania an assured range in excess of 600 kms, which is well suited to many operations. If the main question regarding the viability of CNG is does it work, then the answer is yes, the truck does work. However, its current usability is sadly where the concept of gas powered vehicles falls down. It is unfortunate for the reasons that the technology is proven, the fuel is cheaper, the fuel is cleaner and Ireland is well-suited to gas vehicles. It is a small, relatively flat country which means that a number of strategically positioned fi lling points/stations would ensure a comprehensive refuelling network, and we understand it is on the way and being delivered nationwide. This argument would appear to be supported by the recent investment of vast sums to upgrade the national public transport fleet with a range of diesel vehicles. A missed opportunity perhaps? It is generally accepted that the lifespan of these PSVs will range from 12 to 15 years. Th is happens to be the length of time Dixon International is being asked to invest in the infrastructure necessary to fuel a 30 strong CNG fleet, before it would receive anything that would resemble a satisfactory commercial rate on the price per KG of CNG. That equates to a volume of 15 Million kW/hours which happens to be comparable to the energy required to power a medium to large town. It is without question that OEMs like Scania have delivered high quality technical solutions to help decarbonise the transport industry and to improve air quality for all. The benefits associated with using a CNG/ LNG (Liquefied Natural Gas) or any alternatively fuelled commercial vehicles are well-known and readily accepted. However, the benefits are only realised when the vehicle is moving, and unfortunately when operators take the ‘risk’ and invest, the infrastructure needs to be created and quickly. Spec Check Make / Model Chassis / Cab Engine Power / Torque Transmission Axle / Ratio

Scania R410 tractor-unit 4x2 Sleeper Scania 13 litre in-line six cylinder (Otto Cycle) 410 hp (305 kW)/2000 from 1,100-1,400 rpm Scania Opticruise 12-speed AMT Rear Axle Ratio - 2.59:1 www.fleet.ie

12 | NEW FLEET

At the CTTC Coach & Bus Show 2018 – RDS, Dublin

Higer Super 9 – Kearney’s of Cork

LDV V80 – Matt Murray & Son, Westmeath

Higer Super 9 – Paddywagon (Dublin)

MAN Beulas Cygnus – Barton’s of Maynooth

EVM Mercedes-Benz Sprinter Avantgarde – Elegant Irish Tours (Dublin)

EVM Mercedes-Benz Sprinter Grand Tour – Butlers Tours (Dublin)

VDL Futura (Moseley UK) – O’Shea’s of Kerry

Noone Turas 700 (Iveco Daily) – Bartons (Maynooth)

Mercedes-Benz Tourismo (EvoBus) – Glynn’s Coaches, Ennis

Paramount Bus & Coach Mercedes-Benz Sprinter – Colleran Coach & Bus, Ballinasloe

Scania Irizar i6s – Paddywagon (Dublin)

Van Hool EX16M – Collins Coaches (Monaghan)

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Text: Jarlath Sweeney - editor@fleet.ie

NATURAL GAS | 13

CNG - Proven fuel to power the ďŹ&#x201A;eet of the future

sing Compressed Natural Gas (CNG) to power Heavy Goods Vehicles (HGVs) is a cost efficient means of reducing emissions from Irelandâ&#x20AC;&#x2122;s road transport

sector.

Increasingly, road transport operators and hauliers will see more customers placing significant emphasis on the importance of reduced emissions related to the transport of their goods and services. Road transport service providers which can offer their customers a low or zero carbon fuel such as CNG will reap the rewards in the awarding of future haulage contracts. HGVs account for 20% of all energy related carbon dioxide (CO2) emissions in the road transport sector, despite accounting for only 3% of the total number of road vehicles. CNG and renewable gas in transport Benefits of CNG CNG is a proven, globally-used technology where natural gas (the same fuel used to generate electricity, heat homes and power industry) is pressurised and used as a fuel alternative to diesel. Refuelling is undertaken at standard refuelling stations - providing vehicles with refuelling times and travel ranges similar to diesel powered vehicles. CNG has up to 22% less CO2 emissions per kWh than diesel and has up to 80% less emissions of nitrogen oxide (NOX), sulphur oxide (SOX) and noise, all of which provide significant health benefits.

Renewable gas also known as biomethane, is a clean, renewable, carbon neutral fuel produced through the anaerobic digestion of organic matter. Where renewable gas is used in CNG vehicles, emissions are CO2neutral, helping address emissions targets for transport. Renewable CNG will significantly enhance national energy security, at present, all transport fuel is imported. Currently more than 50% of natural gas is from indigenous supplies, renewable gas will be 100% Irish. Building a CNG and renewable gas network

Additionally, CNG achieves Particulate Matter (PM) levels 95% below the European emission standards. PM has been identified by the World Health Organisation as a key contributor to respiratory disease and early deaths, particularly in urban areas.

Gas Networks Ireland builds, develops and operates the natural gas network, maintaining over 14,172km of gas pipelines and two sub-sea interconnectors. There are 688,000 customers in Ireland connected to natural gas, which is available in 21 counties.

Thinkstep, a leading Life Cycle Assessment Consultancy conducted an industry-wide Greenhouse Gas (GHG) analysis of CNG in road transport. Including all Life-cycle emissions, the results show that GHG emissions for CNG HGVs under payload were 16% lower than their equivalent diesel HGV emissions.

Gas Networks Ireland has begun delivering a 70-station CNG fuelling network, many co-located in existing forecourts, on major routes or close to urban centres. Th is will provide a comprehensive refuelling network, satisfying the requirements of the Alternative Fuels Directive by facilitating a transition to both natural gas and renewable gas as alternative fuels. Gas Networks Ireland is also building a series of injection points to allow renewable gas producers access the gas network, which in turn, will allow the removal of 730k Tonnes of CO2 from the atmosphere.

Th inkstep - Greenhouse Gas Intensity of Natural Gas 2018 Additionally, CNG delivers significant cost savings and price stability as it is up to 35% cheaper than diesel making it an extremely att ractive alternative transport fuel.

The current number of natural gas vehicles globally is over 25m, CNG has experienced sustained i nter nat iona l g row t h over the last eight years, illustrating the demand and reliability of the technology. www.fleet.ie

14 | PRE-OWNED

Renault Trucks Used Trucks ‘Range T - Reborn’

hen our coach arrived at the Renault Trucks’ plant in Bourg-en-Bresse, France, it came to a halt in front of four new Range T trucks with bespoke liveries. Quite a sight with the early morning winter sun reflecting off the newly polished paintwork. We were immediately curious about one of the trucks which appeared to be a new Berliet. However, on closer inspection it was revealed that these were all examples of the work produced by the recently formed Renault Trucks - ‘Used Truck Factory’ located at the Bourg-en-Bresse facility. Th is site employs approximately 1,400 people and houses two assembly lines producing the highly successful Range T models. Now the Bourg plant also accommodates the Used Truck Factory, a project about which Senior Vice-President responsible for Used Trucks at Renault Trucks, Emmanuel Duperrary commented: “The used truck programme will contribute to the success of Renault Trucks. It enables us to provide tailor-made used trucks for our customers, and it provides the flexibility we need to quickly and efficiently meet the requirements of our customers.” Renault Trucks established the Used Truck Brand in 2016 with demand for the products having grown steadily since. On a visit to the Bourg plant in 2017 the company had then produced 300 units, whereas production figures for 2018 are expected to reach 500 with a further increase to 800 anticipated for 2019. The objective is to capture new business opportunities as a result of the scarcity of rigids and worksite supply vehicles on the European

FLEETTRANSPORT | DEC 18 / JAN 19

used truck market, while also meeting requirements of customers in Africa and the Middle East. The re-manufactured trucks designated as P-Road and X-Road, are selected on the basis of being 3 to 4 years old with 300 to 400,000 kms on the clock. As the truck must have been with a customer on contract leasing supported by a full manufacturer’s maintenance agreement, this allows Renault Trucks to download the vehicle history and examine exactly how the truck performed and how it was driven throughout its working life. After passing through a 220 point checklist, it is then decided whether the truck will become a P-Road or X-Road - and so the work begins. The work carried out is extensive, with management at Renault Trucks describing it as a ‘transformation’ rather than a refurbishment. For example, a Range T tractor-unit being transformed to a 4x2 P-Road rigid will fi rstly have its cab, drivetrain, and suspension removed. These components are remanufactured and then fitted to new full-length chassis rails which are then cut to one of three wheelbase options (5,600, 6,000, or 6,500 mm). The vehicle is then ready for the preferred body type to be completed as per the customers wishes. For X-Road, which targets customers needing an element of offroad ability, the transformation is similar to P-Road with more robust features added. Features include steel bumpers, headlight protectors and a 60 mm increase in ground clearance. Importantly the transmission is upgraded to include off-road mode and a manual accelerator. In fact both X-Road and P-Road have their respective

PRE-OWNED | 15 soft ware systems upgraded to suit their reincarnation. From driving into the factory to emerging ‘reborn’ the process can take from 20 to 120 hours depending on the work required. Soft ware upgrades alone can take up to 30 hours. Interestingly, some vehicles destined for export to Middle-East and African countries may have their engines downgraded to Euro 3 standards as that is all that is required in those countries and quite simply, AdBlue does not exist. Th is is in many cases an improvement in emission standards when compared to the vehicles they are currently using. It is important to recognise that all of this work is carried out by the company which originally manufactured the truck, having all the required technical knowledge and mechanical know-how to make this truck ‘as good as new.’ Th is is a point of particular importance as Renault Trucks now include in the original design of its vehicle range features which make the re-engineering of the vehicle’s second-life more straightforward. Th is idea of ‘engineeringin’ aspects of a vehicle’s second-life is one that the company have applied to its component production with the ‘Renault Trucks parts eXchange.’ Head of the Remanufacturing Project at Renault Trucks, Mete Buyukakinci explained further: “With eXchange parts, Renault Trucks can guarantee its customers that their vehicle’s performance will be maintained, no matter how old the vehicle is, and at a fair price.” In addition to the significant price reductions from 30 to 50 percent depending on the component, Renault Trucks is keen to highlight the environmental benefits of remanufacturing, where 80% of the core component is re-used. “Re-manufacturing takes only 10% of the energy required to produce a new part,” he added. Renault Trucks offers a comprehensive warranty on its eXchange components which includes international breakdown. It is worth mentioning that re-manufacturing parts is nothing new for Renault Trucks. At the Limoges factory, the company has been giving new life to old parts since 1964, and this aspect now accounts for 15% of the parts business - “It’s a value for money offer,” said Giles Clement, Aftermarket Senior Vice-President at Renault Trucks. Of course the big question is how do the remanufactured trucks drive? We climbed into a 4x2 X-Road with a DTi 11 Litre 460hp with just over 400,000 kms on the clock. It was hitched to a Schmitz Cargobull tri-axle tipping trailer with the combination weighing in at 40 tonnes GVW. Certainly for this truck the transformation

Text & Photos: Paul White - paul@fleet.ie

was complete, belying its high mileage. Apart from an occasional squeak from the drivers’ seat, the truck felt tight and as good as new. Negotiating the small towns and villages with twisting narrow roads and numerous roundabouts the X-Road felt stable, sure footed and powerful. Braking was fi rst class and evenly balanced across the axles and was supported by Renault Trucks’ powerful three-stage engine brake. Next up was a P-Road 4x2 rigid, which spent its fi rst incarnation as a 4x2 Range T tractor. It is now transformed as a crew-cabbed Driver Training Vehicle with seating for a driver, three passengers, plus an instructor. In addition to offering (kindly) advice on the driver’s proficiency, my colleagues sitting behind in the rear seats did note that the normally quiet Range T was a touch noisier than normal in this ‘Auto-Ecole’ spec - though not excessively so. However, this would be expected with the bunk and other insulation materials removed and those panels replaced with windows. Nevertheless converting Range T sleepers into crew cabbed rigids is a clever idea, and one expects is highly cost effective. We were impressed by this Range T, and despite having registered 300,000 kms it drove very well and would make an ideal training or distribution vehicle. Because it was originally configured as a tractor-unit it is already approved to pull a trailer, meaning it could easily cover licence classes C and C+E, especially as this P-Road had the DTi 11 460 hp engine and 5-Stage Intarder. The ‘Used Truck by Renault Trucks’ brand is expected to find favour with both new start operators, and more established fi rms alike. Renault Trucks is offering the same finance deals and service offered with new trucks. The project originally began transforming used Premiums trucks, now Renault Trucks are transforming the popular Range T model including RHDs. Th is could unlock an array of new markets for high quality, reincarnated Renault Trucks.

Spec Check Make

Renault Trucks

Model

X-Road

P-Road

Chassis / Cab

4x2 Tractor Sleeper

4x2 Rigid Training Vehicle

Engine

DTi 11

Rated Power

460 hp

Rated Torque

2,200 Nm

Euro Rating

Euro 6

Transmission

12-Speed Optidriver AMT

Endure Brake

3 Stage Engine Brake

5 Stage Intarder

Suspension

Raised by 30/20 mm F/R

Front Springs / Rear Air

Drive Axle

2.86:1 or (Optional 2.64:1)

2.86:1 or 2.64:1

Year / Kms

2015 / 400,000 Kms

2015 / 300,000 kms

Some Upgrades/ Options

Dif Lock/ Man Accel/ Idle Control /Light Grilles/Steel Bumper/ PTO

New Fuel Tanks driving School Cab/ Options for lambent Fridge Body/ Regional Distribution

Wheelbase

3,800 mm

6,000 mm www.fleet.ie

16 | FLEETING SHOTS

More extreme Isuzu D-Max AT35

ollowing its debut at the CV Show 2018, an updated Isuzu D-Max Arctic Trucks AT35 edition has been launched, featuring an even more striking look, topped with more comfort elements and better off-road credentials. Already an exclusive standout Pick-up, the Isuzu D-Max Arctic Trucks AT35 has a host of other att ractive options such as 35” Nokian Rotiiva AT Tyres, 17” x 10” AT Black Alloy Wheels, Fox Performance Series Suspension, Flared Wheel Arch Extensions, Extended Profi le Side Steps, Arctic Trucks Chrome Badge & Decal Set, Leather Upholstery, and a 7” Multifunction Colour Touchscreen with Apple CarPlay & Android Auto. In addition, the updated Isuzu D-Max Arctic Trucks AT35 features enhanced specification and is now available in three new exterior colours – Spinel Red, Sapphire Blue and (special order) Galena Grey. The Isuzu D-Max Arctic Trucks AT35 also benefits from a refi ned and enhanced interior, with a refreshed seat trim and updated soft pad designs to the arm rests, binnacle and utility box lid. Gloss black trim has been added to the window switches, air vents and glove box,

which also incorporates a new Isuzu D-Max badge. The use of new materials increases the quality, look and feel of all premium models and ensures greater comfort on all journeys and terrains. Now standard on the Isuzu D-Max Arctic Trucks AT35, Trailer Sway Control uses sensors to detect trailer swing and reduce vehicle speed if sway is identified. Speed is controlled by reducing engine torque and braking automatically (without driver operation). Vehicle brake lights will illuminate when automatic braking occurs. In addition to the new features mentioned above, the Isuzu D-Max Arctic Trucks AT35 retains its superior 3.5 tonne towing.

Volkswagen Commercial Vehicles raises awareness about testicular cancer

olkswagen Commercial Vehicles in the UK has launched a campaign to tackle testicular cancer, which is a growing health concern with diagnoses doubling over the last 30 years. The brand is urging drivers to check themselves regularly – just like they would with a van service. Britain records around 2,500 cases of testicular cancer every year – equivalent to more than six a day – yet 98 percent of cases can be cured if caught early enough. Despite this, research shows men have their hair cut more often than they check their testicles.

result in loss of work. It’s no wonder then that our customers are quick to get their van checked even at the smallest sign of an issue.”

Sarah Cox, Head of Marketing at Volkswagen Commercial Vehicles, said: “Our customers’ vans are critical to their livelihoods, both professionally and personally. If there was something wrong with their van it could

“But they don’t always apply that same urgency if they find a lump on their testicles. We’d like men everywhere to take their own health as seriously as they take their vans. A problem with your van could result in the loss of work; testicular cancer could result in the loss of life. You get your van checked, so why not yourself?”

Foundation Berliet at Retromobile 2019

or the past 43 years, Retromobile has been showcasing historical highlights for its visitors, retracing the history of locomotion. Clubs, private collectors, foundations, museums and vehicle manufacturers have taken part in their droves. The 44th edition to be held from 6-10 February 2019 at the Porte De Versailles will be paying tribute to a giant. Never in the entire history of Retromobile has such a great or imposing vehicle been seen. FLEETTRANSPORT | DEC 18 / JAN 19

The Berliet Foundation has one of the largest collections of utility vehicles in the world, from the start of the 20th century

to present day. Th is institution is not only a very important part of France’s technical heritage: it also completely fulfi ls its mission as a memorial to industrial France, which forms part of its history. The Berliet T100 will be on display - a steel colossus: 5 m high, 5 m wide, 15 m long with a weight of 50 tonnes. It was designed and built about 61 years ago as a result of the vision and determination of a highly motivated team led by an extremely focused man, company founder Paul Berliet. Text: Jarlath Sweeney - editor@fleet.ie

LIVING THE T HIGH LIFE.

PROUD WINNER OF FLEET TRANSPORT ‘IRISH TRUCK OF THE YEAR 2019’. Introducing the new, right hand drive Range T High with fully flat floor, the flagship of our UK and Ireland long-haul range takes pride of place in the robust, efficient Renault Trucks line-up. SETANTA VEHICLE SALES LTD, DUBLIN, TEL: 014034555

SUREHAUL COMMERCIALS, KILKENNY, TEL: 051830250

SHAW COMMERCIALS, CASTLEBAR, TEL: 0949027250

KELLY TRUCKS, ROSCOMMON, TEL: 0719637070

DENNEHY COMMERCIALS, LIMERICK, TEL: 061229900

JOE CURRAN COMMERCIALS, TEL: 0498541114

MUNSTER VEHICLE SALES LTD, CORK, TEL: 0214300200

DIAMOND TRUCKS, BELFAST, TEL: 00442890837171

MCMENAMIN COMMERCIALS, LETTERKENNY, TEL: 0749127010

TOAL TRUCKS SERVICES, ARMAGH, TEL 00442837569700

renault-trucks.ie TO FIND YOUR LOCAL RENAULT TRUCKS DEALER, VISIT RENAULT-TRUCKS.CO.UK OR CALL 0870 60 60 660

18 | PROFILE

MCGRATH Waste Management – turning the West Greener

f the many sectors of business involv ing road transport, waste management and refuse collection services have arguably evolved more significantly than any other segment. A recent visit to the McGrath Waste Management facility in Castlebar, County Mayo provided an insight to where waste management is today - and heading to the future. As the saying goes, the waste management sector has to become greener – by forty shades even, with every aspect of how rubbish is collected and disposed of under the spotlight as eco-friendliness demands continue to rise. Recycling is the buzz-word in the sector as landfi ll sites rise to the cloudier skies. McGrath Waste Management, now in its second generation, is primarily involved in recycling material from its various collection services, while adhering to regulations legislated by the Local Authority and State/ European Authorities.

Founded in 1977 by Paddy McGrath and his wife Nora, the business is now operated by his son Declan and two daughters Sinead and Ger. Continuous investment and expansion within the business has led to providing a broader range of services to household and commercial sectors throughout counties Mayo and Sligo. The culmination of the ongoing investment was marked with the opening last year of a newly constructed €2.5 million waste facility plant at Moneenbradagh, on the outskirts of Castlebar. The official tapecutt ing ceremony was undertaken by An Taoiseach Enda Kenny, which was one of his last duties as leader of the country before his retirement. Company director, Sinead McGrath mentioned during the interview process for the recent Fleet Transport Awards where McGrath Waste Management was a Finalist in the Best Regional Transport Operator of the Year 2019 category: “We were planning the design and construction of our new plant over a few years and are very pleased with how it has worked out, now being fully operational. We are now much more centralised with the capacity to

McGrath family members at the official opening with Councillor Al McDonnell, Chairman, Mayo County Council and Enda Kenny TD. FLEETTRANSPORT | DEC 18 / JAN 19

cater for our customers’ needs well into the future and enable us to expand across the Connacht region,” she said. Featuring architectural external cladding, the floor area covers 2,150 sq.m. of which 1,800 sq.m. is exclusive to a recycling/sorting area while 350 sq.m. is dedicated to cater for office and administration requirements. There is even an office with ‘Paddy’s’ name over the door, but as the company founder is an outdoors, hands-on man, he is rarely seen sitt ing behind the desk. “We deal in the main with the collection, transportation and recovery of various waste streams. There are strict controls of the types of waste accepted, which has to be in accordance with a waste facility permit from the regulatory authority which in our case is Mayo County Council. We also operate a wheelie bin collection service which serves the domestic, commercial and industrial sectors,” explained Declan McGrath, Managing Director, McGrath Waste Management.

Ger McGrath, Enda Kenny TD, Sinead McGrath and Declan McGrath at the official opening.

PROFILE | 19

“We currently collect from over 7,000 customers every week. In addition to the wheelie bins we collect over 100 skips on a weekly basis from various industries and households throughout Mayo and Sligo,” he added. McGraths recently became the first waste management company to achieve certification with the BQAI (Business Quality Assurance International) for quality assurance standards including ISO 9001:2015 (Quality Management Systems); ISO 14001:2015 (Environmental Management Systems) and ISO 18001:2007 (Health & Safety Management System). Recyclables are segregated into various waste streams consisting of paper, cardboard, cans, timber, metal, construction waste, glass, what Declan describes as other household waste and the balance which is called residual wastes. Traditionally, all waste collected in Ireland was sent to landfill sites but now the emphasis is on moving materials up the

Text: Jarlath Sweeney - editor@fleet.ie

waste hierarchy and directing waste away from landfi ll sites and moving towards a waste to energy process. Since 2012, there has been a clear Government policy focus on waste as a resource and virtual elimination of landfi lling. Following the introduction of the Payby-Weight regime, McGraths has also invested over €500,000 in updating its refuse collection fleet including new trucks and trailers. Existing vehicles have also been retrofitted with on-board technology to capture the weight of each and every collection. This regulation saw the company undertake a major task of chipping and tagging of its customer’s wheelie bins and scanning them to their account. In excess of 20,000 bins have been tagged to date. Recent arrivals to its truck fleet are two new Renault Range T tractor-units, purchased locally from Shaw Commercials. These new vehicles will operate with the BMI walking floor trailers transporting bulk waste. Other trucks in the fleet include refuse collectors, hook/skip loaders etc. Last year, McGraths transported 15,000 tonnes of material to various other facilities around Ireland for recovery/disposal/reclamation.

Prior to being shortlisted for the Fleet Transport Awards, McGraths won the Junior Chamber Ireland’s (JCI) Mayo Friendliness Business Award and fi nished runner up nationally. The company has a broad involvement in the community and environs, with support through sponsorship donated to many sports clubs and organisations. Just like its collection vehicles, McGrath’s management team is always on the move and thinking ahead. Next on the agenda is the planning application to open a Civic Amenity site for public access, adjacent to the new Transfer facility, catering for households needing to dispose of bulky items or general waste or recyclables. “Our goal is to achieve zero waste to landfill which will sustain jobs in our business and help to create and support jobs in the region,” concluded Sinead.

www.fleet.ie

20 | FACTORY VISIT

Mercedes-Benz Türk – Centre of Coach & Bus Production Excellence

t takes 10,000 parts and components, all carefully assembled to produce a Mercedes-Benz Tourismo Coach at the Mercedes-Benz Türk factory near Istanbul, Turkey. The Hoşdere facility is one of the largest of its kind in Europe with 6,800 employees producing 4,500 buses and coaches annually, all bearing the three-pointed star badge. Since the Daimler AG company established a production base in Turkey in 1968, over 85,000 passenger carrying vehicles have been manufactured and today 93% of the

FLEETTRANSPORT | DEC 18 / JAN 19

assembled buses and coaches are exported to more than 70 countries. A selection of models are made here, namely the Travego, Tourismo, Intouro Salo and Conecto, the latter two dedicated to local markets. Along with the Mercedes-Benz truck factory in the Aksaray province in Central Anatolia, which was founded in 1986, over €1 billion has been invested by Daimler AG in both facilities. 70% of the energy consumed at Hoşdere is generated through its own compressed natural gas turbines on site.

The Hoşdere bus plant has been expanded over the years and now covers a total area of 365,000 sq.m. with 139,000 sq.m. housing the production hubs. Th is factory is a full plant for all steps in coach and bus production featuring a body shop, paint shop, assembly line and fi nishing area. As witnessed on a factory tour last month, the main focus is on producing a top quality vehicle every time. Quality control is undertaken at every stage of the operation, from the sheet metal cuttings and pressings, the manual welding, to the detailed inspections at the end of the 30 plus work stations.

FACTORY VISIT | 21

Employees work 45 hours per week in two shifts from 7.30 – 11.30 p.m. six days a week, with a production capacity of 16 units per day. Only the paint shop operates 24/7 as this process takes longer than the other 30 plus work stations that take an hour in duration in general. Shop floor managers bring the assembly workers together daily at defi ned times on the factory floor to discuss any issues relating to any issues or potential problems on site. Trainees are fed from local Vocational Schools and Colleges, ensuring high standard interns.

As one can appreciate, building a bus is a major task, based on its sheer size for a start. The various body shells of the buses/coaches are built in segments with the front, middle, roof and rear frames, built from scratch, then joined together. In order to have a smooth surface, the main outwardly side panels are glued to the frame and welded at each end. Each body (which weighs up to 4 tonnes) is placed on a steel platform and rotated by 90 degrees. It is then pre-treated with a phosphate spray coating and afterwards emerged in an electrocoat bath tub to ensure a continuous coat on all parts of the frame from the inside and outside, ensuring long life through anti-corrosion protection. The ecoacting procedure follows after a degreasing and applying a zinc phosphate coating. Th is process can take up to 15 metres for each bus/coach. After the frame is thoroughly spray washed with recycled water and heat dried, the top coat of paint is then applied, with some 450 colours to choose from. While this is going on, various aluminium body parts go through the same procedure. Depending on the size and capacity of the vehicles, the weight of the entire paint fi nish is about 100g. Bright lights then shine on every panel to ensure the final finish meets the high quality standards required. Remaining parts and electrical fittings are all pre-sorted by the warehouse and assembly teams and are set to arrive at a particular work station just in time. Other fitt ings such as the toilet, air conditioning, heating systems, wall and roof insulation are completed at this time. Then the powertrain, and tanks are installed, as is the rear axles

and wheels/tyres. Floors are then fitted to the passenger and luggage areas. On the fi nal leg of the assembly process, the vehicle comes to life for the fi rst time, moving on two rollers to the window assembly area with the seats mounted thereafter. Doors are then fi nally adjusted and the bus/coach moves on its own power to the next stage where quality assurance is guaranteed. The check list consists of 23 pages alone. Any snags are recorded and dealt with. As per the Mercedes-Benz way, even the monitors are analysed. Once the checks are completed and signedoff, the new bus/coach is driven to a separate building dedicated to the customer handover. Here a demonstration of the various technologies on board are explained and if it’s a fleet order the keys of the fi rst vehicles are handed over. Maybe then, a request to upgrade or charge the specifications can be made to the following vehicles if time allows. Local deals are completed here with the mandatory photoshoot which is good public relations for both customer and supplier.

Major part of Daimler’s global aspirations

ercedes-Benz Türk is one of Turkey’s largest outward investment companies. Founded in 1967 under the name of Otomarsan, with Daimler-Benz AG holding an initial 36% shareholding (now 67%) the fi rst bus produced was an 0 302 model began a year later. In 1986, a new truck assembly plant was opened in Akasaray, which to date has manufactured 250,000 trucks. Expanded in 2016 to include a Research & Development Centre, the facility assembles the Arocs and Actros models. In 1994, a new bus/coach plant was constructed in Hoşdere, following the best practice examples in the integrated production network of Daimler Buses, and also sett ing its own standards with a series of Quality Standard Certificates. Not only is Mercedes-Benz Türk the largest bus manufacturer in Turkey but also the largest bus exporter mainly to Europe and other regions. Usually, bus orders from European customers are shipped from Istanbul to Trieste, Italy and driven from there to the local dealer while a pre-delivery inspection (PDI) is carried out.

Text: Jarlath Sweeney - editor@fleet.ie

www.fleet.ie

22 | NATURAL POWER

‘It’s Only Natural’ at Iveco in Basildon

n the search to discover the ‘Holy Grail’ of alternative fuels, some vehicle manufacturers have meandered down many varied paths. However, one manufacturer has stuck true to its original beliefs - and that manufacturer is Iveco. Company president Pierre Lahutte believes that the only realistic and practical alternative to diesel for the foreseeable future is Natural Gas. The brand’s continued commitment to the technology has now placed Iveco in pole position, when others could be described as just leaving the pit lane. Iveco’s Natural Power (NP) range covers from 3.5 to 46 tonnes GVW and Iveco’s UK & Ireland Business Director Stuart Webster is pleased with customer reaction to date: “We have seen the Stralis 4x2 steadily winning orders from major supermarkets and logistics fleets running at 40 tonnes, but the 6x2 model

is by far the most eagerly anticipated new truck we‘ve launched for a decade.” The availability of a gas powered 6x2 tractorunit is a significant breakthrough as Iveco is the only OEM currently offering that configuration with the ability “to operate on 100 percent LNG - with no diesel or AdBlue required.” Th is is of particular significance in the UK where 6x2 tractors account for 91 percent of the tractor market, with figures for Ireland being almost identical. Iveco’s gas powered credentials can be traced back over many decades, and while gas propelled vehicles did somewhat fade from general use in favour of oil, the fuel has never truly disappeared. More importantly neither did the technological know-how inherent in the company. Iveco has had gas powered trucks available for a number of years, though the lack of interest was primarily due to a lack of infrastructure and relatively low oil

"CNG emission reductions compared to Euro 6 diesel - CO2 -10% / NOx -90% / PM -99%"

prices. Now it could be argued that the tide has turned, and with increased interest from operators there is fresh appetite in developing the infrastructure to distribute the fuel, and so it would appear that Iveco were right all along. Th is brought to mind statements made at the original launch of the Stralis NP 400 4x2 tractor in Madrid in June 2016. At that launch Pierre Lahutte said: “Iveco has invested heavily in gas technology and will continue to invest over the next four to five years. Natural Power will account for 20 to 50 percent of Stralis sales within three to five years.” Now two years on from that announcement, Iveco is well on track to achieving that target. To be fair, the company’s commitment to alternative power is without question and more than just waving the green flag. At the 2018 IAA Commercial Vehicle Show in Hannover, it had no diesel powered vehicles on its stand - which is quite the dramatic statement. The statement does demonstrate Iveco’s commitment to gas power and the belief that Stralis NP is to all intents and purposes the same as the Stralis XP, the standard diesel version. A point highlighted by Iveco’s Brand Marketing & Communications Manager Lisa Fuller when she speaks about Iveco’s network, “Our systems are 100% ready to manage gas-powered solutions and diesel-powered solutions alongside each other, and that to us means a gas powered truck is - in effect - just another truck, it starts in the morning and works all day.” Lisa is in many ways correct in describing Stralis NP as just another truck in that it has exactly the same cab and therefore has the same exterior and interior as other Stralis

FLEETTRANSPORT | DEC 18 / JAN 19

NATURAL POWER | 23 models. Arguably more important is that it drives as well as a Stralis XP 460 - except quieter. As with the XP, Stralis NP comes with the Iveco/ZF Hi-Tronix transmission which brings quicker and smoother shift times that are now seamless. Th is transmission has unquestionably enhanced the NP range with improvements in performance and drivability. The Stralis NP’s 12.9 litre FTP Cursor 13 engine develops 460 hp at 1900 rpm and generates 2000 Nm of torque between 11001600 rpm, with our test unit running with the standard rear axle ratio of 3.364:1. These figures should remove any doubts about the tractor’s ability to work at 46 tonnes, and interestingly the Cursor 13 can operate at a PEIK Certified decibel rating of 71dB(A) in Silent Mode. The on-road performance did not disappoint and we felt matches the stated figures exactly. Running at 44 tonnes, the Stralis NP performed as well as a diesel XP, and if the badges and decals were removed, few drivers would truly notice any difference in the drive or performance- other than the NP being quieter. With previous gas powered trucks there was often a sense that one never really achieved the rated power on the road. Initially, the Cursor 9 powered NP 400 certainly closed that gap, and now the NP 460 eliminates any doubts completely. In addition recent testing of the Stralis LNG fuel consumption found that it used 25.1 Kg /100 kms. Th is has since been followed by a road test from Iveco’s UK Headquarters near London to Madrid, covering a distance of 1728 kms on one fi ll of LNG using a Stralis 4x2 loaded to an average gross weight of 30 tonnes. The test objective was to demonstrate that range anxiety with gas trucks is not an issue, especially as Iveco’s research shows the average driver’s daily mileage is approximately 600 kms. As well as savings in fuel costs Iveco engineers are of the opinion that fleets running Stralis NP tractors can expect to see ‘Total Cost of Ownership’ reductions of 10 percent - and this could be as high as 20 percent for operators covering more than 200,000 kms per year. Therefore depending on average mileage the return on investment is realised in around 2 to 3 years. At the conference it was noted that a study by the German Ministry of Transport identified LNG as the only mass-market alternative to Text & Photos: Paul White - paul@fleet.ie

diesel until around 2030. Based on this study the German authorities cancelled motorway road tolls for gas powered units giving a 19.7 cent saving per km. Th is type of progressive measure is one way of encouraging a move away from diesel, and is a measure that Iveco’s Alternative Fuels Director Martin Flach would agree with. Martin believes investing money into improving infrastructure is a better method than subsidising vehicles. While there is a premium to buying a gas powered vehicle Martin highlighted the return on investment offered: “Look at the cost, how much does it save and then decide.” He also commented that as the numbers of gas vehicles increases, the manufacturing costs of components will come down, and with the right volumes will cost less than diesel eventually. Unfortunately in Ireland, the CNG Vehicle Fund initiated by Gas Networks Ireland (GNI) which made up to €20,000 available towards new CNG vehicles, has been fully subscribed and is no longer accepting applications. GNI stated that its ten year vision is to have 10% of the heavy trucks and buses in Ireland to be powered by natural or renewable gas. These vehicles will be fuelled through 70 high-capacity fast-fi ll stations, strategically positioned throughout the motorway network. The increased level of interest in gas power was highlighted at the recent Fleet Transport Awards Exhibition Arena at Dublin’s Citywest Hotel where a significant number of gas units were exhibited. It is also highlighted by the willingness of transport operators to overcome the current infrastructure difficulties and invest in the trucks. Now with Iveco’s 6x2 Stralis tractor-unit available and Ireland’s fi rst LNG station in the pipeline, it would appear the tide is turning for gas power, which after all - is only Natural! Spec Check Make / Model Chassis / Cab Engine

Iveco Stralis Natural Power 6x2 / High Roofed Sleeper Cursor 13 NP - (12.9L) in-line six cylinder / Euro 6C - (No AdBlue) Rated Power 460 hp (338 kW) @1900 rpm Rated Torque 2000 Nm from 1100 to 1600 rpm Transmission Hi-Tronix 12 Speed AMT Braking & Stability Ventilated Discs All Round - EBS - EBA - ASR - ARB Retardation Iveco Engine Brake Suspension Front: Parabolic Leaf Springs - Rear: Air 4 Bellows Axle / Ratio Rear Axle Ratio - 3.364:1 Assisted Systems Hi-Cruise, Eco-Roll, EcoSwitch Emission Reduction Compared to Euro 6 (CO2 -10%) (NOx - 90%) (Particulate Matter -99%) www.fleet.ie

24 | SAFETY

Safety Matters . . .

Are your drivers and vehicles Winter ready?

uring Winter, with less daylight hours and reduced visibility from bad weather such as rain, hail, fog or snow, the hazards associated with driving for work increase greatly. High winds, ice and slush can make vehicle control more difficult. Even if the weather is good winter sun tends to be low and can cause poor visibility due to glare.

•

• So now is a good time for employers to review their company’s Driving for Work Risk Management policy to ensure driving in adverse weather is properly covered. Issues to be checked include: • Is driving in adverse weather conditions considered? • Who is responsible for telling employees what is expected of them? • Are appropriate systems in place for employees who have to drive for work in adverse weather conditions? • Do employees know how to handle vehicles [company provided or their own] in adverse weather conditions? • Are employees’ familiar with the vehicle manual and is any specific advice provided for driving in poor weather conditions? • Do you need to consider providing additional driver training for those who drive for work? • Is there a plan in place for employees in the event of emergencies such as a collision, breakdown or getting stuck/stranded in snow? Remember, where possible in adverse weather conditions travel should be limited as far as possible to essential journeys only. Always ask the question - Is the trip really necessary? For those with no option but to drive: • Listen to weather forecasts, travel bulletins and any advice issued by An Garda Síochána [www.garda.ie] or the Road Safety Authority [www.rsa.ie]. Change or delay your journey as appropriate. • Plan your journey, stick to major routes where possible. Allow extra time for your journey. • Inform someone such as your employer, manager or supervisor where you are going and your estimated arrival time so that an alarm can be raised if you fail to arrive. • Turn your lights on to ensure that your vehicle is visible to other road users.

• •

Fill your washer bottle with windscreen wash. The concentration used should be appropriate for the weather conditions - in cold temperatures use high strength screen-wash. Reduce your speed and drive according to the road and weather conditions, maintain greater stopping distances (double in wet weather and ten times greater in icy weather). Wear sunglasses (prescription glasses if required) if the sun is low. Avoid harsh braking or acceleration. Carry out any manoeuvres slowly and carefully. Never feel pressurised to complete a journey if weather conditions are too dangerous.

Ensure that your vehicle is in a roadworthy condition prior to driving. Check that: • The vehicle has been maintained/serviced and has a good battery. The battery has to work much harder in the winter (working lights and wipers, for example) and can fail completely with hardly any warning. • Tyres are in good conditions and inflated to the correct pressure (including the spare). • Cooling system contains antifreeze at the correct strength. • The vehicle has plenty of fuel. • Lights are clean and in good working order. • Defrosters, wipers and washers are working properly • An ice-scraper or de-icer is available for ice or snow. Carry an emergency kit in your vehicle containing items such as: • A high visibility, reflective jacket or vest in the vehicle cab (so that you can put it on before you leave the vehicle). • A torch with extra batteries. • An emergency warning triangle. • A mobile phone, with sufficient battery charge – for use only when parked. In cases where travel is unavoidable in extreme weather conditions, consider carrying items such as: • Warm clothing including hat, gloves and a warm blanket or sleeping bag. • Boots. • Food and a warm drink in a flask. • Shovel and material for providing wheel traction if driving on soft ground or snow (such as chains, old carpet, sand, gravel, cat litter or salt). This information is available on the Health and Safety Authority website at https://www.hsa.ie/eng/Vehicles_at_Work/Driving_ for_Work/Winter_Driving_Tips/

Cork: 021 430 1742 / Roy: 087 2575116 Dublin: 01 464 0255 / Micheál: 087 1765864 Belfast: 028 9083 9085 / Mark: 07912 631524 FLEETTRANSPORT | DEC 18 / JAN 19

For further information see the Road Safety Authority’s Safety Tips at http://www.rsa.ie/en/RSA/RoadSafety/Campaigns/Current-roadsafety-campaigns/Severe-WeatherAdvice/Safety-Tips/

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26 | TYRES

Goodyear Unveils New OmniTrac Mixed Service Truck Tyre Range

oodyear Tyres has launched its new w d Omnitrac tyre range for mixed service trucks, introducing uniquee DuraSheild Technology, Integrated Radio Frequency Identification (RFID) and a Goodyear Omnitrac Guarantee. Suitable for on and off-road service vehicles, the Omnitrac’s unique technology is targeted towards vehicles in industries such as construction, agriculture and waste management, due to the on and offroad nature of their operations. n “It features a greater robustness through an e, enhanced durability and also corrosion resistance, which is what you need for the durability. Th is is coming from a unique technology that we call DuraSheild.” explained the Director of Marketing Commercial Tyres Europe, Benjamin Willot. The new DuraSheild technology means that the tyres feature a top belt within, which adds resistance to casing damage. Th is in turn, improves retreadability. Compared with older products, the Omnitrac range offers improved service life and has undergone extensive testing (90,000,000 miles).“We are so confident in this range that we have decided to provide the fleet operators with a guarantee,” said Benjamin. Th is guarantee is two-fold; the tyres will be covered for accidental impact damage and they also provide a 100% casing acceptance guarantee, ensuring reliability from the Goodyear product. One of the more high tech features of the new tyres is the integration of radio frequency identification (RFID) allowing simple identification and connectivity to tyre management and tracking systems. Goodyear has also developed what it calls Goodyear Proactive Solutions; this is a full suite of data-based solutions, combining advanced telematics and predictive analytic technology that allows for precise, real-time monitoring of tyres. The Tyre Pressure Monitoring System (TPMS) allows Goodyear to constantly monitor the tyres and give instant warnings if the tyre pressure or temperature fails to meet acceptable perimeters. Th is is especially important for the peace of mind of fleet operators, especially when they are working in remote locations. The new range is also fully 3PMSF compliant for even tougher winter conditions. All the 22.5” tyres in the line will come to the market with RFID included, with one exception; the 24”, however, it will become available as soon as possible.

excellent traction to the tyre, especially when it is used on trucks with hydraulic traction systems that are providing torque on the steel axle”. The Goodyear engineering team has designed quick-release grooves on the tyres that release stones and debris easily, reducing the risk of wear and damage. The Omnitrac D drive axle tyre provides good on-road wear ability and enhanced traction on all surfaces. Th is tyre also has a high chip/ chunk resistance under torque, thanks to the casing and resistance to tread damage. “We fi nd in the blocks, there is several blades as well. On the drive axle, most of the torque is transmitted at the centre of the design, so making it very robust and stiff prevents wear of the product and gives super mileage potential. The sides themselves are providing traction potential and the designs are meeting the snow traction requirements,” added Laurent. All of these tyre types have the DuraSheild technology, with the exception of the Omnitrac S 325/95R22.5, as this is still under development. There is also a new tyre available to the mixed service industry, the 315/70R22.5, as there is a growing trend for the use of standard tractors in this market sector. Although this new technology is not yet available on all Goodyear tyres, now that the technology has been developed, Goodyear will examine all instances where it can be applied to other tyres in the future. The new Omnitrac is the perfect choice for vehicles operating in the mixed service industries where those vehicles face the toughest conditions. The Omnitrac range and TreadMax mould cure retread versions will be available from early December 2018.

The Omnitrac range comprises of ten sizes; six Omnitrac S steer tyres and four Omnitrac D drive tyres. The Omnitrac S steer axle tyres are mainly suited towards construction sites or similar work conditions where there is a good deal of road use as well as offroad use on the sites. “It features five ribs composed of elements including sipes” explained Laurent Colantonio, Director of Tyre Technology, Commercial Tyres EMEA (pictured above). “They have been specifically designed to provide very uniform ground pressure of the tyre when it rubs which increases the mileage potential, specifically on on-road applications as well as providing FLEETTRANSPORT | DEC 18 / JAN 19

Text: Marcella Connolly - marcella@fleet.ie

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28 | FUEL PRICES (WEEK 49) Country

Currency

95 Lead Free

98 Lead Free

Diesel

Austria

EUR

1.310

1.460

1.310

Belarus

EUR

0.630

0.670

0.630

Belgium

EUR

1.390

1.460

1.540

Bosnia-Herzegovina

BAM

2.41

2.51

2.41

Bulgaria

BGN

2.06

2.44

2.29

Croatia

HRK

9.06

9.94

9.66

Czech Republic

CZK

32.28

33.02

32.79

Denmark

DKK

10.19

10.98

9.59

Estonia

EUR

1.264

1.314

1.334

Finland

EUR

1.558

1.643

1.531

France

EUR

1.445

1.505

1.443

Georgia

GEL

2.53

2.68

2.59

Germany

EUR

1.477

1.409

1.376

Greece

EUR

1.570

1.740

1.430

Hungary

HUF

370.10

373.20

416.60

Ireland

EUR

1.469

1.388

Italy

EUR

1.626

1.553

Kazakhstan

KZT

180.00

191.00

Kosovo

EUR

1.05

1.00

Latvia

EUR

1.270

1.310

1.250

Lithuania

EUR

1.166

1.248

1.166

Luxemburg

EUR

1.144

1.210

1.089

Macedonia

MKD

63.00

61.00

Moldova

MDL

18.89

19.81

16.89

Montenegro

EUR

1.280

1.310

1.260

Netherlands

EUR

1.664

1.724

1.435

Norway

NOK

16.01

17.26

16.06

Poland

PLN

4.99

5.31

5.27

Portugal

EUR

1.520

1.566

1.414

Romania

RON

5.01

5.17

5.43

Russia Federation

RUB

45.82

52.74

46.20

Serbia

RSD

152.20

160.90

166.90

Slovakia

EUR

1.344

1.651

1.216

Slovenia

EUR

1.270

1.390

1.340

Spain

EUR

1.248

1.398

1.218

Sweden

SEK

14.06

14.66

15.21

Switzerland

CHF

1.610

1.670

1.820

Turkey

TRY

6.17

6.16

6.05

Ukraine

UAH

31.78

32.76

31.54

GBP

1.253

1.367

1.345

USA

USD

0.670

0.860

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LAUNCH PAD | 29

Sharper, sleeker and tougher proﬁle on new Mitsubishi L200

fter all the secrecy surrounding the new L200, Mitsubishi’s eagerly awaited new Pick-up was finally revealed to the visiting motoring press at the company’s Laem Chabang plant, south of Bangkok. Only a blacked out photo featuring the frontal section of the new Pick-up had been revealed prior to the official launch. The new look has transformed the truck giving it a sharper, sleeker and tougher profile. Some critics of the outgoing version felt its look was a little too soft and somewhat belied its long standing tradition of robustness. But as Trevor Mann, Mitsubishi Motors’ CEO, stated at the event, “that was a car for its time then, but this is now, and the new L200 makes a statement in many areas”. A message concurred with by Mitsubishi Motors CEO

Osamu Masuko: “The New L200 is one of our most important global strategic models. Its success will accelerate the momentum of the company’s sustainable growth. The new model brings enhancements to the durability, reliability and comfort developed over the 40 years since the introduction of the series. I am fully confident the new L200 will meet the diverse needs and wishes of our customers around the world.” With 2,400 changes for Model Year 2019, the new L200 is much more than a facelift, with elements making it significantly more competitive (in now what’s is becoming a crowded segment) that include more powerful styling that incorporates the latest iteration of the brand’s ‘Dynamic Shield’ front design concept, an enhanced 4WD system that delivers improved off-road performance, and

the latest in active safety and driver assistance systems, some of which are sector leading. Only the central section of the Double Cab remains as before, as apart from the dramatic frontal changes, the panels on the rear section are modified to allow for the new more vertical tail-lights. There are no alterations to the dimensions on the load bed although the sides are thicker and stronger. Positioning of the front light cluster is 100mm higher than before and ground clearance has been raised slightly, by 50mm. The aerodynamic affect is no different, despite its higher stance. 18’’ alloys can now be specified. Upgrades to the interior bring a more premium feel with chrome touches all around. The central console has been revised with better storage as have the steering wheel controls. Double USB sockets are now located at the

www.fleet.ie

28 | LAUNCH 30 REVIEW II PAD

rear of the central console and overhead, while rear passengers can avail of their own air-con system. New eye-catching colours have been created, with white diamond and passion orange particularly appealing. A number of new accessories have been developed alongside for owners to individualise their units personally. Extensive preproduction tests undertaken at some of the world’s most difficult terrains and weather conditions help to prove that the new engineering enhancements made to the drivetrain and safety systems fitted are fully operational. L200 4WD models are fitted with either Super-Select 4WD which now delivers better control and traction and handling characteristics for any given surface, or Easy-Select 4WD which simplifies switching between drive modes for different road surfaces. With the addition of new drive modes, both 4WD systems deliver improved off-road performance. Super-Select and Easy-Select 4WD systems now avail of a new Off-road Mode which has Gravel, Mud/Snow, Sand and Rock (in 4LLc only) settings. When engaged, Off-road Mode controls engine power, transmission and braking to regulate the amount of wheel slip and thereby maximise all-terrain performance and self-extraction performance in mud or snow. Hill Descent Control sees the vehicle speed electronically controlled to allow the driver to negotiate steep or slippery descents more safely and with more confidence. Class-leading advanced active safety and driver assistance systems are installed such as Forward Collision Mitigation (FCM) which can detect vehicles and pedestrians ahead, Lane Changing Assist, Blind Spot Warning and Rear Cross Traffic Alert (RCTA) which helps avoid collisions when reversing. Then there’s Ultrasonic Misacceleration Mitigation System (UMS) which reduces accidents resulting from improper use of the accelerator when moving off or reversing in car parks and other confined spaces. All important new features were tried out during the brief test drive session. Braking performance

FLEETTRANSPORT | DEC 18 / JAN 19

and feel are improved with the use of larger front discs and caliper pistons, while the overall ride is smoother due to larger rear springs and shocks. While details of the new powertrain were not given at the presentations, we hear it remains the same, but with advance Euro 6 technology to meet European legislation. However, the move to a 6-speed Automatic from the current 5-speed version allows for slicker more powerful acceleration and improved refinement. Better fuel economy too, possibly. Two other convenience items on board worth mentioning include the Multi Around Monitor with 360 degree camera,and the Automatic High Beam option. Rear seat passengers get a grip handle attached to the door pillars. Rollout of the new model begins from now in Asian markets. It will be September next year before the L200 hits the off-roads of Europe. Next to the Outlander, L200 is Mitsubishi’s biggest seller and forecasts to sell 180,000 units next year. Under the Nissan - Renault - Mitsubishi Alliance, Mitsubishi will gain substantially from investment, synergies in platform and technology sharing. Its main contribution (apart from bringing over 1 million unit vehicle sales to the partnership), is electric and plug in hybrid technologies, which it has perfected over the years. Mitsubishi’s pedigree in 4x4 developments could see the brand take the lead in the next generation of Pick-ups within the Alliance. In the future it is likely to have some type of electrical system in the drivetrain, but that is probably five years away. In the meantime the supply deal with this refreshed model will not continue with Fiat Professional, which market the L200 as the Fullback.

LAUNCH PAD | 31

Mitsubishi continues to evolve the “Ultimate Sports Utility Truck”

our decades on and Mitsubishi Motors continues to build on the success of its 1-tonne Pick-up truck. As the new L200 (or Triton as it’s called in some markets) breaks cover from concept to production, the long established Japanese brand, which now is part of the Renault-Nissan Alliance, can look in its rear view mirror with great pride. Over the forty years and four model series, more than 4.7 million units have been produced and sold. Th roughout the Pick-up’s mass production lifespan to date, many landmark timeline innovations have been introduced. However, the design brief has remained true throughout – “to meet the desire of customers for a Pick-up with levels of driveability, utility, comfort and ride that are on par with a passenger car.” Developed as a Pick-up that can handle all types of terrain, anywhere on earth, the Mitsubishi truck has been marketed under other different names over its lifetime including Forte and Mighty Max. It has even been sold by Dodge as the RA M 50. Fiat Professional is the most recent supply deal customer, selling the L200 as the Fullback. The initial and ongoing sales success globally for the Mitsubishi Pick-up led to the third generation production moving from the Ohe plant in Japan to Laem Chabang in Th ailand. As Pick-ups are the mainstream light commercial vehicle in Thailand, with over half of all vehicles sold being the open back type load carrier, it is understandable that so many of the Pick-up manufacturers have factories based here, including Toyota, Nissan, Isuzu, Ford and Mitsubishi.

Timelines Generation I September 1978: Japan + North America 1980: 4WD system introduced – 657,000 units produced Generation II March 1986: New model with 3 body types. 2WD/4WD. Engine choice – Over 1,146m units sold. Generation III November 1995: L200 launched (1.046m sold). Now produced in Thailand in Plant 2 Laem Chabang. 3 body types: Easy Select 4WD Generation IV August 2005: 3 body types. (1.423m sold). Exported to 150 countries. Common-rail diesel att racted leisure orientated customers. 2007: 1 millionth Pick-up produced for export Generation V November 2014: Super Select 4WD – II More sporty feel and look 6-speed manual/5-speed auto offered November 2018 - Generation V.II launched

www.fleet.ie

32 | LAUNCH PAD

Mitsubishi begins production of new L200

itsubishi Motors Th ailand’s Plant 2 at the Laem Chabang factory has begun production of the new L200,. It’s being manufactured alongside the current model with all the various cab types offered in the global marketplace being produced. Currently almost 2,500 workers turn out 38 units per hour on two shifts. Extra capacity can be reached by adding another assembly line or indeed another complete shift . Th is may be necessary if increased sales projections are to be met.

The scale of the massive production site, located just 3.5 km from the main port, is impressive, assembling 424,000 units per year from Mitsubishi’s model range, which includes the Pajero Sport, Mirage and Att rage. Th ree factories are based here plus an engine plant, logistics centre and vehicle storage compound. The whole complex is the biggest Mitsubishi facility outside Japan. Its own 1.5km Proving Ground is situated at Sriracha, Chonburi. Here, the facility features four testing areas such as multi-terrain, analytical, NVH (noise, vibration, harshness) and also a 1,500m oval track section.

FLEETTRANSPORT | DEC 18 / JAN 19

80 percent of what is manufactured in Laem Chabang is exported to 120 countries worldwide. Some units are packed in Knock-Down kit packs for specific overseas markets, undertaken by the Global Parts Logistics Division. Situated on the western side of the Gulf of Thailand, Laem Chabang Port is the pulse of Thailand’s economy. (Thailand has a population of 69 million and an unemployment rate of less than 1.2%). The NYK Line, which operates from three of the many terminals at the location is one of the busiest shipping providers for the automotive manufacturers based in the country. On average, NYK exports 1.4 million units on behalf of the brands which include Mitsubishi, Nissan, Honda, Isuzu, Toyota and Suzuki to mention a few. On the import side, only 39,000 vehicles land on shore for sale in the country. One of its Ro-Ro holding areas alone accommodates 15,500 units. As Mitsubishi’s main plants are a short distance from the Port, all export vehicles are driven down manually, which acts as a pre-sales test drive as well. Th is is a big advantage, particularly in keeping logistics costs down.

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

AWARDS | 33 CORRECTION: Due to a printing error in last months Fleet Transport Awards 2019 supplement, we are reprinting the page with the correct photos. Fleet Transport wishes to apologise to the companies involved.

NATIONAL HAULIER OF THE YEAR 2019 Sponsored by Volvo Trucks Winner: Toner Transport & Logistics (Dublin)

Pictured (l-r) Jarlath Sweeney, Fleet Transport Magazine; Jim Toner and Paul Toner, Toner Transport & Logistics; Joe Roddy, Volvo Trucks (Sponsor) and Shay Byrne, M.C.

OWNER DRIVER HAULIER OF THE YEAR 2019 Sponsored by MAN Truck & Bus Winner: Sean Hegarty & Sons Haulage Ltd (Donegal)

Pictured (l-r) Orla Sweeney, Fleet Transport Magazine; Michael Hynes, MAN Importers Ireland Ltd (Sponsor); John Hegarty, Sean Hegarty & Sons Haulage Ltd; Anne Marie Grant, Fleet Transport Magazine and Shay Byrne, M.C. www.fleet.ie

34 | AWARDS au O vera ll Ir ish H

2019 - Dixon lier of the Year

Internationa l

O w ner Driver Hau lier of the Year 2019 - Sean Ltd Hegar ty

O w n Account

tor of the Ye anspor t Opera

Best Van Fleet

Award 2019 - Er

Logistics

& Sons Hau lage

ar 2019 - Swee

ney Oil

Nationa l Hau lie

r of the Year 20 19 - Toner Tran

Hau lier of Internationa l

Best Safety Pr

spor t & Logist

- Car na Tran the Year 2019

ics

spor t Ltd

actice Award 20 19 - Elsatrans

via

ar d ra ns po rt A w Wom en in T re la (C rt be ah Her 2019 - Debor ) es ic rv Distr ibution Se

Excellence in Warehousing & Product Handling - Dixon International Logistics FLEETTRANSPORT | DEC 18 / JAN 19

Best Livery Aw

ard 2019 - Bre

Fleet/Transpor

ted Transpor nnan R ef rigera

t Manager of th

d 2019 - Logi novation Awar

e Year 2019 - K

stics A ssociate

Best On-Line AWARDS | 35 Transpor t Com pany of the Ye Li m ited ar 2019 - DPD Ireland

t Ltd

en Leahy (BW

A pprenticeshi

G Foods)

it h Ve hi cl e ar d 2019 - Sm w A e nc le el rv ic e E xc C us to m er Se t Transpor

Tech nician of the Year 2019 - M icheรกl Nag (E SB Fleet & Eq le uipment) R eg iona l Tran spor t O perato r of the Year Distr ibution Lt 2019 - Sl igo H d au lage &

Services to the Transport Industry - Michael Corcoran RIP

Text & Photos: Gerry Murphy - gerrym@fleet.ie

la ard 2019 - McCul Environment Aw Ireland

www.fleet.ie

36 | TIMES PAST - IAA II

BUSSING 6000 - 1965

BUSSING BS16L - 1968

BUSSING LT 11 STARBSAUGER - 1965

ERNST GRUBE S4000.1 - 1961

HANOMAG A-L 28 - 1968

UNSER FAUN F60-36S - 1955 & HANOMAG - HENSCHEL F2215 - 1972

FLEETTRANSPORT | DEC 18 / JAN 19

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38 | MILESTONE

Volvo FH’s road journey transverses over 25 years

t noon on the 1st September 1993 (Central European Time), the all new Volvo FH12 and FH16 models were revealed to the world as the fi rst part of Volvo Trucks’ new Global programme.

To mark the occasion John Comer, Product Manager, Volvo Trucks UK & Ireland recalls the significant developments and evolution of this now iconic heavy duty truck series. Supporting photographs were taken at the annual Steelboy Road Run to the British Motor Museum, Gaydon, where this year members put together ‘25 at 25’, with a Volvo FH model from every year, visiting the Volvo Trucks HQ in Warwick en route.

passion for the truck and the progress and contribution made over the last quarter of a century. “Twenty-five years ago, the FH was innovative with a brand new engine to take Volvo on its Euro 1 to 6 emission journey whilst maintaining top-notch reliability and durability. Four over four or three over three with a splitter was the norm when it came to gear changing. Yes, there was Geartronic but in 2001, I-Shift automated transmission changed that – and let’s not forget that distinctive aerodynamic cab.

and the top of the range CD trim which proved to be one of the most practical and comfortable trims ever, and is still held in high regard today. By 2001, the 4x2 was sporting electronic architecture and chassis upgrades that were launched in 1998 with the introduction of the sister FM series. Seventeen years later the FH16.750 features a light 6x2 chassis with a 17.5” pusher axle for 44 tonne operations.

The biggest engine was 420hp, and the sleeper cab and 4x2 layout for 38 tonnes were very much the norm back then. What was new was the chance to upgrade the cab with a comfort type package, a base level with vinyl, the C trim with check grey seats

Scarlet red was the launch colour for both new trucks, featuring the Globetrotter XL cab, which fi rst appeared at the Paris Salon in 1995. It totally transformed the truck, with a lower floor and pull-out under bunk drawer on all-sleeper cab models and the sliding passenger seat that could be moved forward when changing, but in most cases stayed where it was.

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Having been involved with every generation of the Volvo FH over the past 25 years and more, this is John’s short story about his

FLEETTRANSPORT | DEC 18 / JAN 19

MILESTONE | 39 Volvo FH - 25 year timeline 1993: Aerodynamic day, Sleeper or Globetrotter cab with 3 trim levels Brand new 850mm wide chassis and 12-litre diesel with VEB engine brake Two-pedal Geartronic transmission available right hand drive Revised 16-litre at 470 and 520hp 1994: International Truck of the Year 1995: Globetrotter XL cab launched (+170mm) Under bunk storage on all sleeper cabs 1996: SRS drivers’ airbag fitted

Driving progress in 1993 in terms of chassis, resulted in the introduction of a factory built low height 4x2 tractor with a chassis height of only 810 mm to couple at 960mm fi ft h-wheel height with the new low 60 series tyres. The truck was designed to allow a 3.0m load height within the 4.0m overall height demands of the European Union. To achieve this the frame was cut and stepped down at the gearbox. Today, the same height is achieved with a straight parallel frame, although tyre technology has improved with new wide single 55 series tyres offering additional front axle capacity up to 7500kg. Both low height designs feature full air suspension. With the shortage of drivers, it is interesting to see that from around 2001 the demand for sleeper cabs had dropped with the introduction of Globetrotter and Globetrotter XL with a single person living pack launched in 2001. The new FH has bought the sleeper cab back into fashion again with overhead storage above the bunk. Do you ever ask the question - at 44 tonnes gross train weight, what is stopping it? The power to drive forward is the biggest selling feature but the Volvo FH at launch and today still boasts the most powerful engine brake on the market. Today blended in and supported by the aforementioned I-Shift, Volvo Trucks still uses its own solid discs. The callipers for all Volvos are made in South Wales and are worth £100m per annum to the local economy. Disc brakes became standard on long haul models in 2001 with the launch of version 2. One does not drive progress with just four versions of the FH over 25 years. The different designed cabs produced over the years are generally only cosmetically different, but for operational efficiency it is the continual development that really matters. The beauty of the Volvo FH is more than skin deep, key award winning changes such as the Globetrotter XL, Disc brakes and the all new D13 and D16 engines did not occur at a version change. Along with the latest introduction of Natural Gas powered with Liquefied Natural Gas (LNG) engines, dual clutch transmission and dynamic steering, they are all part of constantly driving progress and sett ing the Volvo FH apart from its rivals. The progress and contribution the FH has made to road haulage, distribution and logistics over the last 25 years has been enormous and the good news is that there is more to come to shape up the next 25 years.”

1988/99: New rear air suspension New 460hp 12-litre diesel New rear axles/ disc brakes 2000: International Truck of the Year 2001: Version 2- Facelift & I-Shift transmission launched New interior, exterior and trim package Disc brakes and EBS standard New Euro 3 D12D engine - 340/380/420/460 and 500hp with turbocompound FH16 D16B engine discontinued 2003: New FH 16 launched 610hp Euro 3 D16C Plus 550hp version 2005: FH12 becomes FH New D13 replaces D12 400/440/480/520hp Euro 3, 4 & 5 SCR requiring AdBlue I-Shift upgraded for higher weights and construction applications D12F & D13B EGR options 2006: D16 Euro 4 - 660hp Plus 550 & 580hp Digital Tachograph introduced 2007: 80th Anniversary edition 2008: Version 3 - Cab updated with new exterior & interior Smarter storage and bunk area with tv prep, reclining bunk and rotating seat options 2009: FH16 goes beyond 700hp D16G Euro 5 SCR: 3,150Nm 425 kW VEB+ - Volvo Engine Brake 2011: FH16 750hp launched World’s most powerful production truck Newly developed I-Shift 2013: All-new cab design arrives with improved driver space & comfort New Chassis/Driveline Major safety and security enhancements 2014: International Truck of the Year Continually driving progress - other innovations developed: • Volvo Dynamic Steering • I-Shift Dual Clutch • Tandem-axle lift for 6x4 and 8x4 • Heavy-duty bumper • I-Shift crawler gears – for low speed maneuvering and traction • 12.8 litre 460hp LNG engine: 20% less CO2 . www.fleet.ie

40 | SHIPPING & FREIGHT

W.B.Yeats expected before Christmas

ollowing several delays in the fitt ing out of Irish Ferries’ new Cruise Ferry W.B. Yeats, she sailed from the builder’s yard into the Baltic to commence sea trials at the end of October. These were expected to be completed during November after which she would sail for Dublin.

At time of writing Irish Ferries expects to be able to place the 50,000 tonne, 2,800 lane metres vessel into the Dublin-Holyhead service in time to meet the Christmas seasonal peak. The W. B. Yeats has a passenger capacity of 1,885 and 440 cabins, making her an ideal vessel for the longer distance Cherbourg routes. Service speed of 22 knots is similar to that of the Ulysses and freight

capacity is similar to that of the Epsilon.

French Government decree to limit cross-border vehicle weights

he French Government intends to introduce an amendment to the law enforcing the prohibition of vehicles with Gross Vehicle Weight in excess of 40 tonnes from crossing its borders other than in the context of intermodal transport. The European Shippers Council (ESC) reports that the terms of

EU Directive 96/53/EC which specifies that limit have not been strictly enforced up to now. The domestic GVW limits in both France and Belgium have been set at 44 tonnes. The new decree will mean that trucks landing in France and driving on into Belgium will be subject to the 40 tonne limit while it is not clear that trucks arriving at Zeebrugge and other Belgian Ports destined for French customers will meet similar weight restrictions.

Could Ramsgate provide a Brexit beating ferry option?

he daily throughput of Dover averages 120 ferries and 10,000 trucks, accounting for 17% of UK seaborne trade. With Brexit looming, the prospect of transit delays on that route becomes more real. The UK Transport Department has, in recent months, been looking at options to the Dover/Calais route that would avoid significant hold-ups to ferry and road traffic. The Financial Times has now reported that they have been looking again at Ramsgate/Oostende as a way to spread the traffic load.

Even before the 2016 Brexit vote in the UK, the Port of Ramsgate, which is located about 20 miles north of Dover, has made strenuous efforts to revive the ferry route that ran for many years to and from Oostende. The distance between the English and Belgian Ports is 65 miles, almost three times that between Dover and Calais. The Port is equipped with three link-spans and the reported development plans would envisage an expenditure of up to £200 million to do the necessary dredging and make other preparations for the arrival of significant ferry traffic.

Unaccompanied trailer trafﬁc grabs larger market share

he share of unaccompanied trailer traffic in the Ro-Ro traffic through Irish Ports continues to grow steadily. The recently published figures from the Irish Maritime Development Office (IMDO) show numbers shipped in the fi rst three quarters of 2018 up 7% on the 2017 figure for the same period at 943,914 units. Driver accompanied trailer numbers dropped 2% in the same period to 561,682. Shipments through Dublin Port showed an even more marked switch to unaccompanied, with that mode growing by 8% to just over 500,000 units, more than double the number of accompanied units which dropped by 1% to 265,817 units. The overall trailer traffic through Rosslare for the nine-month period showed a marginal increase to 99,784 units. Th is was split

fairly evenly between accompanied and unaccompanied though the latter mode increased by 9% over the period. The largest increases in volumes shipped was through the Port of Cork with 2,438 units, a 444% increase over the 2017 figures. Th is was due to the commencement of the Brittany Ferries twice weekly Cork/Santander service and the increase of their Cork/Roscoff service to twice weekly over the Summer months. The overall growth of Lift-on Lift-off container traffic over the same period was 2% with a 2018 total of 913,349 units shipped through Irish Ports. The most significant growth ports were the already dominant Dublin and Belfast with Dublin handling 543,077 units, a 5% increase over the previous year.

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42 | LEGAL

Brexit will not go away – Are you in or out?

oth the Department for Transport in the UK and the Department of Transport in the Irish Republic are publishing an increasing number of guidelines as to the actions that are going to be necessary once Brexit has occurred. To an observer it seems clear that, when the UK decided to leave the European Union, litt le if any thought was given to the effect that the decision would have on the relationship between the UK and its near neighbour. Here, on the contrary, the Department of Foreign Affairs & Trade is leading an inquiry into the possible effects of Brexit, an inquiry which involves the whole of the Government. In the simplest of terms how secure will our trade with established customers in the European Union (EU) remain given that this trade depends on the use of ferries? We have to remember that it may be in the interests of companies in the EU to make the import of goods from Ireland more difficult particularly when that import depends on the use of ferries with Roll on/Roll off trailers. The European Commission is also preparing for Brexit as a matter of priority and has already issued over 60 ‘preparedness notices’ each one directed to a specific activity, including road transport. The Commission, in each of these notices, calls upon Member States to prepare for the arrival of Brexit and to take the ‘necessary action’. Whilst this ‘action’ may be unspecified at the moment, it is at least clear that things are going to change not necessarily for the better.

At the risk of repeating advice that has now been given many times before, up-to-date information has to be the key to success. Whilst we build up to Brexit both the UK and the EC are likely to anticipate changes to their domestic regulations and laws, and ignorance of the law will never be a defence. If ever there was a time for trade associations and similar publications to come into their own, this must be it. Equally, Directors and Managers of haulage undertakings, whether large or small, must allocate time during the working day to follow Brexit developments. Those transport companies whose work take them into the North, or across the Irish Sea, may have very difficult commercial decisions and, in extreme cases, it may be necessary to change the company’s transport policy completely. The fact remains that, as this is written, the news that we get from the various news sources often appears to be confl icting, and certainly is far from certain. All that can be done is to try to ensure that the information that we get is up-to date and, above all, correct.

Significantly the European Commission (EC) is also trying to identify those legislative changes that will need to be made. It must be remembered that any change in EC transport legislation will directly affect transport operations in the Republic. These notices are based on the proposition that the UK will leave the EU in March 2019, but efforts are being made to agree a transition period, a transition period that currently will extend to the 31st of December 2020 and, of course, if the transition period is agreed the December date will be the date of implementation. The major problem for the Irish operator with business in Europe is directly related to the need to transit the UK. Those systems and procedures which are established and familiar are all capable of being changed with all the new and relevant bureaucratic requirements, possibly requiring a new army of civil servants each with his or her own interpretation of the legislation. It seems clear that the Government in the UK is determined to use Brexit as an opportunity to re-examine all current transport legislation particularly, of course that dependent on EC legislation, and that will result in new rules both for UK hauliers as well as those operators based outside the UK. FLEETTRANSPORT | DEC 18 / JAN 19

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44 | FINANCE

Business Strategy for Financial Success

utlined are ten key points that should be reviewed annually, to measure how a business rates in developing and retaining long term profitability and long term

worth.

1. Focus on customers: Very often transport operators concentrate on equipment and staff issues and rarely communicate with their customers. The perception is that a call to a customer will only result in the need to listen to current problems! If that is true then is it not far better to listen and understand any customer issues that occur, before they decide to take their business elsewhere? Also, it’s the value added services that the provider may be in a position to offer that will secure the customer into the future and add profit to the business. 2. Gather and analyse information: If the accountant provides a set of management accounts showing a loss, a business should look at this information in more detail so as to ascertain which customers are profitable. Even those customers that are unprofitable may have certain elements of the work that will allow a profit margin to be retained while other work is eliminated. 3. Sharpen marketing skills: Most operators never look at marketing their business. Work comes by way of referrals allowing the business to grow. Now in a very changing economic climate, working in a global economy, there is a need to position companies in whatever niche that will maximise profit. Having the company name on a hundred vehicles may make the fi rm well known to other hauliers on the road, but if targeting the MDs of indigenous manufacturing and distribution fi rms, a marketing strategy that will reach that audience is required. 4. Eliminate waste: The very profitable Irish businesses have senior management that on one hand look forward strategically so the fi rm is growing and changing (with 5 & 10-year plans), while at the same time look at all costs including light, heat, phones and even stationary to eliminate waste.

5. Increase customer perception of value: It is a fact that very often transport service providers go to customers and mention ongoing cost increases but never explain the full level of service offered and how the whole operation saves the client money. As a rule most hauliers are poor sales people, they concentrate on technical matters and forget what they are really selling is the ability to meet customer needs and more. 6. Position the business uniquely: Whether a niche player or a dominant player in a certain county, there is a local advantage re: cost, rate negotiation and profitability. 7. Study the success of others: The Irish character has a unique quality of begrudgery against others who have made a success of their business. Instead, best look at those that have been successful to see what formula they have applied and to learn from it! 8. Improve something every day: If every day one positive change is made to increase efficiencies, no matter how small, imagine how well run the business could be after one year! 9. Embrace Change: Successful Irish fi rms have evolved over many decades as the economic climate changes people’s needs, and technology changes bring adjustments as to how we service these needs. Snooze = Lose. Embrace change in order to stay ahead. 10. Pull the Trigger: If suppliers, workers or customers are not complying with requirements there is a tendency to persevere. The biggest management failing is indecision and the comment often used is to leave it alone and review later. An important decision that needs to be made immediately but is put on hold, can be a reason why many businesses go bust.

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46 | OPINION

Time for Government to deliver some clear messages to insurance companies

early all of the comments made in the media about insurance reforms concentrate on the â&#x20AC;&#x153;fraudâ&#x20AC;? aspect of the problem. Little or no mention is ever made about the requirement for â&#x20AC;&#x153;customer careâ&#x20AC;? on the part of insurers. Th is is particularly disappointing due to State help intervening and a change in the way the general public regard their insurance policies. Take a look back at what has happened in the past few months. For many years Judges were blamed for allowing too many cases go unchallenged in the Courts thus facilitating large amounts of money to be paid out in what always seemed dubious circumstances. It seems there is a change in att itude from the bench, as over the summer at least five cases got substantial media coverage where personal injury claims were either withdrawn or dismissed by the Courts. In two of these cases costs against the claimant were awarded. Awarding costs will have two positive outcomes. Firstly people would consider if their injury was strong enough to not be concerned about losing and paying costs for an insurance company and their solicitor. More importantly a solicitor might not have the same enthusiasm for â&#x20AC;&#x153;a day in Courtâ&#x20AC;? if he or she thought their fee could be in jeopardy.

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

Government has a role to play here. When the reduction on the VAT rate for hotels came about together with charges for the airlines a clear warning was given - â&#x20AC;&#x153;If we do not see results for customers from these measures, we will take back the benefit to you.â&#x20AC;? As I remember it, one Government Minister said that if the airlines and hotels used these savings to â&#x20AC;&#x153;gougeâ&#x20AC;? their customers they would know about it. Maybe it is time for the Government to deliver some clear messages to insurance companies. The cost of the new enforcement announced in November is substantial and will give extra income to insurance companies. It is time for payback.

In recent months it was indicated by the Government that it may legislate and even hold a Referendum that would reduce the amount of money paid out for soft tissue injuries, better known as â&#x20AC;&#x153;whiplashâ&#x20AC;? injuries. Th is statement came as a response to the findings of a report that reveals that the amounts paid out by Irish insurance companies are substantially more than in all other European countries. Finally at the beginning of November the GardaĂ announced that it would be issuing members on the beat with hand held devices that would be equipped with soft ware that would help detect insurance fraud. Of course, it would not be possible to detect all fraud, but it would certainly detect most of it. So now that we are giving fairly substantial assistance to the insurers, is there any sign of a reduction in premiums? No, nothing noticeable yet. Just more guff about fraud and the amount of uninsured drivers on the road. Interestingly one insurer gave the impression that if drivers installed dash cams they may get a reduction in premiums. Well, I put it to the test and asked my insurer through a broker for guidance as to how to avail of the reduction. Here is the answer paraphrased. â&#x20AC;&#x153;Well â&#x20AC;Ś. Em, it is something we are thinking about and if we see any reduction of claims we will look seriously at it thenâ&#x20AC;?.

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So we are no further on, it seems insurance companies have no desire to either engage with their customers or develop their product. Up and down the country bus and truck operators have engaged in all types of risk assessment and management. Most commercial vehicles now have some type of dash cams fitted, either front facing or in-cab. Drivers have been corralled into a CPC regime that they were never keen on, nevertheless they did participate. All this engagement, with no sign of anything reciprocal from insurance underwriters.

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Opel’s turnaround continues under Groupe PSA parentage management was streamlined by up to 25% across the board. Under the Opel/Vauxhall PACE! strategic plan, further benefits are achievable with shared multi-energy platforms decreasing costs by up to 50%. At the Rüsselsheim Engineering Centre, this facility is to take the lead for the development of LCVs and a new family of four cylinder petrol engines. Electrification of its model line-up is also part of the PACE! Programme, with eight new zero emission powered vehicles due to enter the market inside the two years. By 2024, there will be an electric version of every Opel/Vauxhall, to include light commercials. “Th is offensive will strongly contribute to meeting the strict CO2 limits set by the EU,” said Opel/Vauxhall CEO Michael Lohscheller.

year or more on from the high profi le take-over of GM Opel/Vauxhall Europe by Groupe PSA, it’s onwards and upwards for the German headquartered automotive

brand.

There had been some nervousness surrounding the takeover deal expressed by workers at the Vauxhall van factory in Luton, following PSA chief Carlos Tavares’s threat that if the plant did not cut costs and create more production efficiencies, the gates would close. Remarkably, a dramatic turn-around was achieved, helping Opel/Vauxhall record €502m profit in the fi rst half of 2018. Such was the ongoing transformation, that earlier this year, Mr. Tavares announced that Opel’s home base in Rüsselsheim is to become the Groupe’s light commercial vehicle Research & Development Centre. In addition, the Luton facility will produce the next generation of medium sized van for the Groupe. Opel/Vauxhall’s contribution will strengthen Groupe PSA’s leading position in the European van sales league, adding market share and an expansive dealer network. In the fi rst half of 2018, PSA’s market share reached 25.5% - which included Opel’s 4.03% share. Add the current number of 2,705 Opel/Vauxhall dealers to the Groupe PSA network and this figure tops 6,350. Following a restructuring of the dealer agreements in each country. Opel/Vauxhall will retain about 2,500 outlets, all of which will now be in a position to sell light commercials.

Both in the UK and Ireland, Vauxhall Opel is attacking the profitable light commercial vehicle segment with more vigour than ever before. In the mid-term, the company wants to increase its market to the same level as that in the passenger car segment. Th is will be made possible by improvements to the dealer contracts and a completely renewed portfolio. The recently launched new Combo immediately managed to win the prestigious “International Van of the Year 2019” award. Vauxhall/Opel has already taken 25,000 orders since the vehicle went on sale in mid-September. Th is means the company has already taken more orders for the new Combo than it had registrations for the predecessor from across Europe in the full year 2017. Furthermore, the all-new British-built Vivaro will be launched in 2019. One thing for sure, despite some uncertainty at the time of the take-over, the Vauxhall brand (established in 1903) will remain intact. According to Mr. Lohscheller, “Vauxhall’s brand values are ingenious, progressive and approachable. Vauxhall will stay British, Opel will stay German. We will continue to clearly differentiate ourselves from our French sister brands.” On the profitable results, Michael concludes, “First concrete results of the strengthened brand are already visible: Apart from a significantly improved sales channel mix, it was especially the enhanced pricing power that drove the good fi nancial result in the fi rst six months of 2018. Furthermore, customer loyalty has been improved considerably compared with 2016.”

Inside the Luton factory, many changes have been brought about, with cost cutt ing measures implemented to bring the facility in line with other Groupe PSA production outlays per vehicle. Additional automation technology was installed. Higher internal targets were set and reporting mechanisms intensified. Among other efficiencies achieved was the reduction in construction time per unit along with energy conservation. Build quality has improved consequently also. The new line for the production of the revised Peugeot Expert, Citroen Dispatch and also incorporating the new Opel/Vauxhall Vivaro was implemented. Overall, Opel/Vauxhall managed to cut its costs by 28% by end of Quarter 2, 2018. Apart from the operational reductions, senior FLEETTRANSPORT | DEC 18 / JAN 19

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

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50 | REVIEW

CTTC Coach & Bus Show 2018, RDS Simmonscourt Pavilion,Dublin

nce again the Coach Tourism & Transport Council of Ireland (CTTC) presented a show that exceeded all expectations, with increased numbers of both exhibitors and visitors at the event. Now fi rmly established as a must attend occasion for all involved in the tourism and passenger transport sector, the biennial exhibition also attracted many with a passing interest in the sector. As a showcase for the passenger transport and tourism industry the CTTC Show lent itself to exhibiting the best the industry has to

Barton MAN Neoplan One of the best known names in the Irish bus and coach industry, Barton’s of Maynooth came with two offerings to meet slightly different needs. The MAN Beulas was unmistakable in the Barton livery as was the Neoplan with its own eye catching take on modern styling.

Harris Group - AOS Th is event was the launchpad for the latest addition to the Harris Group portfolio of brands - the AOS Visigo. Turkish made Visigo drew a lot of attention as it’s powered by a 320 hp Cummins 6.7 litre engine and a 6-speed ZF-Ecolife transmission and comes with seating for up to 39 with a very high spec as standard.

offer from all sides, including the latest products from vehicle and equipment manufacturers to customer services and new technologies. The show also included the popular Irish Coach Driver of the Year Competition where entrants competed for the Martin Guilfoyle Memorial Trophy. Another highlight of the CTTC Show was the evening Gala Dinner sponsored by Mercedes-Benz. The Fleet Bus & Coach reporting team were out in force at the event. Below are some of the highlights from the two day event that took place over the weekend of 17-18 November 2018.

Dermot Cronin Motors The Cork based Van Hool main dealer displayed two examples from the Belgian manufacturer’s range. Painted in the familiar silver livery of sister fi rm Cronins of Cork was a new EX15H.

Harris Group - Higer Since the original Higer 9 entered the Irish market the Chinese brand has steadily won over the sceptics. Now the Super 9 has fi rmly established the brand with Irish operators and demand is steadily increasing. Available with up to 41 seats and a variety of trim and spec levels makes this a highly versatile coach well suited to the demands of Irish customers.

EVM Indcar The specialist bodyworks company with a facility in Kilbeggan, County Westmeath, arrived with some top drawer examples of its work. Based on bespoke designs on the latest Mercedes-Benz Sprinter, EVM can offer seating capacities from 8 to 22. Show debutant was the dynamic looking Indcar Next L9, which EVM now markets.

Irelanda Coach Sales The Dublin based company has brought the Ferqui brand to Ireland from Northern Spain. The Sunrise model based on the Iveco Daily, is available with 28 or 33 seats. Th is model should appeal to many operators, and as the company is located close to Dublin Airport this could also be viewed as an advantage.

Mercedes-Benz (EvoBus) One of the most striking exhibits was found on the EvoBus stand with the reigning Fleet Transport Irish Coach of the Year - the Mercedes-Benz Tourismo. Presented in a plain white paintwork the coach was quite dramatic in its simplicity. The sales team led by Neil Gladstone was keen to demonstrate the Tourismo’s new on board camera technology helping to further improve road safety.

FLEETTRANSPORT | DEC 18 / JAN 19

REVIEW | 51

MSL Cork - Mercedes-Benz Catering for the world of personal and executive transfers, MSL Cork brought three example of the Mercedes-Benz V-Class to the RDS. As the luxury version of the Vito, the V-Class features options that are almost endless and desirable.

Noone Turas Maynooth based Brian Noone Ltd again had a most impressive display. One key attraction was the new Turas 900, ‘Powered by DAF’, which is a major selling point. The 33+1+1 comes with a PACCAR’s 4-cylinder PX-5 and a ZF AS-Tronic automated transmission.

Paramount Conversions The Tullamore based specialists design and complete bespoke conversions for customers across a wide range of exacting standards. This includes luxury designs, crew cab models and integrating wheelchair access. Most are built on Mercedes-Benz Sprinter as a base, although other OEM manufacturers vehicles are regularly used.

Plaxton / Alexander Dennis No Coach & Bus show would be complete without a Plaxton, and sure enough standing in a vibrant blue livery was the Plaxton Panther. The popularity of this versatile coach continues as the model remains a fi rm favourite with a large number of Irish operators.

Scania Irizar With no less than three stunning examples on exhibit, two models of the Irizar i6S had the 4x2 configuration with the other being 6x2, powered by either Scania 9 and 13 litre engines with Scania Opticruise transmissions. The popularity of this Scania based Irizar combination is certainly increasing - and deservedly so.

UNVI On the UNVI vehicle stand were three models from the Spanish coachbuider, namely the Compa, the Touring GT and the Voyager GT - which is classed as one of the most stylish and appealing coaches in the midi-coach class. The UNVI marque continues to bring new followers with it’s appealing styling and design.

VDL The Moseley Group of companies were representing VDL, where the Dutch manufacturer presented two models from the Futura 2 range. VDL has long had a high degree of popularity with Irish operators, based on delivering vehicles with a quality build body on a robust chassis and strong driveline options.

Volvo Bus The ever popular and multi-award winning brand arrived with a 4x2 B11R chassis, placed alongside its latest offering for the highest level in touring class comfort, the all-new Volvo 9900. Now available in RHD, the 9900 was certainly one of the stars of the show, and with this model Volvo has again moved the bar higher for comfort and design in the passenger transport industry.

Yutong Pelican Yutong is said to be the largest bus and coach manufacturer in the world. The Chinese company had two models on stand, the TC9 Midi and the GT12 Touring Coach. While the TC 9 has been seen previously, the GT12 is a new model. The spec shown was a 53-seat format that certainly looks smart and aims to att ract operators here in Ireland. www.fleet.ie

52 | REVIEW

Applegreen Now well established as a refuelling station for both body and bus on the road, Applegreen was present to promote its latest fuel services in which it can place smaller tanks with varying capacities to suit a company’s demand on site at an operator’s premises.

CGS Glazing No coach operator really wishes to talk about replacement glass in the hope that it won’t happen. Although if you did need to discuss a glazing issue, Toni Basley and Ken Reid from CGS were on hand to ease the - ‘pane.’

Clarke Auto Wash Keeping the fleet clean is an important and never-ending issue for operators. With years of experience in the industry, Clarke Auto Wash is always available with a range of products to suit every f leet size and requirement.

Coyle Complete Another regular exhibitor was Rosemary Coyle from Coyle Complete. The well-known vehicle painting and graphics specialist has deservedly earned a reputation for delivering the highest quality of vehicle fi nishing at its state-of-the-art facility in Emyvale, County Monaghan.

CWP Auto Electrical Services With an ever increasing number of electrical components and switchgear used in all aspects of the modern coach, having a company available to resolve electrical issues as they arise is critical to running an efficient and profitable business. CWP can offer this with 40 years of experience in the supply of electrical components.

Delo (Texaco) Lubricants The Delo brand covers all lubricants from heavy duty engine oils, and transmission fluids to hydraulic oils and antifreeze. Delo is a brand within the Chevron group of companies which include the more familiar names like Texaco, Havoline and Ursa, as Peter Kiely and James Kelly were happy to explain.

Distinctive Systems As a leading supplier of soft ware management systems for coach and bus operators, Distinctive Systems uses a Microsoft platform and can be tailored made to suit a wide range of operations to include a Daily Walk-around Check App. Paul Wildman and Lewis Jacklin were on hand to advise operators of the benefits.

Dynamic Bus & Coach Glazing One of the most well-known names in the business. Dynamic Glazing has a respected reputation with operators in the industry. Based on vast experience, the company can quickly source replacement glass to resolve problems with bus and coach glazing.

Fleet Connect There is no doubt of the increasing importance of telematics, and how, when used correctly they can bring important savings to a bus or coach operation. Kristina Skorupske and Sean Leff y were there to meet existing customers and to welcome new customers to Fleet Connect.

Gas Networks Ireland (GNI) From discussion with John Lowery of GNI, it would appear that a readily accessible gas network is on the way. However there remains a lack of urgency with the various authorities to fi nally sign-off on a number of concrete proposals. FLEETTRANSPORT | DEC 18 / JAN 19

The PSV sector is one that could make the move to gas powered vehicles quickly and arguably deliver the greatest environmental benefits to cities and towns across Ireland.

REVIEW | 53

Go Yeti The Go Yeti principle is one that make you wonder - why didn’t I think of that? Go Yeti’s Rowan Copeland explained that the soft ware allows passengers to search for bus and coach transport in a similar way to the Sky-scanner App. It then allows bookings to be made and tickets to be confi rmed prior to travelling.

Heavy Duty Parts As an independent parts operation Heavy Duty Parts is a specialist supplier of quality components for brands such as MercedesBenz, Neoplan, MAN, and Setra, In addition, the company is also a leading suppliers of parts for all other brands of bus and coach.

Junction 14 Mayfield/M3 Motorway Services Clare Horan and Shannon Harrison were enthusiastic in encouraging exhibitors and visitors to hear what the Mayfield Junction 14 Services Monasterevin and M3 Motorway Service Station in North Dublin have to offer.

Maxol Limited Fuelcards At the Maxol Fuelcard stand John Nolan was present to explain to operators the company’s fuel card system. The card can deliver improved control measures and flexible pricing for fuel purchases throughout Ireland

Modern Tyres Th is stand was possibly the best staffed at the show, with Rory Byrne, Jim Murphy, James Murphy and Stephen Shaw being some of the company reps on duty. Modern Tyres offer a nationwide network of service points and despite the name it offers a lot more than ‘Modern Tyres’ as it also provides an extensive range of wheels, batteries and exhaust systems.

Roeville Soft ware Soft ware developer Roeville specialises in developing programmes dedicated to the passenger transport sector. Its booking and vehicle management systems are used by many of the major passenger transport operators throughout the UK and Ireland. John M Roe and Dan Caddick were available to demonstrate the programmes to operators.

Road Safety Authority (RSA) The RSA staff were out in force with Donal Tuohy and Lorraine Munnelly kept busy through the two day event. They also helped answer questions and assist operators with compliance issues. The Authority believes that encouragement is its best enforcement tool and is willing to help operators who wish to get compliant and remain so.

T.E. Laboratories As vehicle tolerances to poor quality fuels and lubricants decreases, the importance of John McGrath’s work increases. As analysis specialists, TE Laboratories can simply measure the quality of liquids and quickly deliver a report on any contamination or divergence from the stated standards. Selftest kits are available which provide even quicker indications of problems.

The Plaza Group Regular CTTC Show exhibitor, the Plaza Group continues to make progress in establishing new motorway service stations across the country to compliment its highly regarded existing network. A number of developments are in the pipeline.Coach passengers and their driver can rest assured that they will always be looked after when stopping off while on tour.

Text & Photos: Paul White, Jarlath Sweeney & Sean Murtagh

www.fleet.ie

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56 | HEALTH MATTERS

The White Plague “Consumption has no pity for blue eyes and golden hair”

he Dying Girl - a poem by Richard Dalton Williams gives a good description of a terminally ill patient with tuberculosis. This scenario would have been common in our grandparents’ generation as every family seemed to have had some relation affected with this disease. Tuberculosis, fatal without treatment but now curable, is presently the leading cause of death worldwide from an infectious disease. It is responsible for 1.6 million deaths annually. About one quarter of the population of the world is infected with tuberculosis – 10.4 million new cases were seen in 2016. Since the 1950s there has been effective therapy for this once incurable plague, but due to several factors T.B. (Tuberculosis) is now threatening to become epidemic throughout the world. These are due to relatively recent events, including the mass migration of people from developing countries where the level of T.B. is 20 times that of European countries. Other ways of contacting T.B. include the presence of HIV which reduces the ability to resist disease, as well as disorganised public health programmes for disease control in warring countries, together with poor access to treatment mainly for those at the end of the socio economic line such as the homeless, illegal immigrants, and drug addicts. Another factor is the failure of some infected people to complete the course of therapy after having started it. This lack of completion of treatment of T.B. has produced resistance to the main therapeutic agents – four very good drugs – and is resulting in multidrug resistance. Although 80% of patients with T.B. will be cured with the ordinary routine programmes, the other 20% will probably go on to develop widespread disease and more importantly will spread their strain of the infection to others. Tuberculosis is a chronic recurrent infection usually situated in the lungs and was referred to as “Consumption” because it almost consumed the patient. The patient suffered rapid weight loss, a fever, night sweats, and coughed up blood. It seemed to be a disease of the urban poor – were they to blame or was it the conditions that they lived in? Some communities were more susceptible to acquiring T.B. – they were usually people who had previously lived in clean rural environments with a relatively restricted population which had never had any contact with the illness. Disease-wise these were naïve populations with no natural resistance and when they moved to heavily populated industrial cities in the nineteenth century, they were immediate prey to severe forms of the disease which they acquired in this new environment. The Industrial Revolution in England, when the rural population moved from the country villages to the cities, as well as the later Famine of the 1840s in Ireland undoubtedly resulted in these migrants acquiring T.B., survivors subsequently forming pools of disease in the larger urban areas. The infected adult has a gradual onset of symptoms over months – tiredness, wasting, appetite loss, fever and persisting cough. He/she FLEETTRANSPORT | DEC 18 / JAN 19

will spread this from person-to-person – often by droplet infection from his chronic cough. These microorganisms may float in the air for several hours and be inhaled by all and sundry, thus increasing the spread of the disease. A very ill tubercular person may be easy to diagnose, but a person with early T.B. may not have an obvious diagnosis. He/she will still be highly infectious. The symptoms are insidious, and not particularly specific to T.B. Because it has had a low profile at the end of the twentieth century people have stopped being afraid of T.B. Its strength decreased after the mid 1950’s but the microorganisms have mutated recently and have become aggressive again. However, treatment is extremely effective and usually curative if the full dose is taken, different drugs being given in order to hit the infection on several fronts, in a scattergun approach. Compliance with the regime is difficult for some patients - it goes on for months and they frequently have other problems, but a half-hearted regime can lead to multi-drug resistance. In order to overcome this problem special clinics are used to supervise the treatment directly, and the patients are given incentives to attend, usually food or money. As T.B. has always been a major public health issue, persistently uncooperative patients may be hospitalised. A vaccine which will prevent pulmonary tuberculosis in young adults is the next goal. This will have the effect of interrupting disease transmission thereby controlling the spread of T.B. to a great extent. Multidrug resistance is a problem which may become worse, but there is a plan to deal with this by collating thousands of strains of the organism causing T.B. – analysing their genetic and DNA makeup and using this to predict each particular strain’s resistance to the four main drugs. A test that determines the complete drug susceptibility profile of the particular strain of T.B. that the patient has, making it possible to tailor the treatment to the individual patient, will hopefully increase compliance rate, and therefore cures, as well as decrease the progress of drug resistance. Text: Dr. Betty Maguire - contributor@fleet.ie

COMMENT | 57

Landbridge and “Taking Back Control”

ot long after the reality began to sink in that the UK would probably leave the European Union (EU) and become a “third country”, the Department of Transport, Tourism and Sport convened a meeting of groups involved in freight transport at its Leeson Place headquarters. The purpose of the gathering was to try to identify the potential for freight transport disruption arising from Brexit. Even at that early point many of the issues that are now centre-stage including Customs Bonds, VAT at point of entry, and phytosanitary controls emerged during the discussion, as a number of the more senior members of the group recalled tales of a world before the EU Single Market came fully into operation. But the thorny issue that emerged was in relation to cargo destined for continental EU markets transiting Great Britain using the Landbridge. Nobody had any realistic idea of what cargo was on board and what volumes were leaving Ireland on ferries to British Ports as land-bridge cargo. At the conclusion of the meeting the Department agreed to get a full Landbridge cargo study done with the hope that it would be completed within a few months. The IMDO (Irish Maritime Development Office) was tasked with preparing the report, with the assistance of the Irish Exporters Association (IEA), Freight Transport Association Ireland (FTAI), Irish Road Haulage Association (IRHA) and other organisations. It was no easy task and almost two years later the report has finally emerged. At last we have a clear picture of the trade flows involved. It does not contain any huge surprises but the figures and analysis show that while more frequent and better shipping routes may be introduced linking Ireland directly with the continent, there is a significant volume and value of Irish exports that will only be competitive in these markets if they can continue to use the UK Landbridge. That transit crossing would, of course, have to operate in such a way as to retain the present transit time from Docks Dublin to Quay Calais of approximately 20 hours. The direct services to ports close to Calais take nearly twice that time from Dublin. The report finds that the annual Irish traffic using Landbridge amounts to about 3 million tonnes, two thirds of this is export traffic and one third is import. The contrast in values between the exports and the imports is quite stark showing cargo value on the export leg of three times that on the import leg. 84% of the Landbridge traffic ships out through Dublin Port with 16% shipping through Rosslare Europort. Out of Dublin the best estimate of Landbridge traffic on the Holyhead routes is about 20% of the cargo on board, while for the Liverpool routes the percentage falls to about 5%. The annual tonnage of freight designated as being airfreight and being shipped on Landbridge services to airports in Continental Europe for on-carriage to intercontinental destinations was estimated as being a little over 20,000 tonnes. Now we all have the figures and, at time of writing, it looks as if we will have Brexit as well. So, what is to be done?

From where I'm sitting - Howard Knott - howard@fleet.ie

20 hours Dublin to Calais time but at the total door-to-door time. It is not impossible to believe that using a Lo-Lo service from a nearby port into somewhere like Rotterdam, and transferring the container onto a rail shuttle running overnight to a terminal 1,000 km away might deliver the cargo just as effectively as using Landbridge. What is certain is that, like Brexit itself, this is difficult. The mantra from the “Brexiteers” at the time of the 2016 Referendum was all about “Taking Back Control”. That slogan might now be hung up on the wall of the Supply Chain Manager at many Irish exporters to EU markets, prompting them to think very seriously about how best to continue in business in a world in which the simple, almost non-stop truck running door-to-door will no longer exist.

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The study clearly shows that there is no simple answer. Yes, it is possible for exporters to re-examine their use of Landbridge. Do they have to use it for all shipments or could some product be shipped on direct routes? In considering this they should be looking, not at the www.fleet.ie

58 | SOAPBOX

Two sides to every story Reading the national press on a particular day recently, two stories caught my eye.

he fi rst was headlined: “Fraudsters cost insurers €90 million every year in fake accident claims”. The reality to those of us involved in the road transport industry is that we have been paying for these fraudulent claims for many years. The insurance industry might pay for these initially but the ‘buck’ has always been passed on to the insured. However, there was no mention of that in the article. Too often we have seen both the insurer and the legal profession encouraging what they have now decided to do - fight by sett ling rather than fighting the fraud in Court. They have brought this on themselves and ultimately their customers.

the reaction to the show that a great deal more of its listeners now know more.

The second headline read “Brexit will deliver a sucker punch to these sectors of the Irish economy”. Nowhere did it mention the road transport industry, it was as if it didn’t exist. It completely ignored the fact that the produce of those sectors it highlighted most at risk are all carried by road hauliers. If the sectors in peril are to be helped, surely the issue of how they get to market is of equal importance?

I wish all readers and their families a Happy Christmas and a Prosperous 2019.

The IRHA, lobbying in Europe works closely with the Irish Government’s permanent representatives and a number of our MEPs. It has succeeded in gett ing the EU Mobility Package to ensure ferry passage time be included in Drivers’ Rest periods. Post-Brexit, this will be an even more important achievement than it currently is. We have led extensive public debate on the scandal of the cost of insurance and the way that industry is treating its customers.

The reason I am stating this is that the road transport industry only hits the media when involved in some sort of calamity. Too often, and without any real knowledge of what happened, it is the truck involved that remains in the public’s mind and is the one image that stands out. As a sector dominated by small fi rms and producers, even those of us who think of ourselves as large fish are in reality very small fry on the European stage. Former Tainaiste Mary Harney once described Ireland as being a small nation punching above our weight on the world stage, and that is what the Irish Road Haulage Association (IRHA) has to do both on a national stage and perhaps more importantly on the European platform. Otherwise on issues such as Brexit and the ongoing emissions mess, we will be walked upon. The IRHA called in the 2019 budget run-up for an increase in the fuel Essential User Rebate (EUR) and the encouragement of adoption of the latest steps in Euro 6 engines, and it got absolutely nowhere. Why? In my opinion those in Government, who should know, don’t appreciate the fact that this nation facing Brexit is absolutely dependent on trucks and what happens to our borders post the end of March deadline? We now have calls from organisations calling for the creation of gas networks throughout Ireland when to date the sum total of gas trucks registered in Ireland is low, but I understand this is being addressed with subsidies from Europe. There are two sides to every story, however the only one interested in telling our side is the IRHA. In a RTÉ Radio 1 debate on the “Today with Sean O’Rourke” show of Wednesday 21 November, IRHA President Verona Murphy went head-to-head with Green Party Leader Eamonn Ryan who quite obviously does not know anything about Euro 6 diesel engines or gas engines but he does a good deal in sound bites. We know from FLEETTRANSPORT | DEC 18 / JAN 19

Text: Jerry Kiersey - jerry@fleet.ie

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