Fleet Transport Feb 2015

IRELAND'S LEADING COMMERCIAL VEHICLE MAGAZINE Inside!

EXCLUSIVE REPORT: Meeting with EU Transport Commissioner INTERVIEW: Marco Hogenboom: Global Head of Industry, DHL Express WAREHOUSING & MATERIALS HANDLING: Forklift Buyers' Guide TIMES PAST: British Commercial Vehicle Museum, Leyland NEWSLETTER: Fleet Maritime - Irish Shipping & Freight Industry

Dakar Rally 2015 Report & Pictures

FEBRUARY 15

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Contents FEBRUARY 15

Fleet Transport Magazine, D’Alton Street, Claremorris, Co. Mayo, Ireland.

Tel: +353 (0)94 9372819/ 9372826 Fax: +353 (0)94 9373571 Email: enquiries@fleet.ie Subscription Hotline: 094 93 72827 Editor: Jarlath Sweeney Contributors: Sean Murtagh, Paul White, Cathal Doyle, Jonathan Lawton, Donal Dempsey, Howard Knott, Jerry Kiersey, Rob Van Dieten, HSA, Joe O'Brien, Dr. Betty Maguire Photography: Jarlath Sweeney, Paul White, Cathal Doyle, Rob Van Dieten, Howard Knott, Joe O'Brien Administration: Orla Sweeney, Denise Owens, Paula Mullarkey Advertising: Mary Morrissey, Orla Sweeney Design: Eamonn Wynne Printed in Ireland

4 News FTA Ireland Transport Managers event coming up • Positivity for rail freight • Truck sales increase • Musgraves create 80 new jobs at RDC • Waterford Truck & Motor Show 2015 launched • Diamond Trucks NI established • Mouvex B200 Compressor now on sale 8 Interview With Marco Hogenboom, DHL Express 10 Cover Exclusive drives and report from the European Truck Challenge 2014 16 Fleeting Shots Featuring plant, rugby and trucks!

31 Awards Solutrans 2015 to host presentation of major awards 32 Times Past Visit to the British Commercial Vehicle Museum, Leyland 34 Legal Recalling 2014 36 Opinion e-Commerce is pointing the way 38 Finance Getting ready for a Revenue Audit 40 Comment Rail freight has a future

18 New Fleet Well wear to Noones, UPS, A1 Metals, A&T Transport and Lubricants Direct

41 Fuel Prices & Safety Matters In Association with the IRU and HSA

20 Report Special Report from the European Commission on transport issues

43-46 Fleet Maritime Shipping & Freight Newsletter in association with Derry Bros Shipping

23 Health Matters Stress & Disease

48 Trailer Review of 2014 from Hireco and TIP Trailer Services

24 Motorsport 37th Dakar Rally

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.

50 Soapbox European bureaucracy

27 Warehousing & Materials Handling Forklift Buyers' Guide - Part I Counterbalance

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Transport Barometer: Data from 16/12/2014 - 14/01/2015

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

Newly appointed jury member of the International Forklift Truck Award

www.fleet.ie | 3

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TimoCom Users have access to the procurement platform via smartphone or tablet At the IAA Commercial Vehicles in Hanover IT company TimoCom presented its “mobile access”. Users can log into their TimoCom Account from anywhere and use the contracted TimoCom products on their mobile devices.

Chief Representative Marcel Frings explains, “The free transport barometer app supports the transport experts during their daily work routine. If our users need a return freight or storage room, want to track a vehicle or need to find a transport service provider, they simply log into our app via tablet or smartphone.”

follow us on twitter.com/fleettransport

www.fleet.ie

4 | NEWS 1

Transport Minister to address FTA Ireland Transport Manager event

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aschal Donohoe, TD., Minister for Transport, Tourism & Sport will address delegates on the Department’s plans for the industry at the FTA Ireland’s third annual Transport Manager Conference which takes place on Thursday 26 March 2015 at Johnstown House Hotel and Spa, Enfield, County Meath.

FTA Ireland.

Key sessions at FTA Ireland Transport Manager 2015 include: • •

A full day’s programme includes presentations by the Road Safety Authority (RSA), the Health & Safety Authority (HSA), the Department of Transport Tourism & Sport (DTTAS), Authentic Energy Management Systems, Volvo Trucks, AA Ireland, the FTA Member Advice Centre and FTA Ireland representatives.

The Transport Manager event, which is sponsored

by Volvo, Enprova, Finol and eflow and supported by media partner Fleet Transport magazine, will focus on ensuring that transport managers have all the information, guidance and best practice advice they need on forthcoming legislation and enforcement changes.

“We are looking forward to welcoming the Minister to the 2015 FTA Ireland Transport Manager event which has an exciting line-up of speakers and a packed programme that is aimed at ensuring that whatever the size of their operation, transport managers have all the latest information, guidance and advice to enable them to run a safe, efficient and sustainable operation,” explained Neil McDonnell, General Manager,

• • • • • •

Paschal Donohoe, TD., Transport Minister on the Department’s plans for the industry Noel Lacey, Health & Safety Authority on the safe loading of commercial vehicles Ray Malanaphy, Department of Transport, Tourism and Sport on operator licensing Volvo Trucks on Trucks of the Future Conor Faughnan of AA Ireland - Watching our Roads Moyagh Murdock, RSA on enforcement issues Conor Molloy of Authentic Energy Management Systems on funding fuelefficient performance The Transport Manager’s Calendar 2015-16 – a legislative and technical roundup

Neil McDonnell, General Manager, FTA Ireland

For the FTA Ireland Transport Manager 2015, the admission fee for FTAI members is €250 plus VAT for the fi rst delegate and €220 for subsequent delegates; for non-members €300 plus VAT for the fi rst delegate and €260 plus VAT for subsequent delegates.

For further details or to book a place call FTA Ireland on 01 844 7516.

Paschal Donohoe, TD., Minister for Transport

Green signal for further development of rail freight in the West

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ollowing our report in the December edition featuring the growth in rail freight transport in the West, further expansion or development in the sector has been given a positive signal. An Taoiseach, Enda Kenny, TD, while addressing local press in his native Mayo stated that there is potential for developing freight services on the Western Rail Corridor (WRC), from Foynes Port, to Athenry, Galway and on to Claremorris, County Mayo.

This news was pleasing to West=on=Track campaigners which have advocated the restoration of the dormant railway lines on the WRC beyond the restored Ennis-Athenry passenger route.

Investments made at Dublin Port and Rosslare Europort for further intermodality, together with the construction of a rail-link from Foynes Port to Limerick, augers well for the future of rail freight in Ireland, together with the ongoing momentum generated with increased use of container and timber transport by train. Plans are afoot to set up a multimodal railhead hub in central Connaught, (as seen by Fleet Transport).

the announcement from Mr. Kenny, Colmán Ó Raghallaigh, spokesman said, “It is indeed good news particularly that Mayo is now the largest producer of rail freight in Ireland, all of which is profitable. As for the potential development of the railway, it should be noted that preliminary work has commenced on reopening the southern end of the original Western Rail Corridor from Limerick to Foynes as a dedicated freight route.

The Claremorris-Athenry link could and should be similarly developed. (The full Ballina-Foynes route carried freight until 1998).”

Commenting on the Western Rail Corridor on

The importance of County Mayo as a source of rail

FLEETTRANSPORT | FEBRUARY 15

freight was also emphasised by Iarnród Éireann Chief Excecutive, David Franks who remarked: “Mayo is a key centre for our rail freight business and we will continue to work with industry and exporters to identify opportunities for freight business growth.”

“In its written submission to the current Draft Galway County Development Plan, Iarnród Éireann has indicated its desire to continue with the development of the Western Rail Corridor as one of two important rail projects in the West subject to funding and appropriate business case,” added Colmán.

NEWS II | 5

Steady sales progress for Truck sales

L

ast year’s 15% increase in new truck registrations indicates the gradual upturn in the nation’s economy. While the demand for new HGVs reached 1,793 units compared to 1,554 from 2013, the surge was less than the 39% recorded in 2013, to when 1,118 new units were sold. No cause for alarm here as the final roll-out of Euro 5 engined trucks distorted the marketplace during 2013 and even into early 2014. “The positives of a growing economy, growing confidence and low oil prices, could easily be outweighed by factors outside of our control. Overall we are predicting an improved marketplace, with a return of construction sales.

The Scania Euro 6 range has been well received and has been successful in virtually every European fuel trial. We are delighted that many customers have returned to the brand, and this has assisted us in achieving a strong 27% market share, well in excess of our targeted levels,” stated Joe Crann, Managing Director, Westward Scania.

Interestingly, the top three brands in the sales league table for 2014 is identical to that of two years previous with Scania the number one brand in demand followed by its great Scandinavian rivals, Volvo with DAF Trucks retaining the third position on the podium. (See table).

Two-thirds of Scania’s sales are from 2 and 3-axle tractor units (including a fleet deal to An Post) as is the case with Volvo and Renault Trucks. In the 2-axle rigid class (up to 18 tonnes), DAF Trucks dominate (44.7% market share) with MAN, Volvo and Scania scooping the rest.

Regarding 2015, Conor Horan from Volvo Truck dealer Irish Commercials made an interesting remark: “Individual Vehicle Approval” (IVA) tests for rigid trucks looks like our biggest challenge for 2015” This is an element of the European Whole Vehicle Type Approval (EUWVTA) regulations, though in these cases ‘Individual’ approval would be needed for trucks that are different from the original manufactured specification. This would be more common for rigid class vehicles, because of different bodies and applications, than it would be for tractor units. On the product side, Conor added: "There has been a lot going on since the launch of the new (Version 4) Volvo FH at the end of 2012. The FM, FMX, FL and FE models are now fully relaunched, which has generated massive interest from both existing and non-Volvo customers. 2014 has been another successful year for Volvo truck sales, our customers are backing Volvo with their hard earned money, and this shows in the 25% sales increase from 2013. The new Volvo truck range, the excellent fuel performance of the Euro 6 engines, together with availability of Volvo Finance, and a strong Dealer Network, are all reasons for Volvo Trucks to be optimistic for 2015.”

Again, the Dutch manufacturer secured fleet sales with An Post and Musgraves.

Scania also recorded a boost in the construction sector with a supply contract to Kilsaran. Hino, specialists in this arena, just pipped the Swedish brand for the leading spot. Meanwhile in the light to medium weight class, Isuzu Trucks, another marque distributed by the Harris Group (alongside Hino), enjoyed almost 50% share of the 7.5 – 9.9 tonne segment. Fellow Japanese manufacturer, Fuso had 28% with Mercedes-Benz on 14%.

Mentioning Mercedes-Benz, the German giant under the Daimler umbrella has consolidated fourth place in the Irish market with growing interest in the Actros at the heavy end and the Atego on the lighter side. Currently undergoing a dealer network-restructuring programme, Mercedes-Benz recorded a strong, consistent performance which saw year-on-year growth of 25% in its registrations, according to Fergus Conheady, Sales Manager, Mercedes-Benz Commercial Vehicles Ireland. “The Actros remains the truck to beat in terms of fuel consumption and continues to attract new customers from competitor brands,” he said.

SIMI NEW HGV REGISTRATIONS 2014 – 2012 2014 Marque

Position

Unit Sales

Scania Volvo Trucks DAF Trucks Mercedes-Benz Renault Trucks MAN Hino Iveco

1 2 3 4 5 6 7 8

375 330 282 227 161 122 70 23

2013 Market Share 20.91% 18.40% 15.73% 12.66% 8.98% 6.80% 3.90% 1.28%

Position

Unit Sales

3 2 1 4 6 5 8 7

239 268 306 153 120 141 47 96

Total - 1,793

Total - 1,554

2012 Market Share 15.38% 17.25% 19.69% 9.85% 7.72% 9.07% 3.02% 6.18%

Position 1 2 3 5 4 6 7 8

Unit Sales 245 229 117 105 117 86 48 31

Market Share 21.88% 20.45% 10.45% 9.55% 10.45% 7.68% 4.29% 2.77%

Total - 1,118

Musgraves create 80 new jobs in Fonthill

8

0 new jobs are to be created by Musgrave Retail Partners Ireland resulting from an €8.2 million investment at the company’s Fonthill depot in Dublin. New roles in management, warehouse and driving positions will bring the total headcount at the site to 335 permanent staff.

The 57,000 sq. ft. expansion will boost Fonthill’s capacity by 60% and work has already commenced on the facility, which will sustain 65 construction jobs. The expansion is due to be completed by July next.

Musgrave Retail Partners Ireland operates the SuperValu and Centra brands in Ireland, partnering with entrepreneurs who own and operate stores in their local community. SuperValu is the leading Irish grocery retailer with 223 stores nationwide, serving over 2.6 million customers every week and

recording retail sales of €2.1 billion in 2013. Centra is Ireland’s number one convenience brand, with 465 stores nationwide and recorded retail sales of €1.48 billion in 2013.

Commenting on the expansion, Martin Kelleher, Managing Director, Musgrave Retail Partners Ireland, said: “This significant investment in our Fonthill depot is a major milestone for our business in order to ensure we can meet our future capacity needs by strengthening our supply chain and logistics operations. The expansion will allow us to reach the site’s full potential, ultimately enhancing the shopping experience at SuperValu and Centra stores by guaranteeing greater availability of produce on a daily basis.” www.fleet.ie

6 | NEWS 111

Waterford Truck & Motor Show 2015 *16 & 17 May - Waterford Airport Business Park

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ates for the 2015 Waterford Truck & Motor Show were announced at an official launch event in association with Waterford Hospice. The increasingly popular event is set to take place on the 16 & 17 of May at the Waterford Airport Business Park. Previous Truck and Motor Show events have been well supported by motoring enthusiasts from all corners of the country and further afield, and this year looks set to be bigger than ever.

The Airport Business Park in Waterford is a superb location with good access and over 63 acres of space available to accommodate the exhibits.

All are welcome to what will be a special weekend, with trucks, cars and machinery plus model vehicles new, old and vintage. There will be many other att ractions throughout the weekend. Importantly the show will help raise funds to support the excellent work carried out by Waterford Hospice.

Key to the success of the event is the work behind the scenes. Helping to promote the positive side of the transport industry are Mark and Lynda Lonergan (Mark Lonergan Transport) who along with others on the organising committee and Waterford Hospice will make this event a highlight of the transport calendar for 2015.

including AIB Leasing & Finance, and Ireland’s largest tyre company Bridgestone. At the launch, Mark Lonergan was keen to highlight that the “Waterford Truck & Motor Show is not a corporate event, it is organised by real transport people for everyone to enjoy.” And with only two main truck shows to be held in Ireland this year, Waterford Truck & Motor Show and the Mondello Truck Show in September, it will ensure that both events will be well supported and attended.

As a measure of its increasing importance and appeal, the show has now att racted significant support from some of Ireland’s major companies,

Further details on the Waterford Show will be announced nearer the date by the event’s media partners Fleet Transport.

Setanta Vehicles Sales Mouvex B200 Compressor (Dublin) to represent Renault enters marketplace Trucks in Northern Ireland ollowing successful product launches at the IAA Commercial

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Vehicles Show in Hannover, Germany, Mouvex, a leading manufacturer of positive displacement pumps, has introduced its new Flow Control B200 Model Screw Compressor into the marketplace.

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ales and service of Renault Trucks on the island of Ireland will now be managed by Setanta Vehicles Sales (Dublin), following its take-over of Renault Trucks NI based at Mallusk, Newtownabbey (near Belfast). Under new ownership, Renault Trucks NI will be renamed Diamond Trucks NI. Th is development acknowledges Setanta Vehicles Sales’ business progress with Renault Trucks in the Republic of Ireland since taking over the franchise a few years ago. Year-on year, the market share of the Volvo Group owned French truck brand has steadily increased and currently Renault Trucks holds 9% of the Irish HGV market over 6 tonnes. And with much interest in the multi-award winning Renault Range T together with renewed construction and distribution model line-ups, the addition of the Northern Irish based dealership will ensure that the management at Setanta Vehicles Sales will be kept very busy on both sides of the Border.

Diamond Trucks NI will continue to offer the full Renault Trucks range of commercial vehicle services to meet the needs of operators, large and small, including new and used van and truck sales, service contracts, approved and all makes parts, warranty extensions, driver training programmes, roadside assistance and fi nance and insurance solutions.

Th is move is not unique however as both Fuso Trucks and Isuzu Trucks on the island of Ireland are operated by Dublin based companies as in Mitsubishi Fuso Ireland and Isuzu Ireland (Harris Group) respectively.

FLEETTRANSPORT | FEBRUARY 15

These compact and lighter-weight, oil-free compressors have been designed with non-contacting internal parts, enabling them to safely deliver high flow rates and wide speed ranges from 120 to 180m3 per hour. B200 compressors also benefit from the “plug-and-play” installation that requires no prop or drive shaft and no mounting bracket, while they are still suitable with standard PTOs and available in both hydraulic and electric-drive versions.

The design of the B200 compressor enables faster off-loading, slower engine speeds, reduced maintenance, not exposed rotating shafts and an integrated torque-limiter. These features make the B200 compressors ideal for a wide array of applications that involve the unloading of chemicals, solvents, bitumen/asphalt, food products, cosmetics and pharmaceuticals. When Antwerp, Belgium-based Tanktransport Thys needed to reduce the weight and cost of its truck compressors while meeting the new Euro 6 emissions guidelines, the company turned to Mouvex B200 Series Flow Control Screw Compressors. Not only do B200 Series compressors provide Tanktransport Thys with a lower weight, and more ef f icient a nd quieter operation, but Mouvex compressors are also a more cost-effective alternative to vane compresses. *Hi-Power (Cork/ Dublin/Befl ast), is the sole distributor for Mouvex in Ireland.

Exceeding expectations now as standard.

For over 50 years, we’ve been helping Irish companies drive their business in the right direction. And in 2014, we are delighted to announce that we were the nation’s No.1 ranking Commercial Vehicle Manufacturer, again. So no matter what type of business you run, big or small, check out our full range of commercial vehicles. We’re sure you’ll find one that fits your needs.

Visit your local Ford Dealer or see ford.ie

8 | INTERVIEW

One-to-One with Marco Hogenboom, Global Head of Industry, Life Science & Healthcare, DHL Express

‘Transporting the Science of Life on Globally’ back then. Two decades ago as Marco explained, “the main customers for express freight were the automotive and IT sectors.” Today Marco’s department within DHL Express is singularly focused on providing specialist services, and reverse logistics to the Life Science & Healthcare (LS&H) industry.

Because healthcare is a worldwide issue the companies involved operate globally and require a strong global partner to deliver their products.

DHL Express has a presence in over 220 countries so it is truly global. However, operating across wide cultural borders, not just political ones, is a challenge in itself. Marco added, “The secret is to have the right people in place, in the country.”

People who fully understand the issues and can fi nd the solutions. Th is allows DHL to “think global and act local.”

I

f the name plate on the office door reads “Global Head of ......”, it may or may not mean something. However when you are Global Head of Industry, Life Science & Healthcare at DHL Express, then it does mean a lot. That title is currently held

by Marco Hogenboom, and Fleet Transport’s Paul White talked to Marco about how the industry has changed, and what he sees for the future.

Marco is a 22 year veteran of the international express transport business, the last 16 of those with DHL. Before DHL Marco worked in a number of management positions within the industry, so over two decades he has witnessed many changes. One noticeable change has been in the type of customer. In fact the whole area that Marco is now global head of hardly existed

As we are only too well aware of in Ireland the LS&H sector is an industry that requires a strict adherence to procedures, and exceptional level of attention to detail. Th is does not apply just to the research, development, and manufacturing process - it also applies to the packaging, handling and transport of products. In addition the services must extend to the precise movement and tracking of data and consignments for clinical trials. Ensuring the integrity of these consignments is an onerous task, which could have dramatic repercussions if it were to go wrong. Having secure contingency plans in place, Marco stated, “is an essential part of the supply chain.”

On asking Marco about the impressive growth of DHL, and in particular the LS&H division and whether such growth be sustained, he believes “there is further growth in the market, and the

area of LS&H will become a very important industry.” Also many of the projects customers engage in last for a number years so there is something to build on and work with. As certain areas of the world become more developed their spending on healthcare increases. Marco said traffic with “Latin America is booming.”

He also sees opportunities to further develop value added services to standard deliveries.

One example is to offer specialist product handling and packaging skills for these delicate consignments. Also increasingly important in the LS&H sector, especially with clinical trials, is the area of reverse logistics.

Looking to the future within DHL “there is a clear vision to focus on excellence and quality.”

Improving efficiencies is also vital, Marco added, “the more fi rst attempt deliveries that are successful - the more your profit.” A simple and obvious point, though when profit margins are tight it is always worth revisiting. One advantage of operating in such a specialist area of transport, is that you can learn a great deal from the special procedures and experiences gained in the area.

You then take them and adapt them to improve the service to the regular customers. Speaking of regular traffic, it is interesting that despite the widespread use of IT, Marco explained, “the volume of document traffic still remains high, and is in on the up.”

Because the LS&H sector is of immense importance to the Irish economy, we asked Marco whether he could envisage the Irish based pharmaceutical companies moving to lower cost economies. “There is always a danger of capital moving” was his response. While the potential profits are big, so is the cost of research and development, and problems arise when medicines, as Marco described “fall off the patent cliff .” Th is signals a free for all to cash in on generic versions, and arguably harm funding for future research.

As explained earlier, when Marco joined DHL the important industries were automotive and IT, today the focus is on Healthcare and Life Sciences. Where the focus will rest in the future is a litt le difficult to predict. However you can be quite sure DHL will be there to express transport whatever it is globally.

FLEETTRANSPORT | FEBRUARY 15

Text: Paul White - paul@fleet.ie

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10 | COVER

DAF XF 440 Above average performance, from the cost crushing DAF

European Truck ‘There are no bad trucks anymore - but are they all equally as good?

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D

AF Trucks has always performed well in the annual European Truck Challenge. Previously it may have lost some ground in the area of fuel consumption, though this was usually balanced with lower operating costs. This is not to say that fuel usage was heavy, as DAF normally set the average for the test, and was inclined not to deviate from that figure. However for the 2014 ETC this is no longer the case with Eindhoven’s entrant.

The Dutch truck maker has made great strides in the performance of its products and its focus on fuel consumption appears to be paying off. The award winning PACCAR MX-11 has greatly improved what DAF can offer operators, and this engine’s performance elevated XF into the position of joint second in the fuel consumption ratings. It tracked the other joint second place truck, Mercedes-Benz’ Actros, almost litre for litre across the test. In addition both trucks delivered the lowest AdBlue consumption of 0.9 l/100 km. The test average for fuel consumption was 30.4 l/100 kms, and the DAF XF slipped in just under at 29.9 l/100 kms.

The highly regarded MX 11 engine has greatly enhanced the overall driveability of the truck. It has also increased the potential appeal of XF to a wider variety of operators. Now with the inclusion of Predictive Cruise Control and Eco Roll, DAF has brought XF in line with the competition on fuel consumption - while retaining its historical advantage on low running costs. This is now an attractive combination for any operator.

Regarding other areas of performance, the XF was revealed to be the slowest of the contenders, though realistically the difference between all the competitors is negligible. The largest variance in any of the speed measurements between the fastest and slowest is less than 1.5 kp/h. A figure, which we feel is unlikely to affect journey times to any significant degree.

Despite the cab now being advanced in years, DAF Trucks makes good use of the XF Space Cab and it remains a functional workspace that is popular with drivers - and still looks good. Using the same structure meant the last cab revamp was completed for a small amount compared to the investment required for a complete new design. This should mean that DAF is well placed to benefit when and if a decision is made to alter vehicle dimensions.

DAF’s leasing costs of €1,391.51 p/month as calculated for the event was by FLEETTRANSPORT | FEBRUARY 15

he annual European Truck Challenge (ETC) is an exceptional event because it does not set out to nominate an annual ‘King of the Road.’ The objective is to accurately measure a vehicle’s performance and provide operators with the hard data. This data allows operators to make more informed decisions about their business. All participating vehicles have their merits and what must also be considered are the many ‘soft’ aspects such as a relationship with a local dealer. The value of these soft aspects cannot be quantified in this test comparison.

In order to eliminate variables the organisers of ETC, and our hosts for the event DVZ Publications, made a number of special arrangements for the annual challenge. The fi rst was that all trucks were independently fitted with the latest Goodyear Fuelmax tyres. Secondly, DVZ arranged all trailers and loads for the event. For 2014, all trucks would pull triaxle Krone Cool Liner fridges with Carrier Transicold units. Telematic support for certain elements of the test were supplied by PTV Navigator, and the vehicle fueling was in association with ARA L. All manufacturers had their representatives present throughout the event, far the most economical, and as a value for money option is hard to beat. The next best option was Iveco’s Stralis at €1,479.00, after which it is quite a step to the next best figure, which came from the Actros.

The ETC highlights many different aspects of truck performance, and how that performance relates to the operator’s needs. Overall the figures show that Eindhoven’s XF with the PACCAR MX11 litre has developed into a highly competent truck with exceptionally low operating costs. It appears DAF is no longer setting the ETC average - it is now setting new standards.

COVER | 11

Challenge 2014 The European Truck Challenge 2014 has the answer

to oversee the process and answer questions from the test drivers. The trucks all ran at the same time on the same days, so weather was not really an issue. Nevertheless throughout the week long test we had dry conditions with temperatures averaging around the mid-teens. The trucks ran with a gross weight of 32 tonnes over the test period. Th is figure represents a regular week’s work including empty running for the vast majority of European companies operating this class of vehicle.

The vehicles (listed below) were standard ‘off the shelf ’ tractor units and ranged in power from 400 to 435hp, and with torque outputs from 1,900 to 2,150 Nm. All trucks came with standard 12-speed automated manual transmissions, engine brakes, and a retarder or intarder. Finally with the exception of Iveco’s Stralis Hi-Way, all had some form of Predictive Cruise Control and/or Eco Roll. Let the contest begin!

• DAF XF 440 SpaceCab MX-11 (440 hp, 2,100 Nm) • Iveco Stralis Hi-Way 420 Cursor (420 hp, 1,900 Nm) • MAN TGX 18.400 XLX D26 (400 hp, 1,900/2,100 Nm) • Mercedes-Benz Actros 1843 StreamSpace 2.5 (428 hp, 2,100 Nm) • Scania G410 Highline DC 13 (410 hp, 2,150 Nm)

Iveco Stralis Hi-Way 420 Predictive Cruise would level the Playing Field

E

TC 2014 offered a welcome opportunity to drive Iveco’s Stralis in direct comparison to its contemporaries. The truck’s styling and interior have always been highly positive aspects of the Italian brand, and the latest version of Stralis, the Hi-Way, continues that theme.

The 420 hp Hi-Way delivered a fuel consumption figure of 30.5 l/100 kms, which happened to be exactly the same as the MAN TGX. Though it must be said that the Iveco did consume more AdBlue than the others, and only marginally less than the Scania. However it should be noted that the Cursor 11 does not use EGR and operates with Iveco’s Hi-eSCR only.

an enhanced format with improved GPS mapping. PPC would certainly level the playing field for Iveco and will no doubt do so when it arrives. Nevertheless it remains a highly credible performance considering the absence of this important piece of technology.

Where Iveco scores well is in the area of leasing and servicing costs. This is in keeping with Iveco’s claim that it would deliver the lowest ‘Total Cost of Ownership’ (TCO) in the market. Although marginally more expensive per month than the DAF XF, Iveco’s Stralis is €270 cheaper per month than the next truck, the Mercedes-Benz Actros. For some operators this could be a crucial amount over a 48-month term. Iveco’s focus on cost of ownership is delivering for operators, and works well for large and small fleets alike.

Importantly as a business proposition the Iveco Stralis is an attractive package that is hard to dismiss.

While the cab has been with us for some time, it has been updated and refreshed.

The current Hi-Way version offers a high level of equipment as standard in a cab that is far roomier inside than it appears. The Hi-Way’s interior is well appointed, well finished, and leaves no doubt that build quality has been further improved. Stralis has always been a comfortable unit to drive, and the truck’s performance throughout the ETC has been positive, especially if allowing for it having 200 Nm less available torque than the other contenders.

Overall what Iveco brings to the table is low operating costs which help to offset the slightly higher fuel and AdBlue consumption. If the type of operation does not require high annual mileage then Iveco’s Stralis would have the upper hand. It remains a solid performer that will further improve when Iveco’s PPC levels the playing field.

Although the Iveco along with MAN’s TGX recorded the heaviest fuel consumption for ETC, it is important to note that the difference between the lowest and the highest figures recorded was 1.1 litres /100 km. While that is significant, the operating costs between the lowest and highest was €484.00 p/month, which is an equally significant figure, especially when multiplied over 48 months. To be fair Stralis was the only truck entered without some version of Predictive Cruise Control (PCC) fitted. There will soon be a Predictive Powertrain Control system for Stralis, which Iveco believe will be www.fleet.ie

12 | COVER

MAN TGX 18.400 A good performance hurt by high costs

W

hen reporting on ETC 2013 we noted a couple of points on the MAN TGX that we felt needed to be addressed. The first point related to the cab. Although the TGX was a fine example of thoughtful cab design when first introduced, everyone accepts that the cab is now showing its age. The other issue we noted was the lack of sharpness and accuracy of the ZF transmission. We pointed out that it needed to improve as the competition’s updated versions were leaving it behind.

For ETC 2014, MAN arrived as expected with the same cab. However this year it was powered by a 400hp version of the D26 engine, and the performance of the TGX 18.400 was one of the great surprises of the event.

Th is year the TGX’s updated transmission completely transformed the vehicle. The transmission updates gave a purposeful drive, helped by the delivery of 1,900 Nm of torque at a low engine speed of 930 rpm. Th is made the truck quick to move from a standing start, and very flexible when driving through towns. These improvements have made gear selection noticeably quicker, smoother and more precise. MAN has also delivered an additional 200 Nm of torque in 11th and 12th gears, allowing the vehicle to maintain more consistent motorway cruising speeds. We also found the truck to be a good deal quieter throughout all aspects of the drive.

Earlier in 2014, MAN introduced its version of GPS supported Cruise Control - Efficient Cruise. While Efficient Cruise does not work in exactly the same manner as the other systems, it does enhance fuel figures, and so provides benefits for operators. Although the MAN’s fuel figures are not best in class - they are comparable with the Iveco. Where the MAN falls out of the running relates to the recorded high operating costs. Principally the leasing which is €480 per month more that the DAF, and €396 per month more than the Iveco.

These figures are unfortunate as they do not reflect favourably on what is a good truck to drive, and one which serves operators well. Though we must remember that the figures for leasing and service quoted from the ETC relate to standard prices in Germany. These figures may not translate cent for cent across borders, especially in Ireland where local dealers can be more flexible. Nevertheless they do highlight that operating trucks is not just about the purchase price or the fuel figures. There is a great deal more

FLEETTRANSPORT | FEBRUARY 15

to consider. There may be litt le benefit to be found with good fuel figures if you only work locally, and your operating costs are too high.

MAN’s TGX has always been a competent and steady worker, which has made it a favourite of the large fleet operators especially in the national distribution sector. Th is looks set to continue, and this market delivers volume sales for the Munich based producer. Th is is a very price sensitive sector, and this year’s ETC would indicate that increasing competition for MAN will come not from the other producer’s vehicle performances - but from high leasing and repair costs.

COVER | 13

50 Nm shy of the Scania with its 13 litre unit. Despite a smaller engine, the Actros drove well and made good use of the 2,100 Nm of torque. It is worth noting that the OM470 produces its peak torque of 2,100 Nm at 1,100 rpm, which is the same engine speed that the larger 12.8 litre OM471 produces it’s 2,200 Nm. This made the smaller engined unit feel a good deal stronger than one would expect.

Having the choice of downsizing to the 10.7 litre OM470 and saving nearly 200 kgs will appeal to certain operators especially those in weight sensitive sectors. Scania's G Series returned a fuel figure of 0.5 l/100 kms better than the Actros, though when measuring AdBlue consumption the Actros bettered the Scania by 1.4 l/100 kms. Again we point out that the maximum variance in fuel consumption across the ETC was 1.1l/100 kms.

Additionally, the benefits of PPC combined with Eco Roll were clearly demonstrated on the rolling hills of the German Autobahns and national roads. Daimler was one of the first manufacturers to introduce hill descent control, and the Daimler system remains one of the best available because of its simplicity and ease of operation.

Mercedes-Benz Actros 1843 Still setting standards

A

gain the ETC shows that Mercedes-Benz Actros remains a benchmark in this market segment. There is little to find fault with this truck from any of the aspects important to the driver, or the operator. Actros has been in service for a number of years now, and reports from operators across a broad range of applications are very positive.

Although externally MP4 has not changed since its launch, this does not mean that Mercedes-Benz has not been working to advance and introduce new developments. For example PPC has been highly successful for operators seeking fuel savings. Equally important are Mercedes-Benz’s Active Brake Assist 3, and Blind Spot Assist programmes, which should realise important benefits in the area of road safety.

Prior to the introduction of the Actros, Mercedes-Benz promised that the new model would deliver significant benefits for operators, and it appears to have kept its word. Actros has achieved what was promised, and it remains a great truck to drive. One that gives the sense of a complete vehicle.

Although other manufacturers have released new vehicles and product updates since Actros was launched, the MP4 manages to at least equal if not better the competition on most measurements. It remains a highly competent truck, well suited to a wide variety of operations, and is always a pleasure to drive.

The well thought out and spacious interior has been a favourite with drivers from the outset, and the promises made by Mercedes-Benz about operational efficiencies have been delivered. This is supported by the number of units sold since launch, and volume sales were needed to deliver a return on what was a significant investment in research and development by the parent company.

The 1843 tested was powered by Mercedes-Benz OM470 engine - a 10.7 litre unit rated at 428 hp. This meant in terms of displacement Actros was, litre for litre, marginally the smallest truck in this year’s event. However in terms of available torque, both smaller displacement trucks produced ratings just www.fleet.ie

14 | COVER

Scania G410 Scania’s sublime Streamline

Summary

A

gain the ETC has delivered important and impartial information for operators. It is interesting to see how the different trucks perform, and to track changes in that performance from year to year. What the ETC highlights more than any other test is that for many operators it is not necessarily about fuel consumption it may be more about the running costs and the cost per km. For some it could be about the empty weight and for others the TCO is the benchmark. Th is year more than ever there is litt le to choose between the performances, and each of the entrants are winners in their own right.

For us at ‘Fleet Transport’ the European Truck Challenge is one of the highlights of the truck testing year, and it has created a wealth of important and relevant performance data. We would like to thank the team at DVZ Publications, and the European Truck Challenge partners, Krone Trailers, Carrier Transicold, Jost and Goodyear Tyres for their support.

We must also extend a special note of gratitude to Sven Bennuhr and Hans Jurgen Wildhage. It is thanks to their organisational skills, their diligence and attention to detail throughout the contest, that makes the European Truck Challenge such an important and valuable event for Europe’s transport operators.

I

n addition to the performance of MAN’s TGX, the other surprise at this year’s ETC was the performance of Scania’s G 410 Streamline.

Th anks to some new soft ware updates, we found a dramatic improvement over the truck entered last year. Th is improvement was reflected in the whole feel of the truck, and not just in the performance and fuel figures - which we will return to shortly.

While the build quality of the cab is fi rst class, the level of space and living comfort for the driver has again slipped further behind the competition. This needs to be addressed for Scania to remain a preferred brand - especially for long haul work. Certainly the return of the ‘Streamline’ designation has helped to breathe some longevity into the design. Though hopefully as we move forward the vast investment required to develop new cabs will be forthcoming from the powers that be. Nevertheless despite the cab’s age it remains a good looking truck, and Scania remains one of the most popular brands with drivers across all European markets.

Returning to the topic of the G410’s fuel consumption during ETC, on paper there is no doubt that Scania delivered the best overall diesel consumption figure, in that it returned 29.4 l/100 kms compared to the XF and Actros, which both returned 29.9 l/100 km. However it must be noted that Scania’s AdBlue consumption was considerably heavier with the G Series returning a figure of 2.3 l/100 km. Th is is over two and half times heavier than the DAF or Mercedes-Benz figure of 0.9 l/100 km.

Both Iveco and Scania lost ground on the AdBlue consumption section of the test.

Nevertheless for different operators these figures will have differing levels of importance depending on work cycles. Some operators have limited possibilities to reduce costs by reducing fuel consumption, therefore they must focus their attention in other areas to fi nd savings, and here Scania has helped. Across the range of measurements Scania has reduced both the cost of ownership and cost of operating. In some cases the reductions are marginally when compared with last year’s figures - nevertheless they are reductions.

As we mentioned previously the driving performance of this truck was remarkably changed from the 450 hp model in ETC 2013. The 13 litre in-line six keeps that sense of strength, and despite being rated at only 410 hp the truck feels stronger and drives with a sense of purpose. With the rated torque of 2,150 Nm starting at just 1,000 rpm, and more precise FLEETTRANSPORT | FEBRUARY 15

shift patterns from Scania’s Opticruise transmission, this 410 G Series delivers a sublime and exceptionally smooth drive.

In the 2012 event Scania and Mercedes-Benz were ahead of the game with their respective versions of Predictive Cruise Control. In the 2014 event four of the five entrants were equipped with some form of Active Prediction, so the playing field has been somewhat levelled. Th is could arguably elevate the Scania’s performance up a notch as its previous advantage was removed - and it still managed to return the best diesel consumption.

Overall Scania’s G Series delivered a highly commendable performance, which is improving year on year as the annual ETC demonstrates.

COVER | 15

ETC

DAF

Iveco

MAN

Mercedes-Benz

Scania

Range

XF

Stralis

TGX Efficient-line

Actros MP4

G-Series Streamline

Model

440 FT

Hi-Way

18.400 BLS EL

1843 LS

G 410 LA

Chassis

4x2

4x2

4x2

4x2

4x2

Cab Type

Space Cab

Hi Way

XLX

StreamSpace

Highline

Engine

Paccar MX-11.320

Cursor 11

MAN D26

M-B OM470 LA

Scania - DC13 115 410

Engine Type

In-line 6 cylinder

In-line 6 cylinder

In-line 6 cylinder

In-line 6 cylinder

In-line 6 cylinder

Displacement

10.8 litre

11.1 litre

12.4 litre

10.7 litre

12.7 litre

Rated Power

320 kW / 435 hp @ 1,450 - 1,700 rpm

309 kW / 420 hp @ 1,550 - 1,900 rpm

294 kW / 400 hp @1,600 - 1,800 rpm

315 kW / 428 hp @ 1,800 rpm

302 kW / 410 hp @ 1,900 rpm

Rated Torque

2,100 Nm @ 1,000 - 1,450 rpm

1,900 Nm @ 900 - 1,550 rpm

1,900 Nm @ 930 - 1,400 2,100 Nm in 11 & 12 gear

2,100 Nm @ 1,100 - 1,425 rpm

2,150 Nm @ 1,000 - 1,300 rpm

Rpm @ 80 kp/h

1,090 rpm

1,140 rpm

1,094 rpm

1,126 rpm

1,170 rpm

Emission Control

SCR & EGR

Hi-eSCR

SCR & EGR

SCR & EGR

SCR

Transmission

ZF AS21301 12 Speed

ZF AS1930TD 12 Speed

ZF AS2331 12 Speed

M-B G211 12 Speed

Scania GRS85R 12Speed

Shift Type

DAF AS Tronic

Iveco Eurotronic

MAN TipMatic

M-B PowerShift 3

Scania Opticruise

Rear Axle Ratio

2.53:1

2.64:1

2.53:1

2.61:1

2.59:1

Engine Brake - Y/N

Yes (320 kW)

Yes IEB (372 kW)

Yes MAN EVB (310 kW)

Yes (340 kW)

Yes (256 kW)

In/Retarder - Power

ZF Intarder - (500 kW) ZF Intarder - (500 kW)

Eco Intarder (600 kW)

Yes Voith (4,000Nm)

Scania F’wheelingR4100

Goodyear Fuelmax

315/70 R22.5

315/70 R22.5

315/70 R22.5

315/70 R22.5

315/70 R22.5

Predictive Cruise

DAF PPC

No

MAN Efficient Cruise

Mercedes-Benz PPC

Scania Active Prediction

Idle Speed Driving

Yes

No

Yes

Yes

Yes

Trailer Krone/Carrier

Triaxle / Cool Liner

Triaxle / Cool Liner

Triaxle / Cool Liner

Triaxle / Cool Liner

Triaxle / Cool Liner

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

www.fleet.ie

16 | FLEETING SHOTS

Adare Machinery - New Doosan & Bobcat Authorised Dealer

D

oosan Construction Equipment has appointed Patrickswell, County Limerick-based Adare Machinery as the new Authorised Dealer for Doosan Heavy & Bobcat products in Ireland.

Under the new agreement, Adare Machinery has exclusivity for sales and service in Munster and Connacht for Doosan crawler and wheeled excavators from 3 to 53 tonne and the Doosan range of wheel loader models with bucket capacities from 1.9 to 4.8 m3. The awardwinning, family-run machinery company is also

a dealer for Doosan wheel loaders in Leinster but on a non-exclusive basis.

For the Bobcat range of compact equipment, including skid-steer, compact tracked and all wheel steer loaders, compact excavators, telescopic handlers and att achments, Adare Machinery is the Authorised Dealer for Munster and Connacht. In Leinster, Adare Machinery is the exclusive dealer for all Bobcat equipment except the telescopic handler range, which it handles on a non-exclusive basis.

William Cuddy of Adare Machinery said: “We are highly delighted to be appointed as a new Authorised Dealer for Doosan and Bobcat for Ireland. Backed by over 30 years of experience in the machinery sales market in Ireland, we are excited by the prospects for Doosan and Bobcat equipment in the country. We have based our success over the years on being able to adapt to meet our customers’ needs and, by offering the full line of Doosan and Bobcat products, we are providing our existing and new customers an even wider choice of solutions for their businesses.”

Fleet Transport continues to back Claremorris Colts RFC

F

leet Publication’s Fleet Transport magazine has continued its sponsorship of Claremorris Colts Rugby Football Club. The Claremorris based commercial vehicle and fleet business publications group has Fleet Transport, one of its titles, on the Colts' new black shorts for their Junior Team,

which competes in its second season in the Connacht J2 League.

Pictured at the official handover of the branded shorts to mark the occasion were Paul Cunnane, Claremorris Colts RFC player; Jarlath Sweeney, Group Editor and Andrew Maxwell, Coach, Colts RFC J2 Team.

Scania chief Martin Lundstedt elected ACEA Commercial Vehicle Board Chairman for 2015

M

artin Lundstedt is the new Chairman of the Commercial Vehicle Board of Directors at the European Automobile Manufacturers’ Association (ACEA).

The Commercial Vehicle Board elects a new Chairman for a yearly term, once renewable. Mr. Lundstedt, President & CEO of Scania, follows Wolfgang Bernhard, Head of Daimler Trucks, who took over the Chairmanship of ACEA’s Commercial Vehicle Board in 2013, and went on to serve a

FLEETTRANSPORT | FEBRUARY 15

second term in 2014.

“On behalf of ACE A’s Commercial Vehicle Board, I wish to thank Mr. Bernhard for his strong leadership. We look forward to continuing this good work with Mr. Lundstedt,” stated ACEA Secretary General Erik Jonnaert.

Speaking after his election, Mr Lundstedt said: “I am honoured to drive ACEA’s commercial vehicle activities for the next year, when a top priority for our industry will be to continue to address one of

our toughest challenges: the further reduction of CO2 emissions.”

"In this context, the CV industry has formulated three recommendations to policy makers: 1. To take full account of the complexity of the commercial vehicle market, which cannot be reflected in a ‘one-size-fits-all’ approach; 2. To improve consumer information, thereby further strengthening market forces. Th is will make the customer the best regulator; 3. To foster close partnerships between all relevant stakeholders through a fully integrated approach, in order to double the annual potential of CO2 reduction," he added.

Text: Rob Van Dieten - rob@fleet.ie

5

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Located at the NEC, at the heart of the motorway network, the Show is open from 08:30 to 17:30 April 14 – 16.

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18 | NEW FLEET hp (95kW) Euro-6 engines, replacing the existing Vario models which are now decommissioned.

3 to 8 Actros on for Noone Transport – UPS picks Sprinters

S

lane based Noone Transport, one of Ireland’s leading logistics and distribution companies, has purchased three new Mercedes-Benz Actros 1845LS 2.5m BigSpace tractor-units – bringing the number of Actros currently in its fleet to eight.

Finished in the firm’s distinctive white and red livery, the vehicles come specified with Mercedes-Benz Predictive Powertrain Control option, which can save an additional 5% in fuel by automatically adjusting the vehicle performance to the terrain/topography. Other features include high performance engine brake, twin fuel tank, night heater, fridge, twin bunks and ambient lighting.

According to Noone Transport’s Managing Director Kevin Noone, the company ordered the new units based on the “excellent fuel returns

The new delivery vans of varying lengths with bodywork by Spier will go into operation in Ireland, the UK and Germany this summer after a year-long trial programme. The new Sprinter 513 BlueTec, with a gross vehicle weight of 5.3-tonnes, was chosen due to its reduced fuel consumption, lower CO2 emissions and high capacity - up to 2,300kg. and reliability of the existing five Actros trucks on the fleet”.

Founded in 1986 in Duleek, County Meath, Noone Transport’s headquarters is located in Slane since 2001.

Meanwhile, United Parcel Service (UPS) has ordered a fleet of new Mercedes-Benz Sprinter 513 BlueTec long wheelbase chassis cabs with 128

Volvo is A1 for A1 Metal Recycling!

P

ictured are representatives from A1 Metal Recycling, Mountmellick, County Laois and Irish Commercials (Naas) at the handover of a new Volvo FH.540 6x4 with Globetrotter Cab and I-Shift automated transmission. The new tractor unit is fitted with a Palfi nger Epsilon Crane & Grab. It also comes with Volvo Trucks’ 4 year Gold Contract.

A&T Transport Services goes for the King of Krones

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his new Krone Profi-Liner trailer purchased by A&T Transport Services, Swords, County Dublin has a lot more than meets the eye. Firstly, the Euro-liner has RoRo specification with full Code XL Cert as well as ADR/Hazchem approval.

According to Trevor Roy, Director, it also features award winning Multi-lock side raves with 130 x 2 tonne securing points on each side. It also has a sliding roof for overhead crane loading/unloading.

During its construction, its chassis was KTL treated and power coated that has a 10year anti-corrosion warranty.

Lubricants Direct well liveried up!

O

ne of Finol Oils’ distributors in Dublin, Lubricants Direct has put this new Ford Transit on the road.

The LWB Hi-roof 350 model purchased from Fort Motors Commercial Centre, Dublin really stands out for its striking ELF and Total colour scheme painted by Inksplash, matching that of Final Oils.

Lubricant Director owner John Reilly also specified a Palfinger tail-lift for safe unloading and loading of the oil barrels.

Text: Jarlath Sweeney - editor@fleet.ie

Important Commercial Vehicle Roadworthiness (CVR) Test Notice: From 1st June 2015, manual shut-off taps fitted to the trailer brake lines of a towing vehicle1 registered since 1st June 2011 will be a reason for failure at the Heavy CVR Test.

Trailer brake lines fitted with self-sealer couplings

Trailer brake lines fitted with manual shut-off taps

Towing vehicles registered since 1st June 2011 fitted with manual shut-off taps are currently subject to a pass advisory at the annual CVR Test, but from 1st June 2015 the use of manual shut-off taps will be a reason for failure.

Owners of affected vehicles must therefore take remedial action by having brake-line taps replaced with self-sealer couplings. When this work is being undertaken it is important that a coupling test gauge be used in order to check the correct functioning of the trailer brakes.

For more information on Commercial Vehicle Roadworthiness Testing go to: www.cvrt.ie

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20 | REPORT

ITS – Intelligent Transport Systems to feature in European Commission's future Infrastructure Investments

E

uropean Commission experts and leading policy makers laid the information path to the arrival of European Commissioner for Transport & Mobility, Violeta Bulc where she met invited transport journalists at a special Conference in Brussels on 20 January last. Ms. Bulc responded to issues and challenges ahead facing transport and infrastructure in the coming years. (see separate story)

(TEN-T) DG MOVE outlined the nine core network corridors identified as infrastructure developments covering rail, road, inland waterway connections, ports, airports, etc. Th rough the €315 billion Juncker Public/ Private Partnership plan, the investment on TEN-T projects aim to complete cross-border links, remove bott lenecks and inter-connecting transport modes. Links between Belfast, Dublin and Cork are included in the studies submitted together with the rail link at Foynes Port in Limerick.

Th is €315 billion fund, the majority of which will come from private enterprise, will be guaranteed by the EU to the tune of €16 billion and an additional €5 billion cover from the European Investment Bank (EIB) over the next three years.

Stephane Quaki, Connecting Europe – Infrastructure Investment Strategies, DG MOVE, EC explained how the infrastructure fundings are made and processed and that technical advice is available from his department if required. The focus of these submissions will centre towards Intelligent Transport Systems (ITS) – bringing transport of all modes into the digital era. (See separate story).

João Aguiar Machado; Director General of Mobility & Transport, European Commission.

The day long Seminar (attended by Fleet Transport’s Jarlath Sweeney) began with opening remarks from Mr. João Aguiar Machado, Director-General for the DG Mobility & Transport, EC and explained that the European Commission is the executive arm for devising and enforcing policy for Europe. He mentioned that transport affects the daily lives of its citizens and that 11 million jobs depend on the transport sector. On average 13% of each family’s annual income is spent on transport, the same as food, he stressed. One of this department’s objectives is to reduce transport’s carbon emissions through innovation and better management of traffic.

Mention of EC President Juncker’s investment plan was also included as was the Connecting Europe Facility (CEF), which will allocate the funding for the period 2014/2020.

Herald Ruijters, Head of Unit, Trans-European Transport Network

FLEETTRANSPORT | FEBRUARY 15

Part II of the Seminar had a selected panel debate ‘A digital agenda for transport’ with Magda Kopczynska, Director, Innovative & Sustainable Mobility, DG MOVE, EC; Carlo van de Weijer, Director Strategic Area Smart Mobility, Eindhoven University/Technology & Global ITS expert for TomTom; Suzanne Hoadley, Senior Manager, POLIS EU Cities & Regions Networking for Innovative Transport Solutions and Erik Jonnaert, Secretary General, Europe Automotive Manufacturers’ Association (ACEA). Mr. van de Weijer outlined the various elements that is Disruptive Mobility in that digitization explores and explodes, disrupts the world, and how the car industry and mobile phone technology has evolved and that the car has become basically a computer on wheels. Regarding traffic management and congestion, Governments will have to make a shift from managing traffic to facilitating traffic, and that traffic jams are a voluntary and predictable event. “The cost of congestion decreases as drivers can use time effectively and automation will actually lead to increased use of roads. Cars will not be fully automated for a long time to come, but they will have a lot of automation.”

Suzanne Hoadley commenced her address with an explanation of what POLIS is about. “It is a network of 65 European Cities and Regions that exchange experiences, projects and policy and advocacy to achieve sustainable mobility.” Mobility is a key word here as it also means that commuters while shift ing from the car to public transport can also be

REPORT | 21

Dr. Carlo van de Weijer, Director, Strategic Area Smart Mobility, Eindhoven University of Technology addressing the invited press with Zoltan Gyevai, Seminar Moderator; Madga Kopczynska, Director, Innovative & Sustainable Mobility DG MOVE, EC; Suzanne Hoadley, Senior Manager, POLIS and Erik Jonnaert, Director General, ACEA.

attracted to cycling and walking as inactivity is responsible for more deaths than smoking. She is enthused that more city and local authorities are committed to opening up transport data where technically, legally and fi nancially available iformation which will enable analysis of numerous issues and problems and help make changes/ improvements. Suzanne gave an example of a big match hosted by Liverpool FC that was tracked through social media. From the 30,000 event posts that related Erik Jonnaert, Director General, ACEA to the public service vehicle movements and the service providers were able to allocate the required transport vehicle numbers and time slots needed. With automised buses now on the agenda and currently on trial in France, Switzerland and Finland bring their own issues as to road user interaction and not to mention the legal aspects involved.

Erik Jonnaert informed the 30 media guests how connectivity technologies are best used to ensure safety, environmentally cleanliness and security

for all vehicles. “Safer vehicles thanks to vehicle to infrastructure and vehicle to vehicle communications, clean vehicles due to better mobility efficiency and the ability to download applications and more secure thanks to remote access to vehicle data for repairers, road side assistance, insurance fi rms and fleet managers. “Connectivity is not automation,” warned Erik, but while certain technologies and issues overlap but one does not implicitly lead to the other, automated vehicles must be able to operate while disconnected. Some benefits of technologies compliment each other with improved safety, traffic law and productivity.”

As featured in the ACEA’s Connected Car Conference in December last, privacy protection, data security and third party access are all part of the regulatory challenges ahead. “Research and development effort is still needed to perfect automation, connectivity and ITS applications,” he concluded.

Magda Kopczynska stated that while the digital era effects and affects all modes of transport, it has to look beyond transport and that a pan-European Traffic Management System is needed just like the maritime industry, which is most efficient. For freight transport, solutions are needed, and there is support for technical innovation. eCall, the emergency voice call system that engages when an accident occurs, highlighted by Magda has yet to go through type approval before the system enters mandatory fitt ing in all new car models in 2018.

About ITS – Intelligent Transport Systems

J

ust before the end of year break the European Commission adopted new rules to improve EU wide traffic information services for road users. Th rough ITS, motorists will be provided with more accurate, accessible and up-to-date traffic information related to their journey in real-time. Th is can include information about expected delays, estimated travel times, information about accidents, road works and road closures, warnings ahead about weather conditions and any other relevant details. Such information can be delivered to drivers through multiple channels: variable message signs; radio traffic message channels; smart phones; navigation devices; etc. A functioning market already exists for Real Time Traffic Information services, which is the objective of the new rules announced, and to make existing information services available to more users, facilitate the sharing of digital data and further enhance the availability of more and accurate data. www.fleet.ie

22 | REPORT

Busy agenda ahead for Transport Commissioner Bulc her notice by Fleet Transport), Ms. Bulc responded that as guardians of the EU Treaty that ensures non-discriminatory law, every solution possible will be looked at. Relating to the German minimum wage (@ €8.50 per hour) ruling, this cannot be changed as yet as the process has not been completed as we wait for its official passing in the German Parliament.

Ireland’s Deirdre Clune, M.E.P. on the EU Transport Committee has raised this serious matter with Commissioner Bulc on behalf of the Irish road haulage sector. Again, Ms. Bulc mentioned the EU Treaty when replying to the Belgian and French situation together with the U.K. Road User Charge. For all three subjects she wishes to engage in dialogue with the stakeholders surrounding these issues and cited an example in her home country Slovenia, where a Road User Charge system was changed due to its unfairness.

For the maritime industry, she sees that there will be a separation between Europe’s big ports and specialist ports and a gradual traffic shift is heading from Northern Europe to Central Europe (towards the Black Sea) which will offer faster and more economical movements of transport to global markets.

Ms. Violeta Bulc, EU Commissioner for Mobility & Transport

L

jubljana native Violeta Bulc is the recently elected European Commissioner for Mobility & Transport. The former Deputy Prime Minister in the Government of Slovenia has past experience in telecommunications and logistics having worked for Telemach & Telekom Slovenia and for DHL in the USA. At a special press briefi ng (attended by Fleet Transport) in Brussels, Ms. Bulc outlined the ‘challenges ahead’ during her five year term of office. She began by expressing her excitement at entering the Mobility & Transport Commissions as the sectors ‘begin a new era as digitalization moves into transport’. With a Masters Degree in Information Technology (IT), the integration of Intelligent Transport Systems (ITS) is right up her street, so to speak.

Th is new digital era is to include the digital tachograph of the future which will become more than just a recorder of Driver’s Hours and rest periods.

On asked if this new technology, which will become more of a telematics system with additional inter-connectivity, with the driver, may mean a revision of the Driver’s Hours legislation. In reply she said that this was a good idea and would be willing to take it to the stakeholders involved.

One of her objectives is to implement a simple single solution for road user charging as she described the current road toll systems as obsolete, dated and much need of upgrading. Ms. Bulc favours a distance based payment method and again wishes to talk to the stakeholders involved.

Interestingly, as discovered later that evening from the Chairman of the EP’s Transport Commission, Michael Kramer, only 0.9% of Europe’s roads are tolled and that every kilometre of railway is tolled.

Another aim is to improve the percentage of energy sourced in Europe for transport to reduce dependency from elsewhere. There is a willingness from her Department to support the alternative fuel agenda, encourage new concepts and push for innovation. Her vision is that Europe will become solution leaders of green power generation.

Regarding legislation introduced in certain countries affecting transport operators and drivers, notably the banning of driver rest periods to be taken in their trucks in Belgium and France, the HGV User Charge in the U.K. and the introduction of a Minimum Wage rule in Germany (brought to FLEETTRANSPORT | FEBRUARY 15

Ms. Bulc also mentioned that she is very pleased with the recent announcement of EC President Jean-Claude Juncker of the €315 bn public and private partnership investment plan for infrastructure projects over the next three years. “It will have economic and social benefits and allow for more interconnectability between modes.” On the subject of Electric Mobility, Commissioner Bulc again wishes to simplify the charging points system and introduce standard regulations across the EU. “We will be looking for the right balance between supply and demand to meet different customers’ needs. There are many innovative solutions to be decided upon,” she said.

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

HEALTH MATTERS | 23

Stress & Disease – is there a relationship?

S

tress is usually considered to be a subjective thing – what stresses you will not stress me, but as everyone is both human and mortal it must be concluded that at some stage some level of stress will affect everyone. Of course, it is not a disease or disability to suffer or to endure stress.

Sometimes a person will “borrow” a symptom – if an acquaintance is suffering from cancer the stressed person will have similar complaints and feel equally fragile.

These symptoms can be confusing for both the patient and doctor. If it is not recognised that there is a basic stress in the patient’s life that they are dealing with via their “pains”, these symptoms will then often be the cause of the person having multiple expensive sometimes dangerous tests performed on them. Th is is of course, in an effort to fi nd the elusive (non existent) physical disorder – a medical “Moby Dick”.

We defi ne stress as any factor that threatens the health of the body or has an adverse affect on its functioning, and it has been found that the more stress that the person is subjected to, the less they can resist other forms of stress, and a downward spiral of ill health ensues. Constant stress can lead to hormonal imbalance, which in turn leads to further problems.

Anxiety and Depression are a common result of stress as well as a cause of stress. Th is sets up a vicious cycle resulting in the development of a sense of worthlessness, lack of joy in life, and an inability to look forward to anything. Many people are of the opinion that stress in itself causes illness or disease – this has not been found to be the case. Rather it has been found that stress tends to facilitate and precipitate other illnesses of mind and body that would not bother the patient if his/her immune system were functioning adequately.

Some acute forms of stress may be beneficial – the stress before going on stage will give the actor that extra edge in his/her performance, and the stress of a looming examination is often the only thing that impels a student to start studying.

We often allude to this as the “adrenaline rush” and the actor or student may welcome this physiological “push” to perform. But chronic stress on the other hand may result in physical symptoms and it is known that emotional disturbances and psychological factors are related to physical disease and disability. So stress can be both a precursor of disease or a result of one.

Post Traumatic Stress – not an uncommon disorder arises as a response to a stressful event of an exceptionally threatening nature and can cause pervasive distress in anyone. Serious accidents, witnessing the violent death of someone, being the victim of sexual abuse, torture or war are some of the causes. The personality of the patient and previous experiences will be the deciding factor in the length of effect of the trauma on the patient.

Sometimes a genetic tendency to a disorder such as diabetes when combined with a stressful event such as the death of a loved one will precipitate the disease in a person. The stressful event acts in this case as a precipitant. On the other hand the psychological reactions to the stress of some illnesses such as asthma, multiple sclerosis or leukaemia for example will itself adversely affect patients in different ways. The gradual decline in wellbeing due to physical changes in Parkinson’s disease or Rheumatoid Arthritis creates a depressive reaction that further reduces the sense of wellbeing. In these cases the stress is a result of the diseases.

leaving the person more susceptible to all diseases.

Emotions can alter the heart rate, influence sweating, bowel movements and blood pressure.

It has been shown that there is a relationship between reactions affecting the mind and the immune responses in the body – severe reactions

The person whose relative or associate has had a heart attack will have chest pain as will the person who is rejected by a lover (“broken heart”).

Some people try to deal with chronic stress through an unconscious process of transforming their anxiety into a physical symptom – a usual one is pain. Th is can take the form of vague headaches or perhaps back pain or abdominal pain, for example.

However, what most people have to deal with is the slow chronic stress of everyday life. Perhaps by standing back and taking stock of one’s life and identifying any preventable stress (bearing in mind its defi nition) and by remembering as you throw away some unnecessary additions in your life the corny (but true) old saying that it will all be the same in a hundred years - this could be a way to eliminate some problems and prevent the extra illnesses that crowd in on us when we become stressed, and remember that nobody on their deathbed was ever known to say that they regretted not spending more time at work.

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Text: Dr. Betty Maguire - enquiries@fleet.ie

www.fleet.ie

24 | MOTORSPORT

MINI, KAMAZ & KTM dominate Dakar 2015

A

Dakar Rally of extremes. The 37th running of the world’s most famous cross-country marathon was one of the most challenging to date.

Extreme in the differing terrain the 420 starters had to endure. Extreme in the contrasting weather conditions from freezing to scorching sun to heavy downpours. Extreme in the long liasions between special stages. Extreme in the joy expressed by the 216 fi nishers at event headquarters in Buenos Aires, Argentina.

South America offers just as much excitement

and entertainment for spectators and followers as when the Dakar was held in Africa for decades. This year’s event attracted some of the established names in cross-country rallying such as MINI, Toyota and Ford and welcomed the return of the Peugeot factory team. In the truck category Kamaz, Iveco and MAN were out in force while KTM, Honda and Yamaha battled it out for honours in the motorbike class.

But like in previous years MINI, Kamaz and KTM dominated proceedings once again.

Team Petronas De Rooy Iveco bow to power of KAMAZ

G

reat Expectations – great disappointment – for the De Rooy prepared Iveco Powerstars and Trakkers entered, backed by oil giant, Petronas. In the pre-event interviews, team leader Gerard De Rooy was confident to repeat the overall win from 2012 in 2015 and break the KA MAZ stronghold. But it was not to be. In the first week of the rally, damage to the Iveco Powerstar’s differential put paid to the Dutchman’s challenge. Gerard eventually finished ninth. His uncle Hans Stacey and previous winner with MAN took to the task of catching the KA MAZ battalion. Driving the newly developed T-nosed Powerstar for the first time, Hans did manage four stage wins (from thirteen) to claim 6th place overall while Pep Vila performed well again as the fastest Iveco Trakker service truck to come back to Buenos Aires in 13th.

Such was the strength, resources and military style preparation and application of the Russian KA MAZ team though, that anyone of the four crews that completed the top positions at the finish line in the Argentinean capital could win this ultimate motorsport competition.

KA MAZ heading to a 1-2-3 finish at the Dakar Rally 2015

IVECO Powerstar piloted by Gerard De Rooy

Ayrat Mardeev, second last year, recorded his first Dakar victory (just like his father before him) keeping his team-mates Nikolaev and Karginov (last year’s winner) at bay. AleŠ Loprais, who switched from Tatra to MAN paid dividends with fourth followed by yet another KA MAZ driven by Dmitry Sotnikov in 5th place.

Pierre Lahutte, Iveco Brand President, who was present in Buenos Aires declared: “Our three trucks all arrived at the finish line, confirming their reliability and durability in the most extreme conditions. We did not end up on the podium as we had hoped, but we persevered and won the last three stages of the Dakar. Congratulations to the whole team.”

Hino Team Sugawara entered the race with two specially prepared Hino 500 Series race trucks, of which Teruhito Sugawara and Hiroyuki Sugiura finished 16th, while Yoshimasa Sugawara, Yoko Wakabayashi, and Katsumi Hamura finished in 32nd in the overall Trucks category. Teruhito clinched his 6th straight category win in the Under 10-litre class, with the other 9.0 litre (630hp) powered Hino 500 also a runner-up. This was the second year in a row for the team to accomplish a 1-2 finish in this class.

FLEETTRANSPORT | FEBRUARY 15

AleŠ Loprais made a positive move to MAN

MOTORSPORT | 25

Nasser takes Dakar title again ... with MINI to the Four!

F

irst in a Volkswagen in 2010 and now in a MINI, Qatar’s Nasser Al-Att iyah has conquered the Dakar once again. The multi-Middle East Rally Champion and regular in the World Rally Championship set the pace for the 37th Dakar right from the start, recording 5 stage wins. All others followed his MINI ALL4 Racing, based loosely on the Mini Countryman. Nani Roma (Spain), last year’s winner was to be Nasser’s biggest challenger but mechanical problems with his Monster Rally Raid MINI followed by an event ending crash concluded his ambitions. South African, Giniel de Villiers in the Toyota Hilux put up the strongest challenge, fi nishing second in the race for yet another time. He did win with Volkswagen in 2009. Peugeot’s re-entry to the two-week all-weather, all-terrain off-road marathon was much heralded, not only with the stunning new 2008 DKR race car but also with top line drivers such as Stéphane Peterhansel, Carlos Sainz and Cyril Despres, a former bike winner on 5 occasions. Their combined efforts came to nought as Peterhansel finished outside to the Top 10 and failed to make an impact while Sainz crashed out and Despres found the transition to 4 wheels difficult. Roma’s teammate, Krzysztof Holowczyc secured third place.

It was the fourth occasion in a row that MINI entered the rally prepared by X-raid/Quandt Motorsport from Germany.

Dakar 2015 covered 9,000 kilometres spanning Argentina, Chile and Bolivia.

Four of the top 5 positions were held by MINI All4 Racing taking 11 stages wins from 13 along the way, while there were three Toyota Hiluxes in the top 7.

“I promised last year when I was on the podium that I’d be back to win, and now I’m here,” said Nasser Al-Att iyah.

“It was very hard to lead the race from the very beginning and to continue keeping this position on the long distance.

Also because the race was really hard, I’m very happy about this great result and I want to thank and congratulate all mechanics and the team for the great job they have done during the two weeks. The MINI ALL4 Racing is an incredible car and it was again very nice to drive.”

Coma comes good as KTM rule Dakar once more in 2015

I

n the bike category, it was Austria’s KTM versus Japan’s Honda and Yamaha. At the end of this off-road classic, it was KTM’s Marc Coma that sealed victory, his fi ft h Dakar title and KTM’s fourteenth in a row. The Asian challenge promised much but Coma’s experience and control proved the difference as he held off pretender to the throne, Spaniard Joan Barreda (Honda) and Yamaha’s Oliver Pain (France) who both fi nished down

the order 17th and 10th respectively due to mechanical difficulties. It was Portuguese Paulo Goncalves in another Team HRC Honda who secured the second podium placing with rally rookie Toby Price from Australia in a factory KTM third. Laia Sanz (Spain) took much of the limelight too for team HRC as she recorded the best ever fi nish for a female in the Dakar, in ninth overall. Coma has now equalled Cyril Despres's five victories and will

chase Stéphane Peterhansell’s six wins when the world’s toughest long distance rally comes round again.

Team HRC with seven special stage victories and leaders at the halfway point has set their sights on the 2016 edition having returned to the event last year after almost a quarter of a century away from cross-country rallying.

Marc Coma leading the way

Text: Jarlath Sweeney - editor@fleet.ie

www.fleet.ie

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WAREHOUSING & MATERIALS HANDLING | 27

CATERPILLAR The Caterpillar forklift range encompasses IC engine trucks with up to 16 tonnes capacity and electric counterbalance trucks in 3 and 4-wheel configuration from 1.0 to 5.5 tonne capacity.

Davcon Warehouse Machinery 32-33 Orion Business Campus, North West Business Park, Ballycoolin, Dublin 15.

Tel: +353 1866 5620 www.davcon.ie

Counterbalance Forklift Buyers' Guide BEC has predicted continued growth of almost 5% in the Irish Economy during 2015, stating that in 2014 the recovery finally reached the domestic economy. It said lower oil prices were a major stimulus to the domestic and global economy and forecast that the weak euro and a gradual recovery in overseas demand would support Irish exports. Obviously this is good news, which will hopefully filter through and bring about an increase in demand for materials handling equipment from manufacturing, distribution and logistics facilities. Many of these have struggled through in recent years with aging equipment to minimise capital expenditure. However, as the volumes of materials needing to be handled increases, there is likely to be a need for additional or replacement of forklift trucks. The Counterbalance truck remains the industry workhorse and customers have never had more choice. Our buyers guide details the various options available and where to find them.

I

CLARK Already available for its electric range, Clark now has a modular cab for its diesel and LPG forklifts, with capacities up to 3.5 tonnes included in the program. The counterbalance range includes IC trucks with up to 8.0 tonne capacity and 3.2 tonnes for the electrics.

Peter Keogh Forklift Maintenance Unit 4, Birch House, Rosemount Business Park, Dublin 15.

Tel: +353 1885 3940, +353 8763 79622 E: pkforklifts@msn.com

CROWN Crown opened a new European headquarters in Bavaria, Germany in 2014. Its range of electric counterbalance forklifts has ‘siton’ models with up to 3.0 tonne capacity and ‘stand-up’ versions can handle loads weighing up to 1.8 tonnes.

Castle Mechanical Handling Damastown Way, Damastown Industrial Park, Dublin 15.

Tel: +353 1 869 4711 www.castlemh.ie Jury Member of the International Forklift Truck Award

www.fleet.ie

28 | WAREHOUSING & MATERIALS HANDLING

Counterbalance Forklift Buyers' Guide

DOOSAN Doosan Pro-5 and Pro-7 engine powered trucks are available in a range of capacities and chassis confi gurations from 1.5 to 16.0 tonnes. The Pro-5 AC electric models are available in capacities from 1.5 to 5.0 tonnes and their ACT System (Active Control Technology) is designed to maximise the efficiency of the motors.

Castle Mechanical Handling Damastown Way, Damastown Industrial Park, Dublin 15.

Tel: +353 1 869 4711 www.castlemh.ie

E-P EQUIPMENT One of the many Chinese manufacturers which is becoming increasingly visible in Europe, E-P has a full range of competitively priced electric and engine powered counterbalance forklifts with 1.5 – 16.0 tonnes lift capacity.

AWE Forklifts Ltd. Unit 408J Grants Park, Greenogue Business Park, Rathcoole, Co. Dublin.

Tel: +353 1 410 9919 www.awe.ie

FLEETTRANSPORT | FEBRUARY 15

HELI Anhui Heli Co. Ltd. is one of the largest materials handling equipment manufacturers in China and one of the longest established on the European market. Electric models come in 1.1 – 5.0 tonne variants and the IC range can handle up to 7.0 tonnes.

Trifik Forklifts Clane Business Park, Co. Kildare.

Tel: +353 45 982585 www.trifik.ie

HYSTER Irish Lift Trucks product range is the most extensive and complete forklift truck offering on the Irish market today. Over 140 HYSTER models cover the entire spectrum of load handling requirements, with Diesel, Gas & Electric Counterbalance Forklift trucks manufactured here in Ireland; Warehouse Equipment including, Powered Pallet Trucks, Order Pickers, Reach Trucks & VNA equipment and large capacity forklift trucks such as Container Handlers and Reach Stackers.

Irish Lift Trucks Clonlara Avenue, Baldonnell Business Park, Baldonnell, Dublin 22, Ireland.

Tel: (+353) 01 4034100 E: info@irishlifttrucks.ie www.irishlifttrucks.ie

HYUNDAI The 3 and 4 wheel electric ranges from Hyundai have capacity ranging from 1.0 – 5.0 tonnes, while the LPG version can lift up to 7.0 tonnes. There are also twelve diesel powered machines with options ranging from 1.5 to 7.0 tonnes. The company has a growing reputation for quality and competitive pricing.

Masterlift Ltd. Unit 3/5 Block K, Greenogue Bus Pk, Grants Rd, Rathcoole, Co. Dublin.

Tel: 1850 230363 www.masterlift.ie

JUNGHEINRICH Jungheinrich was the winner in the top category at the 2014 IFOY Awards for its EFG S40s electric counterbalanced stacker. The counterbalance range includes Electric, Gas and Diesel powered trucks with capacities up to 9.0 tonnes.

Jungheinrich Lift Truck Ltd. Unit J5 Maynooth Business Campus, Maynooth, Co. Kildare.

Tel: +353 1 6517100 www.jungheinrich.ie

KALMAR While Kalmar is best known for its heavy Duty trucks and container handlers, the company also produces a range of Electric and IC powered counterbalance machines in the 5.0 – 9.0 tonne category.

Masterlift Ltd. Unit 3/5 Block K, Greenogue Bus Park, Grants Rd, Rathcoole, Co. Dublin.

Tel: 1850 230363 www.masterlift.ie

LINDE In 2014, 55 years after Linde produced its first forklift truck, the company assembled the 750,000th truck - an electric counterbalance truck with a load capacity of fi ve tonnes, which was delivered to the BMW Group. IC truck capacity range from 1.4 – 8.0 tonnes with Electrics from 1.0 to 5.0 tonnes.

Linde Material Handling (Ireland) Ltd. Unit 22, Greenhills Industrial Estate, Walkinstown, Dublin 12.

Tel: +353 1 4566626 www.linde-mh.ie

WAREHOUSING& & MATERIALS HANDLING | 29

Counterbalance Forklift Buyers' Guide

MANITOU Manitou has significantly expanded its range of counterbalance forklifts and added to its already established rough terrain models.

Electric Gas and Diesel versions with a vast array of tyre and drive options can lift between 1.5 and 5.0 tonnes.

Murphy Machinery (Kilkenny) Limited Dublin Road, Co Kilkenny.

Tel: +353 56 7721920 www.murpheymachinery.ie

MITSUBISHI Mitsubishi recently introduced a new range of electric counterbalance trucks, the FB4050(C)2 series, which has been developed to deliver greater power and efficiency in the 4.0 to 5.0 tonne range, comprising of seven models. Gas trucks can lift up to 5.5 tonnes with Diesel models capable of up to 16 tonnes capacity.

Henley Forklift Group Limited Henley Industrial Park, Killeen Road, Dublin 10.

Tel: 01 620 9200 www.henley-mitsubishi.ie

Text & Photos: Joe O'Brien - joe@fleet.ie

NISSAN In 2013 Nissan and TCM forklifts became part of Japanese corporation Unicarriers. This well established brand offers Electric, LPG and Diesel versions of its counterbalance trucks with capacity up to 8.0 tonnes. In order to provide optimum protection in harsh environment such as fishery, food or chemical industries Nissan has developed a comprehensive Corrosion Protection Package (CPP).

Masterlift Ltd. Unit 3/5 Block K, Greenogue Bus Park, Grants Rd, Rathcoole, Co. Dublin.

Tel: 1850 230 363 www.masterlift.ie

STILL The Still range of counterbalance trucks includes models with 1.0 – 8.0 tonnes capacity and the RX 70 Hybrid is an industry first combining IC and electric technologies to minimize energy consumption and reduce CO 2 emissions.

Total Materials Handling Unit 4B, Glasnevin Business Park, Dublin 11.

Tel: +353 1 8304021 www.tmh.ie

TAILIFT In September last year Taiwan based Tailift was taken over by Toyota Industries Corporation (TICO). Gas and Diesel trucks can lift loads ranging from 1.5 tonnes to 10.0 tonnes and the battery powered models have a maximum 3.0 tonne capability.

BK Forklifts St Helena's Terrace, Dundalk, Co. Louth.

Tel: +353 42 93 29211 www.bkforklifts.com

TCM The Japanese company are now part of the Unicarrier Corporation together with Nissan forklifts. The IC Engine powered ranges offers equipment with capacities up to 25 tonnes and the 80 volt Electric version can lift up to 3.5tonnes The Forklift Centre Lower Ballymount Road, Walkinstown, Dublin 12.

Tel: +353 1 450 8600 www.forkliftcentre.ie

TOYOTA All forklifts in the Toyota Tonero series are equipped with Toyota SAS safety system to optimise safety and productivity. This IC range has truck capacities ranging from 1.5 – 8.0 tonnes. The electrically powered Triago range has lift capacities up to 8.5 tonnes and the Triago 80 was voted IFOY Forklift of the Year in 2014 in the counterbalance category - up to 3.5 tonnes.

Toyota Material Handling Ireland Killeen Rd, Dublin 12.

Tel: +353 1 4190200 www.toyota-forklifts.ie

YALE One of the longest established brands in the industry, Yale has a comprehensive range of application specific counterbalance forklifts with Electric, gas or diesel power alternatives. The Veracitor VX compact truck series is LPG powered which has been developed specifically for high lift applications in confined areas.

Forklift Services Ltd. Harbour House, Harbour Point Business Park, Little Island, Cork.

Tel: + 353 1890 435 500 www.forkliftservices.ie

www.fleet.ie

THE NEW TRAIGO 80. MORE PRODUCTIVE, SAFER AND MORE ENERGY EFFICIENT THAN EVER. It moves faster through the aisles, handling both heavy loads and tight corners with perfect balance. It combines agile performance and leading edge technology with sheer robustness and stability. And it does all this with 20 higher energy ef多ciency than its predecessor, making it the most energy ef多cient truck on the market. Toyota is indeed progress on wheels. www.toyota-forklifts.ie

www.toyota-forklifts.ie or Toyota Material Handling Ireland at Toyota Ireland, Killeen Road, Dublin 12. Tel: 01 4190200.

AWARDS | 31

Bigger and better Solutrans Show promised for 2015

R

enewed confidence in the commercial vehicle industry across Europe with increased sales of vans and trucks/trailers ensures that the 2015 Solutrans Trade Fair in Lyon, France next November will be the biggest and best yet. “The sales graph is heading in the right direction once again after the huge dip in 2009 and another slight decline in 2013, thanks to increased demand and sales businesses,” stated Patrick Cholton, President of Solutrans and Fédération Française de la Carrosserie (FFC) at the launch of the exhibition for road transport and urban distribution at the Press Club de Paris. “From 17-31 November at Eurexpo, Lyon over 850 exhibitors will welcome about 37,000 visitors to demonstrate that the road and urban transport sector is working together to boost growth and increase visibility.”

In breaking down the projected visitors to the 75,000 m2 venue into various segments, Patrick explained that 51% are transport companies and users of transport solutions, 22% retailers and repairers and 27% bodybuilders. “71% are prepared to invest in new products and services. From an international perspective, Italian, German, British, Dutch and Spanish attendees top the exhibitors listings from abroad,” he added. For the fi rst time, three of the most prestigious awards in the commercial vehicle industry will be presented at a Gala Dinner hosted by the Chamber of Commerce in Lyon on the eve of the event’s opening – the International Truck of the Year (ITOY), International Van of the Year (IVOTY) and International PickUp (IPU) Award. Presentations were given by Gianenrico Griffi ni and Jarlath Sweeney, Chairpersons of the ITOY and IVOTY/IPU respectively at the launch event outlining the long history of these awards and also Mario Fiems, Show Director, Solutrans who mentioned expansion plans to include Solutrans Algeria in 2016. Solutrans will also present its own Transport Solution Innovation Awards.

Other highlights include workshops for the industrial/utility sector, a training and careers in the industry arena and a light commercial vehicles village that will showcase manufacturers and body builders/component suppliers together.

In conclusion, Patrick said, “Solutrans 2015 will highlight activities in the industry and show its international side more than ever, together with its desire to be the top European exhibition for innovation.”

International Van of the Year 2016 Most Prestigious Award in the LCV Industry to be presented at Solutrans 2015

T

he International Van of the Year (IVOTY) 2016 award chosen by an expert jury to the best Light Commercial Vehicle introduced in Europe during the previous twelve months will be presented at Solutrans 2015 in Lyon, France.

Since 1992, the 24-strong member panel is represented by editors and trade journalists from the top commercial vehicle magazines in each country across Europe plus Russia. From their combined titles, readership is estimated above 800,000. Each jury member diligently assesses each product from attending manufacturers' presentations and from conducting test-drives abroad and at home.

The group meets regularly, chaired by Jarlath Sweeney (Ireland) and supported by an Executive Committee from Norway, Germany, UK, Italy and Croatia. IVOTY is the sister organisation of the International Truck of the Year (ITOY) which was established in 1976 and the International Pick-Up Truck Award (IPU) launched in 2010.

The main criteria for the nomination and the election of any van as International Van of the Year is its contribution to raising the standards of efficiency and the sustainability of transport of goods by road with respect to environment and safety of people. Past winners include all the major van manufacturers (see list on htt p://www.van-of-the-year.com) IVOTY is the most prestigious award in the Light Commercial Vehicle sector and is presented annually at Commercial Vehicle Show each year.

The 2015 IVOTY Award was presented to the new Iveco Daily at the IAA CV Show 2014 in Hannover and the handover of the 2016 IVOTY trophy along with the International Pick-Up Award and the International Truck of the Year trophy will be made at Solutrans at the Eurexpo in Lyon, France next November.

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

www.fleet.ie

32 | TIMES PAST

British Commercial Vehicle Museum, Leyland

Popemobile

Leyland TX450

I

n many ways it is fitt ing that the British Commercial Vehicle Museum is located at the heart of the only remaining truck manufacturing facility in Leyland, Lancashire. The town has lent its name to truck building since 1896 and now turns out DAF Trucks in their thousands each year for national and export markets.

Well over 100 years of commercial vehicle development is on display at the King Street venue with more than 60 beautifully restored units on show.

For the true enthusiasts, it’s a joy. Just leave the anorak at the reception, roll up the sleeves and explore. Just like we did recently!

Leyland Popemobile – 1982 For Pope John Paul II’s visit to England in 1982, two Leyland trucks and two Range Rover vehicles were specially commissioned to transport his Holiness around the country during the 5-day tour schedule. Built on a 6x4 24.15 tonne Leyland Constructor chassis, the truck was created

by Ogle Design (Hertfordshire) to particular specifications so that the Pope could be clearly visible to the large crowds of up to 1 million people attending the open-air gatherings. It also featured a number of discreet security element such as bulletproof glass and under-floor armour. The driveline in the Constructor 6 was the 154hp Leyland 411 6-cylinder diesel through an Albion 10-speed splitter manual gearbox with overdrive. Its payload was 8.134 tonnes.

One of the trucks went on tour to Zimbabwe and Zambia in 1988/89 and in the early ‘90s was donated to the British Commercial Vehicle Museum at Leyland. The other was sold to an Irishman, John Hanlon, Hanlon Transport, from Greenore, County Louth.

Leyland TX 450 – 1986 Th is once-off concept truck was much talked about when launched at Birmingham’s Motor Show in 1986. Featuring futuristic technology such as CVT automatic drive system, independent front suspension and built-in bodywork, it arrived at the Leyland Museum in 2001 and was immediately the focus of attention with its low-weight aerodynamic coachwork built on an extruded aluminium chassis.

Dodge Spacevan

Dodge Spacevan TV Detector – 1979 These rather unusual vehicles travelled around Britain seeking out TV licence dodgers. They worked by triangulating a signal given off by all TV sets. CNJ423T was number 3 of a batch of 22 Dodge vans, built by Vosper Thorneycroft for the Post Office.

Morris ‘Y’ Type 10 CWT Van – 1950 Based on the Morris 12/4, the ‘Y’ type was built during the War years until 1949 when it was replaced by the Morris Cowley MCV. It was available in two types, bodied in metal and in chassis form, to facilitate the construction of special bodies. Th is vehicle was fitted with such a special wooden body to limit radio and radar interference. It was powered by a 1550cc 4-cylinder petrol 12hp and offered 10 CWT payload.

Morris Y Type FLEETTRANSPORT | FEBRUARY 15

TIMES PAST | 33

Beardmore Cobra

Albion Claymore

Dennis & ERF

Leyland Fire Engine

Beardmore Cobra – 1931 Scott ish engineering company Beardmore, based in Paisley, manufactured boilers, engines and complete aircraft . However, the Dunbartonshire fi rm was best known for producing the London cab of the day. By 1931, Beardmore offered the Cobra 10 Tonner with a 20hp engine which sold mainly to railway companies. Th is is the sole survivor from that period.

Albion Claymore Model FT 25N – 1954 Th is Albion was used by George Robbie to deliver Jute Sacking from the Mills in Dundee. Taken off the road in 1967 its restoration programme began in 1985. Since then the Claymore has completed many long distance rallies.

Dennis 3-Tonner - 1933 and ERF C14 – 1933 Two well established British brand names remembered here. Dennis Bros Ltd from Guilford, Surrey produced the green 3-Tonner with 2480 cc petrol engine with 4-speed and reverse gearbox. The ERF C14 made at Sun Works, Sandbach, Cheshire in 1933 featured Gardner power – 65hp @1550 rpm aligned to a 4-speed David Brown transmission. Its payload was 6 tons and it had a top speed of 30 mph.

Foden Alpha

Leyland Fire Engine – 1921 Leyland’s fi re tenders were an important part of the company’s portfolio.

As early as 1910 Leyland began production of its fi rst unit and developed a special 6-cylinder 55hp engine for its most powerful 60 mph chassis. Th is machine spent its working life at Church Fire Station near Blackburn.

Foden Alpha 8x4 – 2006 Another legendary British brand recognised here with the Foden Alpha 8x4 which was manufactured at the nearby Leyland factory up to its ‘retirement’ as its US owners PACCAR Inc put it. Using the DAF cab, Cummins supplied the power through its M11 ISM (420hp) with ZF 16-speed box and Meritor rear axles.

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

www.fleet.ie

6246

34 | LEGAL

2014 – an interesting year

I

t is said there is an old Chinese curse “May you live in interesting times” and many in the haulage industry would think that 2014 was, indeed, interesting for a variety of reasons.

The twelve months of 2014 has given the industry time to consider the impact of SI No 359 giving statutory authority to EU Directive 2003/59/EC which introduced the Driver’s Certificate of Professional Competence (DCPC). The initial concern and confusion appears to have sett led and drivers now accept, and possibly welcome, the need to undertake periodic training. In practice 35 hours training over 5 years, taken in 7 hour blocks, is hardly arduous, and should present no problem to employers who have a duty to ensure that their drivers achieve the required training targets.

Drivers of large commercial vehicles have been required to hold a specific licence, sometimes known as a vocational licence, for many years, however it is impossible not to be aware of the overall improvement in driving standards. Cynical one may be about the att itude of drivers to the required training that has been introduced, the effect is apparent to anyone using the roads of Ireland on a regular basis.

There is another result of these improved driving standards, which is perhaps less obvious but which is arguably more important. This is the increase in the recognition by the public of the professional standards that are now required from the driver of a commercial vehicle. There are those who believe that the recognition of the fact that to work in the haulage industry is to follow a profession will make a huge difference to the image of the transport industry. There is certainly an argument that suggests that the relationship between the haulier and its customers will be more equal with the result that negotiations about rates, for example, are likely to have a more satisfactory conclusion.

2014 has also seen an increased emphasis on enforcement across the EU. Not only have penalties become greater, but the authorities have made increasing use of their powers to impound vehicles, and recovering an impounded vehicle has proved to be less than easy. Although it continues to be true that enforcement in the Republic appears to be less rigorous than in other parts of the EU, enforcement activity in Ireland has certainly increased.

Unhappily there will still be operators who will resist these changes.

Sometimes that resistance will be caused by the fi nancial pressures that are the inevitable result of the need to keep up with the new standards, sometimes the operator will simply be hoping that these changes will either all go away, or will never happen. Whatever the reason maybe it is not necessary to own a crystal ball to see that a number of haulage firms will cease trading as a direct result of these changes.

It is always tempting, at the beginning of any new year, to speculate about the possible changes that are likely to occur over the course of the next twelve months but, for the haulage industry, 2015 will see changes in many of the traditional practices affecting every aspect of the industry and, to survive, those changes will have to be both welcomed and adopted.

ical

econom re – the o m d n a 11.99 t bodies ck box u r t O M.K

Text: Jonathan Lawton - jonathan@fleet.ie

As a result of this increased emphasis on enforcement, which covers every aspect of a haulier’s business, we have seen, in the last year, a matching increase in the industry’s own standards of operation.

Probably the best indicator of the change in the approach of the haulage industry is the appearance of commercial vehicles as they move about the public roads.

Generally they are not only better driven but they are cleaner, with tidy and well secured loads, and it is no longer possible to distinguish easily between those vehicles which are intended to operate within the Republic and those vehicles which will be travelling in the EU.

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36 | OPINION

e-Commerce to dictate the way goods are delivered View from the Operators Desk by Sean Murtagh - sean@fleet.ie

AWARDS

REWARDING BEST PRACTICE

I

THE LEADING AWARDS PROGRAMME FOR THE IRISH ROAD TRANSPORT AND HAULAGE INDUSTRY

Like all courier companies Citylink had a big reliance on the surge in home delivery activity created by the Internet. Like all business failures there are always individual circumstances unique to each case. However, some of these trends that are emerging in the transport sector will have an impact, from road safety to sustainability.

• Irish Haulier of the Year 2016

Looking back at the recent history of Citylink, it had an unusual change of ownership. Less than 18 months ago the company was purchased for one pound sterling by Equity Hedge Fund company Better Capital. Obviously the writing was on the wall. According to the Financial Times, the new owners invested £40 million in the company and had ample consignments to keep them busy. Unfortunately, they fell into the trap that many transport operators all across the industry descend into, the busy fool’s one.

• Irish Truck of the Year 2016

t is always interesting to hear people from outside the road transport industry make a comment on what they see and what their view point might be. Sometimes I have to agree with their opinion, more times it is an angle I may not have seen and on occasion may be infuriated at the arrogance of their comment. Recently I read a piece in the Financial Times that was commenting on the collapse of Citylink, one of the big UK courier companies, and by extension, its Irish operation. Citylink, now in administration was one of the top 10 parcel delivery companies in the UK with 53 depots and having employed over 3,000 people.

After the collapse, just after Christmas, a spokesperson for the company blamed over capacity in the industry for their downfall. Now where have we heard that before? Over capacity continues to be an industry problem. Last time in this column I suggested that the driver shortage in the truck side of the transport industry might at last give some stability, albeit inadvertently. In the case of courier companies in the UK, it is being suggested that a large number of the deliveries are handled by migrant owner-drivers for as litt le as 45p per drop. While this may be an extreme example, it is indicative of the way the industry may be going. An unidentified source told the Financial Times that when they hire owner-drivers their only concern is that he or she has some type of goods in transit insurance - is this the cost of Internet shopping? At these levels of pay things like maintenance and income tax fast become optional costs for these operators. As people’s expectations increase, parcel companies’ expenses increase also. Some UK fi rms as part of their ‘price war’ to get business are improving their service levels with improved tracking, 30 minutes advance SMS warning of arrival by the courier.

Internet shoppers expect overnight delivery with accurate traceability to suit their schedules.

Retailers are putt ing these customers’ expectations and more importantly the cost of it onto courier companies. As Internet shopping evolves, so too will the way the goods are delivered.

So far I do not think a sustainable model that allows delivery companies to make a return on investment has been found yet. Consumers, whether they like it or not are often forced to wait an extra day or two to have a repair done at their home, is that the future for home delivery? I am not sure to what extent some of these problems exist in Ireland, but one thing is for sure the expectations of consumers is forcing it in that direction.

Finally, when people sit at home in front of a log fi re, sipping a glass of wine, browsing and surfi ng the shopping malls of the Internet, would it occur to them their bargains are being subsided by an industry that might have some of the features of sweat shops associated with manufacturing in the Far East - did not think so!! So what feeling did the Financial Times article provoke in me? Surely, “not surprised” comes to mind.

FLEETTRANSPORT | FEBRUARY 15

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38 | FINANCE

How to prepare for a Revenue Audit • Key areas reviewed 6. Review your books of account prior to the audit and if there are

H

ere are the ten top tips for the preparation prior to a Revenue audit and the best advice for when an inspection is taking place.

known liabilities, make a voluntary disclosure prior to the arrival of the Inspector. Th is disclosure should, be made in writing and reduces penalties that will be imposed. Its human nature that errors or omissions can occur, sometimes they are picked up in your annual statutory accounts process. If these items are found and disclosed prior to a Revenue audit it shows to the Inspector that he/she is dealing with a reasonable person and one who has saved him/her time and effort.

The road haulage sector is an industry that the Revenue Commissioners will be concentrating on in 2015 as the level of contact between hauliers and Revenue has increased significantly with Essential User Rebate claims now being scrutinised in detail.

7.

Do not lie. Revenue Inspectors are now well versed in the specific sectors they audit, normally they have support documentation from other sources to cross reference your accounts and they come armed with specific facts, ratios and practices within specific industries. Because our industry now has access to Essential User Rebate refunds re diesel you can expect a much higher level of scrutiny and understanding of key areas in your business than in the past.

8.

Verify answers correctly. During a revenue audit human nature is to rush the answers so as to speed up the process. If you are unsure of an answer look for time to review properly as an incorrect answer given in good faith later may result in protracted reviews on all areas covered.

9.

At the end of the audit, meet with the inspector and go through any points noted. It makes good sense to ascertain where the problems lie and perhaps there is information you can provide that can assist the Inspector and it also demonstrates your interest to address any errors in your administrative function.

Obviously an industry that has a high level of expenses, large purchases of fuel, use of assets such as light commercial vehicles and an industry that has tight margins it is going to be shortlisted for Revenue audits. Hauliers that are not claiming the rebate or those hauliers whose claims are prone to error will trigger an audit review.

1.

2.

Make sure all records are up to date. If there is a backlog then get in a relief bookkeeper or get staff to work overtime as there is a legal requirement to maintain proper books of account. Failure to do so will land you and your auditor in trouble with the Companies Office. If there are unpaid taxes, remit them before the Inspector arrives on site.

Decide if you want your fi nancial advisor present during the audit.

Normally this will be to your advantage as he/she will speak the same language as the tax inspector, two heads are better than one re questions asked, and also final decisions re liability issues can be answered quickly.

If there are matters you have not discussed with your advisor prior to the inspection and they come to light during the audit, you run the risk of losing the services of your fi nancial advisor, a heft y tax bill and further questions to answer to your banks when they are notified your accountant has resigned.

3.

Have all the records requested available. The belief that not having required records will result in an Inspector overlooking matters is not correct as he/she will simply dig deeper. If records are presented in a timely and efficient manner, it speeds up the process and portrays a professional approach to record keeping.

4.

A Revenue Official has in some areas more power than a Garda, treat them with an element of respect and common courtesy. Many people believe that leaving them in a cold dirty office will hasten their departure but this will only increase their resolve, give them adequate working space and arrangements.

5.

Be upfront and approachable. Even the most mild mannered Inspectors have an inbuilt tenacity to get the work done and being abrupt or intimidating will certainly only delay and prolong the audit. Reality is they may be the only authority you have to answer to, don’t make a difficult situation worse as you may win the batt le but will loose the war.

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10. Normally there will be follow on information required by the Inspector or items of clarification required. Make sure these responses are within a reasonable time scale, it allows the Inspector to finalise the matter and it demonstrates to him/her that you are organised in your administration which may alleviate the need for the Inspector to visit again.

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Text: Donal Dempsey - donal@fleet.ie

IMPORTANT NOTICE

NEW PENALTY POINT OFFENCES From 8 December a number of new offences incurring penalty points and fixed charges will be introduced and there will be amendments to some existing offences.

Be informed and review the amendments detailed below:

NEW OFFENCES AND FIXED CHARGE NOTICES AT 8 DECEMBER 2014 Offences incurring Penalty Points and Fixed Charges

Penalty points on payment

Penalty points on conviction

Amount paid in 28 days

Amount paid in next 28 days

Fixed Charge €

Fixed Charge €

Using vehicle in a public place without an authorisation plate

3

5

60

90

Using vehicle in a public place that has been modified or altered such that authorisation plate is inaccurate

3

5

60

90

Using vehicle not equipped with a speed limitation device or using a vehicle equipped with a speed limitation device not complying with requirements specified in Regulations

3

5

60

90

Proceeding beyond maximum vehicle length sign where length exceeds maximum displayed

1

3

60

90

Proceeding beyond maximum vehicle width sign where width exceeds maximum displayed

1

3

60

90

Proceeding beyond maximum design gross vehicle weight (safety) sign where design gross vehicle weight exceeds maximum displayed

1

3

60

90

Proceeding beyond maximum vehicle axle loading weight sign where vehicle axle loading weight exceeds maximum specified

1

3

60

90

Learner permit holder driving unaccompanied by qualified person

2

4

80

120

Failure to display N-Plate or tabard

2

4

60

90

Failure to display L-Plate or tabard

2

4

60

90

Contravention of ban on U-turns

2

4

60

90

Contravention of rules for use of mini roundabouts

1

3

60

90

Proceeding beyond no entry to vehicles sign

1

3

60

90

Proceeding beyond a traffic lane control sign other than in accordance with such sign or without yielding

1

3

60

90

CHANGES TO EXISTING OFFENCES AND FIXED CHARGE NOTICES AT 8 DECEMBER 2014 Offences incurring Penalty Points and Fixed Charges

Penalty points on payment

Penalty points on conviction

Amount paid in 28 days

Amount paid in next 28 days

Fixed Charge €

Fixed Charge €

Using vehicle (car) without valid test certificate (NCT)

3

5

60

90

Parking a vehicle in a dangerous position

3

5

80

120

12 Penalty Points = six months disqualification Where the person was first issued with a learner permit on or after 1 August 2014, during the period the person drives under a learner permit and during the first two years while the person drives under a first full driving licence, then 7 Penalty Points = six months disqualification.

To see a full list of offences incurring penalty points, visit rsa.ie.

40 | COMMENT

There is an ‘F’ in freight!

I

t was an early start, heading out to an 08.15 meeting at Dublin Chamber but the discussion theme around the Dublin City Development Plan 20162022, seemed to be worth the effort. The event drew a full house but I was surprised to fi nd that there was hardly anyone that I knew there; tourism and retail were present and, of course, the property sector was well represented. I could not help thinking that one of the headline figures, that there was 65 hectares of development land available within the city area, might be a draw.

The City Council Consultation paper had been broken down into discrete areas of activity within the city area and one of these was 'Movement & Transport'. Th is section ran to four pages of text followed by a page, “some issues for consideration”. I read the material ahead of the discussion and as speakers for the Council and various interests made their points, I sat there waiting for mention of the “F” word. Eventually I stood up and asked, what were the views even the policies of the Council and the various interests represented here, on a plan for Freight distribution around the city area. I mentioned deliveries to shops, hotels and the like and the collections from them, the operation of couriers, the collection of goods from manufacturers located within the city area. I went on to talk a litt le about types of vehicles, cargo bikes, electric vans etc. and their role in pollution reduction. It was only when I sat down again that I remembered the most important thing, how do the City Council’s plans take into account the likely development of freight traffic through Dublin Port?

From where I'm sitting Howard Knott

the end of the Port Tunnel and the southern end of the M50 should be completed. Perhaps the proposal from the Irish Academy of Engineering of building a substantial rail freight interchange at Kishoge to and from which significant numbers of containers can be shutt led between it and the port should be considered?

The ‘F’ word should not be forgotten.

My intervention was greeted with silence, though to be fair, the Chamber Vice-President, who was chairing the event, did comment that he had found it very difficult to get safely past a well-known city centre pub on the morning before Christmas Eve thanks to the large stack of beer kegs dropped on the pavement in the course of stocking up for the coming days' trade at the pub.

Mention was made by the representative of Dublin Bus of the fact that the plans to shift visitors to the city from the use of their cars to either public transport and walking or cycling will mean a reduction of the available road space even for the buses which are supposed to be part of the solution. Overall, I must say that I thought that many in the room were aware of freight issues but, for a variety of reasons, were not choosing to go there. One of the most obvious issues for serious consideration would be night-time deliveries to businesses within the city, another for a “green city” with clean air must be the use of non-polluting vehicles for all city centre work.

The Dublin Port afterthought has a number of elements including, for example, how will the interface between the several thousand people living on a fully developed Irish Glass Bott le site interact with the port activities on the river’s South Bank, but the major one has to be how to cope with the significant growth in throughput at the port as the infrastructure developments envisaged under the Port’s 2012 Masterplan are put into place and more and larger vessels load and discharge there?

For a while, at least, the Dublin Port Tunnel will cope with extra traffic coming through, but then, what happens when the trucks hit the M50 en route to the M7 and other routes? Already that road is beginning to clog at certain times of the day and within a very few years we will be back to the congestion that was there before the additional lanes were put in place. Not only is this an issues for long distance trucks and coaches, but delays and congestion of the M50 will push more local traffic off the motorway and back onto the roads with the 'C' ring. Cars and vans heading from say, Sandyford to the airport may switch from the M50 to running through the middle of the city. Shouldn’t the Development Plan have something to say about this? Perhaps the missing link between FLEETTRANSPORT | FEBRUARY 15

Text: Howard Knott - howard@fleet.ie

FUEL PRICES (WEEK 5) / SAFETY MATTERS | 41 Country

Currency

95 Lead Free

98 Lead Free

Diesel

Country

Currency

Albania

ALL

165.00

-

163.00

Lithuania

LTL

Andorra

EUR

1.057

1.199

0.935

Luxemburg

EUR

Austria

EUR

1.109

1.264

1.078

Macedonia

MKD

Belarus

EUR

0.712

-

0.736

Moldova

Belgium

EUR

1.331

1.399

1.182

Bosnia-Herzegovina

BAM

1.85

2.05

1.90

Bulgaria

BGN

1.88

2.24

Croatia

HRK

8.42

Czech Republic

CZK

Denmark

DKK

Estonia

EUR

Finland France

98 Lead Free

Diesel

1.008

1.043

1.007

1.076

1.114

0.980

60.50

62.50

51.00

MDL

16.47

17.17

15.57

Montenegro

EUR

1.070

1.100

0.990

Netherlands

EUR

1.549

1.614

1.263

1.95

Norway

NOK

14.04

-

13.09

-

7.92

Poland

PLN

4.37

4.64

4.37

29.50

-

29.58

Portugal

EUR

1.332

1.456

1.166

9.91

-

8.79

Romania

RON

4.90

5.56

5.09

0.999

1.039

1.069

Russia

RUB

35.75

-

34.77

EUR

1.337

1.396

1.248

Serbia

RSD

128.90

-

138.90

EUR

1.297

1.340

1.120

Slovakia

EUR

1.262

-

1.152

Georgia

GEL

1.79

1.87

1.79

Slovenia

EUR

1.240

1.270

1.157

Germany

EUR

1.256

-

1.116

Spain

EUR

1.120

1.251

1.070

Greece

EUR

1.337

1.640

1.066

Sweden

SEK

12.24

12.74

12.50

Hungary

HUF

379.00

-

396.00

Switzerland

CHF

1.420

1.478

1.496

Ireland

EUR

1.299

-

1.199

Turkey

TRY

4.12

4.14

3.60

Italy

EUR

1.509

-

1.412

Ukraine

UAH

17.25

19.00

17.00

Kosovo

EUR

1.05

-

1.05

UK

GBP

1.068

1.173

1.140

Latvia

EUR

0.999

1.048

0.999

USA

USD

-

-

0.775

Safety Matters . . .

95 Lead Free

Safety Matters . . .

Driving for Work Risk Managment Essentials for 2015

I

f your organisation has employees who drive for work, and as yet have to include this activity in the company’s Safety Management System, please read through the following 'Top Ten' items, which need to be considered when tackling the task of Driving for Work Risk Management.

Policy: Your organisation must have a comprehensively written, signed, and dated Safety, Health & Welfare at Work Management (SHWW) policy, with clear objectives and a commitment to improving Work Related Vehicle Safety Management over time. It must clearly outline the roles and responsibilities of both employees and management.

Risk Assessments: Must be carried out and reviewed on all organisation, management, employee and contractor vehicle related risks in line with the requirements of the SHWW policy.

Legal Compliance: Your organisation must comply fully with all relevant corporate and regulatory requirements (road, road traffic and worker safety, health and welfare) for operating in Ireland.

Leadership & Culture: Organisation structure allows for co-operation, communication and the cross flow of information about vehicle risk management across all areas of work. Make sure that senior managers take the lead by respecting the policy and leading by example.

Mobility & Journey Management: Work schedules and travel requirements should be optimised to eliminate or minimise road risks and to encourage compliance with speed limits, working time regulations and road safety laws. In dealing with clients, avoid making any concessions that might adversely affect road safety, such as commitments to deliveries or completion of work

tasks that set unrealistic time constraints.

Driver Recruitment, Selection & Induction: Employees should receive an induction session on WRVS policy, equipment familiarisation, collision and fuel reporting, emergency procedures, vehicle checking/maintenance and expected behaviour while at work.

Driver Supervision, Monitoring, Assessment & Improvement: A system should be in place to maintain appropriate driver records, including copies of employment applications, medical/health information, reference and licence checks, training records and qualifications, collision history and fuel efficiency.

Employee Health & Well-being: An appropriate well-being programme should be in place for new and existing staff, covering health factors, stress, fatigue, drugs, alcohol, violence at work and working solo.

Vehicle Selection, Management & Use: There should be a policy for clear vehicle selection, allocation, maintenance, checks, defect reporting and replacement policy covering vehicle construction, driver and vehicle safety, fuel efficiency, collision reporting, emergency response and environmental performance standards.

Specific Risks: Policies and procedures should be in place to manage specific risks: intoxicants, speed, distraction, fatigue, safety belt use, reversing, parking, load securing, breakdowns, travelling abroad, fraud and theft. Implement organisational level measures as a priority over individual level measures.

For further information please follow the links: http://www.vehiclesatwork.ie http://drivingforwork.ie

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fleetMaritime: IRISH SHIPPING & FREIGHT

MARITIME I | 43

Compiled by Howard Knott Edited by Jarlath Sweeney email: maritime@fleet.ie

Volume 10, No. 1 SPRING 2015

The SECA becomes a reality

T

he Sulphur Emission Control Area (SECA) covering waters in the English Channel, North Sea and Baltic has become a reality as of 1 January 2015.

Under the terms of the EU Sulphur Control Directive 2012/33, vessels operating in these areas can use bunker fuel oil containing a maximum of 0.1% sulphur or continue to use Heavy Fuel Oil with exhaust emission scrubbers that enable them to achieve the required emission level. Similar rules also apply in the areas up to 200 miles off the North American coastlines. The Irish Sea and other EU waters will be made subject to similar controls in 2020 while the International Maritime Organisation (IMO) with whom the EU Authorities are now complying, is seeking to secure further pollution reductions from maritime activity in future years.

funds in seeking to develop a heavy fuel oil that burned with low sulphur emissions, it is not yet clear that this can be achieved. If not, then the refiners have a major problem as the market for the heavy fuel oil fraction of their output will drop away while that for the more refined product will grow.

This will make the price difference in the marketplace even larger.

CMA CGM Marco Polo in Port kelang

For Irish exporters and importers using surface transport, there is no escaping the Le Havre Port inevitable surcharges that the shipping companies will impose to cover the Oil there is USD 586, down from over USD 900 additional cost of use of low sulphur fuel and/or a year earlier. If there is a “good news” element in to defray the cost of installation of exhaust scrubber this story it is that the overall fuel price drop has systems on their vessels. In cases where the vessel seen a significant drop in Bunker Adjustment carrying the goods operates entirely outside the Factor (BAF) that had become a significant part SECA area, whether to Britain, the Biscay region, or of the overall shipping cost. Even though a typical West Africa, it would appear that there will be a five SECA surcharge on a 45ft container ex-Irish port year surcharge free period. However, if the vessel to Rotterdam is of the order of €62.30, this will be concerned enters the SECA area en route, if only partly offset by a reduction in BAF from that paid for a very short period, the surcharges will have to this time last year. apply as that vessel will have to use low-sulphur fuel for the total voyage because most short-sea vessels The effect of the SECA surcharge will also vary do not have more than one fuel tank. considerably depending on the door-to-door routing of the cargo. One trailer operator running In the latter months of 2014 there was considerable from Ireland to Italy is quoting a 2% SECA discussion in the shipping trade press of the likely surcharge. In this case the company will only be impact of the drop in oil prices on the SECA hit by the surcharge on the ferry running from, surcharge regime. The answer to this one appears say Dover to Calais. If, of course, the haulier runs to be that though the prices of both Heavy Fuel using the Rosslare-Cherbourg route the impact Oil and low-sulphur Marine Gas Oil have both will be considerably more. dropped by about 33% in the last year, their relative prices to each other have remained fairly constant.

Even if the oil price continues to drop it is not Thus the current price (as of 11 December 2014) of IFO 380 Heavy Fuel Oil at Rotterdam stands at clear that SECA surcharges will remain as they USD 340 per metric tonne, down from about USD are at present. While Exxon, Chevron and other 580 a year earlier, and current price of Marine Gas oil majors have invested considerable energy and

In the medium to longer term, Liquefied Natural Gas (LNG) would appear to have great potential as a fuel for deepsea and short-sea vessels. It is a relatively low-cost and low-pollution fuel but, while new-build vessels can be fitted with engines that can run dual fuel or only on LNG, there are extra build costs. Two other problems emerge; first that storage of LNG aboard the vessel requires considerably more space than does fuel oil, second, that relatively few ports have LNG re-fuelling facilities.

New EU funds are now being made available to enable ports to install such re-fuelling facilities. It is, perhaps, disappointing that Brittany Ferries has now decided not to proceed with the building of a new LNG powered ferry following the re-engining of some of its existing fleet. It has cited cost as the reason for its decision and its inability to secure State funding to cover that extra cost. The order cancellation will mean that the “Pont Aven”, which operates the company’s Cork-Roscoff seasonal route will remain as flagship for Brittany Ferries.

Meanwhile the United Arab Shipping Company (UASC) has had the world’s first LNG ready ultralarge container vessel. The ‘Sajir’ has a 15,000 TEU capacity and is the first of a new fleet of ten sister ships and a further six of 18,000 TEU capacity.

All have been designed to have a twenty five year commercial operating life.

Stena Line has taken a different approach to all other operators and is currently converting its Gothenburg-Kiel ‘Stena Germanica’ ferry to operation using methanol, returning to service later in the spring. This vessel is of similar size to its ‘Stena Adventurer’ operating Dublin-Holyhead.

This project is being undertaken in co-operation

E bookings@derrybros.com T 0044 28 87784949 www.derrybros.com

FREIGHT FERRY SERVICES FLEETMARITIME | SPRING 2015

44 | MARITIME II with engine manufacturer, Wartsila, the Port of Gothenburg, the Port of Kiel and the world’s largest methanol producer and supplier, Methanex Corporation. The European Commission is, under its “Motorways of the Sea” programme, financially supporting this €22 million programme. The ‘Stena Germanica’ will have the capability to use Marine Gas Oil as a backup fuel.

Deep-sea operator, CMA-CGM and others have started a programme of refitt ing a significant number of their large container vessels, taking away the bulb shaped bow and replacing with a new straight shape one. This is giving considerable reductions in fuel burn when operating at the 16-18 knots which is now the norm rather than the 21-23 knots common when the vessels were built. Vessels currently being introduced on the

Asia-Europe trade such as MSC’s 19,224 TEU, ‘MSC Oscar’ are designed to reduce fuel cost per TEU. Based on 100% ship utilisation the bunker cost per round-trip voyage for an 18,000 TEU ship is estimated to be USD 123 per TEU while that for a 12,000 TEU vessel will be USD 153.

SECA has relatively little affect on available short sea services

D

uring 2014 there was considerable concern that the introduction of the SECA would have serious affect on, in particular, North Sea and English Channel ferry routes. As at 1 January 2015, the effect has been modest.

Th is is most likely down to the strong growth of export business out of both Ireland and Great Britain with, perhaps, surprisingly routes out of the Humber and the Tees seeing the addition of extra capacity, though DFDS did axe the Harwich-Esbjerg service. The three times weekly Rosyth to Zeebrugge service operated by DFDS will continue with an upgrade of Port facilities at Rosyth to facilitate the carriage of ISO containers on board.

Th is route has considerable potential for hauliers from Ireland using the services to Cairnryan to landbridge Great Britain.

The Newhaven to Dieppe service, having secured financial support from the Dieppe Local Authorities, now continues and the addition of a second vessel will double capacity. This will, to some extent, be offset by the loss of the DFDS, Portsmouth to Le Havre route. While the various Competition Authorities have ruled that the Eurotunnel owned ‘My Ferrylink’, Dover-Calais operation should cease, this has not yet happened.

Though Eurotunnel carryings, both on euro-shuttle for trucks and international rail freight services for containers have increased in 2014, there is no indication of any pressure on capacity there.

liner company ODPR which operates a network of services linking Scandinavia, Iberia and the Canary Islands. It is also the main member of the Ocean Th ree Alliance which includes UASC and China Container Shipping Company. Their 2015 schedule focuses more strongly on Le Havre than was previously the case and this is likely to lead to a revision of the Irish feeder services through that port.

CLdN/Cobelfret has augmented its Rotterdam-Dublin service with the addition of a third weekly frequency.

Unlike the other vessels on the Rotterdam and Zeebrugge routes which carry a mix of trailers, containers and new cars, the vessel used ‘Arx’, which the company had used some time ago in a joint service with Eucon linking Dublin and Radicatel in the Seine Estuary, carries only containers.

Container vessel ARX - ECS

Stena Line has confi rmed that it will replace the ‘Stena Nordica’ on the Dublin – Holyhead route with its new ‘Stena Superfast X’ this spring. The vessel is presently being refurbished at a shipyard in Gdansk (Poland) and will emerge as very similar to her two sister ‘Superfast’ vessels operating the Belfast – Cairnryan route. The replacement vessel will have similar freight capacity to the existing vessel but will offer almost three thousand additional passenger spaces a day on the central corridor route.

Nordica

Stena Adventurer enters Dublin

Ferry links from the Western English Channel to Iberia have suffered several service withdrawals with both Transfennica and LD Lines closing their services calling at Portsmouth and also, in the case of LD, Poole, leaving Britt any Ferries as the only operator through the Bay of Biscay with British calls. The MacAndrews/DFDS

container services linking Iberia with these islands have been augmented with the addition of a fourth vessel operating into the Irish Sea though the calls to Irish ports remain as before for the moment.

MacAndrews parent company, CMA-CGM has completed the takeover of short sea container

In announcing the deployment of the new vessel, Stena said that its introduction brings expenditure to £250 million on its Irish Sea routes over the last five years. At the time of writing Stena Line has not made any announcement about the Dun Laoghaire to Holyhead, HSS service, though the company is currently accepting bookings for that service on its website.

E bookings@derrybros.com T 0044 28 87784949 www.derrybros.com

IRISH SEA ROUTES FLEETMARITIME | SPRING 2015

MARITIME III | 45

Burke Shipping takes over Greenore Port

B

urke Shipping Group, the principal operating subsidiary of the familyowned Doyle Group, has acquired Greenore Port from the joint ownership of 151 Group and Dublin Port. Greenore is located on the south side and close to the mouth of Carlingford Lough, about five miles downstream of the busy ferry and container Port of Warrenpoint. It is located roughly equidistant between Dublin and Belfast and road links to the M1 motorway are good. Greenore is the only major port in Ireland that is not in State control and its potential has been recognised by An Bord Pleanála, describing it as being one of Ireland’s critical infrastructure assets.

Greenore had been fi rst developed as a railway owned mail boat port complete with a substantial hotel and streets bearing the names of British rail termini. Following the cessation of these services in the 1950’s and closure of the rail link to Dundalk the port had been bought by

remove a rock located close to the quay that has hindered the growth of the port for a number of years. They intend to push on and develop the port working with the existing team and investing in equipment and systems so as to bring the port up to a competitive level. In recent years Greenore, which is the only privately owned port on the Irish East Coast, has mainly operated in the bulk cargo sector but the new owners have indicated that they are seeking to develop their business at Greenore with services carrying cargo in any mode.

the O’Rahilly family and was host to a number of early container services operated by Irish Sea Ferries and others.

Pat Brennan, Director of the Burke Shipping Group has advised that they already have a second crane in place at the port and plan to

The Burke Group has also recently announced further development of its facilities at the Dublin Port common user terminal with its investment in a further Rubber Tyred Gantry (RTG) unit bringing its total of these container moving pieces of equipment at the location to seven, and its total investment there to €30 million.

Ardmore Shipping announces delivery of the ‘Ardmore Cherokee’

C

ork based Ardmore Shipping has taken delivery of the ‘Ardmore Cherokee’.

Built at Fukoaka Shipbuilding in Japan, the Ardmore Cherokee is a 25,000 DWT IMO II product and chemical tanker. It becomes the fifteenth vessel to join Ardmore’s fleet on the water, where it has been placed under the technical management of Thome Ship Management.

Ardmore Shipping was established in 2010 and has grown rapidly within its specialised niche business of product and chemical tankers. The company’s fleet ranges in size from just under 18,000 tonnes to 50,000 tonnes with an average age of under five years and has another nine vessels in order with Asian yards.

Like all vessels in Ardmore’s fleet, the Ardmore Cherokee has been fitted with an array of fuel efficiency technologies, including the SkySails’ performance monitoring system, in order to deliver optimal operational performance.

Mark Cameron, COO of Ardmore Shipping, commented: “We’re delighted to have taken delivery of the Ardmore Cherokee. She has been designed and built to the very highest standards and we would like to thank all those involved in her successful delivery by Fukuoka Shipbuilding for their hard work and commitment. We wish her master and crew safe seas and look forward to her contribution to Ardmore’s continued growth.”

Major dredging underway at Rosslare Europort

A

major dredging project at Rosslare commenced in early December. This involved clearing the build up of sand inside the breakwater that had occurred as a result of the persistent storms in the early months of 2014.

Approximately 100,000 cubic metres of sand accumulated at the breakwater, far more than the average yearly accumulation of 11,000 cbm. The build up of sand has put one berth at

the port out of use and led to some navigation restrictions.

The sand removed from the port by the contractor will be placed just outside low water level at Rosslare Strand.

From there it is expected to be carried up on to the beach repeating what had happened at the last dredging in 2011. The dredging project has cost approximately €1.4 million.

E bookings@derrybros.com T 0044 28 87784949 www.derrybros.com

EUROPEAN ROUTES FLEETMARITIME | SPRING 2015

46 | MARITIME IV

Will the opening of the beef market in the US move the container shortage beyond critical?

O

ne piece of export “good news” over the Christmas period was that Irish beef will now be permitted into the US market. Ireland becomes the fi rst European country to secure clearance for such exports and farmers, together with processors and others are very optimistic about securing excellent prices for “green” grass-fed beef in the US market.

Initial expectations are that about 20,000 tonnes of Irish beef will be shipped to the US during 2015 and that this volume will increase substantially in future years. There is, however, one potential downside to this development and it is that it will further increase the pressure for shipping lines to supply reefer (refrigerated) containers for the traffic at a time when the other major users of such equipment, pharmaceuticals and dairy products are rapidly increasing shipment levels to world markets.

Shipping an annual 20,000 tonnes to the US is equivalent to shipping about 20 reefer containers a week. However, even if the containers were all operated in a closed loop and at high efficiency with no delays anywhere along the way it would be about six weeks before a particular container is back at the Irish loading point.

Therefore, this traffic alone would consume about 120 reefer containers. With the removal of the CAP restrictions on dairy production in late spring this year, the volumes of processed

Ireland there is a great deal of movement of empty containers between the Dublin area and the Munster region.

product being shipped out of Ireland to, in particular, Far East markets is expected to increase dramatically, much of this will be shipped in reefer containers. Meanwhile the ‘pharma’ export business is rapidly switching to being a ‘bio-pharma’ business in which rigorous temperature control is vital, again increasing the demand for reefer containers. At the present time the major product flow into Ireland using such ISO container equipment is bananas from Central America.

The container equipment position for normal ‘dry’ containers for deep-sea traffic is also very tight with the rapid growth in exports from Ireland and a severe drop in imports from, in particular, the Far East. In a three week period running from end November 2014, one major line sent three vessels each laden with about 150 empty 40ft containers into Cork to meet the Line’s commitments for exports. Within

Th is is not only an Ireland issue. A recent press release from the Port of Rotterdam focused on its www.inlandlinks.eu project.

Th is enables shippers and forwarders to see, for each shipping line, at which inland locations empty containers can be picked up or dropped off . Th is avoids running empty to and from depots in Rotterdam and ensures very quick equipment turnaround. It also, through taking out road miles, meets well with the Green sustainable freight agenda. Somewhat similar schemes are in operation in the wheat belt in the US enabling the mills to be kept advised of any suitable containers being discharged in their region and to re-book them for export loads.

This question of container equipment being in the wrong place has been a problem over the years.

Many suggestions have been made to deal with it including that of ‘grey boxes’ where individual shipping lines did not own containers, but they were all in a global pool, but they all failed. Clever use of IT must be the best answer together with increased use and sophistication of distribution centres to help optimise equipment use.

Irish ports and harbours plan to move ahead

T

he plans for port development at Dublin and Cork are still under consideration at An Bord Pleanála, with surprise being expressed in some quarters with the log time that it is taking the Bord to issue decisions.

The fast-track planning process for strategically important investments had been expected to be completed within a couple of months.

Galway Harbour’s development project entered the Public Hearing phase in January and this is in advance of formal hearings for this very ambitious project.

Meanwhile, the plans for Dun Laoghaire Harbour are at an advanced stage. These plans include the building of a major jett y in the harbour to enable large cruise liners to berth alongside, rather than having to anchor outside and ferry passengers in to the quayside.

building of Greystones Marina in County Wicklow, while the Marina is being further developed with the addition of further pontoons to accommodate another fi ft y boats. Meanwhile in Arklow, work will commence shortly on the development of marina facilities in the dock area that was the traditional home of the Arklow trading ship fleets in the age of sail, but has latterly been used as a fishing harbour.

The Dublin Docklands’ development people have also proposed that the Grand Canal Basin is developed to accommodate larger cruising boats coming to holiday in Dublin. Fáilte Ireland has put together a working group on the whole question of marina accommodation around the Irish coastline.

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48 | TRAILER

Demand for Hireco Trailers on the Up Helen Flynn, Managing Director, Hireco Dublin reflects on the year past and looks forward to the prospects ahead in 2015

“W

e had a good year in 2014 as our turnover was up on the previous year by 11%. This was due to increased demand for articulated trailers, exports were stronger and we observed an increase in business confidence. In addition, we spent €3 million on new trailers.”

“We continue to sell ex-fleet trailers and our Rental Purchase Scheme is very popular (effectively, this is where Hireco funds the purchase instead of the bank) as businesses still fi nd it difficult to raise fi nance with the fi nancial institutions.”

“The demand for trailers is on the up. Most types of trailers are popular but Box Vans in particular are in demand with Euroliners less popular,” added Helen.

"With regard to customer parking, we are at full capacity here at Hireco Park, based here on East Wall Road at Dublin Port."

Relating to plans and expectations for 2015, Helen is confident. “We plan to expand the fleet this year with a further investment of €3 million in trailers. The type of trailers we aim to purchase include Double Decks, Curtain Siders, Box Vans, Trombones and Tippers.

There will also be ongoing investment in making general improvements at Hireco Park. Our plan includes improved driver's facilities and recently we installed more powerful WiFi for the overnight parkers who wish to stay, coming off or heading to the boat.”

“2014 saw the launch of our In-House Roller Brake Testing for both

Hireco trailers and customer trailers which is proving popular. Our Maintenance and Spray Painting Divisions are growing in demand with business doubling in 2014.”

“Customer Service has been our focus for 2014/2015 and we were recognised

by Fleet Transport in winning the ‘Customer Service Excellence’ Award for 2015.”

“All our thinking and systems are focused on the customers and their needs,” explained Helen. “It’s simple really - give them what they need and they will come back. Most of our business is repeat business (95%) which is a good sign,” she concluded.

TIP Trailer Services – tippin’ away nicely!

S

ince the acquisition of the TIP Europe business in October 2013 by the HNA Group (China), the Dutch based company has experienced unparalleled growth, not only in relation to the rental and leasing market, but has also seen a major expansion of its services portfolio, especially from its Fleet Care Contact Maintenance & Pay-Go offering.

Michael Murphy, Sales Manager for TIP Trailer Solutions in Ireland explained further, “Our fleet expansion has been driven in the main by HNA’s investment into both the core fleet to replace ageing assets but also to support strong business growth throughout Europe. This resource coupled with customers demand for eco-friendly, efficient equipment has in the past year alone resulted in TIP acquiring some 900 additional assets for the UK and Irish fleets, (just under 150 alone in Ireland), with many more additional trailers for mainland Europe. The main demand in Ireland has been for refrigerated and European specific trailers as the country’s economy continues to improve, driven by our export markets. Our clear commitment to the business this year will support our continuing growth strategy in relation to both fleet expansion and infrastructure, as we continue to invest heavily in both these areas.”

"The Road Safety Authority’s increasing vigilance on compliance and proper documentation of service and safety checks has seen our Fleet Care and Pay-Go offerings continue to perform strongly, as companies increasingly FLEETTRANSPORT | FEBRUARY 15

see the merit of outsourcing their maintenance requirements. We currently support some 300 Own-Account customer’s trailers in Ireland, and aside from our own assets through our Vehicle Maintenance Unit, just off the M1 at Dublin Airport, do this for almost 20,000 customer owned trailers across Europe. To support our maintenance contracts we also have three fully equipped Mobile Service Units based from our Dublin headquarters, which allows us to attend to maintenance requirements on customer’s own premises. Aside from the convenience, this obviously provides the customer with tangible savings. We will invest further in both our infrastructure and our mobile service in 2015, as the increased demand for our maintenance products continues," concluded Michael.

Text: Jarlath Sweeney - editor@fleet.ie

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50 | SOAPBOX

Europe in chains “We must do more to harness the potential of the Single Market and reduce regulation that is hampering business”

T

his quote is from a joint statement issued by Angela Merkel and David Cameron at the end of their recent meeting on British desires to renegotiate membership, a desire driven mostly to placate British voters’ disillusionment with the EU and its bureaucracy. In the same week the Irish Road Haulage Association (IRHA) issued guidelines to Irish hauliers who must now conform to the latest piece of bureaucracy emanating from Germany, a ruling that requires all sorts of records to be kept of journeys to/from or transiting Germany in order to show compliance with a minimum wage. Last year German customs were imposing fi nes for non OE fuel tanks and from memory, the amount of diesel in your fridge unit, was a previous issue. These German rulings were not as a result of EU bureaucracy, rather they were home grown but they are not alone and these examples are just some of what hauliers throughout Europe have to face.

The French and Belgian Authorities are now preventing drivers unfortunate enough to have to spend the weekend in either of their countries from sleeping in their sleeper cabs, a space that in the majority of cases are furnished to a far higher standard than that of local accommodation.

Meanwhile, the British have imposed a £10 a day charge for using a transit route from one part of Ireland to another, on the ‘A’ route, a road which the Irish taxpayer has contributed to, to the tune of millions of Euros.

Our Irish Authorities are not to be found wanting either, we are the only European country to issue yearly truck test certificates that are not for a year, these same Authorities have argued repeatedly for the abolishment of 42 tonne GVW trucks on five axles whilst without a whimper allow thirty nine tonne, five axle rigid trucks to appear on our roads, the mechanics of which completely negate the argument of road damage from five axle artics. Having allowed forty-six tonnes on six axle artics, they are now arguing against six axle drawbars at forty-six tonnes.

The European Commission is no laggard when it comes to bureaucracy and has had a field day with Driver CPC (DCPC), Vehicle Type Approval (EWVTA), Cabotage, EMS and the Working Time Directive (WTD).

Surely there is no industry more enchained in Europe than the road transport industry, the bureaucracy we deal with on a daily basis is the perfect example of the sclerosis that is killing the EU. European Regulations such as the tachograph rules are straight forward, one law for us all. However, when it comes to Directives such as the Drivers CPC which is subject to national interpretation on how to implement, then the bureaucracies go into overdrive! Then you have the local stuff such as the latest German moves. There are some ten thousand HGV drivers in the Republic who have undertaken DCPC training, some six hundred and fi ft y thousand in the UK and NI, the cost of that training at a conservative €50 a head is €16 million. The stated aims of the DCPC are to improve driver skills to reduce death and injury. All truck drivers in these territories have now undertaken the training and yet not one statistic have we been given to show the money has achieved something, not one. Driving in the recent atrocious weather one sees far too many trucks being driven with no lights on and almost no use of high density rear lights, all indicative that the Drivers CPC has achieved nothing. If we had all been levied €50 a year on our driving licenses to go to improving an accident black spot then that would have had a measurable outcome. Hopefully the review being undertaken of the DCPC by the Commission as a result of lobbying by the IRHA and other National associations will lead to a more worthwhile and measurable outcome?

Dealing with the latest German bureaucracy the IRHA immediately raised the issue with our MEP Deirdre Clune who has now taken it up with Commissioner for Transport, Ms. Bulc, so hopefully Germany will not get a home run on this one? The fact that the IRHA had already met and briefed FLEETTRANSPORT | FEBRUARY 15

MEP Clune on the issues facing the industry enabled a rapid exchange of information. The IRHA has in the past brought a Commissioner for Transport to Ireland (twice) which resulted in forcing Irish authorities to end gross overloading of construction industry trucks, we can do it again.

When we have chosen to seriously lobby in Europe we have always punched above our weight. IRHA President, Eoin Gavin and his management team have over the last four years reestablished our name in Brussels. With the IRHA AGM coming around in May, we will see a change of leadership, it is hoped that unlike previous occasions, the work that has been done will not be lost. The Association’s updated Five Point Plan will surely include the work of shaking off the chains in Brussels?

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