Fleet Transport July August 2018

IRELAND'S LEADING COMMERCIAL VEHICLE MAGAZINE Inside!

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Contents JUL/AUG 18

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

www.fleet.ie | 3

4 News • Announcing Traton aka VWTB • EU trailer sales • DIT Logistics Apprenticeships goes ahead • Glynn Transport earns IEA GDP Cert • Volvo celebrates 25 years of FH Series • Introducing Texaco Delo

35 Safety Matters Advice from the HSA

8 Viewpoint The Rail Freight debate

40 LCV I Mercedes-Benz Sprinter in the Garden of Ireland

36 Trailer Schmitz Cargobull’s new world 38 Health Matters Deafness

Editor: Jarlath Sweeney - editor@fleet.ie

10 Cover MAN is a force once more

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

14 New Fleet Featuring DAF Trucks, Renault Trucks & Ford Van sales plus new Trailer deals

Photography: Jarlath Sweeney, Paul White, Cathal Doyle, Rob Van Dieten, Howard Knott, Tim Casterton, Paul Sherwood

18 Fleeting Shots Snaps from the automotive world

46 Shipping & Freight Stena Line & Port of Cork featured

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

19 Report Handling Network Warehousing Seminar

47 Report II IEA Supply Chain Roundtable, Port of Galway

22 Pictorial Full of the Pipe Truck Show, Naas

48 Innovation Developments by Volvo Trucks

24 Review Tip-ex & Tank-ex 2018, Harrogate, England

50 Comment Looking and Booking

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

28 Electromobility Alternative powered Mercedes-Benz Sprinters 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.

30 Test Renault Range T High

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

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

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

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

44 Times Past Scania Museum Part II

52 Opinion Highlighting Driver Shortage 54 Finance Customer Service 56 Legal Operator Licence issues

34 Fuel Prices Courtesy of the IRU

P14

41 LCV II New PSA van trio from Le Barn, France

58 Soapbox In crisis?

P16

Transport Barometer: Data from 17/05/2018 - 15/06/2018

P18

German ‘Super Summer’ overheats transport requests

Continuous summer weather in Germany is making the logistics industry sweat. The TimoCom transport platform reports that requests for refrigerated transports almost tripled since May this year. As a result, there are already gaps on store shelves, as manufacturers are unable to transport their goods.

This bottleneck of available capacities on the road goods transport market is worsened by the increased demand for vehicle space. This does not just apply to transporting frozen goods or sensitive fresh products such as fruit and vegetables. Other items that must be transported within specific climate conditions include pharmaceuticals, anything containing chocolate and cosmetics - all within a documented refrigeration chain.

4 | NEWS 1

Volkswagen Truck & Bus becomes TRATON Group

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y integrating letters from Transport, Tonnage, and Tradition the creative marketing team at Volkswagen Truck & Bus is renaming the parent company of MAN Truck & Bus, Scania, Volkswagen Caminhões e Ônibus and RIO as the TRATON Group. These individual strong, traditional commercial vehicle brands will retain their own identities with the official name change expected to be effective by Q3 2018.

Commenting on the rebranding, Andreas Renschler, Chief Executive Officer of Volkswagen Truck & Bus Group (VWTB) and member of the Board of Management of Volkswagen AG, said: “The new name TRATON is a major milestone on our road to become Global Champion of the transportation industry. Since our foundation, we have grown together faster than expected. TRATON provides us with more independence. It will further strengthen our Group’s joint identity and uniqueness. The new name will also foster our visibility as the leading Group for innovative transportation solutions. It will increase our att ractiveness for new talents as well as for capital markets.”

“TRATON reflects the Group’s DNA: what the company is striving for and how it is acting. The name stands for a young company designed for and born in a new era of transportation: • TRA nsformation of the ecosystem transport is our mission – for everyone´s benefit.

• • • •

TRA nsportation is ours and our customer’s passion.

TONnage is what our customers are moving around the world, every day.

TRAdition of our strong brands is what is grounding us.

Always “ON” is the ultimate goal of our customers and our att itude in order to make everything possible for them.”

In recent months VWTB has made moves into North America taking increased shareholding and implementing further collaboration projects with the Navistar International Corporation, which produces International brand of commercial and military trucks, diesel engines, and the IC Bus brand of school and commercial buses.

New Trailer registrations forecast ups and downs in EU Markets

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ince the last report from analyists CLEAR International, there has been a further improvement in the short term outlook for some West European economies. As a consequence, the forecast of a slowdown in demand for trailers in the region during 2018 has changed.

Instead of demand dropping by approximately 4% in 2018 an increase in demand of 1% is now forecast. Although seven of the fifteen West European countries will see small declines in trailer registrations, the remaining eight will see some growth particularly in the fi rst half of the year.

However, CLEAR still expects a 10% fall in trailer demand in 2019 with a wide variation across the countries of region from -2% to 22%. Often the size in the decline in 2019 will be in proportion to the increase in the market in 2017/2018. The most obvious exception will be the UK which will have a shrinking market in all three years.

Given that the economic outlook for Europe continues to improve, why is the trailer market forecast down in 2019 ? According FLEETTRANSPORT | JUL/AUG 18

lived,” he said.

to Gary Beecroft at CLEAR International: “The catch up demand that has been pushing the market is now over. The trailer parc is fully replenished despite the fact that road transport demand has yet to return to 2006 pre-recession levels. Furthermore it is nine years since the decimation of the trailer market in 2009 and the market has never gone ten years without a slowdown.”

“In addition, trailer demand will reach a very high level in 2018, only rivalled by 2007 and 2008, both these years having had an unnaturally high level of trailer sales largely brought on by the number of countries that joined the EU in 2004/2007.

All these factors point to a fall in demand for new trailers. Fortunately for the industry, the fall will be relatively modest and short-

So should the industry be panicking over the forecast fall in the market? “Arguably no, from 2017/2021 trailer registrations are forecast to be higher than any five year period in history, even though that will include 2019 when demand is forecast weaker. The previous record breaking five year period was from 2004/2008.”

Not only will registration set a new record during the forecast period but trailer production will achieve the same result.

The industry is therefore facing both high levels of output and relative stability in what is traditionally a volatile sector of the vehicle market.

The outcome of these changes is that over 30,000 trailers have been added to the forecast during the 2018/2022 period, more than half of that number in 2018/2019. Most of these extra trailers added to the forecast will be sold in Denmark, Germany, France, the Netherlands, Austria and Belgium.

Ireland is likely to feel the negative impact of the UK Brexit in the short term.

NEWS II | 5

DIT’s Logistics Associate Apprenticeship validated

I

reland’s new Logistics Associate Apprenticeship programme by the Dublin Institute of Technology (DIT) has now been validated. The first intake of the students for the programme will start their apprenticeships in September 2018.

The Logistics Associate Apprenticeship – a Level 6 Higher Certificate in Logistics – will be the first non-craft apprenticeship to be offered by DIT and the first of the industry-led programmes to be delivered by DIT School of Management, Aungier Street.

Aidan Flynn, General Manager at the Freight Transport Association Ireland (FTAI), is pleased with the development and stated: “The announcement of the new Logistics Associate programme really demonstrates what industry can achieve when working collaboratively.

The consortium of business supporting the programme – which includes FTAI, IIFA, CILT, the Shipbrokers Association and an impressive list of employers – are committed to delivering a meaningful, active programme which will deliver the skilled young people which the Irish logistics industry needs to keep moving. We are all facing the same recruitment challenges and it is heartening that we have all been able to contribute to what will be such an impressive programme

that will change the lives of so many young people currently seeking work.”

The content of the apprenticeship was approved for development by the Minister for Education Richard Bruton and thanks to the efforts of all the businesses and industry bodies concerned, the programme has been validated within six months, an unprecedented achievement. The “earn as you learn” apprenticeship and traineeship plan was launched by Government in 2016, and offers careers options to school leaves and mature students who prefer paid on-the-job training, rather than a full time educational solution.

“The logistics sectors is a vital cog in the Irish economy, yet many people are unaware of what jobs are available and what they entail. FTAI is committed to leading the formulation and delivery of this apprenticeship programme from the front to ensure that working in the transport and logistics sector is an appealing and exciting professional opportunity for young people seeking a rewarding and challenging career. At a time when pressure is mounting within industry on operational costs and the threat of Brexit, and skills shortage, this story is one where collaboration and commitment can provide pro-active

solutions that will help future proof the sector.

Of course, this is only the start, but what a start! The logistics associate apprenticeship is supported by employers in the freight forwarding, distribution & logistics and haulage sector and will help these companies become more attractive for young people,as well as helping upskill existing employees,” added Aiden.

By 2020 the Government plans to have 72 apprenticeship programmes in operation (currently there are 25 with 11 new validated programmes) and 9,000 registrations for apprentices per annum.

The new Apprenticeship will be overseen by the National Apprenticeship Council, while the further education and training authority SOLAS is the lead agency responsible for apprenticeship on behalf of Government, working in close partnership with the Higher Education Authority, Quality and Qualifications Ireland, industry and education and training providers across further and higher education. SOLAS’ responsibility includes maintenance of a national register of employers approved to take on apprentices and a national register of apprentices.

Glynn Transport awarded IEA GDP Passport accreditation

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ife Sciences International, a division of the Irish Exporters Association (IEA), has presented Glynn Transport & Distribution, Milltown, County Galway with the Good Distribution Practice (GDP) Passport.

The GDP Passport, a training initiative by the IEA is the first of its kind and ensures patient safety by compliance throughout all stages of the supply chain which safeguards the quality of medicinal products.

Manufacturers can now ensure that pharmaceutical and medical devices/products are transported, stored and handled according to GDP regulations and guidelines by dealing with GDP Passport holders only. The GDP Passport involves training all levels of personnel involved in the supply chain. The key to success is the full suite of standardised and certified training which is to be undertaken by all those engaged either directly by the manufacturer or indirectly by the service provider in distribution activities.

Glynns Transport & Distribution is a family run business that has evolved from humble beginnings from the agricultural and builders providers business in Milltown where the trucks served the business delivering product in and out, As explained by Padraig Glynn, MD: “As the business expanded, we looked at broadening our customer base. Today, we run a fleet throughout Europe for many multinational companies based in the Connaught region. Our customers include many of the medical device companies based in Galway. These

companies expect a very high level of service and we continue to exceed their expectations. Th is IEA GDP accreditation will bring us a step further.”

“Our high standards, well presented vehicles and personal service from our staff has earned us an enviable reputation within the business.

Th is was recognised when Glynns Transport & Distribution was awarded International Haulier of the Year 2009 by Fleet Transport Magazine in November 2008.”

Pictured accepting the IEA GDP Passport Certification from Fiona Luciani, Training Division Manager at Irish Exporters Association is Padraig Glynn, MD, Glynn Transport, Milltown, County Galway. www.fleet.ie

6 | NEWS III

Special Limited Edition marks 25 years of the Volvo FH

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ow available to order is the Volvo FH 25 Year Special Edition that commemorates the introduction of the Volvo FH in 1993. The limited production run on both the Volvo FH and Volvo FH 16 is characterized by its distinctive exterior and interior design, additional driver comforts and safety features.

Volvo FH is one of the industry’s most successful models ever with nearly 1 million trucks sold, creating a way of life for millions of drivers all over the world.

“The Volvo FH 25 Year Special Edition is not only a celebration of the truck itself but also a tribute to all the customers and drivers who have been driving this icon for the past 25 years. Volvo FH is the perfect representation of a customer focused mindset and a model that has been

pushing the boundaries for a quarter of a century. Th is magnificent edition truck is therefore both a tribute to the fi rst 25 years and a starting point for our continued successful journey with customers and drivers,” said Claes Nilsson, President Volvo Trucks.

According to Nigel Atterbury, Senior Graphic Designer at Volvo Trucks, the exterior of this special edition is best described as contemporary with a retro twist. “The silver/grey and orange décor highlights the truck’s origin and the striping forms the number 25 to signal the anniversary. The striping combines 3D effects and shadows to echo the design trend of the early 1990’s and gives the truck a distinct retro look. There are two launch colours, one darker, cool grey tone (Mammoth Tree Metallic) and a shiny red (Crimson Pearl), the latter a modern tribute to the original red cab colour of 1993.”

On opening the door, a premium and luxurious interior awaits the driver, with orange details in everything from seat belt stitches to curtains, carpets and reflective safety door decals.

Chevron introduces Texaco Delo in Europe

C

hevron in Europe has launched Texaco Delo, a new range of lubricants for heavy duty machines and vehicles.

With a heritage dating back to 1938, Delo is a well-established brand across much of the world but to date has been unavailable in Europe. Chevron, which operates under the Texaco market brand in Europe is now launching Texaco Delo as the company’s commercial and industrial brand across all European markets, replacing the Texaco Ursa range of lubricant products. It not only includes engine oils for heavy duty vehicles, but also several other product lines including drivetrain fluids, final drive fluids, greases and extended life coolants.

Among the brand’s noteworthy achievements was the development of the world’s fi rst successful multigrade engine oil in 1953, the first heavy duty engine oil to meet the API CH-4, Cummins CES 20076 and Mack EO-M Plus extended drain specifications in 1998, and more recently, the first brand to launch low emission oil (API CJ-4) formulated to protect diesel engines using up to 5,000ppm diesel fuel sulphur levels.

Among the Texaco Delo products now available to Irish customers are Delo Syn-AMT XV SAE 75W-90, a premium performance synthetic transmission fluid, the Delo Gear CGA SAE 80W-90 and Delo Syn-Gear XPD SAE 75W-85 gear oils, and three new greases

FLEETTRANSPORT | JUL/AUG 18

including Delo Grease ESI HD Moly 3% EP 1, and Delo Grease ESI HD Moly 5% EP 2.

There are new formulations across the Texaco Delo engine oil range including the Delo 400 MGX SAE 15W-40 for on-and off-road applications using high and low sulphur diesel fuels (10- 5000 ppm), Delo 400 MGX SAE 15W-40 which provides protection for new low emission diesel engines, and a synthetic heavy-duty engine oil - Delo 400 XLE HD SAE 5W-30. Other re-formulations include the Delo 400 XLE SAE 10W-30, an ACEA E6/E9 product designed for long drain with low SAPS additive to cater for Euro 6 emissions requirements which replaces the Ursa Ultra LE SAE 10W-30/Ursa Ultra Synblend SAE 10W-30, and the Delo 400 XSP SAE 5W-40 reformulation, a low SAPS oil that meets ACEA E9 specifications and is ideal for operation in cold climates.

8 | VIEWPOINT

Rail freight – the great Track Access Charge scandal!

At the beginning of June the DFDS intermodal train connecting Mayo to Rotterdam and the rest of Europe via Waterford Port was withdrawn – just at a time when industry and transport in Ireland are mobilising to seek new transport routes post-Brexit. Rail expert Tim Casterton gives his viewpoint.

Th is service commenced as a trial in 2005 following an initiative to resurrect intermodal rail freight by Mayo based industries subsequent to the virtual withdrawal from the market in 2002 by Iarnród Éireann (IÉ).

The proposal was put to the Department of Transport Working Group that rail freight operations between Mayo and the Ports of Dublin and Waterford be sustained and developed. The group proposed an initiative to Iarnród Éireann, which agreed to undertake a pilot project to charter freight trains to Norfolk Lines (later taken over by DFDS) for the operation of a new service from Ballina to Waterford via the Greater Dublin Area. Until the Waterford service ceased operation in June, approximately 11,000 chartered freight trains had operated between Mayo and the Ports of Waterford and Dublin (the IWT trains to Dublin Port continuing).

So why has the service become ‘uneconomic’?

The trains made an operational surplus for IÉ. Most of the time the trains ran quite well loaded, if not full. So what made them ‘uneconomic’? Research points at the exceedingly high track access charges applied

by IÉ to freight trains – rates that are 4 – 5 times more than is charged in other European countries like France, Germany and the UK! How can that be justified? Possibly down to Government policy where in Ireland the carbon and environmental saving that rail has over road is not being acknowledged. In other European countries governments look at the savings that rail makes in environmental areas, and provide subsidy to allow that to be taken into account.

The level of Track Access Charge actually attributed to IÉ freight in 2017 was €2,228,000 for 100.4m tonnes/km moved (Source IÉ Annual Report). In the UK that volume of rail freight would have been charged around €222,800 – 90% less than the IÉ charge. For comparison, in 2014 the EU reported that FLEETTRANSPORT | JUL/AUG 18

Ireland’s Rail Access Charges were set at €9.80 per 1000 tonne-kilometre, whilst in France it was €1.60 per 1000 tonne/train km and the UK €1.93 per 1000 tonne/train km.

Looking at the other side of the coin, how can other EU countries justify subsidising track access for freight to reduce it by that volume?

Justification is purely on carbon and economic savings made to the specific State. In the UK the Department for Transport acknowledges that targeted Rail Freight subsidies have a benefit to cost ratio of over 4:1 and similar would also apply in other EU States.

The 2017 volume of freight on the Mayo axis would have saved the Treasury Department around €3m with the carbon, environmental and social impact advantage that rail has over road, and that €3m could have been used as a ‘carbon tax rebate’ to subsidise the track access charges. Rail is estimated to generate 80% less CO2 emissions compared with road transport. It should be noted also that HGVs cause a hugely excessive amount of wear and tear on roadway surfaces – in fact 10,000 times more than an average family car (source AASHO Road Test - USA), and this greatly affects local authorities’ road repair budgets.

The European Commission recently published its ‘Country Report Ireland 2018’, which is highly critical of Ireland’s failure to put in place emission reduction policies and decarbonise Irish society. Th is strongly suggests that something needs to be done urgently if Ireland is to meet its EU 2020 emissions targets and avoid the large fines that not achieving the target will bring. Encouraging freight back onto rail is a relatively easy and cost effective way of doing something to help these targets to be met.

What therefore is needed?

A ‘back of an envelope’ exercise shows that if a €5m annual fund for rebates and ‘start up’ incentive was made available by the Department of Finance, it could allow 3,500 trains of 750 tonne gross weight running 250km to be incentivised (calculated as follows: 750 tonnes @ 0.0076 = €5.70 per km, €5.70 x 250km = €1,425, €5m ÷ €1,425 = 3,508 trains and 3,500 trains would take 18 x 3,500 loads = 63,000 truck movements off Irelands roads). Investment by IÉ in around 100 new freight wagons is required and these can be obtained from the European leasing market, even taking into account the track gauge difference of Ireland’s rail network.

The current fleet of forty year old wagons can be retained in reserve for additional traffic when required. Some relatively minor investment in freight terminals is required, particularly in the Cork and Limerick areas, and near various industrial estates that produce high volume traffic. Surely it is better to spend the likely emissions targets fines on infrastructure that will help targets to be met rather than just paying out the fine? These measures would not only help encourage new entrants to the rail freight, but would also assist current customers such as IWT which presently charters around 14 intermodal services between Ballina and Dublin Port each week.

The huge benefits to Ireland of a reincentivised rail freight market are without doubt undisputed in respect of helping to meet carbon emissions targets and an improved environment, but with Brexit fast approaching, it could also be in many cases the lifeline to access routes to mainland Europe that avoid the traditional routes via the UK.

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10 | COVER

MAN’s Pride of Lions roars

TGX 26.500 6x2

M

AN Truck & Bus has evolved into a full range commercial vehicle and service provider having introduced the all-new TGE van model into its portfolio. But that’s not all that the famous German brand bearing the iconic Lion logo has to say of late. At the recent Commercial Vehicle Show in Birmingham, Thomas Hemmerich, Managing Director, MAN Truck & Bus UK outlined the newly restored confidence in everything the company does, starting with latest products and aftermarket provisions.

“The introduction of the TGE means that the MAN range now starts at 3.0 tonnes, and demonstrates that MAN has the right solution for every transport task.

Customers can now appreciate the high levels of technology available as the entire TG – (Truck Generation) truck range from 7.5 to 250 tonnes benefits from ground breaking changes to both the exterior and

New TGX Interior

FLEETTRANSPORT | JUL/AUG 18

interior of all vehicles within the TGL, TGM, TGS and TGX ranges.”

“These changes include restyling the front of the cab as well as enhancing driver comfort further still with a number of interior improvements. Looking beneath the striking new cabs and new engine technology proves the fact that “For MAN Efficiency is more than just a trademark”. New engines across the MAN Truck range have been redesigned to deliver more power and torque, while at the same time deliver reductions in both fuel consumption and emissions. MAN Truck & Bus is committed to further developing and strengthening its product offering and by investing in research and new technologies, such as eMobility, engine efficiencies and safety, the MAN brand clearly demonstrates it remains a global contender,” he added.

At the NEC, MAN completed the TGE lineup with the introduction of the new 3.5 tonne

New TGX Interior

GVW rear-wheel-drive offering, which will prove to be the most popular option/choice amongst potential customers. Also revealed was the new MAN Euro 6C D08 SCR-only diesel engines for its light to medium truck ranges (TGL & TGM). The theme for this development at the show was ‘Even lighter for an increased payload.’

Two versions from the same block are offered with selection of power outputs. The D08 4-cylinder 4.6 litre has horsepower/torque ratings from 160 hp/600 Nm to 220 hp/850 Nm, while the 6.9 litre, 6-cylinder version has its entry level at 250 hp/1,050 Nm to 320 hp/2,500 Nm. “The new MAN D08 SCRonly engine offers weigh savings of up to 103 kg when compared to its predecessor. Thanks to a robust, plastic oil sump and a reduced number of component parts, not only the weight and maintenance requirements of the SCR only engine have been reduced, but also its fuel consumption. The innovative

louder!

SCR only drivetrain can save operators up to an additional five percent in terms of fuel costs. The new, single-stage turbo charger ensures optimal power delivery and increased efficiency. In short: the most power and the greatest efficiency come together in the newly developed MAN D08 SCR only engine. Operators also have the option to gain additional environmental plus points by using paraffin fuels, which you can utilize without any need for upgrading or additional fitt ings,” explained Thomas.

COVER | 11 To add more f lesh to the bones of the statements made at the CV Show, MAN Truck & Bus UK arranged a MAN Range Days Ride & Drive event at Millbrook Proving Ground in Bedfordshire. Over 60 vehicles were made available to test drive around the 700-acre facility, which has over 50 miles of undulating and intersecting roads for testing anything that bears wheels actually. There were three main areas of activity – on-road, off-road and in-parking zone.

Without knowing it initially, the fi rst truck driven, the TGM 18.320 4x4, had the new D08 6.9 litre engine with 320 hp/1,250 Nm mated to the MAN/ZF 12-speed TipMatic transmission. Fitted with tipper body and crane, the TGM moved along the rough terrain, as it should, with the high centre of gravity adding to the experience. Certainly the drivetrain was not found wanting.

Probably the most impressive trip was in the TGS 35.460 8x4 fitted with the revolutionary MAN steering brake system. Four-axle trucks’ manoeuvrability is poor at the best of times but with this development, the turning circle has been improved by half, ensures less wear and tear on vital steering components and practically no tyre scrub.

Amazing really! For the record this loaded 8-wheeler had 460 hp/2,300 Nm from the MAN D26 engine with the 12-speed TipMatic running impressively efficiently together

Improvements made to the MAN truck range interiors are significant, designed to further enhance the driver’s workplace, sleeping area and acoustics:Driver’s Workspace enhancements • New Gear selector switch, now located in the main instrument cluster.

• New Switch gear, now grouped together by function.

• New 4” Colour information display, offering clearer vision.

• New Coolbox and storage box, stowed under the bunk, with no intrusion into the cab floor space.

• More cab floor space thanks to new park brake console.

• New cup holders - designed to hold a variety of difference diameter drinking vessels.

• New optional platinum coloured trim.

Sleeping Area (Sleeper Cabs Only) • New f lexible lights – featuring flexible swan neck design.

• New upper and lower bunk control units: Digital alarm clock with LCD display, Switches for interior lighting, windows and sliding roof, USB and power sockets.

• New storage unit on the rear bulkhead for upper and lower bunks.

Acoustics (TGX Only) • New acoustic package which reduces in cab noise by up to 1.5 dB As mentioned earlier, the new TGE light commercial range now features rear-wheeldrive alongside front and all-wheel-drive traction systems. It was with the 3.5 tonne 4x4 3.140 SWB panel van model that we tried out the TGE over Millbrook’s tough off-road section that is often used by military vehicles. Needless to say the 140 hp output from the 2.0 litre Volkswagen Group engine was more than enough to climb the high gradient hills while the control from the 6-speed manual gearbox and foot brakes counteracted any fears of over-speeding on the sharp descents.

TGE 3.140 4x4

At the event, Dave Cussans, Sales Director at MAN Truck & Bus UK highlighted the merits of the revised TGS and TGX from the brand’s heavy-duty long haul, national distribution and construction ranges. Interest in seeing and operating www.fleet.ie

12 | COVER TGM 18.320 4x4

inside the completely revised cab interior and drivetrain was keen. No doubt the two-toned coloured central dash area creates a bright and spacious feeling. Placing the TipMatic rotary dial switch from aside the seat to the dash is a big plus, and while the hand brake housing area has been tidied up, this function could be moved also, like other marques, and operated electronically. Around the 2-mile oval track and with 500 horsepower on tap, the TGX 26.500 6x2 tractor-unit with new Lawrence David curtainside semi-trailer, brought the combination up to full speed on lane two without any stress. Then the steep hilly and curvy road section was tackled,

again stress-free mainly due to the 6-stage strong engine brake retardation system (and having knowledge of the challenging course from previous visits to the facility, built by Bedford in the late 60s, owned subsequently

by Vauxhall and Lotus and which is now within the Rutland Partners’ portfolio).

The fi nal element of the day’s activity was with the TGE, undergoing its impressive Trailer Assist and Parking Assist systems

MAN Range Days event. “We are back on the winners’ podium once more as issues in the past are now history and dealt with.”

(He was referring to the Euro 5 EGR TGS/X debacle). “Our Euro 6 offerings are best ever and most competitive.” The MAN Pride has returned and seems to be gett ing stronger with more developments to come.

Thomas Hemmerich was pleased with the positive reaction from the trade press and dealers with their customers present at the

TGS 35.460 8x4

FLEETTRANSPORT | JUL/AUG 18

Text: Jarlath Sweeney - editor@fleet.ie

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14 | NEW FLEET I

N&C Enterprises choose DAF Trucks for fleet restructure

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ward-winning sand, gravel and bulk aggregate specialist, N&C Enterprises Ltd, has commenced a four-year fleet restructure programme which will see DAF Trucks as its exclusive truck provider. The process has begun with the delivery of five DAF CF tractor-units and tippers, supplied by DAF Trucks Ireland.

Based in County Kildare, the family-owned business manufactures and supplies aggregates to merchants and builders. Looking to upgrade its fleet, the company favoured working with a sole provider, as Director Clement Gavin, explained: “The idea is to completely restructure our fleet, replacing current vehicles with newer models from just one manufacturer, instead of the many we currently work with.

We knew we needed the perfect partner to work with us on this and while we spoke to several manufacturers, DAF Trucks Ireland

came out on top.”

N&C will be replenishing its fleet of 18 tractors and tippers over a period of four years while also expanding the fleet in that period, after which time they will be running an exclusively DAF Truck fleet, maintained and serviced at DAF Trucks Ireland’s headquarters in Dublin.

Clement explained their reasons for choosing DAF Trucks: “After speaking to DAF Trucks Ireland, my business partner Joe and I were

confident they were the supplier which could offer exactly what we needed. Their vehicles are reliable, the dealership is close to our depot and their excellent back-up service is a game changer.”

Commenting on the contract DAF Trucks Ireland Regional Sales Manager, John McCann, said: “We are honoured to have been chosen to assist Clement and Joe in this restructure. We look forward to a long and fulfilling business relationship with N&C Enterprises Ltd.”

New Distribution & Construction Renault Trucks sold by Setanta Vehicle Sales Ltd

S

ean Moriarty Transport Ltd, Coes Road Industrial Estate, Dundalk has added a third new 18-tonne Renault Range D 4x2 rigid, to join his fleet in the last 12 months. The deal was conducted by Aaron Clarke from Setanta Vehicle Sales Ltd, Long Mile Road, Dublin.

Meanwhile, two new Renault tipper trucks have been put to work by Wexford based R & E Quarries Ltd, both supplied by Setanta Vehicle Sales Ltd. Pictured right is a Renault

Range K440 (with sleeper cab) and the other is a Range C440 (sleeper cab) both fitted with half pipe tipper bodies, built by Gleeson Truck Bodies, Tipperary.

AA Ireland completes €500k investment in new Ford Roadside Rescue fleet

A

A Ireland has invested almost €500,000 in the purchase of a fleet of new Ford vans to upgrade its existing breakdown assistance fleet.

The significant investment in the new AA Rescue fleet, which will see a number of Transit Custom and Transit Connect panel vans supplied by Ford Ireland, marks the latest in a series of ventures undertaken by AA Ireland to further improve its nationwide service. In 2017, AA Ireland invested a total of €11m in a number of areas across the business, including a significant technology upgrade.

FLEETTRANSPORT | JUL/AUG 18

Commenting on the addition of the new vehicles to the AA Rescue fleet John Farrell, AA Commercial Director stated: “This investment will allow us to continue offering a best-in-class service to our AA members and further underscores our commitment to both growing our business and supporting other companies operating across Ireland. The summer period is always a busy one on the roads and no-one wants to experience a breakdown while they’re driving with their family.

This timely purchase will ensure

that we can respond to our members in an effective manner to minimise any inconvenience their breakdown could cause.”

Text: Jarlath Sweeney - editor@fleet.ie

16 | NEW FLEET II

100 new SDC trailers for Hireco Dublin

H

ireco Dublin, the largest trailer hire company in Ireland has already received early delivery for an order of over 100 semi-trailers from SDC Trailers.

Th is latest order comprises a range of semi-trailers from the SDC portfolio, including ENXL Curtainsiders, Double Deck Curtainsiders, PSK’s with Twistlocks and Stauntions, GRP Box vans and Euroliners.

“We have enjoyed a close working relationship with SDC Trailers over the past twenty years and we are always impressed by their innovation, ability to design and manufacture trailers in a short time period and most importantly the quality and longevity of their trailers. Our business requires the most durable, easily operated and reliable trailers and we have found that SDC Trailers are the best for delivering on our requirements,” commented Helen Flynn, Managing Director of Hireco Dublin.

Robert Stanley, Key Account Manager at SDC for Hireco Dublin added: “The latest order from Hireco is part of their fleet upgrade to ensure they have the most modern and versatile trailer fleet in

Ireland. Th is is reflective of their growth as the largest articulated trailer hire company in Ireland. The large range of trailers ordered each time is another reflection on the quality of their service provided to customers. We look forward to our continued relationship with Hireco in the years ahead.”

Cream of the Crop Van Hool tanker for Donovan Transport

T

i p p e r a r y ’s Donovan Transport, which celebrates its 50th anniversary this year, has marked the milestone with the purchase of a new specially liveried DAF XF.530 4x2 tractor-unit (featured in last month’s edition) and also a new 30,000 litre milk tank semi-trailer from Belgian manufacturer Van Hool.

approved HSE walkway, high polish cladding and electro polished chassis, CIP in place cleaning line, and Alcoa EVO bright fi nish wheels with BPW drum brakes.

“Th is is the fi rst milk tanker Van Hool has sold in Ireland and we are talking with a number of other potential clients interested in our hope to work with Paul Donovan for years to come,” said Fred Everiss, Head of Sales for Van Hool UK & Ireland.

The new bulk liquid tanker features 304 stainless steel with two-baffles and fully

New Fruehauf tipper trailer for Richard Ormonde Transport, Wexford – Sold by Granco (Newry).

SDC Trailers supply new curtainside trailer to DJ Downey, Cork.

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Text: Jarlath Sweeney - editor@fleet.ie

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18 | FLEETING SHOTS

New factory build for Tiger Trailers

C

onstruction of a new £22m Tiger Trailers factory has commenced in Winsford. The new site will enable the company to double annual production output to around 3,000 trailers and bodies, plus create a further 120 skilled jobs over the next three years.

Joint Managing Directors John and Steven Cartwright admitted that the business is outgrowing its current production facility, and the new site will speed up delivery times and enable it to branch out into new sectors – including the booming home delivery vehicle market, as well as temperature-controlled bodies and trailers.

Tiger Trailers has grown quickly from a turnover of £1.98m in 2014 to £31.51m in 2017, with the new factory providing it with

the capability to reach £60m - £70m after three years.

Construction firm Bowmer & Kirkland will now lead an estimated 27-week build and fitting-out phase for the 168,000ft2 site, enabling Tiger to turn its attention to growing its workforce in time for the transfer into the new factory. The company has an immediate requirement for 40 new members of staff, including 20 apprentices.

Tiger plans to commence the transfer of existing equipment into its new home during late-December and early-January, once the new paint booths, shot blasting booth, cranes and materials handling equipment has been installed.

The new building will utilise energy efficient heat pump heating and cooling systems, as well as high efficiency LED lighting throughout the offices and production area, each with automated lighting controls.

Natural ventilation will be boosted by a super-efficient heat recovery ventilation system which is to be employed within the offices, while gas-fi red radiant heating will be used throughout the production area – ensuring the facility gains an overall ‘A’ rating for efficiency.

Honda shakes-up Pick-up sector with Civic concept

H

road car.

onda sprung a big surprise at the annual SMMT Test Day this year by showcasing a Civic Type R Pick-up Truck concept, almost a year after the launch of the standard

Built by a specialist team from the Product Engineering department at the Honda of the UK Manufacturing (HUM) factory in Swindon and codenamed ‘Project P’, the Civic Type R Pick-up Truck has been modified and developed from the standard road car to create potentially one of the fastest Pick-up trucks on the roads.

To create the Project P concept, the team used a pre-production version and adapted the design rearwards from the B-pillars of the car, with sweeping lines from the roofline to the back hiding a flatbed loading area in the centre of the car where the rear seats and boot space would normally be.

Finished in Rallye Red, the concept retains the iconic rear wing

associated with both the FK2 and FK8 Civic Type R, which, in a clever piece of engineering, is movable to allow direct and unfettered access to the rear of the truck.

Using the same powertrain, suspension and gearbox as the standard road car, it is estimated Project P will complete the 0-62mph sprint in under six seconds and reach a top speed of over 165mph. It also possesses the same driving modes of comfort, Sport and +R, Project P offering both ride comfort as well as a unique racing capability on track.

500,000th Volkswagen Transporter 6 produced at Hannover plant

J

ust three years since production began at Volkswagen Commercial Vehicles’ main Hannover plant, the 500,000th vehicle of the 6th generation Transporter series – a special edition Multivan passed the assembly line. Since production of the series began in Hannover on 8 March 1956, around 8.8 million Transporters have rolled off the line.

The Transporter (T6) light commercial van series is produced on a 3-shift basis both in Hannover-Stöcken (Multivan, California, Kombi, Caravelle, Transporter) and at the Poznań plant in Poland (Kombi, Caravelle, Transporter, dropside/pickup).

In the past year alone, 208,427 VWCV T6 vehicles were produced at the sites in Hannover (175,290) and Poznań (33,137) – in total the highest number of vehicles of this series produced for 44 years.

Compared to the record breaking last year, the new figure means FLEETTRANSPORT | JUL/AUG 18

an increase once again of 4.5 percent.

Text: Jarlath Sweeney - editor@fleet.ie

REPORT | 19

Handling Network Warehousing Seminar, Citywest Hotel, Dublin

Pictured (l-r) Mike Murphy, Mike Murphy Insurance; Micheál McArdle, McArdle Skeath; Jarlath Sweeney, Handling Network/Fleet Transport; Deirdre Sinnott , Health & Safety Authority; Martin McVicar, Combilift and Jarlath Lynn, CBRE.

A

variety of topics related to the growing warehousing sector were discussed at the inaugural Handling Network Warehousing Seminar in association with Combilift/Aisle-Master and the Health & Safety Authority, held at the Citywest Hotel, Dublin on 12 June last.

Keynote stakeholder speakers addressed various issues surrounding the sector such as insurance risks, increasing efficiency through smarter warehousing design and advances in material handling equipment. Attendees also heard from a warehouse developer as well as what’s going on in Commercial and Industrial Real Estate business.

Jarlath Sweeney, Editor, Handling Network welcomed delegates and highlighted that the warehousing sector is experiencing a generational change, with new builds and expansion of existing facilities a reaction to market demands and trends. “Warehouses of today and tomorrow are much more than just four large walls under one big roof span. Significant investment in innovation and technology is to be found inside the

loading docks to meet growing e-Commerce demands and Last Mile delivery practices,” stated Jarlath. He then handed over proceedings to Deirdre Sinnott from the Health & Safety Authority who acted as moderator for the event.

insurance premium rate is based on a number of factors:-

In her role as Transport Safety & Vehicle Risks Policy maker, Deirdre outlined areas of concern within her department when it comes to investigating incidents.

“Caution is required with regard to loading and unloading vehicles, storage of goods or materials, protection and training of employees involved, the responsibilities of company owners and the need to maintain materials handling equipment.”

•

Insurance expert, Mike Murphy admitted in his opening remarks that insurance is a very boring subject, but a necessary evil! He offered significant and important advice to warehouse operators on having the appropriate insurance cover, providing examples from case studies over the years, “Warehousemans insurance has a number of elements to it,” he began. “The fi rst one is insurance of the buildings, the second is Employers Liability cover and the third is Property Owners liability. Next is Warehouse liability and fi nally Forklift insurance.”

• •

• • •

The age and construction of the building; The location - be it stand alone or industrial estate location; The security arrangements, i.e. alarms, CCTV/Static security; The consideration of the goods being stored; General housekeeping at the premises; and Claims experience for the past 5 years.

On the subject of business interruption, Mike explained that the loss of income is covered in the event of a loss. However, he

“Depending on the circumstances, the warehouse should also consider obtaining several other types of insurance, including customer’s stock held in trust, business interruption and pollution contamination/ remediation. When arranging cover, the www.fleet.ie

20 | REPORT I Clean Machines

advised that: “Cover should be arranged for 24 months to protect your interests adequately. The standard limit of indemnity that will apply is €13 million. Manual work needs to be covered under this policy while forklift drivers are noted under separate wage payroll as different rates apply depending on the category of the employee.”

On Property Owner’s liability, Mike said that storing goods for customers is not straightforward – “For the customer that deposits goods in your warehouse, you the warehouse owner/operator, is liable for everything. Warehouseman’s liability insurance is by far more complex and the most difficult to att ract an insurance to cover. Insurers will not grant cover unless you have suitable storage conditions sett ing out in your Conditions of Contract.”

“It is imperative to have a suitable disclaimer wording on your invoice stating the conditions on which you are accepting the goods for storage, which is in line with your contract for storage conditions.”

Regarding Forklift insurance, Mike emphasised that the Road Traffic Act applies to all mechanically propelled vehicles being driven on your premises as well as on the Combilift

FLEETTRANSPORT | JUL/AUG 18

Close Brothers

road. Engineering insurance is required to cover the replacement value of the forklift if damaged. A certificate needs to be issued certifying the machine fit for purpose. Th is being a requirement under the Factories Act. “Health & Safety in Warehousing has various areas that needs to be addressed to ensure a safe environment for employees to work and visitors to use.”

“Risk assessments must be undertaken so you can identify the hazards, evaluate them and implement change to reduce the risks. An accident book must be kept on site and all accidents or incidents reported and accident report form completed at the time of the accident. People’s recollections of events change over a period of time and often do not reflect what happened at the time of the accident! Correct procedures and documentation all assist in the event of an accident and demonstrate to insurance that you do take measures to reduce risks and you are acting as prudent insured,” he concluded.

Martin McVicar, Managing Director, Combilift & Aisle-Master mentioned that the company’s in-house technical support Fronius

team dedicated to warehouse design is a service offered to customers free of charge.

“From working with a basic 2D drawing initially, we work with the customer to create an efficient storage facility through a new build or adjusting or expanding an existing one.” Warehouse space is becoming more expensive and it’s all about maximising efficiencies. Under his topic relating to the evolution of the forklift, Martin pointed to the changes in the segment over the years such as reduced manual handling, smaller/narrower aisle space, electric forklift innovation, more focus on safety and the development of a broader range of pedestrian operated forklifts. Among Aisle-Master’s range of forklifts, some models are built to operate in extremely low temperatures with driver comfort modifications included!

“Pedestrian fork-lift trucks are becoming more popular as they are safer to operate, with less accidents occurring as the driver/ operator is better aware of the surroundings.

The emergence of the electric powered forklift has seen a 500 percent increase in sales over the last 10 years, which is affecting diesel/LPG sales overall, sett ing a trend,” he said.

Martin then offered important advice;

REPORT I | 21 Health & Safety Authority

“Plan enough electricity supply into your warehouse development, ensure the infrastructure meets future battery charging needs.” That includes forklift charging but also for electric powered commercial vehicles that might be in the yard.

Mentioning yards and compounds, Jarlath Lynn, Director CBRE Industrial Department made a number of points, one of them touching on the need for more space for vehicles around the warehouse development. In an overview of the main areas of concentration in Dublin where the major industrial and commercial developments are happening, Jarlath said that on the Naas Road area and North Dublin region: “Supply is limited at present with little space available. Even with 700,000 sq.ft. coming on stream in the next 6 to 9 months, this will not be enough to satisfy demand in Dublin. The size of the market averages 50 million sq.ft . The recovery in the sector is ongoing as rent/leasing rates continue to rise. Before the recession commercial rates were at €12 per sq.ft . which dropped to €6 and now rising to €10 sq.ft .,” he said.

“High bay logistics centres is the trend going forward,” he added. “Towering to 12 to 14 metres and beyond.” Other trends relayed included the 11% annual growth of e-Commerce in Ireland, in-line with the European average-although in the UK, internet business is twice that. Th ird party logistics (3PL) providers are increasingly moving towards e-Commerce services while automation in warehouses is developing quickly. Jarlath concluded that it will be a few years before the “big boys come in” citing Amazon as an example.

The highs and lows of developing a new warehouse on a green field site were delivered in detail by Michael McArdle, Director, McArdle Skeath. The Inniskeen, County

Heavey RF

Monaghan based fi rm has chalked up 50 years in business and is looking to the next half century with a major new development in North Dublin. He explained the highs of gett ing planning permission approval after an exhausting, lengthy process with the Local Authority which was also one of the low points due to the difficult processes involved. “The Hollystown site covering 21 acres will have storage space for 100,000 pallets initially and operate 24/7,” he said.

Questions & Answers session open to the floor, conducted by Jarlath Sweeney. The event concluded with a networking lunch and visits to the exhibitors’ stands.

Other highs included working with clients as to the type of storage facility required which included multi-temp controlled areas, while another early low point was the intensive archaeological survey required on the new site. Somet h i ng Michael looks back on and advises that a full investigation of the lie of the land regarding its historical heritage must be undertaken before any deal on the purchase of the site is done.

Endorsing what Jarlath Lynn stated on the trend for increasing the overall height of warehouse facilities, the McArdle Skeath build is of 21.5m high.

The new facility was officially opened by An Taoiseach Leo Varadkar on Friday, 15 June 2018.

Dei rd re Si n not t su m ma r ised t he presentation, which was followed by a

Text: Jarlath Sweeney - editor@fleet.ie Photos: Paul Sherwood

• NEW & USED SHUNTER TRUCKS IN STOCK • SHORT / LONG TERM HIRE • SERVICE & PARTS

Wher e Special com es as St an d ar d MPM Specialist Vehicles 3D Ballygowan Road, Hillsborough, Co. Down, Northern Ireland, BT26 6HX T: + 00 44 (0) 28 9268 8863 W: www.mpmsales.com E: mark@mpmsales.com www.fleet.ie

22 | PICTORIAL

FLEETTRANSPORT | JUL/AUG 18

PICTORIAL

Photos: Paul White - paul@fleet.ie

| 23

www.fleet.ie

24 | REVIEW

Tip-ex & Tank-ex 2018,

Harrogate Convention Centre, Yorkshire

T

he annual gathering of all things tipper, bulk haulage and road tanker services that is Tip-ex & Tank-ex happened once again in Harrogate at its Convention Centre. Visitors got the opportunity to stop-off at over 100 exhibitor stands, and best of all, hear of the latest developments from all of the truck manufacturers all in one venue.

Representatives were there from DAF Trucks, FUSO Trucks, Isuzu Truck, Iveco, Mercedes-Benz, MAN, Renault Trucks, Scania and Volvo Trucks, while LDV flew the sole LCV flag at the 3-day event. Trailer, tipper and tanker bodybuilders were there too. New for this year was a series of popup talks at exhibitors’ stands covering latest truck technology, fuel futures, safety, recruitment, to mention just a few.

The Drain-ex exhibition was held adjacent to the main halls, catering for the drainage and water industries. DAF Trucks’ Showtrekker shone brightly in the outside display area across the road from the Harrogate Centre.

Attracting much attention was the specially

liveried DAF XF Low Deck with SuperSpace cab acknowledging the 90 th anniversary of the Dutch brand. Alongside was a new LF 260 4x2 18-tonner with higher ground clearance and coming with an Econ permanently mounted 5 cu.m twin chamber hotbox, designed for road patching work.

DAF Trucks

A special Construction Spec CF 450 8x4 (offering an additional 250 kg payload than before) fitted with a Thompson’s Loadmaster Lite body was interesting. It’s actually 40 years since DAF introduced an 8x4 tipper.

Drain-ex was held concurrently alongside Tip-ex & Tank-ex

needs of the construction, demolition, waste management and municipal sectors.

Low kerb weight is the advantage here as the newly developed chassis matches the durability of the Trakker and efficiencies of the latest Stralis. Other vehicles on display from the marque included the 7.5 tonne Eurocargo (160hp) with tipper body, and two gas powered vehicles - a Daily Blue Power and Stralis NP 400 4x2 tractor-unit with flagship Hi-Way cab.

Isuzu Truck UK calls the N35.125 the ‘Grafter’ and on show was the 3.5 tonner with tipper body. At the 7.5 tonne class, the N75 4x2 190 Forward with Easyshift transmission also featured.

Th ree Stralis X-Way models were among seven Iveco exhibits spread around Tipex & Tank-ex, all specified to meet the

Isuzu Trucks

A selection from the Mercedes-Benz family included the Arocs 3240 8x4 and an Actros 2443 6x2 tractor-unit, while sister brand FUSO Trucks (under the Daimler parentage) had a Canter 7C18 Duonic with Scattolini tipper body fitted.

LDV UK FLEETTRANSPORT | JUL/AUG 18

Iveco

REVIEW | 25

Mercedes-Benz

MAN Truck & Bus UK shared its stand with Steadplan, its dealer and trailer distributor for Kraker Trailers as well as Dutch producer D-Tec Trailers. Attached to a new D-Tec trailer was a MAN TGX 26.500 6x2/2, with a 3.140 4x2 single cab with tipper body version of its new LCV model TGE placed just inside one of the main hall doors.

Renault Trucks

from its dedicated construction line-up was the 11-litre Range C430 8x4 with Night & Day cab and fitted with a Wilcox insulated aggregate tipper body.

Without doubt, Scania had the biggest spread of trucks on display, both inside and outside the Convention Centre and also on the grounds of the Majestic Hotel next door.

Launching the P & G-series XT range for this particular sector was opportune, while much curiosity was directed towards the all-new L-series urban based truck with the L360 6x4/2 models sporting a Wilcox built tipper body.

MAN TGE

Volvo Trucks

A few examples of Volvo Trucks were spread around the halls with two Swedish flag coloured units standing proud in one corner of Hall B. It was a toss of a coin to elect the best turned out. Best call it a draw as the FMX 460 8x4 13-litre on full air and the FH.500 6x2 Lite tractor-unit deserved equal interest.

Two Irish trailer manufacturers that have a strong sales presence in Britain were Muldoon Trailers and the bmi group.

Coincidentally, both companies are based in Dungannon, County Tyrone and have bespoke products for differing sectors.

Muldoon showcased its new NT series bulk blower together with a bulk body/blower on a Volvo FM 8x4 rigid. Demand for bmi’s award winning RockPusher half-pipe ejector is continuing, as is interest in its walking floor and bulk tipping trailers, all designed and built to meet specific customer needs.

New Scania L-series

MAN TGX 500 6x2

Regular exhibitor Renault Trucks had two versions of its award winning Range T 6x2 tractor-units powered by 11-litre T460 and 13-litre T520 Euro 6C engines. Also featured

Renault Truck dealer Mick Shaw, Shaw Commercials, Castlebar and Anthony McGing, Manager at the event

Tatra Trucks, the Czech Republic brand that specialises in all-wheel drive, durable trucks is now on sale in the UK through dealer J&R Millington, Whitchurch, Shropshire.

Using DAF Trucks’ cabs and corresponding PACCAR engines, Tatra chassis is well proven both on and off-road with success on the Dakar Rally. Millington’s Roadside Recovery and Repair mobile service units are well known by Irish hauliers transiting Britain.

Tatra Trucks

bmi group

Muldoon Trailers www.fleet.ie

26 | REVIEW Kelberg has now a presence in Ireland through experienced salesman, John Byrne. He’s pictured here with Simon Hall, Used Sales Director for the Bicester based company, alongside a new Hardox steel rigid tipping body.

Remoulding truck tyres is a growing aspect of the road transport industry and has fi nancial benefits. Marangoni Tread (UK) can supply fully remoulded tyres at 70% of the cost of a new tyre and can offer wear equal to a new tyre. Eco Tyres, Belturbet, County Cavan is Marangoni’s agent in Ireland.

profi le trailer neck, coupled with a reduced incline air operated neck ramp. “It’s a truly versatile machinery carrier,” said Phil Ashton, Sales & Marketing Director.

Kelberg

Belgian company Van Hool has a growing order book from Irish operators requiring its highly renowned semi-trailer tankers.

Fred Everiss, Van Hool’s UK & Ireland Sales Executive had a number of meetings with potential Irish customers lined up during the event.

Marangoni

Brigade agent SM UK had its mobile demo unit fully opened up to display a vast array of vehicle safety systems. Not only is the focus on safety towards the vulnerable road user, but also insurance claims can be vastly reduced through its camera and radar systems.

Van Hool

JOST is the world leader in manufacturing vehicle connection systems, and modules and components for trucks and trailers.

Representatives promoted its complete product range and support services. The popular Edbro sister brand of tipping cylinders and wet kits which are made in Britain were also given fair space on its stand.

Brigade

Hyva travelled to Harrogate to demonstrate two key products - its ultra lightweight 32 tonne tipping gear, and its newly extended range of cranes. Also there was an 8x4 Titan hookloader.

Following a successful time at last year’s show, Montracon, headquartered at Mallusk in Northern Ireland, returned to Yorkshire with its new MT45 semi-trailer with low

JOST HYVA FLEETTRANSPORT | JUL/AUG 18

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

A FOUR YEAR WARRANTY for the 8x4 market

MAN 8x4 Extended Warranty: For a limited time only, we’re offering the 8x4 market something a little different – a four year comprehensive warranty* that is included free of charge in the price of a new TGS 8x4. We call it the 8x4x4. The warranty applies to almost any 8x4 product – any weight, any engine, any cab. The offer applies to all 8x4 trucks ordered any time up to and including 31st July.

For more information on this special offer please call us on 01 419 1300, or contact your local MAN dealer: Dublin: MAN Importers Irl, Dublin 12.

Tel: 01 419 1300 Limerick: Dennehy Commercials, Limerick.

Tel: 061 229900 Wexford: MS Commercials, New Ross.

Tel: 051 422277 Westmeath: O’Reilly Commercials, Ballinalack.

Tel: 044 93 71360 *Terms and conditions apply.

www.truck.man.eu/ie

Donegal: Newtown Trucks, Newtowncunningham.

Tel: 074 91 56666 Galway: Athenry Truck Centre Ltd., Galway.

Tel: 091 849 375 Cork: Walker Commercials, Rathcormac, Cork.

Tel: 025 87770

28 | ELECTROMOBILITY

DEFinitive Mercedes-Benz Sprinter

N

ew generation Mercedes-Benz Sprinter was launched with a selection of power outputs from parent company Daimler’s conventional diesel engine range. Most recently its Mercedes-Benz Van division followed up with an all-electric eSprinter and surprised everyone at the special press event in Hamburg with the concept F-Cell hydrogen version. And so D (diesel), E (electric) & F (fuel cell) completes the drivetrain on the new Sprinter.

The two latter developments are all to do with Mercedes-Benz Vans eDrive@VANs zero local emission mobility strategy. eSprinter follows on from the introduction of the new electric eVito which enters the European marketplace in the autumn. Th ree main strands of this philosophy pertain to attract customers from owner driver tradespeople to large fleet operators: range distance, reliability and commercial viability. Each all-electric vehicle supplied will be specified directly to meet the customers’ needs and applications relating to energy output and average range distance required.

Initially, eSprinter will be offered (next year) as a 3.5 tonne GVW panel van with a maximum cargo volume of 10.5m3. There are two battery capacity options with the 55 kWh version; a 150 kilometre range is anticipated with a payload of 900 kilogrammes. The second battery choice will allow customers avail of a range of around 115 kilometres (from the 4 kWh unit) and an increased payload of 140 kgs to approximately 1040 kgs. Like the entry level CDI diesel engine, the electric drive in the eSprinter generates 84 kW (115hp) and torque levels of up to 300 Nm. Maximum speeds can be limited to 80, 100 or 120 km/h.

part of the package, whereby the initial vehicle selection can be applied and then progress to vehicle performance and energy management depending on customer requirements.

Test trials are currently underway with some of Germany’s leading logistics service providers. First drives in the eSprinter indicated the precise and detailed research and development into the project as there are four modes of battery/energy regeneration from low to high. As with all electric powered vehicles, acceleration is instant with a careful technique, use of the footbrake can be minimalised.

Looking further into the future is the concept Sprinter F-Cell presented in the shape of a semi-integrated motorhome. Additional prototypes will see e-commerce specific versions and a minibus in due course. No strangers to this fuel-cell hydrogen technology, Daimler pioneered this alternative fuel source within its car and bus divisions. Merits of fuel cell drive include long range, low systems weight allowing creative design, freedom and fast refuelling. With the interaction of battery and full cell drives in the Sprinter F-Cell, an electrical output of 147kW (197hp) is developed with torque levels at 350 Nm. Th ree storage tanks in the chassis frame store a total of 4.5 kgs of hydrogen-enough

to provide a range of 300 kms. An additional larger tank can be added to the rear (garage) section of the campervan to add another 200 kms to the range distance. A further 30 kms back-up can be provided through the on-board plug-in hybrid system.

“We will offer every commercial range with an electric drive – starting this year with the eVito and in 2019 with the eSprinter. With these, we will already cover many, but not all, user cases with a zero-local-emissions powertrain. For this reason, we are enhancing our eDrive@VANs strategy with fuel-cell drive, which offers substantial medium-term opportunities, especially in long-distance operation – regardless of whether a fuel-cell vehicle is used as a motorhome or in other commercial applications,” stated Volker Mornhinweg, Head of Mercedes-Benz Vans.

“The potential of this technology is undisputed.

That applies above all to comparatively large vans with a need for long range and short refuelling times. Our analyses demonstrate that the fuel cell can represent a sensible expansion of the powertrain line-up in a number of different applications in both the commercial and private arenas. The Concept Sprinter F-CELL provides an insight today into the possibilities of the future.”

Support tools such as the eVan Ready App are FLEETTRANSPORT | JUL/AUG 18

Text: Jarlath Sweeney - editor@fleet.ie

Ashbourne Truck Centre, Ballymadun, Ashbourne, Co. Meath, Ireland Tel: 00353 18350573 Josef: 0035387 255 66 77 Sarah J: 0035386 255 66 77

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30 | TEST

‘Living T-High Life’

Driving the new Renault Trucks Range T-High

I

t would have been unfortunate if drivers who sit on the right hand side of the truck were to be denied the full experience of the Renault Truck line-up. Finally that issue has been resolved, as Renault Trucks has launched its flagship model, the Range T-High in Right Hand Drive (RHD).

However it does beg the question, why did Renault Trucks change its mind now? The obvious answer is market demand. Apart from the positive numbers recorded for the Range T, the revamped Renault Truck lineup including the Range C, K, and D models are selling in impressive numbers and the brand is increasing market share. So it makes sense to release a RHD version of Range T-High to meet customer demand at the top level, especially the international haulier.

FLEETTRANSPORT | JUL/AUG 18

Not such a surprise as this has happened on previous occasions with other models in particular the various incarnations of the iconic Magnum.

Like Magnum, the Range T-High is an impressive sight. With an overall length of 6480 mm and standing 3962 mm high, its physical presence receives some curious glances from other road users. Renault Trucks is well known for creating an interesting selection of paint colours and liveries. Again with this truck, a dramatic statement is made, using a simple white (Ekla) colour, striking graphics, and a slightly retro style Danish headboard that combine to make the truck impossible to miss. We have always enjoyed driving the Range T, and expected this test to deliver a similar result, albeit enhanced by the additional features, and of course

extra space.

Access to the cab is excellent as the doors open wide to almost 90 degrees and the grab handles are well placed. This makes climbing the four steps easy and safe with sure grip from the wide and well placed illuminated non-slip steps. Once inside we get to fully appreciate the additional space offer by the increased roof height (2136mm). Internally tall truck cabs can seem dark unless there is a decent sized roof hatch which needs to be electrically operated as most drivers aren’t that tall and the Range T ticks the box here, as it does in just about all other aspects of the internal working and living arrangements.

There is a defi nite sense that the truck was designed around the driver - from the well appointed seat and wide ranging steering adjustments to the electric parking brake that automatically engages if the engine is switched off. In a similar fashion the clearly defi ned switchgear mounted in the slightly angled aluminium look finished dash is all to hand, though the switches can be rearranged if the driver prefers another layout. Using the multifunction steering wheel offers an array of realtime information about the truck’s performance with the data displayed in an easy to read 7” HD multi-coloured screen mounted in the binnacle. It does takes a little time to become fully familiar with all it has to offer. However, this is time well spent as it provides valuable information about the vehicle and driver’s performance.

Again with the driver in mind, the Range T-High makes good use of the additional space available to increase storage. There are four generous and sturdy overhead cupboards, one of which is lockable, and they are within easy reach. Under the bunk there is a centre mounted fridge with a forty-litre capacity, and ample storage space

TEST | 31

with external access behind the driver and passenger seats. In reality, second bunks are rarely used other than for additional storage, and here Renault Trucks has designed the bunk to operate easily and to securely store larger items such as suitcases. There is a choice of three different ambient lighting modes, and a multifunction device allows remote control of lighting, audio, and heating from the bunk. Beside the multifunction system are 12/24V power-points with additional sockets and USB ports located in the dashboard.

Of course the main feature of T-High is the totally flat floor, and the benefits of this feature will not be lost on anyone who has spent prolonged periods of time away in a truck. The RHD flat floored Range T-High is available in three versions Comfort, Eco, and Eco Plus and the list of optional equipment is impressive and would surpass many other manufacturers.

On the road the T480 with Renault Trucks DTi 13 litre six-cylinder performs without trying., as the 480 is a well balanced compromise between power, performance and frugality. It is a very smooth running engine helped by the rear mounted timing gears.Wind noise is also reduced with the cab being slightly narrower (by 12%) at the front.

The Range T 480 delivers its max torque of 2,400 Nm from 950 to 1400 rpm. Th is combined with Renault Trucks’ 12-speed Optidriver transmission and combined with a fi nal drive ratio of 2.64:1 means that at 90 kp/h the tachometer sits at a steady 1,280 rpm - directly in the centre of the green band. Apart from a sound as the transmission moves from low to high range, gear selection is smooth and exceptionally quiet.

The best way to describe the on-road performance of the Range T-High, is well balanced across all aspects. Braking was Text & Photos: Paul White - paul@fleet.ie

effective, as was the ride and handling, and we found no perceptible nodding under braking, or sway on bends or corners from the 4-point air suspended high cab. Overall Range T-High delivers an assured and positive sense of the road back to the driver.

The road holding and stability was also complimented by the new tri-axle Knapen Walking Floor trailer, which was hardly noticeable in our mirrors it followed that well behind us.

In addition to the well balanced brakes, our test unit came with Renault Truck’s Optibrake which offers 382 kW (512 hp) retardation by simply pulling the control stalk. Meaning that throughout our drive Optibrake was more than adequate for bringing us to a well controlled and smooth stop.

and the slightly angled ‘A’ pillar does not impede the sightline excessively, although the mirror heads can cause a forward looking blindspot on the off-side when approaching roundabouts or junctions. However this is no more an issue than with other vehicles and drivers simply deal with it by moving slightly.

It is hard to fi nd fault with Renault Trucks Range T-High. It is a well thought out unit that sets out to place the driver’s needs as the focal point for the design team - and they delivered. An exceptionally high level of standard equipment is further supported by an impressive list of available options that offer important comfort and safety systems.

With Range T Renault Trucks aimed ‘High” - and hit the target.

Also important in such a high vehicle is good visibility for the driver especially when driving in congested traffic areas.

The T-High has again thought this through, Spec Check Make Model Chassis Type Engine Rated Power Rated Torque Euro Rating Transmission Endurance Brake Braking Suspension Drive Axle Axle Ratio / @ 90Kph Safety Systems Wheelbase / 5th Wheel Wheels & Tyres

Fuel & Ad Blue Tanks Test Trailer

Renault Trucks Range T-High (Comfort) 480.26 6x2 (Pusher Axle) Tractor Unit DTI 13 - 6-Cylinder, Common Rail 353 kW (473 hp) @ 1,404 - 1,800 rpm 2,400 Nm @ 950–1,404 rpm Euro 6, SCR, DPF - Auto Regeneration of PF AT 2412F Optidriver (12-Speed AMT) Renault Optibrake 382 kW (512hp) @ 2,300 rpm Ventilated Discs all round - ABS, EBS, EBA, Steel Front, Mid-Lift / Rear Air P13170-D - Single Reduction 2.64:1 / Engine Speed @ 90 Kph 1,280 Rpm EBS, EBA, EBL, ESC, LDW, Hill Start, ACC, ASR 4100 mm / Jost 36D 5th Wheel Alcoa Dura-Bright Aluminium - (With TPMS) Steer Axle1: Continental EcoPlus HS3 - 385/55 R22.5 Steer Axle2: Continental EcoPlus HS3 - 315/70 R22.5 Drive Axle: Continental EcoPlus HS3 - 315/70 R22.5 Left: 240 Litres + Right: 550 Litres / Ad Blue: 63 litres Tri-axle Knapen Walking Floor / BPW Running Gear www.fleet.ie

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34 | FUEL PRICES (WEEK 27) Country

Currency

95 Lead Free

98 Lead Free

Diesel

Albania

ALL

179.00

-

179.00

Andorra

EUR

1.250

1.290

1.060

Austria

EUR

1.294

1.445

1.243

Belarus

EUR

1.370

-

1.370

Belgium

EUR

1.511

1.604

1.511

Bosnia-Herzegovina

BAM

2.36

2.41

2.36

Bulgaria

BGN

2.26

2.54

2.29

Croatia

HRK

10.23

10.79

9.76

Czech Republic

CZK

32.60

32.93

32.71

Denmark

DKK

11.19

11.88

9.59

Estonia

EUR

1.349

1.407

1.307

Finland

EUR

1.532

1.629

1.472

France

EUR

1.568

1.638

1.489

Georgia

GEL

2.36

2.53

2.36

Germany

EUR

1.426

1.614

1.266

Greece

EUR

1.636

1.743

1.414

Hungary

HUF

393.70

408.80

401.60

Ireland

EUR

1.459

-

1.339

Italy

EUR

1.679

-

1.553

Kazakhstan

KZT

176.99

-

163.34

Latvia

EUR

1.266

1.321

1.177

Lithuania

EUR

1.186

1.255

1.067

Luxemburg

EUR

1.257

1.315

1.102

Macedonia

MKD

71.00

73.00

63.50

Moldova

MDL

18.97

19.64

17.00

Montenegro

EUR

1.380

1.410

1.260

Netherlands

EUR

1.754

1.829

1.444

Norway

NOK

16.45

17.44

15.46

Poland

PLN

5.04

5.36

4.99

Portugal

EUR

1.623

1.658

1.422

Romania

RON

5.46

5.94

5.53

Russia

RUB

45.72

51.65

44.28

Serbia

RSD

152.70

161.90

162.40

Slovakia

EUR

1.333

1.567

1.195

Slovenia

EUR

1.342

1.474

1.284

Spain

EUR

1.313

1.453

1.232

Sweden

SEK

15.46

16.06

15.26

Switzerland

CHF

1.630

1.640

1.710

Turkey

TRY

6.26

6.29

5.69

Ukraine

UAH

29.18

30.33

27.03

UK

GBP

1.278

1.387

1.309

USA

USD

0.740

-

0.850

FLEETTRANSPORT | JUL/AUG 18

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SAFETY | 35

Safety Matters . . . Safety Matters . . .

Tail lifts eliminate a lot of manual handling, but must be used safely

A

ll tail lift operations are potentially hazardous and should be planned to make sure that they are carried out safely and that all foreseeable risks have been taken into account. Poor planning is one of the major causes of accidents arising from tail lift operations. They also usually involve working at a height, that is, on the body of the vehicle or on the platform itself, and the hazard of persons falling should always be a consideration.

Tail lift accidents are generally caused by one or more of the following factors: • Persons falling off the vehicle body or the lift ing platform • Loads falling off the vehicle body or the platform • Loss of control of the load • Crushing or shearing of body parts between the moving platform and the vehicle or ground • Failure of the mechanism of the platform • Failure of the structure of the platform or the vehicle It is vitally important that tail lift operators are trained and competent to operate these lift ing platforms and they need to follow documented procedures in relation to maintenance and use.

Training for an operator should, as a minimum, cover the controls, working load limits, load charts, any operating limitations of the type of tail lift they operate, as well as safe working procedures.

All risks associated with the use of the tail lift safely must be identified and assessed and written down in a safety statement. A vehicle-mounted tail lift should not be taken into use for the fi rst time unless it has been examined and certified by a competent person, or it is properly CE marked. In order to ensure its continued safe functioning, vehicle-mounted tail lifts must be thoroughly examined, and a report of thorough examination completed by a competent person at least once in every 12 months, thereafter.

The employer should ensure that the tail lift is strong and stable enough for the particular intended use and marked to indicate safe working loads, and records of the training, regular maintenance and inspections, and the thorough examinations must be kept.

A daily pre-use inspection regime should be implemented, and planned maintenance should be organised depending on use of the vehicle-mounted tail lift and the environmental conditions in which it typically works. A good way of doing this is to follow the manufacturer’s maintenance instructions. In addition to maintenance requirements, daily pre-use checks should ascertain, for example, that markings, warnings, decals, and reflective material are in good condition.

are supplied with these, there is a legal duty on the employer to decide, through risk assessment, whether these safety measures should be provided.

The area in which a vehicle-mounted tail lift is to be used must be carefully assessed to ensure that it is suitable before the lift is put into service, and consideration should be given to the unloading operation at the end of the delivery cycle.. During this assessment the following points should be considered by the employer, in conjunction with the operator: • Is there space to lower the tail lift safely?

• Can the vehicle be parked safely without causing an obstruction?

• Freight presentation – is the freight in a suitable condition to be moved?

• How heavy is the pallet, can it be manoeuvred without causing injury or losing control of the load?

• Is the ground surface suitable and are there any slopes or inclines?

• Is there pedestrian activity and is it appropriate and possible to restrict pedestrian access to the area?

• Are there other vehicles and vehicle movements in the work area?

• Can a suitable route to the point of the kerbside delivery be planned and agreed?

For further information and practical advice on the safe use of tail lifts visit the HSA website and download the Safety with Tail lifts information sheet -http://www.hsa.ie/eng/Publications_and_ Forms/Publications/Latest_Publications/Safe_Vehicle_Tail_ Lift _Operations_Information_Sheet.79778.shortcut.html)

In addition to the mechanical considerations above, care must be taken with regard to safety in the use of the tail lift. The employer should consider the slip resistance of the surface of the vehicle body and the lift ing platform, as well as the need for slip resistant footwear for the operator. Some tail lift manufacturers have developed guard-rail solutions and increased slip resistance of surfaces, and while it is not a legal requirement that tail-lifts www.fleet.ie

36 | TRAILER

Smart Trailers from Schmitz Cargobull’s ‘World’ as Schmitz Cargobull focuses on the digitalization of products and processes via telematics as well as interaction between trailers and services. “Under the theme ‘Smart Trailer World’ for the show, we wish to demonstrate that we are constantly enhancing anything that helps to improve safety, comfort, efficiency and trailer availability for users and boost efficiency for our customers,” said Andreas.

I

n recent years technology and innovation in trailers is catching up fast on developments undertaken by truck manufacturers particularly when it comes to connectivity, a word that covers a multitude, according to Schmitz Cargobull.

Europe’s leading manufacturer of semi-trailers, trailers, truck and van bodies for temperature-controlled freight, general cargo and bulk loads is gearing up to showcase its latest innovative developments and service packages created for the benefit of the customer with the objective of reducing the total cost of ownership. Once again, the biennial IAA Commercial Vehicles Show 2018 in Hannover Messe will provide the stage for these premieres.

In general, business is good at Schmitz Cargobull, very good in fact, as production levels are heading back to pre-recession levels as explained by CEO Andreas Schmitz at the company’s pre-IAA press conference in Berlin last month. “For the 2017/2018 financial year, we are expecting annual trailer production to exceed 61,000 units and are also predicting turnover of around €2.2 billion.” Markets in Northern and East Europe are the key growth areas at present. Last year as the company celebrated its 125th anniversary, the milestone was marked with the opening of a new multi-production plant in Adapazari, Turkey.

Further sales momentum is set to be generated at the IAA CV Show

FLEETTRANSPORT | JUL/AUG 18

Last year also, Schmitz Cargobull introduced a new product line the V.KO. van box body kit to cater for the growing urban delivery, e-commerce and last mile delivery sectors. Produced in its Berlin factory, the V.KO range of standardized sized panels, which cater for the 3.0 to 6.0 tonne GVW categories, can be adjusted to suit manufacturers specifications. While at the plant, two non-associated members of staff were given the task of assembling the kit on to a 3.5 tonne Volkswagen Crafter and given two hours to do so. Impressively they completed the exercise in just over one hour and two minutes.

Boris Billich, CEO, Schmitz Cargobull explained that this is a major development for the company. In its first year, over 7,500 modular kits will be made and with an addition of two extra shifts, that figure can be increased to around 25,000 units per year. “We are seeking OEM partners on a European level with quick availability of these modular boxes within 14 days ex-works. We wish to become the largest supplier of van body kits.”

The V.KO Dry van body kit consists of newly developed 20 mm thick GRP sandwich panels which have a foam core, are light, yet robust. A transparent light roof and two-wing rear door come as standard. Also fitted is a rear collision guard and access steps. All electric wiring is prepared by the factory.

After five productive years in the marketplace, Schmitz has further improved its in-house refrigeration unit, having listened and reacted to customers’ feedback. Equipped with the latest Stage V common rail diesel engine co-developed with German specialists, MATZ, the new lighter reefer box (by 50 kg) will provide the same high cooling performance and precise temperature management while using up to 10% less fuel. Another significant development is that the information

TRAILER | 37 Cargobull Telematics has continued to evolve the company’s trailer fleet management systems and to date over 30,000 units and growing are connected to its programmes.

A number of modifications have been made to its curtainsider trailer range. The S.CS curtainsider semi-trailer with Power Curtain has steel wires integrated into the tarpaulin which has two main advantages – loading and unloading is quicker as there is no need to have vertical sidebars and it is now theft proof as it cannot be cut.

Due to a new rolled chassis, the S.CS MEGA curtainsider is now 300 kg lighter without reducing its high standard of quality and strength.

Meanwhile the S.CS Universal curtainsider now comes in with an unladen weight at less than 6 tonnes. display module has been redesigned and is more user friendly with large digits to make it easier to read. All functions of the S.KO refrigeration units and corresponding telematics system can be controlled remotely via a Smartphone on the trailer itself. The S.KO COOL’s protected area of the bulkhead has been extended further upwards, while new side guards and a newly created non slip floor are available. A new tyre pressure inflation system is optional. Broader selection modes have been added to the S.KO COOL’s telematics app system.

In general new hardware, new sensors, a new on-line portal and the new beSmart app are all part of Schmitz Cargobull’s telematics system which increases its focus on proactive services and enhanced predictive maintenance programmes to include remote diagnostics.

With Schmitz Cargobull’s Smart Trailer concept, every component is directly linked to the telematics’ control unit – be it tyre pressure monitoring system, door sensors, door locking system or temperature printer from the reefer box.

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

Schmitz Cargobull has put renewed focus on its M.CS & Z.CS truck and trailer bodies meeting customer demands for improved cost benefits. Better payload is now offered as 500 kg has been shaved off the overall weight of the curtainsider combination in relation to the previous generation. Through new chassis design and layout, 100 kg has been taken out of the truck body and 400 kg from the twin-axle (centrally placed) trailer.

An overall height of 4 metres has been maintained with an internal working height of 3 metres. Total length is 18.75 m. A lifting roof can be specified. As the development uses standard components from the Schmitz Cargobull trailer range, spare parts availability is not an issue.

The unladen weight of the trailer is 4,350 kg. Both bodies pictured are of the same length at 7.7 metres in this configuration. A demountable system based on the same concept is being worked on.

As road networks across Europe (including Ireland) continue to improve, uptake in rigid truck and trailer combinations will increase and Schmitz Cargobull is ready to take orders!

www.fleet.ie

38 | HEALTH MATTERS

Deafness

D

eafness is a miserable form of sensory deprivation.

It interferes with communication and can create difficulties in the workplace as well as with families and friends. The severely deaf person may appear to be disengaged or even mentally impaired and this inevitably leads to social isolation followed by depression.

As people get older, their rate of deafness increases over three quarters of those aged over eighty have hearing loss that is severe enough to affect daily communication. Deafness associated with ageing is mainly due to degeneration of parts of the inner ear, this may be due to the accumulated effects of exposure to noise over a lifetime, as well as ingestion of medications toxic to the hearing system. Other factors also come into play including being overweight, diabetes and our old friend/enemy, smoking.

There is also a strong genetic component in the causation of deafness – so choose your ancestors wisely. Whatever about that, we can all modify our exposure to noise, and possibly deal with the other things associated with this problem. Noise is pervasive in our modern society, and long term effects of exposure to loud noise is often underestimated.

Concerts, movie theatres, motorsports, speed boats, the use of power tools all produce sudden or sustained loud noise.

These loud noises damage the sensitive parts of the inner ear due to the mechanical stress of intense sound pressure. Th is damage can be temporary or permanent depending on the intensity and duration of the noise exposure.

After attending for several hours at a very noisy pop concert in a confined arena, temporary partial deafness accompanied by tinnitus or ringing in the ears is a common complaint.

This will resolve within three weeks or so but is an uncomfortable and alarming result of the pleasant night out. The main thing to take from that is either not to attend another concert of that magnitude or else stuff your ears with cotton wool before the music starts. Even then there will be a vibration factor which will perhaps impinge on the conductive part of the hearing process.

The significance of this noisy episode is that there will have been permanent damage to parts of the inner ear that may not become apparent until later life, when you will need every bit of your hearing mechanism to function.

The medications which affect hearing are usually prescribed for an essential purpose – for example several anti cancer drugs are known to cause deafness, while some strong antibiotics are also associated with toxicity to the inner ear. Presumably they have been prescribed by a physician as there would be a more immediate danger to the patient were they not in fact prescribed.

There are strong associations between hearing loss, poorly controlled diabetes, smoking, and severe overweight. As these three factors all lead to circulation problems it has been surmised that interference with the blood supply to the inner ear is another cause of deterioration of the hearing process – this being a secondary effect of these three modifiable factors. The obese patient who loses weight, stops smoking and controls his/her secondary diabetes will probably improve their hearing.

How to avoid this form of deafness?

Ageing is inevitable unless one is very unlucky. Age related deafness though, is not inevitable, but few people are aware that exposure to loud noises is cumulative and damaging. Avoidance of noisy venues, use of personal music systems at a moderate level, and use of ear protection if necessary at a noisy workplace are all recommended. Also, when swimming in heavily chlorinated waters use waterproof protection in the ears, as the ear drum can be damaged by exposure to the chemicals in swimming pool water. This damage leads to inflammation of the ear drum with subsequent scar formation, thickening it and reducing its sensitivity to sound. It must be noted, however, that due to less heavy manufacturing jobs, and employers’ awareness of the need for hearing protection in noisy environments, as well as less smoking in the population, there is a certain (middle aged) group of people less deaf now than their predecessors.

It is to be hoped that this welcome trend does not reverse as it seems that young people are being exposed to more very noisy concerts, and there is little awareness among the general public that there is a distant price to pay for constant loud throbbing noise being pulsed into one’s ears all the time.

Time will tell and perhaps a generation yet to come will look back with horror on the present craze for turning up the volume – increasing the decibels - as their permanently deaf parents spend the kids’ inheritance - fortunes - on hearing aids.

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FLEETTRANSPORT | JUL/AUG 18

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

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40 | LCV I

New Mercedes-Benz Sprinter along the Wicklow Way from the 2.1 litre four cylinder diesel, plus the option of a 190hp V6. Other driveline choices include a 6-speed manual, a 7-speed automatic or a new 9-speed G-Tronic automatic both autos having torque convertors. In total there are over 1,700 variations available.

S

ince the original launch of MercedesBenz Sprinter in 1995 over 3.4 million units have been produced, and the broad model range has achieved a widespread following around the world.

The latest and third incarnation looks set to widen that following and further ensure Sprinter’s success.

At the first Irish drive of the van version across a testing and scenic route over the Wicklow Hills, our first impressions of the vehicle styling were that not much has been dramatically changed. Although there are a number of small enhancements to the front profi le, which have brought a more refined appearance to Sprinter, this is a positive move as it does not date the outgoing version excessively.

There are more dramatic changes within the Sprinter, though these are focused more towards the business end of the van. Arguably, the most dramatic change is the introduction of a new Front Wheel Drive (FWD) version.

The new FWD Sprinter comes with a load bed lowered by 80mm, a feature of particular importance to the high volume transport sector, and will find wide appeal across the

many and varied applications of Sprinter.

Our first drive was in what might be called the like-for-like replacement for the outgoing model. However, the interior of the RWD Sprinter 314 instantly announced that while it is familiar, it is completely new. There is a new sense to the cabin that lifts the van far beyond the stereotypical perception of the sector.

In the pre-drive briefing Fergus Conheady, Mercedes-Benz Ireland Commercial Vehicles Sales Manager urged people to “be careful and remember that this is still a van, and it is a large van when on the road.” While this may seem a touch overcautious, the point was worth a mention. If your idea of a van is a noisy rattly space on wheels, then Sprinter will change your mind. The in-cab comforts are on par with, and exceed many mid-range family saloons. It is a very dynamic and enjoyable vehicle to drive and with an exceptional level of standard trim and equipment.

To meet the diverse needs of Sprinter customers, Mercedes-Benz will offer six body variants, across five weight classes up to 5.5 tonnes, in three different drive configurations - front, rear and four wheel drive. Th ree engine outputs of 114, 143, and 120hp

For the Irish market Sprinter will come with a high level of standard equipment, with a particular focus on safety. All will come with a reversing camera, automatic lighting, collision mitigation, attention assist, and cross wind assist. Also high on the list of features is Sprinter’s suite of connectivity innovations such as Mercedes-Benz PRO and the Mercedes-Benz User Experience (MBUX) multimedia system. These highly developed systems are already well proven across the Daimler AG range and are now included to assist with fleet management operations and to enhance driver comfort.

The new Mercedes-Benz Sprinter is an exceptional van to drive. It is clear that a great deal of thought and attention to detail has been invested in the new van, which means that it is sure to meet the needs of any customer. Improvements to the driving position, braking, steering and suspension all help to deliver an throughly enjoyable and comfortable drive.

With over fi ft y-percent of Sprinters going for further up-fitting after initial assembly, it is important to note that Mercedes-Benz has managed to keep chassis rails and fi xing points identical to the outgoing model. Th is ensures bodybuilders can continue to work from already known values and customers can transfer existing bodywork to the new Sprinter with minimal inconvenience. Mercedes-Benz quote a customer retention rate of over 80% for the outgoing Sprinter - we feel the new model might well improve on that.

Summary of New Features on Mercedes-Benz Sprinter Collision Warning Mitigation Mercedes-Benz PRO Connect 7 and 9-Speed Automatic Transmission Automatic Brake Assist 7” Infotainment Display Lane Keeping Assist ESP with Cross Wind Assist Mercedes-Benz User Experience Rear View Camera Blind Spot Assist Automatic Lighting Active Distance Assist (DISTRONIC) Prices starting from €21,950 (ex-taxes & charges) FLEETTRANSPORT | JUL/AUG 18

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

LCV II | 41

PSA Group launches Peugeot Partner, Citroën Berlingo and Opel Combo

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number of Unique Selling Points (USPs) were highlighted by the PSA Group on officially launching the all-new trio of B-segment compact panel vans from its Peugeot, Citroën and recently acquired Opel brands. At this point in the French company’s long history in the light commercial vehicle market, the arrival of the third generation Peugeot Partner and Citroën Berlingo is significant in that (together with the development of the fi ft h generation Opel Combo) they come loaded with safety equipment and connectivity enhancements.

Future proofed indeed.

Take the Overload Indicator. For the first time in a light commercial, an in-house factory fitted system facilitates an instant reading of load weights on axles. Health and Safety bodies will appreciate this development. Th ink of the savings of tyres, suspension and brake wear.

Then there are side and rear vision cameras that eliminate blind spots.

A 5” camera replaces the standard mirror fitt ing with four different modes – general rear vision, parking rear vision and lateral view.

For these new models, PSA has created two distinct types for differing applications – on-road and work on-site packs with the latter featuring higher ground clearance (by 30mm) larger wheels/ tyres, extra traction and long load capacity through the bulkhead hatch.

The new vans are built on a new platform combining the rear section of the existing RG5-B9 framework with the front section of the EMP2 chassis which is used in PSA cars. Th is allows for a shorter frontal design and facilitate for a long wheel base variant.

The new Partner, Berlingo and Combo are now available in two lengths – 4.40m and 4.75m both at 1.8m in height. For all three LCV brands, two, three and five seat options are available, the latter being the modular crew cab variant, made in-house with the retractable mesh bulkhead. Wheelbase lengths are 2.78m and 2.97m respectively.

Load volumes go from 3.3m3 – 3.8m3 and 3.9m3 to 4.4m3.

Petrol and diesel power plants offerings range from 110/130 hp with the 1.2 litre PureTech to 75/100/130 hp from the 1.5 and 1.6 litre BlueHDi Euro 6, Stage 1 and 2 diesels. At the top power outputs, an all-new 8-speed EAD automatic transmission can be specified.

Electric drivelines are being worked on for these new van ranges, as the challenge of zero emission last mile delivery has to be met by all light commercial vehicle manufacturers. Both Partner and Berlingo had Electric models previously, developed in conjunction with specialist conversion company Galicia.

The new PSA Group LCV trio – Peugeot Partner, Citroën Berlingo and Opel Combo will make their world premieres at the forthcoming IAA CV Show in Hannover, Germany in September.

Compared to the previous versions, other benefits to the professional user include additional storage areas with improved lighting (LED) in the load area plus the addition of a modular workshop as the centre passenger seats folds down. Additional legroom is now provided in this middle seat, thanks to the placing of an electronic hand/ parking brake in the central dash binnacle. Payload has increased to 1,000 kg. Towing capacity is at 1.5 tonnes.

Infotainment and connectivity is the same level if not more than today’s passenger cars, as up to twenty driver assistance systems are offered. Here 3D Connected Navigation is obtainable through an 8” touch screen, which also acts as a mirror to your Smartphone when connected. Emergency assistance calls can be made through the Connect Box and there’s a wireless charging system.

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

www.fleet.ie

44 | TIMES PAST

Scania Museum at t he Marcus Wallenberg Hall – Part II

standard. Th is markedly facilitated entry and exit, an important feature for the crew that spent the entire working day gett ing in and out of the cab.

From 1980 until 1989, this truck served for some 2,200 days, transporting refuse to the dumpsite twice a day. The LB 81 has a more condensed Scania logotype across the front than its predecessor, the LB 80.

Scania Tonneau 1903

Scania LB 76 1966

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t the Scania Visitor Centre in Sodertalje, Sweden, exhibitions demonstrate Scania’s vision of sustainable transport, connectivity and the environment. Also displayed are Scania’s latest product lines and the history of the truck and bus company. Th is heritage section continues to change with different vintage and classic models making way for others as the Swedish brand’s history goes back to the early 1900s. This is the second instalment from Fleet Transport’s recent visit to the Marcus Wallenberg Hall.

Scania LB 81 1980

The Scania Tonneau 1903 is the oldest remaining series produced Swedish passenger car. Th is 4-seater is 2.85 m long, 1.35 m wide and weighs in at around 710 kg. The 2-cylinder engine, which produces 8 horsepower at 800 r/min, stems from Kämper, a renowned engine builder in Berlin.

The swept volume is 1.85 litres, the bore and stroke are 106 and 107 mm respectively. The original ignition system was based on an accumulator that was adjustable to advance or retard the ignition.

After delivery, the owner Otto Bjurling had a Bosch ignition system fitted, which was an option from the outset. A Longuemare carburettor was standard.

The cooling system features a pump and a radiator and holds approximately 20 litres. The clutch comprises a friction cone with a lining.

The highly developed lubrication system features a so-called lubricator. Th is is the beautifully shaped brass reservoir with a level tell-tale that is mounted on the dashboard behind the steering wheel.

The driver uses a separate hand pump to supply oil to the bearings of the engine. The remaining lubrication points are supplied via an adjustable dripping valve system on the lubricator.

Scania LB 81 1980

The LB 81 chassis was suitable for a multitude of tasks and this model was used for distributing palleted goods, foodstuff, refuse, heating oil and milk, etc. Used as a distribution truck in dense traffic, it was often fitted with an Allison automatic transmission. The Scania dealer in Laxå in south central Sweden (now Laxå Special Vehicles) rebuilt LB 81s to convenience refuse collectors. By lowering both cab and suspension, the cab could be mounted 20 cm lower than FLEETTRANSPORT | JUL/AUG 18

The gearbox has three forward gears and one reverse, and an integrated differential that feeds the drive shafts for the chain drive to the rear wheels. A contemporary sales catalogue specifies the in-gear speeds as 9.21 and 35 km/h.

The suspension consists of semi-elliptic leaf springs all-round. The steering wheel acts via a rack and pinion system on the large front wheels, a factor that somewhat limits wheel lock and gives the small car a comparatively large turning circle.

TIMES PAST | 45 The truck was sold to Södertälje Bryggeri AB (Södertälje Brewery, Ltd) and was used to transport raw materials between the harbour and the brewery. After a few years, it began doing regional distribution within a 50 km radius, which was not without adventure, since the drivers had free drinks.

The truck was rebuilt to operate on producer gas during the Second World War. It was then donated to Scania-Vabis by the Pripps Breweries. In 1967, it was the fi rst Swedish vehicle to enter the London-Brighton veteran vehicle run. It was awarded for having traveled the longest distance of all participating vehicles. The truck was in operation for more than 23 years, clocking up around 800,000 km.

Vabis 1909 In 1909, this truck was manufactured and delivered to the shoe factory AB Reinhold Bergmark in Gothenburg. In 1918, it was sold to the wholesale trader Janne Alarik Claeson in the Gothenburg fish harbour.

Oskar Hultén acquired the vehicle in 1923. His son Holger reported during a visit at Scania in 1976 that they manufactured bricks on the family premises and that he was entrusted to deliver the bricks to the neighbouring town. The truck’s payload of 2 tonnes was considered high at the time. The 20 km drive took two hours and required a down change on every hill, without a load, the trip back home took half an hour.

In 1940, the truck was purchased Scania-Vabis, and two years later it was donated to the Technical Museum in Stockholm.

Scania – Vabis 314-Series 1925

In 1925, Scania-Vabis launched a brand-new truck range, the 314-series, which sported innovations such as pneumatic tyres, wetdisc clutch, propeller shaft drive, three-quarter unloaded rear axle, dual-reduction rear axle (option), and progressive rear suspension (front as well from 1927) and modern road wheels. The top speed was 40 km/h, which was around twice as much as previous models.

The trucks had the new 3.5- litre 36-hp engine (type 1444), but from late 1925, most trucks were sold with the larger 4.3-litre engine (type 1544) that produced 50 hp. Another innovation was that the gearbox was bolted directly onto the engine.

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

Scania Vabis Carburettor Engine In 1990, various trials with injection systems were abandoned in favour of carburettors. The earliest engines ran on Kerosene, but from 1901 on petrol.

There was a petrol shortage during the First World War. Scania-Vabis then developed engines that ran on various mixes of petrol and alcohol, or on pure alcohol.

Th is is one member of Scania-Vabis’ carburettor engine family from the 1920s. The engines were designed from the outset to be readily adaptable for various fuels.

Besides petrol, some of these fuels were ‘motyl’ (50% alcohol, 50% petrol), ‘light bentyl’ (50% alcohol, 50% petrol) and ‘bentyl’ (75% alcohol, 25% petrol).

Scania-Vabis Pre-combustion Diesel In 1936, ScaniaVabis introduced a new engine family.

A special feature was that they were m ade av a i l able in three versions: a s c a r bu ret tor, Hesselman or precombustion diesel engines. Rebuilding between the three combustion systems was comparatively easy.

In a precombustion diesel, the fuel is not injected straight into the cylinder, but into a small chamber just outside, where it is ignited by the compression heat. A lack of oxygen means that combustion is incomplete. Unburnt fuel evaporates and is pushed into the cylinder, where it is completely burnt. Combustion thus takes place in two stages. When starting from cold, an electric coil is needed to ignite the fuel.

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46 | SHIPPING & FREIGHT

Stena Line’s deployment plans for new fleet......

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tena Line has announced the planned deployment of the six E-Flexer Ro-Pax ferries currently under construction at the AVIC Shipyard in China, due for delivery from early 2020. The original plan was to build four vessels and to deploy them on Irish Sea services. Stena also had an option, since exercised, to build a further two vessels in the series.

The fi rst vessel will take up service on the Dublin-Holyhead route in early 2020 while vessels two and four of the series will be contracted on the Belfast-Birkenhead route, one in the springtime of 2020 and the second a year later. The other three vessels will be placed

by Stena Ro-Ro on long-term charters, one to DFDS Ferries for its Dover-Calais route and the other two with Brittany Ferries serving England-Spain routes. By planning the deployment of the vessels well in advance of their completion Stena and the charterers are able to ensure that the vessels are fitted out to meet the passenger and freight traffic needs of the routes to which they are allocated.

Thus, in the case of the vessels entering service with Brittany Ferries in 2021, there will be 300 cabins and a variety of Spanish themed Restaurants and other passenger facilities The introduction of the E-Flexer vessels on the Belfast-Birkenhead service will significantly increase freight capacity on the route with each vessel accommodating up to 200 trucks as against the current 150 unit capability. Stena is having significant works undertaken at the Wirral Dock facility at Birkenhead so as to accommodate the new vessels and speed loading and discharge.

The Dublin-Holyhead vessel, thought approximately the same length as the existing “Superfast” vessel serving the route, will have 3100 lane metres of freight capacity as well as room for 120 cars on a segregated car deck, the existing vessel has a total deck capacity of 1908 lane metres.

Passenger capacity on all of the E-Flexer vessels will be approximately 1000. The vessels will run on traditional fuel but are designed to the class notation ‘gas ready’ and are also prepared for catalytic scrubbers. Stena Management claims it will be among the most energy efficient in the world with significantly lower CO2 emissions per freight unit compared to existing vessels. The company will also seek to meet customer needs in facilitating the carriage of vehicles with various fuel types and other needs.

... Steady as she goes on Stena Fishguard operation and Rosslare Route Stena Line has decided not to proceed with the planned redevelopment of the berth at its Fishguard ferry port for the present.

Detailed quotes on replacing the linkspan there had been received as well as the ship-to-shore connection and the roadway, but Stena has decided not to take on tenders for the particular proposed infrastructure and will now look at future options.

David Holderness, Stena Freight Commercial Manager – Irish Sea South informed Fleet Transport, when speaking about the Rosslare-

Fishguard route; “Basically it’s business as usual, we’re very happy with the new schedule that was implemented at this time last year, positive for both freight and travel customers and it has additionally opened up a wider spread and choice of departures for the Southern Corridor overal. We are also very pleased with the opening up of high space deck capacity on the Stena Europe last year, with the carrying of full road height trailers developing well.” He also felt that the opening of the Enniscorthy and New Ross bypasses will significantly improve access to Rosslare especially at peak times.

Port of Cork Ringaskiddy development underway

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he Port of Cork has launched its €80 million container terminal development at Ringaskiddy. The new Terminal is planned to become operational in 2020 and the development includes the construction of a 13.5-hectare terminal and associated buildings with a 360 metre quay and depth alongside of 13 metres, served by two ship-to-shore gantry cranes.

The new facility will replace the existing container terminal at Tivoli close to Cork City.

FLEETTRANSPORT | JUL/AUG 18

Text: Howard Knott - howard@fleet.ie

REPORT II | 47

IEA Roundtable Supply Chain Series at Port of Galway passenger vessels, fishing vessels and container vessels. A western marina will be formed providing 216 amenity berths. The development will also contain roll on/roll off facilities and berths for naval/research vessels.

“The Enterprise Park Development proposed as part of the planning application will include a Freight rail link to enable freight and cargo to be efficiently transported to and from the harbour resulting in positive road traffic and environmental benefits,” added Brian.

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ngoing developments and future plans for the Port of Galway (Calafort na Gailimhe) were outlined by Captain Brian Sheridan, Harbour Master upon welcoming delegates to the Irish Exporters Association (IEA) Round Table Supply Chain Series. Over the past ten years much change and improvements have been carried out at the Galway Docks area and the next decade will see significant expansion and movement of facilities as new land mass will be created from the sea.

“Our vision for a Port of Galway redevelopment is simple. We want to ensure that the Port remains at the heart of Galway City’s economic and social development. Our commitment is to maintain and grow the contribution we make to the local economy in terms of employment and boosting tourism numbers through hosting national and international events such as the Volvo Ocean Race,” began Brian.

The pending arrival of the first boats into Galway Port for the 2008/09 Volvo Ocean Race kick-started the redevelopment programme which takes into consideration business and leisure activity needs.

“For our major redevelopment programme, we are taking inspiration from our proud past, adopting innovation for our present circumstances in the hope of creating a lasting legacy for generations to come.”

The proposed New Port of Galway consists of 23.89 hectares of land reclamation. The development will extend 935m out to sea, providing 660m of quay berth to –12m Chart Datum (C.D.) depth serviced by a –8m C.D. channel depth. The development itself will consist of berthing facilities for general cargo vessels, oil tankers,

So, why is the new Port needed? “The reasoning behind the proposed redevelopment of the Port of Galway is to allow for the maintenance of current core Port activity and to further enhance and grow this business. The redevelopment holds the key to the future survival of the Port as an economic entity. It would allow the Port to compete on a level playing field with both national and international ports. It would allow for the future proofing of the strategic and sustainable survival of the Port for generations to come.”

By moving facilities to the new site allows for a total regeneration of the former base and thereby install new residential and business life into the area adjacent to Céannt Railway Station and Bus Éireann depot. Brian noted that the multi million investent is being made independently without any State aid.

Representatives from local industry manufacturers and exporters participated in the discussion from the agenda set by Patrick Daly MD, Alba Consulting who is chair for the IEA Roundtable Series, namely, Thermo King, Boston Scientific, Ingenuity, Aerogas Ltd., Vision Built and Microsemi Ireland. The gathering highlighted the key supply chain challenges and important issues affecting Western based companies doing business to and from Ireland.

Captain Sheridan has asked the IEA’s assistance in lobbying Government and MEPs to instate Galway Port as part of the TEN-T Atlantic Arc corridor, and called for a total review of the National Ports Policy. He cited the inclusion of similar sized ports along the Scottish, Danish and Maltese coastlines which are part of the Trans-European Transport Network corridors.

For the medical device manufacturers and pharmaceutical product producers, improved transatlantic services from Shannon with larger aeroplanes to key locations in North America was requested from the representatives present.

The findings from the meeting will feed into the development of the IEA’s public affairs activity, in particular, policy submissions to Government, and ensure that the IEA as an organisation is addressing topics right through the supply chain which are of critical importance to West of Ireland located businesses,” explained Patrick.

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

www.fleet.ie

48 | INNOVATION

Volvo Trucks – Going Greener in one-third of the normal time.

In order to improve accidents, Volvo Trucks has now launched its first series of all-electric trucks. The 16-tonne FL Electric for urban distribution and refuse operation and the 27 tonne FE Electric, the first of which equipped with refuse collector/compacter developed together with Faun, Europe’s leading waste management bodybuilder.

The FE Electric can be specified in several different forms with the low entry cab particularly suited to the urban environment. For the driver, it’s easier to enter and exit the cab, with a commanding view of the surrounding streetscape provided.

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weden’s clean image transcends across its healthy lifestyle by also portraying a clear eco-friendliness philosophy across many of its industries. One of the country’s leading manufacturers the Volvo Group, through its truck and bus divisions, has focussed on electromobility for many years through hybrid vehicles and 100% electric zero emission technology.

“We’re immensely proud to present the fi rst in a range of fully electrically-powered Volvo trucks ready for regular traffic. With this model we are making it possible for cities that aim for sustainable urban development to benefit from the advantages of electrified truck transports,” added Claes. “With better air quality and less noise in the city, it is possible to plan for housing and infrastructure more freely than at present. An electric truck without any exhaust emissions can be used in indoor terminals and environmental zones.”

There is considerable market interest in electric trucks. Many potential customers have questions about the opportunities generated by the new technology and how it can impact their operations.

Since 2010, Volvo Buses has sold more than 4,000 electric buses to cities around the world. Using this tried and tested formula, Volvo Trucks is introducing electrified transport solutions for the growing urban environments, worldwide. Next year the Swedish brand will begin production and market electric versions of its FL and FE model series, the first of which were revealed publically at the Volvo Ocean Race stopover in Gothenburg.

“In order to make the transition secure and smooth, we will offer holistic solutions based on each customer’s individual needs regarding driving cycles, load capacity, uptime, range and other parameters. Such a solution may encompass everything from route analysis and battery optimisation to servicing and financing. Volvo Trucks works closely with several suppliers of charging equipment. The aim as always is to offer customers high uptime and productivity.”

“By using electrically powered and quieter trucks for goods transport in urban areas, we meet several challenges simultaneously. Without disturbing noise and exhaust gases, it will be possible to operate in more sensitive city centres. Deliveries may also take place throughout less busy periods, for example in late evening and at night. This will reduce the burden on the roads during daytime rush-hour traffic, allowing both the road network and vehicles to be utilised far more effectively than today,” stated Claes Nilsson, President Volvo Trucks.

“From experience we know how important it is that cities, energy suppliers and vehicle manufacturers cooperate in order for large-scale electrification to become a reality. With attractive incentives, agreed standards and a long-term strategy for urban planning and expansion of the charging infrastructure, the process can go much faster.”

According to the World Health Organization (WHO) and the United Nations (UN), 60 percent of the planet’s population – about 5 billion people – will live in cities by 2030. Th is is an increase of just over 1 billion compared with current levels. Th is swift pace of urbanisation will impose immense demands on traffic systems, which in many cases already are insufficient to meet current needs. Within the EU it is estimated that congestion and related traffic problems cost about €100 billion per year.

At the Volvo ElectiCity presentation, Anna Thorden, Project Manager, Electromobility at Volvo Trucks said that a recent project, Off Peak City Distribution, conducted by Stockholm City, Sweden and KTH Royal Institute of Technology studied the effects of goods transport at night in central Stockholm. Since the trucks avoided having to operate in rush-hour traffic, transport assignments were carried out FLEETTRANSPORT | JUL/AUG 18

“For instance, in order to ensure that raw materials for the batteries are extracted in a responsible way, the Volvo Group works with the Drive Sustainably network, which has a special function that monitors this issue. The Volvo Group is also involved in various projects where batteries from heavy electric vehicles get a second lease of life, reused for energy storage. All the questions about handling of batteries have not yet been solved, but we are working actively both within the Group and together with other actors to drive development and create the necessary solutions.”

Anna Thorden cited that up to 80% charging capacity remains within the battery pack at the end of its first life and already these have been assigned to the city of Gothenburg for storing solar power. The question was asked about the service of the electric power and the positive word was that electricity from the growing wind and solar power sources was the cheapest energy to generate.

“We believe in full electrification for urban distribution as a first

INNOVATION | 49 step. However we are working with electrification for other transport applications. Th is is only the beginning,” concluded Claes.

A short test (taste) drive in the Electric FE 16 tonner (fitted with Frigoblock electric refrigeration unit and silent Zepro tail lift) around the big Volvo Ocean Race compound at Gothenburg Port impressed with its instant acceleration and regenerative braking through its engine brake mostly.

End of the line for Volvo Group at Volvo Ocean Race

Spec Check GVW Driveline Max Power Torque Transmission Energy Storage Range Charging Charging time

Volvo FL Electric 16 tonnes (15+1) 1 Electric motor 185 kW 425 kW Volvo 2- speed 100-200 kWh Lithium-ion Up to 300km Max 150 kW DC Low 22 kW AC Fast: 1-2 hours DC Night: 10 hours AC

Volvo FE Electric 27 tonnes (26 + 1) 2 Electric Motors 270 kW 850 Nm Volvo 2-speed 200-300 kWh Lithium-ion Up to 200 km Max 150 kW DC Low 22 kW AC Fast: 1.5 hours DC Night: 10 hours AC

After twenty successful years of owning and running the toughest sea sailing marathon, the Volvo Group has sold the rights to its senior organizing management team. At each stopover port at the end of each leg of the global bi-ennial tour, the Volvo Group and Volvo Car Corp came together to display latest models and future technologies. The whole event, which came to Galway on two occasions (2008/9 & 2010/12) was a wonderful showcase for all things maritime, bringing the taste of sea-salt to a huge audience at the ports and through massive media exposure. Volvo Cars is to continue into the next phase as associate sponsors.

Now more Dynamic Steering from Volvo

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ne way of encouraging young people into the road transport industry as drivers is having the truck manufacturers (and media) promoting the high technology developed in today’s vehicles. Take the steering wheel, for example, at one time it had just one function – to steer the vehicle. It was big and cumbersome.

Some will remember it was heavy with no power assist!

Now, the ‘wheel’ has been transformed into a multi-functional console, as if it were a hand-held device like that which comes with the PlayStation or X-Box. Here’s the thing. Thanks to Volvo Trucks, we have entered the next era of remote control where a simple control box can move a fully loaded truck autonomously. Called External Steering, it’s part of Volvo’s latest generation Dynamic Steering. Used under controlled and safe circumstances, it saves time and improves productivity. “It reduces the need to climb in and out of the truck and also the working conditions of the driver,” explained Carl Johan Almqvist, Traffic & Product Safety Director at Volvo Trucks.

This technology is supplied as an electronic interface to bodybuilders, which can also include an automated tipping mechanism. Target markets include Asphalt applications (road maintenance), forestry and mining sectors. As demonstrated by Volvo Trucks’ engineer, Svante Karlsson, he controlled the movement of the multli-axle FH tipper outside of the truck with remote control actions, twisting and turning at speeds of up to 10 kp/h.

Dynamics is the word and points to the future and a way to attract the sleek hand-to-eye coordinated younger generation into the truck sector.

Developed initially over five years ago, Volvo’s Dynamic Steering (VDS) is the award winning innovation that assist steering of heavy trucks on and off road. Now the next level has been reached, as Carl Johan describes: “Volvo Dynamic Steering has truly revolutionized the driver’s job behind the wheel. Better directional stability, easier

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

manoeuvring and higher comfort have reduced the risk of road accidents and strain-related injuries. Now we are building further on our success with new functions that help make the traffic environment even safer.

This is all in accordance with our vision that no accidents involving Volvo trucks should ever occur. These functions were developed to help drivers avoid some of the most common accident scenarios identified via our accident research programme.”

Together with the External Steering module, Volvo Trucks has developed additional accident prevention driver support systems for VDS with Stability Assist and VDS with Lane Keeping Assist (also called Lane Departure Warning). The former reduces the risk of accidents caused by skidding on slippery surfaces and assists the driver in counter-acting skidding and regain control.

VDS with Lane Keeping Assist keeps the truck between the lines and in the right lane, thereby minimizing the risk of roll-over accidents and collisions. Auto steering correction is engaged and vibration feedback to the driver via the steering. It works best at speeds above 55 kp/h.

Another interesting element to VDS is the Personal Settings modules which were tried out during a demo drive from Gothenburg to Landvetter Airport. Four main modes can be preset from Light, Responsive, Stable and Custom with high and low adjustments all relevant to the driver’s preference related to the route, road conditions and load. These settings can be made on the touch screen on the dash or through remote control on the steering wheel. www.fleet.ie

50 | COMMENT

“Look before you book”

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his slogan is carried on a pen that I was given at an event run by the Canadian Embassy which focused on that country’s Maritime Provinces. The pen was presented by the people from Halifax Airport and the message that they were seeking to get across was that, before an intending passenger to or from the region assumes that all travel must be through Montreal or New York, they should check out the direct fl ights from Halifax, St. Johns or other local airports.

Over all of the years in which I was involved in the sharp end of the Irish shipping business I found myself in an almost unique position of being involved with the lion’s share of vessel calls at ports other than Dublin. Mainly Drogheda and Waterford with more regional traffic shipping through Warrenpoint and Cork. Th is may partly explain my virtual obsession with the development of manufacturing and distribution activity outside the Greater Dublin Area.

As many readers will know I have had the great privilege and pleasure of being a member of the judging panel for the Fleet Transport Awards for quite a number of years with, more recently adding a similar role for the Fleet Bus & Coach Awards, the Irish Exporters Association Awards and the Wexford Chamber Awards. In each of these the format has been similar, giving the panel members a good opportunity to talk with the contenders, to fi nd out what they are currently doing and what their plans are for the future.

Because I and a number of others on the various teams have been doing this over a period of years another element comes into play as we can see how the businesses develop and how the educational, infrastructural, markets and other environments are developing for them. Brexit does come into the conversation but, if all of the other factors surrounding the business are positive, then most companies are confident and competent to deal with that challenge.

The “Look before you book” pen came back to mind when we were at the recent Wexford Awards Dinner, prompted by the fact that the overall winner was Wexford Bus. The company had won two categories, so being the overall winner was not a complete surprise but, in the commentary afterwards, it became clear that the main ingredient in its success was the way in which Wexford Bus had evolved over a very short period of years from being an operator out of the town to Dublin and Dublin Airport, to being a bus and coach service operator within the town. Today it serves towns and cities within the South-East region and regular services to outlying areas such as Kilmore Quay that would otherwise have to rely on twice weekly Bus Éireann schedules. From a Public transport perspective Wexford Bus was gluing the region together.

Sitting at an adjacent table were, amongst others, Frank Ronan, CEO of Waterford Port, Glen Carr, Manager of Rosslare Europort and the Arklow and Rosslare based Shipping Agent, Lorcan O’Toole.

These ports had, (along with New Ross and the regional County Councils), recently launched a joint promotional video, a significant step on the way to raising the awareness both locally and further afield of what these ports can offer. Ferry services from Rosslare offer the quickest links from Ireland to Britain, France and Spain, container services from Waterford give the shortest delivery times to Benelux and beyond, while all three ports offer general cargo services. Add to this the hauliers, the warehousing and distribution FLEETTRANSPORT | JUL/AUG 18

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

centres at and close to each port and the South-East ports' sum becomes greater than the parts.

The timing of this new cooperation could not be better with Brexit on the horizon and the recognition by exporting and importing companies that they need to move their supply chain focus up several pay grades within the business. They need to “Look before they Book” and to actively work with the ports and carriers within the region to use existing services and push for new and improved services. I’m sure that if I told you ten years ago about the range of services that would be operated by Wexford Bus today you would not have believed me; the same could be true of services out of the Regional Ports.

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52 | OPINION

Inspiration from the USA?

A

s Brexit looms, large road transport operators have to make plans to protect their own future. Everybody will remember the scene from the fi lm “Titanic”, when the ship’s crew were told by one of the officers “you’ve done as much as you can for the passengers, it is every man for himself now”.

Both the Irish Road Haulage Association (IRHA) and the Freight Transport Association Ireland (FTAI) have been to the forefront in terms of lobbying the Government and officials both in Ireland and in Brussels on the cause.

We are faced with a situation not created by the haulage industry, but which will certainly impact on it in terms of reduced productivity and added cost. Both Associations need to emphasize a clear message - “Any additional cost will be passed on, full stop”.

Over the past few years we have seen the removal of borders and the introduction of the single market, these changes did result in improved productivity and in turn the transport rates have certainly reflected this in the past twenty years. The road transport industry is not a sponge to absorb cost for the wider industry. Brexit is a problem created by politicians and a political solution is what is required. There is very litt le point in going back over all the sensible reasons why Brexit is a bad idea and the reasons it may not be a good idea, it is on the way now and the cost is the only message left to be communicated.

If we need some inspiration we could look to the United States to see how the “Trucking business” is fairing at the moment. Currently they are facing a few problems that is creating a capacity problem and increasing costs.

Th ree issues have been identified, • Driver shortage • Introduction of Digital tachographs • Increased fuel costs According to a spokesperson for a leading freight forwarder, Flexport, getting return loads collected in Florida is almost impossible because very litt le road freight goes in there. Coca-Cola has reported an increase of 20% in road freight charges in the past eighteen months, with most freight forwarding companies saying their charges have increased by at least 10% in the past twelve months. Th is situation has given some companies a new confidence, in particular owner drivers, with one driver reportedly informing the Washington Post: “He who has the truck is now the winner”. Bigger companies are however trying to reduce the impact of these extra costs by educating

FLEETTRANSPORT | JUL/AUG 18

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

their customers. One of the largest truck companies in the States, Schneider, has introduced an app on their driver’s phones to allow them monitor the efficiency or inefficiency of loading. Schneider CEO Chris Lofgren, told on-line magazine Cab Snoozer recently that the app would allow the company to help their customers improve their operations, which could lead to Schneider dropping these accounts. He concluded by saying that on some days a driver can lose up to two hours because of someone else’s inefficiency.

So back to this side of the Atlantic, surely this is food for thought as our problems are similar and Brexit is just putt ing them up in lights. Very soon a more robust Border Agency will be tasked with patrolling the divide between the two countries. It will not be for politicians or business leaders to tell them how to do their job. In the same way that Government can not interfere in the operations of an Gardaí, they will be precluded here. So whether it will be a hard or soft Border, the decision will be down to the agency appointed. Brexit is coming and it is time to make sure any extra cost is accounted for. Over the past few years there must have been over a dozen fi lms made titled “Titanic”, while all have a different storyline and plot, the start and fi nish was the same. At the beginning the ship hit an iceberg and at the end it sank, you can parcel Brexit up whatever way you like, but it looks like the end is clear.

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54 | FINANCE

Does Customer Service Pay?

M

any transport companies go to extreme lengths to provide first class customer service, even when the rates are low and customer demands are high to give rise to low or negative profit margin. The large Irish transport fi rms tend to be family owned and run, take the ethos of customer care to heart. As a rule they will provide the service to the highest standard even though they may be locked in discussion with a customer on a fair rate for the work performed. The principle of 'Provide a good service and your business will expand and prosper' certainly has merit but not if its' at the expense of the bottom line. The problem with building up a business through excellent service, attention to detail and low margin is the fact that the transport industry is highly competitive and customer loyalty can be skin deep.

Once a customer has moved, for what should be a comparable service, its very hard to win them back, even if they realise the error of their ways and are now at the mercy of a slick operation that has a more profit centred orientation.

In general, the pride operators have in their service means that they will overcome many service issues such as unreasonable waiting times, business closures and weather factors, all to provide a good service but rarely look at the extra cost to them in time and fi nancial burden. In transport, service may not always pay, and an operator whose professional standing rests on giving exemplary service but at the expense of the bottom line will not survive in today’s cut throat environment.

When we look at customer service in other industries, such as banking, we now see a total reversal on what was the norm. The fact that our banks went bust had litt le to do with customer care but was in fact caused by inappropriate lending practices by middle management that forgot the basic principles of lending and jumped on the bandwagon of the property bubble. Most were soft touches that never saw a hungry day or hard day's work in their life. Added to this we had a world recession and the rest is history. All banks are

FLEETTRANSPORT | JUL/AUG 18

now increasing margin by decreasing the overhead costs of operating their business, by overheads they really mean cutting head count and running the business remotely. It’s a great idea in principle, make all transactions online, centralise all decision making, cut out direct customer interaction and really operate as a “freight forwarder” for money. It’s an achievement to charge customers to hold their savings while at the same time lend money at high margin all done by a computer based system.

Recently, while attending a briefi ng by a senior banker, a packed room of Accountants was told that the age of online banking was well and truly here, and that within seven years over 90 percent of Accountants jobs will be automated.

First rule in customer care - don’t tell all your audience that they will be without jobs shortly while at the same time explain that your profits are increasing because you are using less resources to meet their needs! It is no surprise when your new breed of banker meets your transport operator that either side cannot at fi rst see eye-toeye, as one side is only interested in margin and transport operators are focused on customer service. Perhaps a blending of the two will result in a long term sustainable industry for both parties.

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Text: Donal Dempsey - donal@fleet.ie

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56 | LEGAL

Exemptions to the need for a Road Transport Operator’s Licence (RTOL)

Do you operate a concrete pump?

I

n Britain, the need for an Operator’s Licence has traditionally been challenged by querying the nature of the vehicle, by arguing, for instance, that the particular vehicle is not a ‘goods’ vehicle but rather, state: ‘mobile plant’. In the Irish Republic, the argument about the nature of the vehicle is much more difficult, if not impossible. The relevant legislation is contained in the Road Transport Act 2011. Exemptions to the need for a Road Transport Operator’s Licence (RTOL) are set out in the Schedule to the Act. Each exemption is depending on the nature of the work being undertaken by the vehicle, but basically, if goods are being carried for hire or reward in a vehicle, or combination of vehicles, with a maximum authorised weight exceeding 3.5 tonnes, a licence is needed.

Two of the vehicles which currently enjoy exemption from the UK Operator’s licence regulations are ‘Concrete pumps’ and ‘Volumetric vehicles’. Concrete pumps because they have no function other than to pump the concrete that is delivered to their hopper on site, while Volumetric vehicles are designed to carry the dry ingredients of cement in separate compartments to the site where the cement is to be mixed.

In the UK those vehicles that are exempt from Operator’s licencing are also exempt from periodic testing and, perhaps, more significantly, inspections. In the Republic, the Schedule to the Road Transport Act 2011 (the Schedule) details the type of carriage which is exempt from the requirement to hold an Operator’s licence for National operations and, therefore, exempt from many of the obligations imposed by the Road Traffic and Transport Act 2006, The Road Transport Act 2011, the EU Regulation No 1071/2009 and other legislation. In the UK the fact that exempt vehicles avoid periodic testing and inspections has caused public concern for some time, and that concern has increased with growing anxiety about issues of Health and Safety. As a direct result of this increasing concern, the Department for Transport published two public consultations on the existing exemptions, the first on the 11 December 2014, the second on the 5 April 2018. The consultation paper proposed removing the exemption from various categories of vehicles and was broadly approved in respect of 10 categories of vehicles being primarily those using an HGV chassis.

In Ireland, it is clear from the ‘Schedule’ that concern has always been for the nature of the goods being carried, rather than for the character of the vehicle. It would be difficult, if not impossible, to challenge the need for an ‘O’ licence other than by querying the description of the goods being carried, there might, however, be an issue in relation to point 11(e) of the Schedule depending on the precise interpretation of the phrase ‘ancillary to’ but it is difficult to see what advantage a

FLEETTRANSPORT | JUL/AUG 18

challenge on this point might bring.

As this is written various members of the EU appear to be having problems although, with the exception of issues within the UK, so far none of these problems appear to have any direct impact on the road haulage industry. The question of the Border with the North remains to be resolved and will have to be monitored on a daily basis by those operators whose vehicles routinely cross that Border. Operators using the ferry services, whether or not for ro-ro services, are likely to face new operational issues probably involving checks at the point of departure or arrival. Should this need for checks at the point of entry or departure develop, then companies may need to consider what arrangements need to be made to meet the new requirements.

As ever it is likely to get worse before it gets better.

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58 | SOAPBOX

Crisis – What Crisis? *Some of our MEP’s don’t seem to think there is one!

T

he majority of our citizens have absolutely no idea what our country’s borders looked like prior to our entry into the European Single Market. ‘Fleet’ readers too young to remember should view the accompanying video clip (https:// www.youtube.com/watch?v=ARsZmMZxdL8) and then show it to their local TD who is likely to have absolutely no idea either.

Couple that video with the reality that since 1978 Ireland’s economy has multiplied many times and we now have thousands of trucks carrying our exports to the continent on some of the biggest ferries in the world. However, one can begin to see the crisis that is looming for our economy, as even the slightest semblance of increased costs because of imposed bureaucracy will no doubt cost jobs. Some mushroom producers have gone out of business following the Brexit vote and Sterling devaluation. Brexit has already had a major impact on the Irish road haulage industry, just as it has had on many of our customers, in particular those relying on the UK market.

As stated previously, the lower the value of the goods being exported, the less distance they can travel due to cost, which arises from everything the transporter has to pay for, wages, fuel, ferries and even bureaucracy.

The European Commission is currently seeking to impose another set of costs on Irish hauliers through what is known as the “Mobility Package” whilst at the same time seeking to further subsidize both European Rail and Inland Waterways to remove trucks from the road through their “Connecting Europe” programme. The latter is simply a subsidy to those countries that can get to market by rail or inland waterway and will directly impact on the competitiveness of Ireland's exports.

The Mobility Package has arrived as the Commission's misguided attempt to placate and curtail the five Member States that have sought to impose numerous anti-competitive laws locally such as the French Macron Law and the Belgian inspired ban on sleeping in trucks for driver’s long breaks. Of the five, the French and German views are the major influence in the formulating of the Mobility Package. It represents a major attack on two of the Four Pillars of the Single Market and a major threat to Irish exports just as Brexit arrives.

The Irish Road Haulage Association (IRHA) along with seventeen other national haulage organizations has spent the bulk of this year seeking to influence change at EU level to ameliorate the worst of the package. In particular to have drivers on international work exempted from the Posted Workers Directive (PWD). IRHA President Verona Murphy has addressed the European Parliament on the issues of the bureaucracy required to comply with the PWD and requiring drivers to sleep in local accommodation instead of their trucks on long breaks.

These two alone will cost thousands of jobs and they are not just truck driver’s jobs, which some MEP’s seem oblivious to.

Thanks to the hard work of seventeen organizations in explaining and lobbying their national representatives, it seemed that the Mobility Package should have to be amended at the Parliament Session in Strasbourg on the 13/14 of June. They didn’t succeed at least in part to FLEETTRANSPORT | JUL/AUG 18

the fact that some of Irelands MEP’s didn’t even bother to attend.

Those Irish MEP’s seem unable to link their indifference to Ireland’s road transport industry and/or dislike of trucks, with the interest of the thousands not employed in multinational companies particularly so in rural Ireland. These are their constituents who are the very people who voted them into office in the first place. Trucks on Irish roads are like cranes on the skyline, they exist only to serve industry; they are simply a barometer of economic activity. Silent roads were the order of the day during the recession, do these MEP’s prefer them all quiet again?

Marian Harkin MEP, who understands the level of threat to our economy voted in favour of the amendments. (See her statement below).

While Ireland will carry the ultimate costs of these measures some European countries also regard them as a major threat to their economies so much so that they are getting their Prime Ministers to address the issue of the PWD and Mobility Package in the Council of Ministers. In this crisis our Government, Opposition and MEP’s need to stand as one in our national interest, where necessary MEP’s need to forget their EU Groupings and vote for the people who voted them into office, the Citizens of the Republic of Ireland.

Serious Set Back for Irish Road Hauliers – MEP Harkin The European Parliament had an opportunity to adopt a position on transport legislation that would have helped to protect the road haulage industry, those who work in it and the very many exporters who rely on it in Ireland.

Th is was stated by Independent Irish MEP Marian Harkin following a vote on this issue in the European Parliament. She said: “Unfortunately this did not happen and we now face the real prospect of a very damaging European Parliament position on the Cross-Border road haulage sector.”

“In Ireland there are 3,500 registered road hauliers and the typical haulage business has on average four trucks in operation.

50,000 jobs depend directly or indirectly on the road haulage sector. Well over 80% of Irish exports to the European Continent are transported by road hauliers and a crucial element in our att ractiveness for Foreign Direct Investment is that we can guarantee exports to mainland EU in a timely and cost effective manner. Another extremely important issue is that many of these jobs are based in rural Ireland and our agri-food business depends significantly on our road haulage service.”

“With the threat of Brexit looming as well as a possible trade war with the USA, it is absolutely essential that our trade with the EU can continue in a cost effective way and without mountains of bureaucracy. Today’s vote is at best a threat to our ability to access EU markets and no effort must be spared in the coming month to ensure a positive outcome for the Irish road haulage sector,” concluded Marian.

Text: Jerry Kiersey - jerry@fleet.ie

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