Fleet transport november17 webfull

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All-New Freightliner Cascadia INSIDE

Showstopper at North America Commercial Vehicle Show STATESIDE: Dealer Visits - Freightliner Trucks & Mercedes-Benz Vans LAUNCH PAD: New DAF LF Series & CF Construction • IVECO X-Way PRODUCT UPDATE: MAN Van & Truck Generations SHOW PREVIEW: SOLUTRANS 2017, Lyon, France GROUP THINK: Innovative synergies between Volkswagen Truck & Bus brands

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Contents NOVEMBER 17 4 News • FTAI hosts Brexit Seminar • Creditors call on sleeping Forwarder • VWTB looks to NA • M50 toll charge difference or vans • PSA Group expands 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

8 Interview With Ronan Twomey, Rotarail

Subscription Hotline: 094 93 72827 Editor: Jarlath Sweeney - editor@fleet.ie

14 New Fleet Featuring Renaults, Volvos & Scania

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

16 Stateside Visits to Freightliner & Mercedes-Benz Vans dealers

Photography: Jarlath Sweeney, Paul White, Cathal Doyle, Howard Knott, Paul Sherwood, TimoCom

18 Fleeting Shots Book Review & Truxx Factor Show

Administration: Denise Owens, Paula Mullarkey Email: enquiries@fleet.ie Advertising: Mary Morrissey - mary@fleet.ie Sponsorship/Events: Orla Sweeney - orla@fleet.ie Design: Eamonn Wynne

10 Cover First ever North American CV Show, Atlanta

20 Launch Pad I DAF LF Series 22 Awards 4 trucks contest International Award

30 Fuel Prices & Safety Matters

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

47 Happenings News from Nissan, Volkswagen CV & Renault Pro+ 48 Legal M1 Motorway collision 49 Finance Post Budget advice 50 Comment Urbanisation

52 Times Past Recalling 50 years of Mercedes-Benz in Ireland

56 Profile Virginia International Logistics, Cavan 58 Soapbox RSA’s CVRT 61-84 Handling Network Covering Materials Handling, Warehousing & Logistics sectors

32 Product Update From MAN Trucks 34 Preview SOLUTRANS 2017, Lyon, France

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

44 LCV I Latest from VWCV

54 Event FPS Expo 2018

28 Launch Pad III New X-Way range & Iveco Stralis NP 460

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.

39-42 Fleet Maritime

51 Opinion Ryanair debacle similarities

26 Health Matters Dealing with Disasters

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.

36 Group Think From Volkswagen Truck & Bus

46 LCV II Pictorial from Comtrans 2017, Moscow

24 Launch Pad II DAF CF Series

Printed in Ireland

www.fleet.ie | 3

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Freight movements increase again during Q3 2017 Latest report reveals that freight exchanges continued to exceed available load capacity in the third quarter this year across Europe, by an average freight to vehicle ratio of 71:29.

Last July, according to the German Federal Statistics Office, Germany transacted eight percent more business compared to the same period in the previous year. Indicators point to an increasingly stronger and growing economy, from which road goods transport business benefits. As a consequence, more and more loading capacity is required.

TimoCom’s Company Spokesman Gunnar Gburek explains the possible reasons: “The economic figures in many places in Europe are optimistic. It was the holiday period, people travelled a lot and consumed more. This stimulated the transport sector, but at the same time increased the confrontation with the already prevailing driver deficit.”

4 | NEWS 1

FTAI hosts seminar on Brexit’s future implications for Ireland UK-trade 20 November, Croke Park, Dublin

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s the whole issue of Brexit is changing constantly, and with less than 18 months to go before the United Kingdom leaves the European Union, it is becoming increasingly clear that trading arrangements still need urgent attention. While negotiations in Brussels continue to make slow progress, businesses in Ireland are left to move relationships forward in order to ensure that the distribution of goods and services does not grind to a halt on “Brexit Day”.

To provide unparalleled assistance and guidance to businesses across the country, the Freight Transport Association Ireland (FTAI), will be holding a one day information seminar at Croke Park on 20 November 2017 next, entitled: “Brexit: the future implications for Ireland/UK Trade”.

The event, supported by KPMG and Brigade Electronics, with Fleet Transport magazine as media partner, will bring together speakers from the worlds of politics, finance, logistics and broadcasting to debate the challenges surrounding Brexit. Collaboration between all links in the supply chain are important in sourcing and agreeing solutions that will lead to the desired outcome of ‘frictionless trade’ arrangements in the future that will ensure goods and services continue to flow freely across nations and borders.

“Brexit poses a unique challenge to business

and industry, the scale and scope of which is only just starting to be recognised,” explained Aidan Flynn, General Manager of the FTAI. “At the heart of any solution which keeps the economy buoyant must be a robust, manageable logistics network which keeps trade moving into and out of the EU. FTAI is uniquely placed to link all areas of the supply chain with its end users, and is confident that this Brexit event will shine a light on the work which all businesses will need to implement in order to keep the nation trading efficiently once an agreement is reached.”

Key speakers at the event will include: • Deidre Clune M EP, Transport Committee; European Parliament • Ray O’Leary, Assistant Secretary General; Department of Transport Tourism & Sport (DTTAS) • Leigh Po m l e t t , Executive Director CEVA; Leader in Supply Chain Management • Fionn Uibh Eachach, Director; KPMG • Declan Allen, Assistant Head of School; DIT Aungier Street • James Hookham, Deputy CEO; FTA • Tony Connelly, RTE’s EU correspondent and Author • Aidan Gough, InterTradeIreland

insight into the challenges posed by Brexit” added Aidan. “There is so much which can be done now, yet many areas of the supply chain and business are still operating in isolation. Linking each party in the supply chain and encouraging them to recognise the challenges which each will face is crucial if delays and shortages are not to occur. The transport and logistics sectors are already facing serious skills shortages, growing legislative and regulatory requirements and tight operating margins. Add Brexit to this mix and it is clear that conversations need to start urgently to facilitate a clear path to a successful, competitive and viable future.”

Bookings are now open for the event, For further information and to reserve a place, please email info@ftai.ie

“FTAI has assembled a stellar line up of speakers for this event, each with a unique

Creditors call on ‘dormant’ freight forwarding company

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number of affected road hauliers have come together to highlight an ongoing situation whereby a once prominent freight forwarding company went into hibernation after paying off some creditors, leaving them unpaid for works undertaken.

The concerned transport operators are reaching out to any other haulage companies caught up as creditors to Celtic Forwarding Ltd at addresses in Dublin 1 & 11 that no longer seem to be active.

Numerous contacts have been made to one of the directors of Celtic Forwarding,

FLEETTRANSPORT | NOVEMBER 17

a founding member of the business, but no reply has been received. From mid2016, €90,000 is due to the haulage fi rms in question following Celtic Forwarding paying off debts to shipping companies and then putting the company into hibernation.

This director has since established at least two known few freight forwarding companies in the meantime.

“We just want to get paid,” stated one of the concerned owners who is due payment. “We are sure that there are more operators like us out there that are owed monies from Celtic Forwarding and once we hear from them we

will then take the case further and into the Courts if we have to. The people involved are well known to us,” he added.

Celtic Forwarding, an award-winning company, was established in 1979 and was affi liated to a number of associated global networks. Its website has not been updated since Spring 2015 and the last time it had its accounts fi led was in September of that year. Since then its company status has changed to ‘Strike-off ’.

NEWS II | 5

Volkswagen Truck & Bus - Preparing to enter North American market?

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cania and MAN Truck & Bus owners Volkswagen Truck & Bus (VWTB) GmbH along with South American brand Volkswagen Caminhões e Ônibus are set to significantly benefit from the Group’s strengthening alliance with Navistar International Corporation.

On the back of this strategic partnership is that V WTB acquired 16.6% of the voting rights in Navistar (producer of the International brand of trucks and buses) last month and in the meantime has increased its stake to 16.94% (as of August 2017).

“Our recent stock increase to 16.94% (as of August 22, 2017) underscores the longterm commitment to the strategic alliance with Navistar. There is an ownership cap of 20% minus one share for Volkswagen Truck & Bus pursuant to the agreements of the strategic alliance. The process of buying the additional shares may take several months,” explained VWTB spokesperson to Fleet Transport following a joint press conference hosted by VWTB and Navistar at the North American Commercial Vehicle Show 2017 in Atlanta, Georgia.

With the strategic alliance, Volkswagen Truck & Bus has become one of Navistar’s most important technology partners and, for the fi rst time, gains a footprint in the US and Canada. The cooperation will

initially focus on common powertrain platforms, including engines, after-treatment systems and gearboxes, but will also enable collaboration in many aspects of future commercial vehicle development. For example, the newly launched VWTB electric drivetrain from MAN and Scania “will be the backbone of Navistar’s new electrified medium duty delivery truck,” as announced

by Andreas Renschler, CEO, Volkswagen Truck & Bus GmbH at the Atlanta Show (see photo). Also revealed there is that both VWTB and Navistar will co-engineer a new ‘big-bore’ powerplant in the near future. To date, MAN and Navistar have partnered in a supply deal for its D26 engine series, used

in International truck models and labeled the A26.

In addition, VWTB and Navistar entered a joint venture on 1 March 2017 under the name of Global Truck & Bus Procurement LLC. Behind the scenes, another arm of Volkswagen AG, its van division - as in Volkswagen Commercial Vehicles - is looking across the Atlantic for a big opportunity to be realised. That is, to introduce its van line-up including the Caddy, Transporter and new Crafter into North America, where these ready-made products can compete head-on with other European brand’s models already selling successfully.

Anomaly in weight classification on M50 overcharges van users

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discrepancy has been found regarding toll charges on the M50 which overcharges a section of van users under the regulatory 3.5 tonne gross vehicle weight threshold.

Fleet Transport was recently contacted by a van owner who had changed from a Renault Master to a Volkswagen Crafter and could not understand how the toll rate on the M50 went up each time from €2.90 to €4.20 through number plate recognition, but did not increase on the M4 East or West in the same way, or on any other toll bridges across Ireland.

Upon contacting eflow, the M50 toll office, the Volkwagen Crafter owner was informed that the overall weight of the van changed to beyond 2.0 tonnes unladen, and that this weight rate conformed with universal weight averages, and therefore qualified for the higher charge. In other words, according to the M50 theory and policy, the €2.90 rate is for LCVs less than 2 tonnes unladen and then

increases to €4.20 for commercial vehicles from 2 tonnes+ to 10 tonnes. Since when did a ‘panel van’ weigh up to 10 tonnes unladen?

That’s a rate more relevant to a medium sized rigid truck.

What does not make sense is that up to 3.5 tonnes GV W is the deemed average weight gauge for LCVs, as drivers beyond that limit operate under the tachograph and driver’s card requirements. Then at 7.5 tonnes and above, a Class C licence is needed. “The anomaly is unfair and costly and would appear to contradict the European wide accepted vehicle weight breakpoint of 3.5 tonnes for transport legislation that takes in Driving Licence, Tachograph, and Drivers’ Card requirements beyond that limit,” said a leading expert in the sector.

As the other toll bridges all conform to the 3.5 tonne gauge, why should the M50 be different and seek a higher charge?

www.fleet.ie

6 | NEWS III

All levels of trade covered at Mercedes-Benz Vans achieved last year globally, Sprinter performed best with 193,363 units sold, followed by the Vito/Viano topping 130,000, while the Citan almost reached 25,000 units.

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ercedes-Benz Commercial Vehicles can now boast the strongest line-up of light commercials currently on sale. Its extensive range now covers every category from small panel van (Citan) to mid and large sized vans (Vito & Sprinter). Joining the family soon is a one-tonne Pick-up called the X-Class.

If sister brand FUSO with its Canter light truck range is added, all applications in these segments are well covered. With annual sales close on a projected 400,000 units for 2017, Volker Mornhinweg, Head of Mercedes-Benz Vans is pleased but certainly not resting on any laurels. The focus for 2018 is on e-mobility and the replacement for the Sprinter, its best selling model range.

Of the 359,096 light commercial sales

2016 highlights at Mercedes-Benz Vans Februar y: Ludw igsfelde plant in Brandenburg celebrated 25 years of production. 700,000 vans produced. €50m investment to produce next generation Sprinter

revealed 2017: Mercedes-Benz X-Class launched Volker delivered some interesting figures relating to e-Commerce during a special Daimler Premier Preview held at the Fox Theatre, Atlanta for the inaugural North American Commercial Vehicle Show at the Georgia World Congress Centre.

• •

March: 3 millionth Sprinter model presented to Hymer for campervan conversions • April: Sprinter goes to 5.5t GVW. More powerful engines developed • June: €136m investment in Dusseldorf plant.

Production increases at Vitoria factory in Northern Spain July: New plant for Sprinter under construction in Charleston, South Carolina. €500m investment Sept: New Vito enters Chinese market.

Vision Van launched at IAA 2016

•

65.5 billion parcels were delivered worldwide in 2016 Since e-Commerce began in 1991 – Mercedes-Benz has sold 6 million vans Between 2016-2020, e-Commerce business in the USA is expected to grow by 70% Electric van development is to recommence with high profile customer initially AdVANce programme: Elevating Mercedes-Benz from manufacturer to provider of integrated transport solutions

Volker also revealed the fi rst drawings of the all new Sprinter due for launch towards Autumn of next year (see photo).

Oct: Concept X-Class (Pick-up truck)

PSA Group expands to new markets but no more Finding Nemo as Bipper blips

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igher quality and more reliable products have delivered increased sales for the PSA Group (Peugeot/Citroën) in its van division.

Worldwide, the two brands achieved combined sales of 555,000 units last year and projection to date for 2017 pushes that figure up by 10% to 617,000. However the lion’s share still remains within the EU30 region (EU 28 + Norway & Switzerland), as around 100,000 units will be sold outside the continent to mainly South America and Africa.

Philippe Narbeburu, Head of PSA Group’s LCV Business Unit, mentioned at the company’s HQ near Paris that as a result of the increased sales, market share is increasing and projecting to head beyond 20%.

The Citroën Berlingo and Peugeot Partner models within the original Group top the charts with a combined 31% market share of their category, with PSA’s larger vans, the FLEETTRANSPORT | NOVEMBER 17

Dispatch/Expert taking 16% of that segment.

Falling off the graph however is the minicargo city type van range as in the Nemo and Bipper produced in collaboration with Fiat Professional. Production of these rebadged and front-faced restyled small panel vans based on the Fiat Professional Fiorino will be discontinued at the end of 2017. “They are simply not profitable enough to continue,” stated Philippe, adding “sales have eroded in this category”.

Of course a significant development during the year which will boast figures even further within the PSA Group was the takeover of the European arm of General Motors represented by the Opel and Vauxhall brands. Coincidentally all three brands began producing vans within three years of each other; in 1949 Peugeot introduced the 203 Commerciale, while a year later Citroën came along with the 2CV Camionette, with Opel launching the Olympia Kastenwagen in 1951.

So far the integration of GM Opel/Vauxhall into the PSA Group seems to be going smoothly. Already collaboration between car models have bore fruit and this is to continue with a new small van range designed jointly to replace the Berlingo/Partner and Opel Combo, something that had been reported some time before any takeover talks had begun between the French and German brands.

South America is seen as a growth area for the PSA Group and soon an assembly plant will be in operation in Uruguay with the aim of building on the 43,000 units sold in various surrounding countries over the past year.

Objectives for 2021 include surpassing the 200,000 unit mark globally and increasing market share further across Europe. A new group motto has been created to endorse this ambition: “PSA LCV - worldwide solutions for demanding customers.”

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8 | INTERVIEW

One-to-One Ronan Twomey, Rotarail with Jarlath Sweeney, Fleet Transport JS Congratulations on winning the Truck Innovation Award at the recent Fleet Transport Awards event. Rotarail is a safety product that I have seen fitted to the side of trucks and trailers both here in Ireland and Britain to great effect, so can you begin by explaining about the product first, and how it came about?

RT We have a colleague in the London area who operates a fleet of trucks in his business. He has observed over time the safety issues that prevail when trucks of all sizes compete for space with vulnerable road users in the ever busier urban environment.

The area he felt that posed the greatest danger was the unprotected space between the front and rear axles of all size trucks. So he felt the challenge was to come up with a solution to safely close that danger area on trucks and trailer bodies. He contacted me to come up with a solution. That was 18 months ago and we created a concept that actually is in place at the moment, our first idea fortunately was the finished product.

Kayla Twomey, Product Assembly, Rotarail; Ronan Twomey, Product Development, Rotarail & Jarlath Sweeney

guard barrier which we can fit as low as just 200mm off the ground to close off the space.

What we had in mind was that a motorcyclist’s helmet will not fit under that space. So if a truck driver drives into a site, and if there’s undulating ground or obstructions, it will deflect forwards or backwards depending on the direction of travel of the truck and all the time it still protects laterally. The additional rail returns to it normal working height once the obstruction has been cleared.

JS While construction trucks are your first target market, urban distribution trucks, and supermarket delivery trailers are also potential clients. What happens if the Rotarail does happen to get damaged?

JS So with Rotarail the vulnerable road user is being protected, which is a big issue in London at the moment, and currently being dealt with through the CLOCS programme, but this is also an issue in other cities across the world looking out for the safety of cyclists, motorcyclists and pedestrians.

RT Yes, we have a number of sectors in mind and are looking to increase production.

We have had an issue where the lateral protection aluminium profi le (rail) was damaged, so we just replaced the rail and the arm itself was still in perfect working order.

RT And mothers with strollers and buggies too.

JS With regard to the regulatory authorities, did they have to look at it?

JS Rotarail, the solution that you have developed, there is obviously a link to the rotary part of of the concept through its name.

RT Yes, it’s passed a series of rigorous static and dynamic tests conducted by TRL (Transport Research Laboratories) at their laboratory in the UK, so at the moment we are trying to get it approved by the VCA (Vehicle Certification Agency, UK), which is in progress.

RT Yes there is, in the sense that it articulates when the vehicle is driving forward. There has always been an issue with construction trucks, as the side guard barrier had to remain 500mm off the ground because of undulating terrain and the fear of getting caught with obstructions on building sites etc. So we came up with this articulated arm design which allows the fitting of an additional side rail on to the existing side FLEETTRANSPORT | NOVEMBER 17

JS And it conforms with the CLOCS & FORS programme due to spread across the UK soon?

RT

Yes – that’s correct.

JS And have you looked further afield (apart from Ireland and the UK) but Europewide with the trailer manufacturers for example, and even the United States?

RT When passed by TRL we actually got it approved for the more stringent testing standards in the USA. Here in the EU the allowed deflection is 200 mm laterally, whereas in the US it’s only 150mm. With that in mind, we meet the regulations for the US market, which we will be targeting in the near term.

Th rough thorough research of all known regulations worldwide by TRL the results of the tests carried out on Rotarail show we comply with them all.

JS As an engineer by profession, how did this transport element come about?

RT Typically, our day to day activity would be assisting the pharmaceutical medical companies in increasing their product production line efficiencies.

I always had an interest in the transport side because I run a truck in the business, and anything mechanically basically. So this was a great challenge and it’s fantastic to be in this position now and to have it affi liated with so many different parties, so soon.

JS Going forward, have you the capacity to manufacture yourself or will you have to ‘ farm out ’ production?

RT At the moment, we are getting components machined in Shannon and I am trying to keep it all within Ireland, to support jobs here. We are assembling it ourselves which includes packaging and distribution from our own workshop in Bandon, West Cork.

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10 | COVER

Inaugural North American Commercial Vehicle Show Georgia where fleets meet - Atlanta, 25-28 September 2017

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ith the truck ownership landscape changing dramatically in the United States whereby the owner-driver is becoming a diminishing species, the time was ripe for a business-to-business Commercial Vehicle Show for North America. “Where fleets meet and conduct business” was the theme of the inaugural North American Commercial Vehicle Show 2017 held at the Georgia World Congress Centre, Atlanta. The event which att racted 400 exhibitors is a bi-ennial tie-in with Hannover Fairs USA, a division of the German VDA’s IAA organisation which hosts Europe’s biggest Commercial Vehicle Show every two years.

As the fleet business is continuing to grow and dominating truck sales are now by as much as 80% of the marketplace, there was no large- scale event that attracted significant numbers of fleet executives and eager to do business.

Endorsed by the American Trucking Association, State Governor Nathan Deal and Mayor of Atlanta City, Kasim Reed, the halls used were taken over in the main by US truck manufacturers namely Daimler (Freightliner & Mercedes-Benz Vans), Volvo Trucks NA (Volvo & MACK), Navistar (International) with PACCAR brands, Peterbilt and Kenworth represented by local dealers. Top name trailer makers were there too.

Freightliner Cascadia

gather pace with relationships gaining strength currently and into the future.

The aftermarket, parts and accessories sectors were also present but notable absentees were the van brands, which have European manufacturers in the thick of things in North America, taking up a collective 60% of the market in a short few years.

Volkswagen Truck & Bus, the parent company of Scania, MAN Truck & Bus and Volkswagen CV in South America has invested further into Navistar, the holding fi rm of the International brand of trucks.

For over a decade both companies have shared technologies with MAN supplying its D26 diesel engine block for its A26 powerplant.

Further shared engine and technological advancements will be announced shortly, beginning with a jointly developed “big-bore powertrains” but before then an electric/hybrid medium sized truck will be launched, as soon as 2019.

While truck producers in Europe have evolved their collective ranges in the past decade, it is fair to say that their North American cousins have gone through a massive turnaround, in revolutionising the design, shape and technology on board their uniquely bonneted heavy duty 6x4 tractor-units, especially.

Already hitt ing the ground running (silently) is FUSO trucks with its newly redeveloped eCanter from a few years past. UPS, the world’s largest express parcel carrier has ordered two eCanters set for operation at its native patch in Atlanta. It is capable of covering 100 kms at a rate of 80 kp/h with just a 10% weight penalty on the

Truck enthusiasts can only be left in awe at seeing these handsome beasts in the flesh. From what was witnessed at the Atlanta show, competition within the US truck brands is intense and from the various press conferences attended, issues prevalent in Europe are common there too such as labour costs and staff shortages, TCO with future trends such as autonomous driving and platooning very much on the agenda.

Interesting how the understanding, acceptance and general willingness by State and Local Authorities is helping this futuristic technology become reality sooner than its European counterparts.

Bureaucracy, misgivings at EU and political level are not helping matters here for this level of innovation to happen.

Collaborations between Europe and North America continue to FLEETTRANSPORT | NOVEMBER 17

FUSO eCanter

COVER | 11 Volvo Trucks NA introduced the new VNL and VNR, offering more streamlined aerodynamics and up to 7.5% fuel savings. Goran Nyberg, Volvo Trucks’ NA Managing Director is well known to us as prior to his move to the US, was a very popular head of Volvo Trucks UK and Ireland. Sister brand MACK had its own song to sing with the launch of the all new Anthem with Renault Trucks’ Design Director, Hervé Bertrand putt ing the styling together, with some elements transferred over from his award-winning Renault Range T.

Mercedes-Benz Sprinter

The International brand of trucks from Navistar is enjoying a new lease of life thanks to investment and collaboration from Volkswagen Truck & Bus. It had a number of debutants in the HX, LT and RH series of construction, longhaul and regional transport trucks with the latest Lonestar the all-inspiring flagship not to mention the Catalist concept.

Back to the Daimler stand and a number of milestones were noted – 75 years of Freightliner, 100 years of Thomas Buses and 50 years of Western Star, which heretofore concentrated on ‘vocational’ work such as construction, municipal and refuse collection as well as its forte in heavy-haul. The former Canadian marque is becoming more mainstream with the 5700 Class 8 (heavy duty tractor-unit) gaining additional acceptance and market share. Sprinter and Vito (Metris), best selling models from the Mercedes-Benz camp were there as was the Vision Van fi rst displayed at the IAA CV Show in Hannover, with great fanfare last year.

Mercedes-Benz Vision Van Load Area

Japanese marques Hino and Isuzu had mid and light sized trucks here too at separate ends of the exhibition arena. Bonneted models from Hino drew much attention from the many European trade journalists attending, while the Isuzu’s were the standard cab-over engine style we’re accustomed to.

Tyre producers such as Michelin, Goodyear and Hankook exhibited as did engine and component suppliers like Cummins, Meritor and SAF while Carrier Transicold and Thermo King represented the refrigeration suppliers. Blue Tree Systems, the Galway based fleet management and telematics provider, which has a sales base in the USA also exhibited, just weeks prior to its takeover by Orbcomm, headquartered in New Jersey.

Whatever about the truck manufacturers gett ing their act together in modernising its long-haul fleet, trailer manufacturers have a bit to go yet. Even the newly developed and built trailers from specialist companies like Utility, Great Dane and Trail King, they still look less technologically advanced and appealing in comparison to European designs. Maybe it’s the continuous use of twin rear wheels that throw the eyes off-centre.

Western Star

traditional diesel engined version. Eyebrows were raised when we heard that the Daimler brand was introducing a 6.0 litre petrol engine (from General Motors) for the fist time in the Caner.

Litt le known on this side of the world is Hyundai-Translead, which had a significant presence with its trailer and truck bodies.

Leading truck brands used the NACV to premiere new flagship models with showstoppers from Daimler, Volvo, MACK and Navistar, the floor space front-runners. Freightliner had the spotlights on the new Cascadia prim full of driver appeal, safety and comfort. It will be positioned above the Classic model.

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

www.fleet.ie

12 | COVER

HANKOOK

ALLISON TRA NSMISSIONS

CONTINENTAL TIRES

CUMMINS

GREAT DANE

HINO

GOODYEAR

CARRIER TRA NSICOLD

FLEETTRANSPORT | NOVEMBER 17

HYUNDAI TRA NSLEAD

ISUZU TRUCKS

COVER | 13

NEW MACK ANTHEM INTERNATIONAL CATALIST

NEW VOLVO VNL

SAF HOLLAND

PETERBILT

MICHELIN

THERMO KING UTILITY TRA ILERS

Photos: Jarlath Sweeney - editor@fleet.ie

www.fleet.ie

14 | NEW FLEET

Bespoke Renaults for Kellys, Hudsons and McVittys

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elly’s Towing & Breakdown Service (Kilmacanogue, Wicklow), best known for its 24/7 recovery service in Dublin’s M50 orbital route, has replaced two Renault Midlum trucks with two new D14 rigids from Renault Trucks’ Range D series. The pair of high-spec crew cab recovery vehicles come fitted with Boniface tilt and slide bodies and are powered by 250 hp diesels and automated transmission. They were supplied by Setanta

Vehicle Sales Ltd Dublin.

tipper with auto-sheet.

Setanta also sold this new Renault C430 tridem tipper to Dublin-based family owned quarry operator Hudson Brothers. Working out of its facility in Blessington, the rear-steer five-axle unit with its lifting rear-steer axle replaces a 6x4 truck because it can gross 32 tonnes while still having a turning circle of a 3-axle unit. Carrying the load is a new Gleeson Truck Bodies light-weight steel half-pipe

Aaron Clarke, Sales Executive at Setanta Vehicle Sales is pictured with Hugh McVitt y, McVitt y Transport, Ballyconnell, County Cavan at the handover of four new Renault T480 6x2 tractor-units, renewing its loyalty to Renault Trucks and Setanta Vehicle Sales.

Dixon International attracts attention with Volvo ‘Truck ‘n’ Drags’

U

nlike mainland Europe, Irish transport operators have never really taken to rigid truck and trailer combinations. Due to an improved road network in recent years, a number of high profile operators are now choosing this configuration, with Dixon International a notable convert. The award-winning Swords based international haulier has put two new trucks ‘n’ drags, (as they are affectionately known) on the road, which will feature two drivers on each shift.

The Volvo FH.500 6x2 and FH.460 6x2 rigids are paired up with twin axle box bodied trailers with both units featuring fully tracked Thermo King refrigeration. Total load capacity is 100 cu.m through a double deck system that facilitates pallet stacking. Air suspension is fitted to all axles, while on the security front CCTV cameras and a secure door locking system ensures external and internal

load security. To many, these types of joinedup units are more att ractive.

Kean’s Arro points to Scania once more

K

and rear lift axle with the 23 ft flat bed body built by Fitzgerald’s (Cork) equipped with a Hiab X-HiDuo 228 crane supplied by Cahir House Machinery (Tipperary).

Purchased from Westward Scania, Strokestown the new P280 26-tonner with Day Cab again features a 6x2 configuration

Established in Claremorris in 1905, Kean’s a family run business, and now in its fourth generation, was highly commended at the Fleet Transport Awards two years ago. Most of the provisions,

ean’s Arro Hardware, Euronics Electronics & Garden Centre’s Scania delivery truck is a familiar sight around South Mayo and North Galway, and indeed further afield. After covering almost 600,000 kms, the long serving P-Series 6x2 rigid has been replaced by a similarly specified unit.

collections and deliveries are undertaken by driver Alan Kelly which includes animal feeds, solid fuels, fertilisers and general farm and construction supplies.

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FLEETTRANSPORT | NOVEMBER 17

Text: Jarlath Sweeney - editor@fleet.ie

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16 | STATESIDE

Peach State Truck Centers Leading partners with Daimler Trucks North America

E

ven though it was a Sunday morning at the time of our visit, the Peach State Trucks Center on the outskirts of Atlanta, Georgia was a scene of much activity in the Service & Spare Parts Departments, while a salesman or two were also on hand should an opportunity arise.

Ricky Reynolds is now running the secondgeneration family business, which began with a single dealership established by his late father, Tom in 1974. Today, Peach State Truck Centers operate from 11 locations in two States, Georgia and Alabama, turning around almost new 9,000 trucks and achieving “roughly one billion in annual revenues, $100m in part sales alone,” as mentioned by Ricky (pictured).

Staff members stand at 573 employees and growing, as is the business in general, with further expansions in the pipeline.

The majority of the trade is from Daimler Truck brands, Freightliner & Ford, FUSO, Western Star truck and Sprinter dealership franchises.

“Our success is down to integrity, based on knowledge and experience, we know how to specify the right truck for the right job in hand.”

Four of the sales centers have attained DTNA Elite Support status within the past three years, with two more to open soon. Validated by the customer, consistent superior service must be delivered to the clientele and with good value.

Identifying and eliminating waste is also part of the criteria. A general clean-up all around the garage workshop has brought dividends too. To say that this area which attracts dirt, grease and dust is now clinically clean means that operationally, efficiencies are achieved

and the floor workforce are safer and more content. Downtime is also shortened. Elite Support is in essence a customer-focused way of doing business and a commitment towards continuous improvement.

Under its 10K20 programme objectives performance Ricky stated that “Our goal is to sustain 10,000 units per year in two consecutive years by 2020.” Its major fleet customers include UPS and Coca-Cola (two conglomerates with origins in Atlanta) as well as Altec and Old Dominion Freight Line.

Due to the long first life of truck ownership in the US, only 1,500 used trucks are sold each year and in the case of the Atlanta HQ , a separate sales facility is located nearby for these transactions.

Casadia Interior FLEETTRANSPORT | NOVEMBER 17

Expertise does not happen over night as Ricky outlined; “Our executive team has chalked up 254 years of combined experience in the sector.” He believes that further consolidation will happen in the automotive industry as public and private investors such as Warren Buffett and AutoNation gain further footholds.

Peach State Trucks outlaid $7.1 million alone last year in dealer developments and acquisitions.

As UPS is one of its biggest customers, Scott Phillips, Senior Director Maintenance and Engineering was on hand to talk about its long term partnership and with 1,200 Freightliners bought from Peach State is a firm endorsement of the good business relationship.

STATESIDE | 17

Atlanta Classic Cars Sprinting ahead for Mercedes-Benz

1

705 Boggs Road NW, Duluth, Georgia is the address of one of a third generation Mercedes-Benz car and commercial vehicle dealer, Atlanta Classic Cars (ACC).

For over four decades ACC has always put the customer fi rst, really looking after them, especially while their vehicle is in for a service. Fancy a massage while you wait, watch a movie, do some shopping or even improve your driving on the golf range?

Well, all of these amenities are available at this impressive facility, as Fleet Transport discovered on a recent visit.

Germany, however, due to the high import tariffs, they are dismantled, put into crates and reassembled at the current North Charleston plants. So the Sprinter will be made on both sides of the Atlantic for the fi rst time at the new plant at Ladson, South Carolina and at Dusseldorf and Ludwigsfelde, Germany.

Ewell Shuff, Service Director at Atlanta Classic Cars Inc, the tour guide for our visit, was keen to highlight the van customer programmes which extends to body fitt ings, sign-writing, valet, crash repairs and if required rental/loaners.

As the United States boasts one of the world’s fastest growing van markets, this development has not gone unnoticed by European manufacturers, particularly Mercedes-Benz, Ford and Fiat Professional (through associated RA M brand). Around seven years ago, the Daimler sibling entered the US market with immediate success. After Germany, the USA is the single largest individual sales market region for the Mercedes-Benz Sprinter, and the company has ambitious plans to further increase its market share with considerable investment ($500m) allocated to producing a new generation model at a brand-new factory in North Charleston, currently under construction.

Atlanta Classic Cars is one of the dealers that Daimler has in mind to further extend its LCV presence in the US. Its dealership premises and compound has the space and personnel required, particularly from the aftermarket and service side of the business. There are two separate buildings on a 22-acre site with parking for up to 1,600 vehicles. To also emphasise the sheer size of the garage workshop area, 60 repair bays are lined-up on each side, maintaining 80 cars and 10 vans per day. On the sales front, over 2,000 new and used cars are sold, with the keys of around 200 new LCVs passing into customers’ hands each year.

ACC also specialises in looking after Class 5 recreational vehicles, many of which are built on the Mercedes-Benz Sprinter platform.

Over $1.4 million is carried in tools and equipment, while its own operated call centre is in contact with customers promoting deals on sales and service packages. Initially, its LCV sales were centred towards the Sprinter range with various models from panel van, crew cab and passenger carrier and platform offered. In the past year or so, the Vito (renamed Metris) has gone on sale in the US. New customers have taken to the EU designed 1-tonne panel van, a dramatic change from traditional light commercials, but obviously appreciated by the local marketplace for its modern day credentials.

Going forward the Metris is to get a few inches in length to meet customer desires.

Expect to see the 4x4 version of the Metris to follow soon in this market. The smaller Citan van (based on the Renault Kangoo) is currently under consideration by Daimler in the USA, as it would suitably compete against the Ford Transit Connect and RA M (Fiat) Doblò Cargo, and the idea is gett ing encouragement from the LCV division at ACC. Like the Metris, it will have a gasoline/ petrol engine.

The Sprinter vans for the US market have so far been produced in Text & Photos: Jarlath Sweeney - editor@fleet.ie

www.fleet.ie

18 | FLEETING SHOTS

Reading Matters – Commer Vehicles – By Bill Reid Publishers: Amberley-books.com £14.99 - ISBN 978-1-4456-6748-5

C

ommer Commercial Vehicles played an important role within our family business, hence it was heartening to discover a new record of the English brand through Bill Reid’s book simply titled ‘Commer Vehicles.’

proved very popular with its TS3 diesel, as were various sizes of vans. The VA and CA models followed suit with the latter heavyduty version featuring twin headlamps.

Stewards Mills, Boyle, County Roscommon had a fleet of these flat bed trucks, hauling tonnes of animal feed across the West, while my late father had the VA, mainly because the Perkins 6354 was his engine of choice.

That was in the ‘70s around the same time two of my uncles each ran the 1-ton PA van delivering and collecting mail to rural Post Offices around Mayo/Sligo/Galway.

Like other historical recollections, there are nearly three pages of text within the introduction; the rest is unique in that it is fi lled with glorious photo captions dating back to the first Commer car in 1914 and on to a 1979 truck wearing a Renault Trucks badge. The end of the shelf life of the Commer brand was complex as explained by Bill, which included the alignment with Dodge, which led to its demise.

It all began as Commercial Vehicle Cars Ltd in the early 1900s when Charles Linley designed a pre-selective gearbox and built a 4 ton truck around it! Production moved from downtown London to Luton as orders increased at home and abroad, demanding more production space. Due to an uncertain future after World War I, Humber Centaur Ltd brought the company out of liquidation and re-titled the vehicles as Commer. Trucks

and buses were made and sold in numbers but in 1929, after merging with Hillman, Humber was in fi nancial difficulty until both companies found strong footing under Rootes Ltd ownership.

From 1930 to the 1960s Commer and associated brand Karrier competed well with other British and European marques with a booming export market. The QX range

In the mid ‘60s it all started to unravel for Commer as the Rootes Group announced that the Chrysler Corporation of America would acquire a major part of the company.

Th is would lead to Commer trucks being badged as Dodges and visa-versa. Towards 1974 the final Commer truck to bear the name, the Commando, was launched, but not for long as by 1978 all subsequent production would be sold as Dodge. Then through various mergers the new Dodge range was renamed Renaults, and as Bill put it so eloquently: “So finally ending seventy three years of Commer car and Commer production.”

Fast Moving Truxx Factor rocks Rockingham!

T

ruxx Factor 2017, held for the first time at Rockingham Speedway (partnered by WABCO and Pertemps), was a truck show with a difference. The fast moving experience for visitors hosted the inaugural Truck Sprint for race trucks and road trucks with experienced truck racer Dave Jenkins propelling his MAN to win the Sprint race.

Owner driver Geoff Jones (DAF 95) won the Road Truck Sprint Challenge.

Truck Drifting and F1 Stock Car V8 power slides also certainly kept the crowd entertained, while visitors more interested in the static nature of truck shows had hundreds of hauliers’ vehicles on display with a special ‘golden oldies’ line up nearby ranging from a 1936 Albion and 1943 Bedford.

On the Saturday night of the end of September weekend event, the biggest truck convoy ever

seen at the Corby oval circuit got underway, fi lling out the international circuit.

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FLEETTRANSPORT | NOVEMBER 17

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

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20 | LAUNCH PAD I

DAF Trucks (LF Series Launch, Spain) ‘Get out the Manual’

W

hen DAF Trucks holds a press conference to launch new models or new innovations there is litt le in the way of fanfare, flashing lights or other such frivolities. What is presented are the facts and figures about products, what has changed or improved, and what those enhancements can do for road transport operators' business.

The presentations also come with an air of assured confidence, in that the brand knows that what is being revealed will work.

At a recent test drive event in Spain, DAF Trucks presented the latest innovations applied across the XF and CF Series. It also took the opportunity to launch an interesting new departure for the lighter LF range, sure to ramp up competition in the city centre distribution and utility sectors.

With so many different configurations

of XF, CF, and LF models available at the event, we focused on one model from each range. First up was the XF logger painted in the new DAF Blue colours pulling an equally eye-catching tri-axle ‘A’ frame drawbar. Moving the combination from the parking area out to the busy and narrow streets typical of any small Spanish town, we became quickly aware of the improvements made to the XF’s driveline. In addition to the enhanced powertrain, another model that quickly impressed was DAF’s 8x2 tridem CF. Th is open-bodied truck with Hiab crane came with three of its four axles steering - raising the bar on what we normally term highly manoeuvrable.

DAF Trucks had brought a selection of XF and CFs, powered with both new versions of the award winning PACCAR range of engines, the MX11 and 13, and with axle configurations with something to suit all manner of work and load type. However we were particularly att racted to the smallest

model of DAF’s truck range - the LF. Th is new LF was arguably the star of the show.

Th is highly successful light truck has been with us for a while, and we know it well, that said, some of latest innovations applied to LF may raise a few eyebrows.

While the latest LF is by no means a radical departure from the current incarnation, there are a number of new features to keep the model fresh. First off is the updated lettering for the DAF logo and chrome inserts on the front grille. These small changes bring LF Series into line with other models in the DAF family. LF gets the option of a near-side vision-door allowing improved visibility to street level for the driver, and this option is combined with an electrically operated sliding window. Moving inside the cab there is a new driver information display in the instrument layout, and new trim and fabric options. The overall package does give LF a more contemporary feel, and a touch of quality not always found in trucks from the light distribution segment where the primary focus is functionality.

However DAF has introduced more dynamic changes to the LF’s driveline.

Starting with a new 4 cylinder 3.8 litre engine the PX4. The new lightweight block is available in 156hp and 172hp versions (115kW/127kW) which develop 500 and 600 Nm of torque respectively between 1,200 and 2,000 rpm. It is worth noting that DAF’s PX4 meets the Euro 6 emission standards using SCR only, so no forced regeneration necessary, a fact wh ich ca n be

FLEETTRANSPORT | NOVEMBER 17

LAUNCH PAD I | 21

over 50km/h while remaining in third. In a strange way this drive is not too dissimilar to an automated box, and one that will appeal to many drivers.

important in light load city operations.

Clearly DAF’s LF ‘City’ version is squarely aimed at operators in the light distribution and urban utility services sector. For this reason it has adopted a bodybuilder friendly approach which is designated as ‘Body Att achment Modules’ to ease the fitt ing of general bodies, tail-lifts, tanks or tipper bodies. In addition DAF has added a chassis optimised for refuse collection using a rearend-loader. Chief Engineer at DAF Trucks, Ron Borsboom explained: “With a wheelbase between 3.75m to 4.15m the clever design of the rear axle suspension allows the shortest possible overhang of 74 cm.”

With the DAF PX series of engines, LF will cover weights from 7.5 to 19 tonnes GVW. The 4.5 litre PX-5 with power ratings from 184 to 213 hp, and the 6.7 litre PX-7 with outputs from 234 to 325hp allow operators to precisely choose the power rating needed. For a 320hp rated PX-7 operating at 19 tonnes with a 12-speed AS Tronic transmission, the Dutch brand claims a reduction in fuel consumption of up to 6 percent. Th is has been achieved through improvements in air management and by optimising the combustion process which sees a significant increased available torque from 5 to 12 percent. This has allowed engine down-speeding of up to 200rpm, so delivering the savings. Nevertheless having the exact engine output necessary it is of little value if it’s matched to a poorly specified transmission. A point equally true is of an Text & Photos: Paul White - paul@fleet.ie

unsuitable fi nal drive ratio.

Within the transmission options DAF offers, operators can now opt for a fully automatic Allison, or improved versions of the automated ZF AS Tronic. However, we were curious about DAF’s move to give operators the choice of a 5-speed manual from Eaton. It is generally accepted that auto transmissions are well suited, and arguably the ideal choice for the rigours of multi-drop city-work. While some may see the re-emergence of a manual box as a step backwards for driver well-being, when driving the manual LF ‘City’ this is not necessarily the case.

Clever spacing of the transmission allows this truck to be driven for most of the time in urban traffic in third gear. Even fully loaded, the truck will pick-up from below 800 rpm, and drive at speeds from 20 km/h to just Spec Check Make / Model Chassis Type Engine Rated Power Rated Torque Transmission Safety Drive Axle Ratio Suspension Overall Length/Wheelbase Tyres Some Available Options

The driveline gearing, turning circle and overall agility of the new LF City is such that it makes the truck fun to drive. Being easy, quiet and enjoyable to drive is important in the city delivery segment as the job of city deliveries is tough enough with the constant difficulties of parking, traffic, pedestrians, and cyclists. The improved interior layout, design and fi nish using quality materials all help to make driving DAF’s new LF City less stressful. The interior will no doubt fi nd favour with drivers when compared to some of its more spartan competitors.

Apart from offering an easy to drive city delivery truck, why did the Eindhoven marque revert back to offering a manual?

One reason is that by using a manual transmission. DAF Trucks can significantly lower the initial purchase price of the LF City. This price drop opens up a new segment for the brand, allowing it compete directly with recognised light truck models from brands such as Isuzu and Fuso. While there is no way to predict who will win that batt le - it might transpire that the overall winner is the cost conscious operator.

DAF LF (Day Cab) 4x2 – Junge Box Body 4 Cyl / 3.8 litre PACCAR PX-4 (Euro 6 SCR) 156 hp (115 kW) @ 2,600 rpm 500 Nm @ 1,200 – 1,900 rpm 5-Speed manual Eaton 6105A AEBS, FCW, ACC, LDWS 3.73:1 Front & Rear parabolic 6,925 mm / 3,550mm Drive Axle: Goodyear Regional 215/75 R17.5 Vision Door, Cornering Lights, LED Rear Lights, Luxury Air Seat, Truck Navigation Radio, 1,240 litre Fuel Tank www.fleet.ie

22 | AWARDS

New trucks to the ‘Four’ contend ITOY 2018

S

et for announcement and presentation at the forthcoming Solutrans 2017 exhibition at Lyon, France is the 41st International Truck of the Year Award (ITOY). Between the four main truck brands in contention for the 2018 prize, they have collectively won the annual trophy 22 times.

In alphabetical order, DAF Trucks, Iveco, Mercedes-Benz and Scania have fresh models nominated for the latest competition, judged by representatives from 25 editors and expert journalists from all over Europe and including Russia.

DAF Trucks has a double entry in one as the advanced technology it has developed features in both the XF and CF series. Launched initially at the CV Show in Birmingham last April, the CF and XF rigid and tractor-unit line up boasts up to 7% lower fuel consumption thanks to the modifications made to the PACAR MX-11 and MX13 drivelines. It includes more horsepower, a new transmission in TraXon gearbox (from ZF) plus higher efficiency rear axles with faster gear axles together with new cab aerodynamics. Another significant measure is that the overall kerb weight has been reduced by 130 kg while the Exhaust After-treatment SCR System (EAS) is 40% smaller allowing extra chassis space. Revised trim and new dashboard layout further enhance the already well received driver comforts.

DAF-CF & XF Series

Last year Iveco instantly created much interest upon introducing a higher powered version of its Stralis Natural Power to 400hp. Now the Italian commercial vehicle brand has taken a bigger step forward by launching a range-topping, class-beating 460hp/2,000Nm Natural Gas variant, with the latest Hi-Tronix automated transmission from ZF. With a choice of Natural Gas sources of either Compressed Natural Gas (CNG) or Liquified Natural Gas (LNG) or a combination of the two, this alternative fuel option is now an att ractive and fi nancially viable choice for long haul road transport operators with a range distance to meet their requirements.

IVECO Stralis NP 460

Mercedes-Benz Actros

Mercedes-Benz is gett ing ready to launch a new Actros flagship by introducing a new powerplant in advance of the big arrival, probably at the IAA CV Show in Hannover, Germany next September. With the six cylinder OM471 diesel engine launched two years ago, additional improvements have been made, in lowering fuel consumption together with other refi nements, to manage an overall TCO saving of 6%. On recent long distance test-drives in Europe and here in Ireland the fuel economy achieved was noteworthy. The marketing team at the Mercedes-Benz CV HQ in Stuttgart was so confident about this engineering feat that it operated a Fuel Duel challenge for transport operators to see for themselves the gains made, compared to previous editions or other brands in their fleets.

The remaining fi nalist is the all-new Scania XT range which covers construction and heavy haulage operations. Meaning ‘Xtra Tough’, the new line-up covers the entire range of cab and engine specification options from the Swedish manufacturer, from the smallest,range entry P-series cab to the spacious award-winning, flat-floored S-series cab.

Customers can select engines with power outputs ranging from 280 hp to 730 hp. It is the fi rst time that Scania has gone down this road, offering a dedicated selection for the construction range with the XT, following in the gravel tracks of Iveco, Volvo, Mercedes-Benz and Renault Trucks for example, which collectively have progressed in this arduous environment.

Scania XT FLEETTRANSPORT | NOVEMBER 17

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

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24 | LAUNCH PAD II

‘Leaving no stone unturned to constructing efficiencies’

A

t a launch for the then new XF series in 2012, DAF Trucks’ Chief Engineer Ron Borsboom said: “We are past the point of tweaking one or two things and gett ing a 5 or 6 percent fuel saving – it is now all about small improvements.” At the latest press conference the same Ron Borsboom announced: “We have produced a remarkable fuel saving of 7 percent - the largest in recent history.”

Of course, we reminded Ron about his previous comments which he clarified, saying that he was at the time speaking mainly about engine performance. Back then, Ron also stated that his team generated the savings by “leaving no stone unturned.” The same well worn phrase was used again to describe the Dutch brand’s latest enhancements.

It is not just DAF Trucks which claims that its latest innovations can reduce fuel consumption figures. Customers have independently verified the figures which were presented to us. In addition we spoke with one of DAF’s customers Marcel Pater (Fleet Manager) at Peter Appel Transport of Middenmeer (NL). Peter Appel operates 450 trailers and 560 trucks, 80 percent of which are DAFs. At the interview Marcel Pater formally announced that Peter Appel Transport had achieved a fuel saving of 6.9 percent, with its new CFs and XFs compared to the previous model. So with four respected transport companies reporting to us of achieving savings of 7.3, 7.6, 7.2 and 6.9 percent (average 7.25 percent), it is time to take note.

The savings have again been achieved through a series of ‘stone turning’ measures that realise small savings in key areas, such as aerodynamics, weight reduction, and minimising parasitic power loss from the driveline through inefficient component performance, especially air and fluid pumps. Mainly related to power steering, DAF XF Interior

FLEETTRANSPORT | NOVEMBER 17

coolant and the compressor.

While it is welcome to hear that DAF’s customers are benefitt ing from the innovations and can verify the 7 percent savings, we should remember that the four customers mentioned primarily operate tractor-units and can gain from whatever benefits may be available from improved vehicle aerodynamics. However, there are many operators who, due to the nature of the work cannot achieve these savings, especially those operating in the construction sector, where the value of improved airflow over the vehicle does not produce the same results.

Nevertheless, operators can still fi nd significant savings with construction versions of CF and XF. Mr. Borsboom said: “Everything on this driveline is new.” So whether you are working on highway, off-road or with the tipper in urban traffic, it is still possible for all models to gain from the improved driveline efficiencies. Equally, other improvements deliver savings across the range like the new ‘Exhaust After-treatment System’ (EAS). In addition to being 50 kgs lighter the new EAS is also 40 percent smaller than before. Weight savings are always welcome, but so is increasing space to allow for easy placement and fitt ing of the ancillary equipment so important in the construction segment. DAF has focused on axle technology with new castings, an improved gear design and machining to minimise friction. The changes are combined with reduced volumes of a new lower viscosity lubricating oil. The new oil enhances uptime as it only requires to be changed every three years or 450,000 kms.

These small though significant developments of components should ensure appreciable savings for all operators.

Drivers in the construction sector get the new ZF TraXon automated DAF CF Interior

LAUNCH PAD II | 25 transmission as standard, which operates faster, is noticeably quieter, smoother, and will allow ‘creeping’ till 5th gear. The new driveline soft ware can be tailored to different applications including Stop&Go for refuse collection, and On/Off Road for site access and quarry operations. An additional benefit TraXon brings is precise rpm based shift ing in off-road mode, all of which is welcome.

DAF Trucks had made available a wide cross section of demo trucks for test driving. First sampled was the regular 8x4 with 9-tonne front axles. The CF came with a 480hp MX13 connected to a TraXon 12-speed. Housed within the new (26t rated) rear tandem set was an axle ratio of 3.76:1. To improve ‘down-speeding’ and promote greater efficiency DAF offers two other axle ratios. Operators can now select 3.46:1 or 3.61:1.

A number of multi-axle trucks aimed at the construction segment were driven to see how DAF’s new driveline would perform for operators. The fi rst session with the 8x4 tipper began on a motorway. It is generally accepted that 8x4 tippers on motorways do not perform at their best. However this day-cabbed CF 480 drove with exceptional good grace and manners. Across the CF and XF lineup the improved MX engine range has brought a new level of comfort and performance, and the noticeably quieter and smoother drive is slightly at odds with the tough appearance of the CF eight-wheeler.

Th is DAF 8x4 (FAD) with a MX13 spec tipper can produce a significant weight reduction of up to 285 kgs, and a saving of 195 kgs for the 6x4 (FAT) powered by a MX11. DAF will also be introducing the 8x4 (FAD) lightweight mixer chassis which will offer a kerb weight of just 9,150 kgs.

Equally the drive in DAF’s (FAQ ) chassis grossing 30 tonnes was a pleasure. The FAQ is an 8x2 tridem with three of the four axles steering, in addition to liftable trailing and rear axles. DAF’s new electrically steered trailing axle has delivered weight savings of 30 kgs with a reduction in the number of components. Tridems are beginning to gain greater acceptance in Ireland, and if access to delivery points are an issue then this CF 8x2 could well be the answer, and not just for the construction sector.

Although many other trucks were tested, we were focused especially on the construction segment. For the last drive a XF 450 6x2 hook loader was opted for. In this specification DAF has given the model the designation (FAS) and introduced a new dual mounted 10 tonne axle set. The newly designed axle housing and wheel end designed claims to knock off 25 kgs compared the previous FAS version.

Targeting areas such as construction along with heavy duty skip and hook loader, DAF Trucks believes its range, with an improved approach angle of 25° and ground clearance of 40 cm with a straight front axle, will win favour with both drivers and operators.

DAF’s dedicated construction range certainly found favour with us.

The multi-axle units have been enhanced with the same innovations bestowed on the high-profile long haul models, and it shows. Although some of the efficiencies made will not benefit all operators equally, the vast majority of improvements will. Nevertheless, all will gain from increases in what OEMs now call uptime. That is reduced downtime through scheduled or unscheduled maintenance. DAF Trucks has now extended servicing intervals out to a remarkable Text & Photos: Paul White - paul@fleet.ie

200,000 kms.

For operators primarily operating on highway there would appear to be a solid 7 percent saving, while those engaged in construction and on/off road work should enjoy a solid 5-6 percent. If the last big saving from DAF Trucks was 5 years ago at 5-6 percent and it has managed to pull a 7 percent saving out of the hat now – can even more savings be made? Or what will the transport landscape look like in five years time?

Spec Check Make / Model (cab) Chassis Type Engine Rated Power Rated Torque Transmission Safety Drive Axle Ratio Suspension / Wheelbase Tyres Some Available Options

Spec Check Make / Model (Cab) Chassis Type Engine Rated Power Rated Torque Transmission Safety Drive Axle Ratio Suspension / Wheelbase Body Tyres Some Available Options

Spec Check Make / Model Chassis Type Engine Rated Power Rated Torque Transmission Safety Drive Axle Ratio Suspension / Wheelbase Tyres

Some Available Options

DAF CF (Day cab) 8x4 - Meiller Tipper Body (FAD) 6 Cyl/12.9 litre PACCAR MX13 (Euro 6) 483 hp (355 kW) @ 1,600 rpm 2500 Nm @ 900 – 1,125 rpm 2350 Nm @ 900 -1365 rpm (Multi-Torque) 12-S TraXon 12TX2610 Off-road Application AEBS, FCW, ACC, LDWS 3.76:1 Front parabolic – Rear trapezium / 5.05m Goodyear K Max 385/65 R22.5 Goodyear K Max 315/80 R22.54 Engine Brake, Predictive Cruise, TPMS, LED Rear Lights, Cornering Lights, Battery Energy Monitoring, Cab Climate Control, Airbag

DAF XF (Space Cab) 6x2 - Hookloader (FAS) 6 Cyl/11 litre PACCAR MX11 (Euro 6) 330 hp (449 kW) @ 1600 rpm 2300 Nm @ 900 – 1,125 rpm 2200 Nm @ 900 -1400 rpm (Multi-Torque) 12-Speed TraXon 12TX2210 AEBS, FCW, ACC, LDWS 2.38:1 Front parabolic Rear air / 4.80m VDL Hooklift Goodyear Fuel Max 315/70 R22.5 Engine Brake, Predictive Cruise, Fridge, LED Rear Lights, Cornering Lights, Battery Energy Monitoring, DAF Night Lock, Airbag

DAF CF (Day Cab) 8x2 - Tri-dem Tal Flatbed with Hiab Crane (FAQ ) 6 Cyl/10.8 litre PACCAR MX11 (Euro 6) 449 hp (330 kW) @ 1,600 rpm 2300 Nm @ 900 – 1,125 rpm 2200 Nm @ 900 -1400 rpm (Multi-Torque) 12-Speed TraXon 12TX2210 AEBS, FCW, ACC, LDWS 2.64:1 Front parabolic Rear/s Air / 5.05m (All except drive) Goodyear K Max 385/55 R22.5 (Drive) Goodyear K Max 315/70 R22.5 Engine Brake, Predictive Cruise, Fridge, LED Rear Lights, Cornering Lights, Battery Energy Monitoring, Cab Climate Control, Airbag www.fleet.ie

26 | HEALTH MATTERS

Disaster Disasters deliberately engineered or purely accidental can occur at any time.

P

icture this – a Heavy Goods Vehicle containing hazardous material travelling along a crowded motorway, colliding with another vehicle, and from the resulting impact the contents of the first vehicle are distributed across the road.

Several other vehicles are also immediately involved in this incident and the ripple effect of the sudden cessation of traffic movement causes several rear impact collisions in the vicinity of the crash. Stuff starts to seep from the large vehicle – what is it?

The physical impacts and the toxic leak turn this crash into a major incident.

Protocols are in place to respond to these occurrences. The protocols have been planned with military precision. Everyone involved in rescue teams will know what is expected of them. These teams work well, and are instrumental in salvaging many lives and preventing further harm.

If a local doctor is first on the scene, he/she will of course, be wearing protective clothing including a helmet and a high visibility jacket, with the label DOCTOR on the back of it. (No doctor wants to add to the already fraught scene by becoming another casualty).

The doctor will rapidly assess the situation and notify the ambulance service, with the code word METHANE. This code signifies: Major incident, Exact location, Type of incident, Hazards present and potential, Access to scene, Number of casualties, Emergency services present and required. METHANE triggers a cascade of responses, starting with the rapid response of the ambulance service.

With a leaking container, it is imperative to know the nature of its contents. The driver will have documents on board in which will be details of the contents and classification of the substances carried as well as all other required documentation, including emergency instructions.

If explosives are carried, or with dangerous goods in tanks, the driver will have been trained FLEETTRANSPORT | NOVEMBER 17

in what actions to take in this kind of case, but if he/she is seriously disabled as a result of the crash the scenario will be somewhat different.

At the side of the road, the doctor must differentiate between those with immediate life threatening injuries and those who are severely injured but not expected to die.

A notice displaying details of the hazardous substance is required on all vehicles in which they are being transported. This can include fire fighting and protective clothing information as well as a product number, and the manufacturer’s contact number. This will inform the authorities as to the measures which may need to be taken – such as in the case of a vehicle transporting chemical, radioactive, or biologically hazardous material.

A decision must be made regarding those who are beyond help, (the dead) – or those who are almost dead or expected to die. In order to maximise the number of survivors, resources will be channelled to those who have a chance of survival.

The major incident response will be initiated.

With many injured simultaneously and unknown numbers of casualties, or indeed the number of ambulances hurrying to attend the scene, the prepared plan will be put into place.

Meanwhile the local hospitals are being informed of the disaster, and of the workload that they can expect as a result of the accident.

They have about a half hour to clear out non critical patients from all departments, and suspend all non routine work.

Communication is vital here and a chain of command must be established with one definite person in charge. The ambulance control centre must be kept informed, and hospitals prepared for admission of an unknown number of acute casualties.

The X-ray department is vital as many casualties will have multiple random injuries, and must have rapid imaging if they are to be adequately treated. The surgical team will not know where to start without clear diagnosis of all patient damage. All hospital staff will be informed of the accident and those who are off duty will be called in, others notified that they are to be kept in reserve, as the immediate workers will have to go off duty after nine hours or so.

If too many ambulances arrive at a fairly restricted place e.g., a stretch of the road where they could impede one another, it is imperative that they are controlled and given a place to park.

The ambulance personnel must make their own safety a priority, followed by the safety of the general area and then that of the survivors.

The paramedics will be aware that they should not approach the incident if hazards are known to exist unless they have been given permission by the ambulance control centre.

The seriously injured and those who are not as seriously injured are then given a priority status depending on their clinical conditions.

The work involved in these incidents is very intensive and can be physically and emotionally exhausting for all. Some time later, it is important for everyone involved in these events to evaluate the causes of the accident, and the quality of the response. The main focus would be to prevent these occurrences in the first place, as no matter how good a rescue team is, mopping up after a disaster is a sad and stressful business.

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

REGISTER NOW at www.CVRT.ie All Operators of Heavy Goods Vehicles, Goods Trailers, Buses and Ambulances are required by law to make an online ‘Self-Declaration’ every year with the RSA. Register online at www.cvrt.ie to complete and submit your ‘Self-Declaration’ and access your CVRT Online Account. It only takes a few moments to register!

What you can do online with us: •

• • • • •

WHAT YOU N

EED TO REGIS TER:

Email Addre ss and Mobil e Number Company Re gistration N (or PPSN if So umber le Trader o

View your vehicle information (test reports, pass statements, r Partnership ) Transport Lic roadside/premises inspection Chassis/VIN ence Number & reports, and CRW details) of your vehicnumber of one les (only if you Receive alerts and reminders a licensed o are perator with R TO L) about your vehicles Book commercial vehicle tests Apply for ADR certificates and replacement CRWs Upload additional vehicle documentation (that can be accessed for vehicle testing and reduce the need for paperwork at test time) Add and remove vehicles from your online fleet list

There is no charge to register with us!

TIP ONE Display your disc. All commercial vehicles should have a disc displayed, failure to do so can mean lengthier delays for you at roadside enforcement checks as well as being against the law.

TIP TWO Test on time. The CRW issuing date is now aligned to your test due date so there is no incentive/benefit in delaying having your annual test. CRWs for 12 months are only issued where your vehicle is tested on time.

Register now at www.CVRT.ie If you are having problems registering online then you can contact our helpdesk @ 091 480981 or email us at selfdec@rsa.ie

28 | LAUNCH PAD III

Iveco – “Dancing at the Crossroads” SL with a 9 litre Cursor 400 hp Euro 6C engine excels in the payload stakes due to a series of modifications such as a revised mechanical rear suspension, changes to the chassis and cross members, the option of 1 or 2 leaf springs at the front axles and the fitting of aluminium wheels and air tanks. Iveco’s modular cab programme used in the Stralis and Trakker are featured on the X-Way, together with all the revised technical improvements made on the engineering side and with the revised cab layout.

T

he well-known Irish saying in the heading above suitably sums up just where Iveco is right now. Secure, confident and progressive – moving beyond the crossroads in fact. Two new and significant product launches leave the Italian commercial vehicle manufacturer well placed for the future. With the financial stability and backing of parent company CaseNewHolland Industrial (CNHi), Iveco has the support to make major steps going forward with its product lines. The Stralis family has new crossover siblings in the X-Way range catering for the municipal and construction sectors, while the development of the 460 hp Stralis natural gas powered engine is an industry first, appealing to a much broader clientele than here-to-fore with the 400 hp unit and the 330 hp units which preceded it. The collaboration with Michelin Solutions takes the brand another step forward with a number of applications created jointly to increase road transport operation efficiencies.

Since taking over at the helm as Iveco President, Pierre Lahutte has continuously strived to drive the brand forward. From his time in charge at Iveco Bus (formerly known as Irisbus), Pierre successfully focussed on natural gas technology for the company’s bus fleet. He sees even more potential with the truck range, and plans also to introduce the more recently developed higher power units to the company’s luxury coach line.

X-Way, which has been in the back of the minds of Iveco’s engineering team for a while now, is seen as a crossover range as it marries the renowned Trakker chassis and off-road capability with the improved on-road performance and fuel efficiency of the Stralis.

Within the new X-way line-up is an ultra light eight-wheeler designed for class-leading payload for the construction sector. Coming in at just 8,845 kg (and certified independently at that) it means that it can carry an average 355 kg more per load compared to its nearest competitor. It’s called the SL - Super Loader version. For a concrete mixer application, the

Achievements recently made in reducing TCO – Total Cost of Ownership - with the Stralis cross over to the X-Way, with the completely revamped driveline reducing fuel consumption and adding to driver safety and comfort. For instance, the newly developed Hi-Tronix automated transmission is available with 12 or 16 speed gears with the Hi-Cruise predictive cruise control integration eco-roll and predictive gear shifting, while Hi-Traction hydrostatic drive (if specified) provides additional hydraulic front-wheel traction when needed. Fitted to the alloys are Michelin’s latest energy saving tyres such as the X-Works (for construction) and X-Multi-Energy for general road transportation requirements.

With the Stralis NP 460, Iveco moves beyond the crossroads to lead the road ahead in regard to providing a sustainable, long haul truck powered by a viable alternative fuel, as in natural gas. The various forms of natural gas available today such as CNG – Compressed Natural Gas, LNG – Liquefied Natural Gas or a combination of both as well as Bio-Methane can all be used in the newly extended Natural Power range from Iveco. Now using the Cursor 13 engine, both tractor-units and rigid trucks can be powered in this way ranging from car transporters, swap bodies, ADR specification, urban distribution and also on the X-Way range.

On the Stralis NP 460 single fuel tractorunits with double LNG tanks, the range distance reaches 1,600 kms, while the CNG only version, covers up to 750 km (with four tanks). With the tag-line of ‘Pure Power’, the Stralis NP today delivers an impressive 99% reduction of harmful Particulate Matter and 60% NOx compared to existing Euro 6 limits, while with Bio-Methane, CO2 emissions are cut by 95%. Noise levels are notably decreased to less than 71dB. Driveline enhancements are that of the diesel derivative to ensure

FLEETTRANSPORT | NOVEMBER 17

LAUNCH PAD III | 29

with X-Way & Stralis NP 460

compatibility such as the 12 speed Hi-Tronix automated transmission and GPS based Hi-Cruise PPC system. The new 12.9 litre Cursor 13 NP engine, engineered by Iveco’s CNG partner FPT Industrial was developed for long haul transport. As the most powerful pure gas powerplant on the market (to date as Scania is planning to introduce a 460 hp version next year), the combustion process features high fuel flow gas injectors, fuel rail, pistons and turbo designed to deliver high output and torque. The durability and maintenance intervals have been extended (to 90,000 km) to bring the NP on par with its XP diesel counterpart in the Stralis range. As it does not require AdBlue, weight and fuel savings have been achieved. Other fuel saving initiatives like the Driving Style Evaluation which monitors and improves driver performance, the EcoSwitch speed and torque limiter and EcoFleet, for the best gearshifting engagement have all been installed.

According to Iveco’s calculations, the Total Cost of Ownership for the Natural (gas) Power versus diesel is up to 9% lower and together with the lower cost of the gas supply, return on the investment is quicker.

Together with Michelin Solutions (yes, the tyre manufacturer, which is branching out to provide associated services) a number of incentivised applications have been created to further facilitate the integration of the gas powered truck into the owner’s fleet and to better management. Both the fleet manager and driver are primarily involved here, which includes MyBestRoute, which helps to select and calculate the cost of the best route, where a simple calculated comparison can be made. MyInspection, which is an App/ Web-based system for the daily vehicle check with MyTraining offering drivers a digitalised training programme adapted to suit the Stralis NP 460.

Having a 20-year history in developing natural gas vehicles, Iveco is currently supporting 22,000 CNG/LNG trucks, buses and vans across Europe and beyond. Some of the high profile names in road transport have invested in the current Stralis NP 400 for their fleets, and are eagerly looking forward to the more powerful model. To date, since the reveal, over 100 clients have put their name on the order book with 1,600 units to be supplied in due course.

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

Spec Check: Iveco Stralis NP Make/Model Cab type Engine Power Torque Transmission

Suspension Brakes Wheelbase Rear Axle Fuel Tanks Features

Iveco Stralis Natural Power 4x2 tractor-unit Active Space - High Roof 12.9 litre Cursor 13 6-cylinder Euro 6C 460 hp/338 kW 2,000 Nm @ 1,100-1,600 rpm ZF Hi-Tronix 12-speed automated with integrated intarder Pneumatic Discs all round 3,800 mm Single Reduction; Ratio – 37 4 x 115 litre CNG cylinders Hi-Cruise GPS Predictive Driv ing , EcoSw itch and EcoFleet, Driv ing St yle Evaluation, Engine idle cut-off, Driver Attention Support

Driving Verdict Stralis NP 460 CNG From drivetrain efficiency to driving comfort the Stralis NP 460 should be on the buying list of road transport operators.

With the additional power output, any misgivings in this area are now fi rmly quashed. The slick 12-speed auto box from ZF (termed Hi-Tronix), together with a 5-mode engine brake/retarder, ensures good results and performance can be delivered – see accompanying chart.

www.fleet.ie

30 | FUEL PRICES (WEEK 44) Country

Currency

95 Lead Free

98 Lead Free

Diesel

Country

Currency

95 Lead Free

98 Lead Free

Diesel

Albania

ALL

172.00

-

169.00

Lithuania

EUR

1.099

1.149

0.999

Andorra

EUR

1.078

1.120

0.910

Luxemburg

EUR

1.140

1.200

1.018

Austria

EUR

1.167

1.328

1.111

Macedonia

MKD

63.00

65.00

51.00

Belarus

EUR

0.551

-

0.560

Moldova

MDL

16.84

17.41

15.18

Belgium

EUR

1.378

1.458

1.354

Montenegro

EUR

1.250

1.320

1.110

Bosnia-Herzegovina

BAM

2.15

2.25

2.09

Netherlands

EUR

1.638

1.745

1.327

Bulgaria

BGN

2.09

2.35

2.09

Norway

NOK

16.17

17.16

14.95

Croatia

HRK

9.35

9.89

8.96

Poland

PLN

4.58

4.89

4.45

Czech Republic

CZK

30.10

32.80

28.81

Portugal

EUR

1.493

1.536

1.311

Denmark

DKK

10.39

10.52

8.79

Romania

RON

4.73

4.91

4.76

Estonia

EUR

1.179

1.229

1.179

Russia

RUB

40.93

-

38.71

Finland

EUR

1.396

1.471

1.241

Serbia

RSD

141.90

-

148.90

France

EUR

1.397

1.447

1.269

Slovakia

EUR

1.281

-

1.137

Georgia

GEL

2.23

2.33

2.08

Slovenia

EUR

1.260

1.356

1.252

Germany

EUR

1.311

1.507

1.149

Spain

EUR

1.201

1.341

1.122

Greece

EUR

1.502

1.673

1.270

Sweden

SEK

13.72

14.32

13.65

Hungary

HUF

345.00

-

384.00

Switzerland

CHF

1.430

1.530

1.570

Ireland

EUR

1.359

-

1.219

Turkey

TRY

5.38

5.40

4.79

Italy

EUR

1.558

-

1.416

Ukraine

UAH

26.58

27.68

24.15

Kazakhstan

KZT

150.00

164.00

129.00

UK

GBP

1.179

1.281

1.204

Latvia

EUR

1.152

1.221

1.052

USA

USD

0.655

-

0.739

Safety Matters . . . Safety Matters . . .

Top tips to prevent road crashes in your business

I

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

•

• •

•

•

•

•

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

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

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

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

Mobility & Journey Management: Work schedules and travel requirements should be optimised to eliminate or minimise road risks and to encourage compliance with speed limits, working time regulations, and road safety laws.

In dealing with clients, avoid making any concessions that might adversely affect road safety, such as commitments to deliveries or completion of work tasks that set unrealistic time constraints.

FLEETTRANSPORT | NOVEMBER 17

•

•

•

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

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

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

Vehicle Selection, Management & Use: A clear vehicle selection system should be in place including allocation, maintenance, checks, defect reporting and replacement policy, that also covers vehicle construction, driver and vehicle safety, fuel efficiency, collision reporting, emergency response and environmental performance standards.

Specific Risks: Policies & procedures to manage specific risks should be in place covering: intoxicants, speed, distraction, fatigue, safety belt use, reversing, parking, coupling and uncoupling of trailers, making deliveries and collections, load securing, breakdowns, travelling abroad, fraud and theft.

Implement organisational level measures as a priority over individual level measures.

For further information on vehicle risk management go to www.vehiclesatwork.ie and for Driving for Work Risk Management go to www.drivingforwork.ie

5 5 5

Year Warranty*

Year Roadside Assistance

Year Finance Package*

ORDER YOUR NEW 181 NOW *Terms and Conditions Apply.

See our website for further details.

QUALITY DELIVERED www.ldv.ie

01 419 4500

Available For Immediate Delivery

32 | PRODUCT UPDATE

‘Met an interesting old MAN’

A

n opportunity to drive a manufacturer’s full range of vans and trucks in quick succession is always welcome. It helps to develop a sense of the product, how it has evolved, and can give some indication as to what direction the brand may take in the future.

Recently MAN Truck & Bus provided such an opportunity. MAN’s ‘Full Range Days’ test series facilitated journalists to drive products from the newly introduced TGE van models through to the flagship long-haul TGX tractor. However as comparison tests go, this event had added flavour as MAN also made available for comparison, a MAN F2000 19.464 FLS from 2001.

The event began at Barcelona Airport where the first vehicle to drive was the TGE for 70 kilometres or so to the test base. Th is somewhat novel approach was welcome as without any real introduction we got behind the wheel ‘cold’, so to speak, and headed off as any driver would.

FLEETTRANSPORT | NOVEMBER 17

Immediately we found that TGE lends itself to any (reasonable) driver acclimatizing quickly.

It drives more in keeping with a mid range family SUV than a large commercial van. From the base camp at the foot of the famous 1236 metre high peak of Montserrat, we drove a selection of TGEs with different chassis and body configurations, from the basic panel van to the 5 tonne crew-cab tipper.

TGE has four engine outputs available from 100 to 180 hp, and not for the first time it was the model that will probably be the biggest seller which impressed us the most - the base model 100 hp panel van.

When selecting other models from the MAN range to drive, we were conscious of Ireland’s construction industry showing some increase in activity, and with this in mind there was one combination that caught our eye, the TGS 33.500 BLS. The tough looking 6x4 tractor was a must drive, featuring configurations such as having a steel bumper raised by 80 mm, MAN’s 12-speed off-road TipMatic transmission, combined with the highly technical refinements of MAN’s EfficientCruise and EfficientRoll.

Judging from the high stance and general appearance of the 6x4 TGS, it is no surprise the truck would inspire confidence to tackle the most arduous of off-road terrain found in work sites and quarries.

PRODUCT UPDATE | 33 What did surprise however was the driveability and ease with which it took to the national roads and motorway sections. As a full-time 6x4 tractor with 13 tonne rated rear axles (on air) and a final drive ratio of 4.00:1 the truck was surprisingly gentle and quiet to drive.

Powered by MAN’s 6-cylinder D26 engine the 12.4 litre produces 500 hp (368 kW) at 1,800 rpm. However, what is interesting is that even with the final drive ratio of 4.00:1- the 2500 Nm of torque kicks in at just 930 rpm and holds until 1350 rpm.

Specifications for the 6x4 TGS 33.500 include Adaptive Cruise Control (ACC), and MAN’s new ‘Stop & Go’ function. In dense traffic situations the Stop & Go function allows the truck to be braked to a stop, after which the truck will then move and stop with the flow of traffic. The system is integrated into the ACC system and as well as easing workload on the driver it brings additional safety benefits. Also ticking two other boxes in the safety column are the Emergency Brake Assist (EBA 2) and Lane Guard System (LGS).

The electronic technology is welcome and certainly a move forward with the efficiencies it can deliver. When it comes to stopping the truck, having the power of MAN’s EVBec engine brake rated at 325 kW (325 hp) combined with a water driven PriTarder delivering a maximum of 640 kW (858 hp) retardation, brings the combination to a halt on even the most severe gradients.

The product revamp continues inside the truck, in what MAN modestly describe as ‘spruced up’ cab interiors. There are quite a number of new features, and more importantly as far as the driver is concerned they are all useful such as improved storage and 12V, 24V and USB sockets. We now have a new ‘optimised driver’s workplace’ with one notable improvement being the gear selection control is at last moved from the floor console to the dash, which inadvertently makes the floor console appear a little more pointless as all it houses now is the parking brake, though it is much smaller than before. To move the parking brake lever to the dashboard would have created more valuable floorspace for the driver. However, the options for new trim and lighter fabrics are welcome and give a lift to what some felt was previously a dark and austere cab, especially for long-haul work.

For the shorter haul and distribution operators there is the new MAN D08 SCR. Th is new engine for TGL and TGM is lighter and more efficient, and when combined with the improvements gained from the revised TipMatic transmission, MAN claims fuel consumption can be reduced by up to 5 percent. The four cylinder 4.6 litre D0834 will be exclusively for the TGL, while the six cylinder 6.9 litre D0836 will be available for TGL and lower powered TGM models.

Th roughout the test days there was a prevailing theme of evolution.

MAN clearly demonstrated this by showing two of its most famous models. The ‘International Truck of the Year’ (IToY) Award winner the F90, and its successor the F2000. Building on the success of the F90, which was a significant step change in 1986, MAN aimed to repeat the success with the F2000 at the 1994 IAA in Hannover. It certainly succeeded.

MAN’s F2000 was powered by the 12.8 litre D28 engine rated at 460 hp which at the time was viewed as powerful. While a move towards automated transmissions had begun, with the F2000 MAN opted for the trusted and well-proven 16-speed ZF Ecosplit, although it did introduce the clever Autoshift transmission. Th is was an era of quite dramatic technical change. In the early nineties manufacturers were Text & Photos: Paul White - paul@fleet.ie

also dealing with the constraints of the Euro Emission standards, and MAN had already introduced its Euro 2 range with the outgoing F90.

So what was it like to step back two decades from today’s TGX to yesterday’s F2000? For us what it highlighted was the importance of the driver role in safe and efficient driving. The F2000 was in 1994 a highly advanced truck, and even using today’s standards it measures up very well. While some may argue that the older trucks required a more skilful driver to operate them, that was the driver of the time for the truck of that time. It is as such not possible to fairly compare, as today’s driver has a different set of problems to contend with. Most of which are influenced by the working environment and are not as such related to the vehicle.

However what was interesting was our expectation of how different or difficult driving the 16 year old F2000 would be compared to today’s TGX. It can’t be said that the F2000 is easier than the TGX but if the driver has the experience or the skills from that era, then it’s remarkable to see how easy the F2000 was to drive in its day, and interestingly how easy to drive it remains today. It felt like an advanced truck then and it still does today. Though we are curious as to how TGX may be viewed in the future.

Spec Check Make / Model Chassis / Cab Engine Rated Power Rated Torque Transmission Safety Drive Axle Ratio Suspension Overall Length/Wheelbase Spec Check Make / Model Chassis / Cab Engine Rated Power Rated Torque Transmission Safety Drive Axle Ratio Suspension Wheelbase

MAN TGS 33.500 6x4/BLS 6 Cyl/12.4 litre MAN D26 Euro 6 C 500 hp (368 kW) @ 1,800 rpm 2500 Nm from 930 – 1350 rpm 12-Speed MAN TipMatic 12 OD Off road EVBec with Pritarder, EBA 2, LGS 4, EfficientCruise, EfficientRoll 4.00:1 Front steel/Rear air 6,925 mm/3,550mm

MAN F2000 19.464 FLS (2001) 4x2 - FLS Tractor High Roof Sleeper 6 Cyl/12.8 litre MAN D28 (Euro 2) 460 hp (338 kW) @ 1,700 - 1,900 rpm 2000 Nm @ 900 - 1,300 rpm ZF Ecosplit 16 Speed S221 Double H + Intarder EVB rated @ 270kW 3.70:1 Front steel/Rear air 3600 mm www.fleet.ie

34 | PREVIEW

SOLUTRANS 2017 – All set for another successful Show

W

ith just a few weeks to go before its grand opening, SOLUTRANS 2017 (21-25 November 2017 at Lyon Eurexpo, France) is already shaping up to be another outstanding and successful exhibition. With a 6% increase in the total surface area booked, and a 7% rise in the number of exhibitors expected compared to 2015, when the event was last held, of which 28% are new exhibitors, SOLUTRA NS is becoming a truly international exhibition of road and urban transport solutions.

Kögel is presenting this new trailer telematics module with automatic tyre detection for the fi rst time. Th is globally unique system automatically localises the tyre pressure monitoring sensors in each tyre. Th is means that tyres can be quickly and easily changed in any workshop.

“More extensive, more prolific and more international: more than ever before, SOLUTRANS 2017 will be the definitive event for an entire sector, a facilitator for meetings and business, and a showcase for innovation and information,” according to the organisers, Comexposium.

SOLUTRA NS 2017 boasts a high level of support from all sectors of the road transport industry including manufacturers of trucks, vans and bodyworks for heavy-duty and commercial vehicles. The show has registered the participation of the top seven global leading truck manufacturers, namely DAF Trucks, Iveco, MAN Truck & Bus, Mercedes-Benz, Renault Trucks, Scania, and Volvo trucks.

A leader in the field of automatic gearboxes, Allison Transmission will showcase the latest version of its fuel-saving soft ware at Solutrans in Hall 5.2, Stand 6U098. Termed FuelSense 2.0, the new system features DynActive Shift ing, and is set to deliver up to 6 percent additional fuel savings beyond the company’s original FuelSense soft ware, due to a combination of upgraded features to optimize fuel savings.

With an international exhibitor contingent accounting for 22% of the total display areas, 16 countries in total will be represented. Adding to the international aspect, three prestigious prizes will be presented at the event, with the winners of the 2018 International Truck and Van of the Year Awards and the International Pick-up Award set to be announced at a special Gala Dinner on 22 November, 2017.

Providing maximum value for applications such as inner-city distribution with heavy start-stop needs, FuelSense 2.0 allows fleets to optimize fuel economy and performance to their specific needs. The 6 percent additional fuel savings were achieved over nearly 3 million test miles in customer fleets representing a variety of duty-cycles.

Kögel, Allison & Thermo King exhibit at Solutrans 2017

FuelSense 2.0 is available in three packages. All three include DynActive Shifting. FuelSense 2.0 Plus and Max include improved Neutral at Stop, where fuel consumption and emissions are lowered by reducing or eliminating the load on the engine when the vehicle is stopped. FuelSense 2.0 Max includes enhanced Acceleration Rate Management, a feature that mitigates aggressive driving by automatically controlling engine torque. In addition to five levels of control currently available, this latest version provides more precision by limiting vehicle acceleration to a customized rate.

At this year’s SOLUTRA NS in Lyon, Kögel is presenting its range for the freight forwarding and construction industries at Stand L174 in Hall 4. Kögel is exhibiting its Cargo Coil with FlexiUse body, a Dry freight box body Box, 3-axle tipper trailer, KTA axle and new telematics model with automatic tyre detection system.

Also at SOLUTRA NS - Thermo King and Frigoblock will address today’s and tomorrow’s challenges of the refrigerated transport market including the need for sustainable, low emission and low noise solutions, electrification, intelligence and connectivity. The event will mark the official European premiere of the Thermo King SLXi Hybrid refrigerated trailer units that combine the proven expertise and technologies from both Thermo King and Frigoblock.

FLEETTRANSPORT | NOVEMBER 17

Text: Rob Van Dieten - rob@fleet.ie

07:12 07.12… Master Technician Kevin Beasley, Volvo Truck and Bus Centre East Anglia, gets his call from Volvo Action Service, 65 minutes later it’s another job well done! It’s the strong Volvo network and passionate people like Kevin who make this possible – every time.

Discover more www.volvotrucks.ie/volvo24

www.volvotrucks.co.uk

Search: VolvoTrucksUK 55868

Sale by Tender of Used Buses You are invited to tender for the purchase of used buses.

The vehicles are being offered for the sale by Bus Éireann in the physical condition in which they are seen by prospective buyers, and on the basis of buyers collecting them from the locations where they are stored.

Details can be downloaded from the Public Procurement websites: Etenders or OJEU, or will be emailed directly to you by contacting: eugene.rownan@buseireann.ie Phone: 01 7033388 http://www.etenders.gov.ie/

http://www.ojeu.com/

Tenders may offer for one or more, or all vehicles by entering an offer price in the appropriate column on the Buses for Sale/Pricing Schedule tender spreadsheet.

Completed tender should be enclosed in a sealed enveolope marked ‘Tender for Purchase of Buses’ and delivered by 12 noon, 20 November 2017 to: Eugene Rownan, Procurement Department, Bus Éireann, 21 Phibsboro Road, Broadstone, Dublin 7.

Volvo Trucks. Driving Progress

36 | GROUP THINK

Volkswagen Truck & Bus: Driving transportation to next level

Volkswagen Truck & Bus Group vehicles on display at the Port of Hamburg (L/R), MAN TGX 18.560 – 4x2 Fellow Truck : Autonomous, Scania G340 LNG – 4x2 tractorunit Natural Gas, MAN eTGM – All-electric 26 tonne Distribution truck, Scania P320 hybrid – 4x2 Distribution truck (diesel/electric), Scania G360 – Diesel/electric hybrid, Volkswagen eDelivery – 4x2 - 9/11 tonne electric truck, Scania R450 – 8x4 - Autonomous truck, Volkswagen eCraft er – Electric panel van (136 hp), MAN (Lions’ City) NL 313/CNG/ISM – Natural Gas powered

A

t a point in the not too distant future, when you come up behind a line of highly visible motorway maintenance trucks, look to the second and third truck as you pass, as there may not be any driver on board! This innovative and futuristic drive system is here, and is just one of the numerous research and development synergies between the commercial vehicle brands under the fairly recently formed Volkswagen Truck & Bus GmbH (VWTB).

The Port of Hamburg, one of the biggest container ports in Europe, known as the ‘gateway to the world’ was chosen by VWTB to reveal its combined strategy which comes under three strands – automated transportation, digital services and environmentally-friendly alternative drive systems. The ultimate aim is to reduce customers’ operating costs, ensure that rising transport volumes are manageable and at the same time protect the environment.

Under the working title ‘Innovation Day’ the event brought together brands within the VWTB including Man Truck & Bus, Scania, Volkswagen Caminhões e Ônibu (South America) and RIO (Connectivity) with Volkswagen Commercial Vehicles joining the party on this occasion.

Examples displayed included newly developed technologies pioneering autonomous transportation together with alternative drivelines as in integrated platforms for electric and natural gas to achieve an intelligent transition from diesel engines – as drive systems of the future will not be uniform.

“A day like this would not have been possible in 2015,” cited Andreas Renschler, CEO of Volkswagen Truck & Bus, at the start of his presentation and pointing to the time when the group was formed within Volkswagen AG. “We actively co-operate and follow a common path – our global champion strategy – and to share one mission – ‘Driving transportation to the next level’. “We all know that the transportation industry is changing massively. As far as we are concerned, changes are occurring to all four main industry forces; 1) customers and their customer’s needs; 2) environmental issues and regulations; 3) technology and infrastructure; and 4) competitive landscape.”

FLEETTRANSPORT | NOVEMBER 17

This means that commercial vehicle manufacturers must refocus and combine hardware (product) developments alongside software solutions in line with the fast-moving world of information technology and data processing. Volkswagen Truck & Bus is also thinking outside its own created box by inviting start up companies to increase efficiencies within the logistics chain, adding to the truck-load capacity average from 50% to 80%.

Mr. Renschler, who was formerly head of Daimler’s truck division, also mentioned road safety as another focus of attention. “We can improve road safety. Traffic accidents are still the cause of far too many deaths on European roads. Today, 7% of all European road accidents involve trucks and sadly, 17% are fatal,” he added. “Advanced driver-assistance systems and the different levels of autonomous driving, from platooning up to fully self-driving vehicles on public roads, will significantly reduce the number of collisions, with accidents involving trucks estimated to go down from 7% to 2%.”

Fully autonomous Scania trucks are ready to be operational in mines, with the first vehicle, a G480 8x4 due to be shipped to a customer in South America as advised by Henrik Henriksson, CEO of Scania. MAN Truck & Bus also demonstrated how far the technology of automated driving has evolved in a situation which involves a driverless MAN TGM moving along autonomously as a safety vehicle for mobile road maintenance works.

“We also consider autonomous airport snow clearance or driverless in-depot traffic to be part of this category of applications and believe that from as early as 2025, selling and operating self-driving vehicles for industrial applications will be the business of the day, every day,” claimed Andreas.

For long distance goods and passenger transport, different applications and different regulations apply. According to Andreas, platooning is the first step to autonomous driving on public roads. The group has began a joint project to create a multi brand standard for mixed truck platoons between MAN and Scania, with a view to establish autopilots in coaches/buses by 2022 at the latest. Bus Rapid Transit (BRT) systems with dedicated lanes already established in some cities provide an

GROUP THINK | 37

MAN Roadworks Automous Platoon

opportune platform for autonomous inner-city transport.

Digital systems and increased connectivity are paving the way of the transport future, and VWTB is well advanced in these related areas.

“In our group, every new truck sold in Europe is equipped with built-in digital solutions. We believe that the vast majority of new trucks on the roads will be connected by 2020. And now, we are ready to rock the industry with our common, open and closed-based platform which is jointly developed by MAN, Scania and RIO Connectivity services.”

In years to come, increased importance will be attached to cloud based solutions as far as fleet optimisation and especially advanced logistics are concerned. From December, all MAN trucks will be fitted with a RIO box and can be retrofitted to include predictive maintenance.

Collaborations with start-up companies have been formed with investment in new companies such as FR8, Loadfox and Sennder as promising new business models. Loadfox is a freight exchange medium to optimise truck capacity and in turn, ensure fewer empty runs and higher margins for customers, while Sennder specialises in same day parcel delivery but without the use of traditional warehousing hubs.

Clean transportation was the final topic of discussion, with the spotlight firmly on electric power and natural gas. “We believe in a wide range of alternative powertrains and fuels, depending on local availability, social and local demand and customer requirements.” Policy makers take note!

“For urban transportation, such as last mile distribution vehicles and city buses, electrification will be the key. But for long haulage, the demand for biofuel and other alternative fuels will increase,” emphasised Andreas.

Both MAN and Scania within the VWTB group offer biodiesel, hybrid or compressed natural gas (CNG) powered trucks and buses. “We would like to see more natural gas solutions for long haul on the road, but here it’s a question of infrastructure.”

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

SCANIA eRoad

Dr. Eckhard Scholz, CEO of Volkswagen Commercial Vehicles presented details of the I.D. Buzz Cargo all-electric van, due for launch in 2022, which was revealed as a concept at motor shows in Europe and North America this year. In the meantime, the eCrafter, Volkswagen’s electric light commercial with 200 km range distance based on the award winning range will be in production by the end of 2017. Although not directly part of the VWTB group, Volkswagen Commercial Vehicles borders between the commercial end and passenger transport side of the overall parent company.

MAN Truck & Bus has developed a heavy duty electric truck, a 26 tonne 6x2/2 distribution rigid named eTGM, capable of 200 km between main charges. “The first nine fully electric eTGMs will be delivered to our customers in Austria by year end, including large supermarket chains, breweries and urban distributors. Electric drives and distribution are a match made in heaven, the drives are quiet, do not produce any emissions locally and are a perfect fit for customers’ requirements,” stated Joachim Drees, CEO of MAN Truck & Bus. The biggest surprise was kept until the very end of the session with the world premiere of not only a light to medium truck called Delivery but an all-electric version to boot! eDelivery will be built for South American, South African and Asian markets alongside the Delivery and designed in Brazil to improve sustainability in the delivery of goods. “The eDelivery marks a milestone in the history of Volkswagen Caminhões e Ônibu,” stated Roberto Cortes, CEO of MAN Latin America. “This is a brand new platform that was developed in Brazil with the aim of offering new mobility alternatives to large cities.”

For long haul operations Scania is trialling an electric cable charging system similar to trams (with overhead powerlines) out on the open road, on a specially built and dedicated test route in Sweden with similar channels just announced for Germany.

Volkswagen eDelivery Interior www.fleet.ie

26th Annual

International Van of the Year Award 2018 (IVOTY) The most prestigious honour in the Light Commercial Vehicle industry www.van-of-the-year.com

Voted by 25 members of the IVOTY jury representing Europe & Russia Announcement and Presentation of the Award at Solutrans 2017, Lyon, France.

For further information please contact Jarlath Sweeney, Chairman IVOTY by email: jarlath@fleet.ie

fleetMaritime: IRISH SHIPPING & FREIGHT

MARITIME I | 39

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

Volume 12, No. 4 Winter 2017

W.E.C Lines opens Dublin direct service

R

otterdam based Container Shipping Company W.E.C. Lines has opened its fi rst direct service linking an Irish Port with Iberia and onwards into its Mediterranean and deep-sea networks. Weekly sailings leave Dublin each Thursday, calling at Leixoes, near Oporto, on Saturday, before sailing on to Huelva, located close to the Portuguese/Spanish Border, arriving there on the Tuesday. On the return voyage to Dublin, the vessel calls again at Leixoes on Friday and Vigo, on the North-west corner of Spain on the Saturday, before sailing on to Liverpool. She is in Liverpool on Wednesday, sailing that morning for Dublin.

The launch event was hosted by Aidan Lawler and his team at Johnson Stevens Ireland, which has represented W.E.C Lines since 1980, with W.E.C. Lines Sales Director

and encouraged the Line to look at further Irish Sea activity and to opening the new Dublin service. Operating on a loop that calls to Liverpool en route to Dublin enables the Line and its agents to source a wide range of container equipment there to service Irish exports.

WEC Vermeer

Robert Volker outlining some key events in the development of the Line. Right from the start W.E.C. Lines has focused on Iberia, developing services out of Benelux ports to both mainland and the island ports including the Canaries and the Balearics.

Later developments saw the start of regular services to Eastern Africa and, from French ports to the West indies.

The opening of Liverpool 2 enabled W.E.C. to introduce a direct service to there from Leixoes. This has proven to be very successful

Operating with Leixoes as a hub means that Irish cargo for destinations served by W.E.C. further afield can be routed through there rather than having to be taken to Benelux or East Coast UK Ports for transshipment. Th is gives significant time and cost savings. In opening this route W.E.C Lines is following a similar strategy to that adopted by Maersk Group Company, Seago, with its weekly Algeciras, Liverpool, Dublin feeder service. CMA-CGM has established a similar feeder freight system in conjunction with its established MacAndrews Line service.

Perennial Freight launches Spanish Service Wexford based transport operator, Perennial Freight has launched a weekly direct trailer service to Iberia using the Neptune Lines vessel operating out of Rosslare. The service, run in conjunction with Perennial’s Spanish partners, operates on an unaccompanied trailer basis, with trailers boarding the Neptune vessel at Rosslare on the Saturday and being discharged at Santander in Northern Spain early on Monday morning.

Cargo in trailers destined for locations including Barcelona and Madrid can be delivered on Tuesday while that for further destinations including Valencia is delivered on Wednesday.

Chris Smyth, Commercial Director at Perennial spoke with Fleet Maritime about what he saw as a significant Brexit-beating service. Perennial has a long history of

continental trailer operations and this enables the company to work the trailers back to Ireland from Spain with cargoes for France, the UK or Ireland. The Neptune Line vessel sails back to Ireland calling at Le Havre and Southampton and is not ideal for Spanish cargo for Ireland that requires fast transit.

Piraeus-based Neptune Lines is a major player in the trade car and commercial vehicle transport business. It operates a large fleet running services mainly in the Mediterranean area, while, in the Biscay Region it is now running the Rosslare service and one from Santander to Portbury, near Bristol. Over the last two years P&O Ferries has used a Neptune vessel on services including Dublin/Liverpool, while the regular service vessels are undergoing annual maintenance.

Meanwhile, Glen Carr has now been appointed by IarnrÓd Éireann as Port Manager at Rosslare. He also retains his responsibilities for Rail Freight and the Navigator Freight Forwarding operation.

Premier European Ferry Crossing Provider 0044 (0) 28 8778 4949 | bookings@derrybros.com | www.derrybros.com

“Making Waves For Generations”

FLEETMARITIME | Winter 2017

40 | MARITIME II

Brexit buster Celine makes Dublin debut

O

n Friday, 27 October, CLdN’s mega-ferry Celine made the fi rst call to Dublin taking her place among the fleet of CLdN’s vessels on its Dublin/Zeebrugge/ Rotterdam route. The 8,000 lane metre vessel dwarfs the other ships operating on short sea routes anywhere in Europe. Prior to Celine’s arrival the Dublin service was operated using six Con-Ro vessels and two containerships. The combined capacity of Celine and her sister-ship, which is due on the route in February 2018, at 16,000 Lane Metres will equal that of the six existing Con-Ro vessels on the service. Her capacity is four times that of P&O’s European Endeavour.

Cobelfret operation

by that company and other operators. Facilities on board the new vessels will enable it to carry significantly high and heavy cargo units with a length of up to 40 metres and height of up to 7 metres.

Most ferries have a maximum vehicle height on board of between 5 and 6 metres.

CLdN Celine

The CLdN business model is built up of three strands of business activity, carrying unaccompanied Ro-Ro trailers, trade cars and containers. The containers are loaded two high onto Mafi flats which are hauled onto and off the vessel. While most of the trailers carried are third party equipment, CLdN/Cobelfret also operates a door-to-door trailer service with its own equipment. Most of the containers carried are owned and operated in the services of related companies. As the Port of Zeebrugge consolidates itself as the major European hub for the shipment by both land and sea of trade vehicles, the traffic from there is likely to grow strongly and at the expense of volumes coming to Ireland from British ports.

Current car volumes moving through Zeebrugge are in the order of 1.5 million vehicles annually being exported and 1.3 million imported. Volumes to Dublin for 2017 are expected to reach 35,000 cars with 25,000 of these carried on the CLdN services.

Both Dublin Port and handling agent Doyle Shipping are making significant investments in order to support the expansion of services and to facilitate the rapid discharge and re-loading of the vessels, with the time allocated in the schedule for doing this reported to be the same as that allowed for the current 3,000 Lane Metre vessels.

Doyle Shipping’s established office building, which was located close to where Dublin Port Company has installed a new loading ramp at the corner of the Alexandra Basin, has been taken away, and the company has moved to a new central office location on the Alexandra Road. The new ramp is constructed so as to allow vessels to berth alongside either quay at the corner of the Basin. The Doyle Group has made significant new handling equipment purchases with three new rubber-tyred Gantry cranes, six new terminal tractors, and a number of trailers. Some of these are of similar specification to equipment found in a number of Dutch terminals, being effectively road trains capable of moving up to half a dozen containers around the terminal.

Doyle Shipping Group offices

Celine is the fi rst of a new fleet of up to a dozen vessel on order or being built for CLdN at Asian yards. The new vessels will enable the company to further expand its services out of its Zeebrugge and Rotterdam hubs not only to Ireland but also to Scandinavia and Iberia. At a recent presentation made in Dublin, the Port of Zeebrugge spoke about the major upgrade of facilities at the Belgian port, and specifically the facilities for CLdN at the Port’s Albert II dock. These will enable the Dublin vessels to berth just beside the Line’s Scandinavian vessels, allowing seamless transfer of trailers and containers between the two services. Currently, there are five CLdN sailing a week from Zeebrugge to Dublin, linking with 20 a week to the Nordic Region and up to 17 a week to Iberia operated

Premier European Ferry Crossing Provider 0044 (0) 28 8778 4949 | bookings@derrybros.com | www.derrybros.com FLEETMARITIME | Winter 2017

“Making Waves For Generations”

MARITIME III | 41

Dublin Port Development powers ahead

D

ublin Port Company has reported that it does not expect to see the 2017 trade volumes through the facility to drop below the 4.5% increase recorded during 2016, with almost all trades showing significant volume increases. Overall volumes have risen by almost 30% over the last five years.

First half growth during 2017 was 2.9%, and this increase was driven by exports which were up by 4.4% with imports ahead by 1.9%. The fi rst half included the busiest ever month in the history of Dublin Port with 3.2 million gross tonnes of goods passing through in May. Given sustained, high levels of growth, Dublin Port Company has commenced work on its second major Masterplan programme, the MP2 Project, to provide additional capacity for future growth. The MP2 Project will create a single unified terminal for three of Dublin Port’s five ferry operators (Irish Ferries, P&O and Stena Line). In doing this, the project will greatly increase the utilisation of Port lands and improve essential facilities for a variety of State functions including immigration, Customs, security and other Border inspection controls. Preliminary work is already underway for site clearance for the new terminal which will be located at the North-Eastern end of the Port. Th is location would facilitate the introduction of significantly larger ferries by any of the operators, the current berths used by Stena Line and Irish Ferries are berth length and space constrained making their use by vessels of significantly over 200 metres in length very difficult. Stena Adventurer is 211 metres long but her sister-ship, when built at the same length was later extended to 241 metres, giving an additional 700 lane Location for combined Ferry terminal

metres to her vehicle deck capacity.

Development of the combined terminal at this location will displace the Seatruck operation from that site to a new terminal which is being developed within the Alexandra Basin. Th is development, along with that of the planned Cruise Terminal has meant that the Liffey dockyard facility has had to be closed and the graving dock fi lled in. Arklow Shipping, which has, in recent years been the major user of the dock, has since purchased and re-developed a similar facility in the Port of Swansea.

Total throughput (imports and exports) for the fi rst six months to the end of June 2017 was just under 18 million tonnes, with an average of over twenty ship arrivals every day during the period. Growth was particularly strong in Ro-Ro freight with 485,463 units in the fi rst six months, an increase of 5.4% on the previous year. Within this total, RoRo services between Ireland and Britain grew strongly at 6.3%. Elsewhere, Lo-Lo containers grew by 1.4% to 335,131 TEU. Despite the reported overall soft ness of the tourist numbers coming to Ireland from Britain in the period, tourism volumes on ferries grew strongly, with passenger numbers ahead by 3.3% to 776,000 in the first six months. Cruise tourism is also growing in Dublin with 50 cruise ships calling up to the end of June in what promises to be a record year for Dublin Port.

A significant shift has become evident in the Cruise market at Dublin Port. It is no longer just a port call along a cruise itinerary, but is becoming a ‘home port’ at which passengers embark and disembark from the vessel. Th is ‘home port’ activity makes each cruise call a significantly greater revenue generator Location for new CLdN ramp

for the Port and for the Dublin Tourism activity, bringing in overnight hotel stays and servicing for the vessel.

The volume of new imported trade vehicles through Dublin Port declined by -8.7% reflecting the large increase in recent times of used vehicle imports from the UK. Commenting on the six-month figures Dublin Port CEO, Eamonn O’Reilly said: “Work is well underway on Masterplan projects to provide capacity for future growth. These include the Alexandra Basin Redevelopment (ABR) Project and the development of Dublin Inland Port on a 44-hectare site situated 14 km from the Port and close to Dublin Airport.

“We are also starting preliminary work on Dublin Port’s second major Masterplan project, the MP2 Project, with a target of applying for planning permission in late 2018. Planning permission and other consents will take about two years, allowing construction to commence as we approach the end of works under the ABR Project.

The MP2 Project will provide much needed additional capacity for Ro-Ro freight and container traffic to the UK and, increasingly, to Continental Europe.”

“The major development projects in Dublin Port are being guided by Dublin Port’s Masterplan which we are currently reviewing.

At this stage, the review is pointing towards a third and fi nal major Masterplan Project (following on from the ABR Project and the MP2 Project) on the Poolbeg Peninsula.

Th is will bring Dublin Port towards its ultimate capacity and able to accommodate projected future growth all the way to 2040,” he added.

New Seatruck location

Premier European Ferry Crossing Provider 0044 (0) 28 8778 4949 | bookings@derrybros.com | www.derrybros.com

“Making Waves For Generations”

FLEETMARITIME | Winter 2017

42 | MARITIME IV

New Chairman of European Sea Ports Organisation

E

amonn O’Reilly (pictured), who has been serving as CEO of Dublin Port Company since 2010, was unanimously elected as Chairman of the European Sea Ports Organization (ESPO) following a vote of ESPO’s General Assembly in Brussels in November 2016. He succeeds Santiago Garcia-Mila who was at the helm for the last four years.

team as we represent the interests of Europe’s ports in our response to these challenges in the years ahead.”

Upon his election, Mr. O’ Reilly said: “I am very honoured to have been elected as Chairman of ESPO for the next two years. Over these years, ports will be challenged by the implementation of the Port Regulation and other legislative initiatives. There will also be a continuing need for ports to plan and fi nance major infrastructure investment at the key nodes of Europe’s transport networks. Overarching these challenges, however, is the global problem of climate change and how our industry plays its part in addressing this enormous issue.”

“I would like to thank the Members of ESPO for putt ing their trust in me and I look forward to working with Isabelle and her excellent

There’s something familiar about European Endeavour

P

&O’s European Endeavour is a familiar sight to hauliers, tourists and port watchers alike as she operates a daily round trip between Dublin and Liverpool with a mix of trucks, trailers, cars, passengers and, some containers being shipped on trailers aboard. The vessel’s profi le is quite distinct with her twin funnels located towards the stern, but she is not alone, as three other sister ships were also built at the Spanish, Astilleros Espanoles yard over the period 1998 to 2000.

All had been built for Cenargo and planned for its Merchant Ferries operations linking Dublin and Belfast with Liverpool. They were unique in their choice of vessel names, while the second part of each name was Merchant, the fi rst part was taken from the name of a well-known racehorse of the era. Thus, the vessel that was to become the European Endeavour entered service on the Irish Sea for the fi rst time in 2000 as the Midnight Merchant a reference to the racehorse Midnight Flyer. Another sister, now the New Zealand based Interislander vessel, Kalaraki, entered service in 1998 as Dawn Merchant, a homage to the famous Dawn Run. The Kalaraki, which had passed through many ownerships including Stena Line, for whom she sailed as Stena Alegra, now operates alongside the former Irish Ferries Vessel Isle of Innisfree, now the Kaitaki, on the Picton /Wellington route.

The Northern Merchant, a reference to Northern Dancer, has, for the last eleven years been sailing for Transmediterranea out of Valencia on services to Palma de Majorca and Mahon. Despite changes of

European Endeavour leaving Dublin

owners and routes during her career, to date her passenger and berth capacity remains similar to that of European Endeavour.

The fi nal member of the quartet was built in 1999 and named Brave Merchant, a reference to the racehorse, Brave Inca. She spent 2003 working for the UK Ministry of Defence, before reverting to being a ferry sailing for a number of operators including for LD Lines as Norman Bridge, before being bought by Equinox offshore in 2011 and being re-named ARV 3, following conversion to carry out an Offshore Exploration Support vessel role off the Brazilian coast. In 2013, she was given her current name Aquarius Brasil.

It’s unlikely that any group of four sister-ships would all be in full operation after almost twenty years and be so widely dispersed throughout the globe.

Premier European Ferry Crossing Provider 0044 (0) 28 8778 4949 | bookings@derrybros.com | www.derrybros.com FLEETMARITIME | Winter 2017

“Making Waves For Generations”

44 | LCV I

Volkswagen Commercial Vehicles extends customer TDI, that can be seen supplied elsewhere in Volkswagen Group’s cars like the Audi A8 and Porsche Macan, and comes with an estimated 600 Nm torque level, although VWCV representatives were reluctant to confi rm. Even though the torque levels are averaging higher than before, the 8-speed automatic transmission with permanent four wheel drive system is likely to be the preferred gearbox choice amongst customers, instead of the 6-speed manual. These two new engines feature start-stop programme and brake energy recuperation.

VW Amarok 3.0 V6 TDI 190kW

C

ommercialVehiclemanufacturers, when presenting sales figures, only look back at how the numbers have increased over the last quarter or past year and rarely look forward with exact projection figures, such is the fickle nature of the automotive business.

Volkswagen Commercial Vehicles (VWCV) is no different, but while doing the same thing is also looking around to see what the competition is doing and reacting accordingly. On the back of a five percent increase in deliveries of its Caddy, Transporter, Crafter and Amarok ranges worldwide for the fi rst three quarters of this year, VWCV has its sights set on the re-emerging Pick-up truck market.

Of the 367,900 vehicles turned around at dealer showrooms, 57,800 units were from the Amarok line, its 1-tonne Pick-up launched back in 2009. That sales figure represents an 11.8% rise in sales over the

previous nine months of last year and the success is down to the introduction of a new engine line, namely the 3.0 litre V6 diesel. Conscious of the pending arrival of two new entrants to the Pick-up sector, namely Renault with the Alaskan and the new Mercedes-Benz X-Class, VWCV has upped-the-ante once more. Both Pick-ups are coincidently based on the award-winning Nissan Navara platform and drivetrain, with the Alaskan a like-for-like model while the Mercedes-Benz version features additional redevelopments. Ahead of the arrival of the Mercedes-Benz as the fi rst premium brand manufacturer to market a Pick-up truck, Volkswagen is not standing still and is looking to transform the Amarok into a more premium product.

Two new power outputs have been added to the order-book at either end of the range.

The Aventura flagship model now gets a whopping 190 kW/258 hp variant of the V6

At entry level, a new 120 kW/163 hp variant from the same 3.0 litre TDI block has been developed for the standard Amarok, with 6-speed manual transmission. Its frontal look is less glamorous too, lacking in chrome surrounds like the others. Permanent rear-wheel drive or on-demand all-wheel drive are options here. But Volkswagen Commercial Vehicles won’t sett le at that, as recent coverage from the Frankfort Motor Show revealed two new Aventura concepts – an Exclusive and the Dark Label Special Edition. Both are paving a path to a revised variant of the range-topper for sales introduction early next year. They feature a number of styling changes, some with intricate detailing around the driver’s area, while 14-way adjustable ergoComfort seats, gearshift paddles and black roof liner complement the overall ambiance inside.

While the Aventura Exclusive is more sports orientated, the Dark label based on the Comfortline trim level is painted in unique ‘Indium grey matt’.

A number of add-ons from the brand’s accessory list are fitted to att ract the eyes and hearts of style-orientated individualists.

Alongside the two new engine choices, there are also 150 kW/204 hp and 165

VW 3.0 V6 TDI 190kW

VW Amarok Entry Level V6 FLEETTRANSPORT | NOVEMBER 17

LCV I | 45

values with Caddy TGI and more powerful Amarok

VW Caddy TGI

kW/225 hp options. For the more business minded customers, Volkswagen is always keen to highlight the merits of the Amarok, particularly in relation to its dimensions.

The Double Cab type, with an overall length of 5.25 metres and a width of 2.23 metres (including mirrors), offers a loading area that can accommodate a Europallet (placed sideways) with a payload exceeding one tonne. In addition, its towing capacity of up to 3.5 tonnes has been acknowledged with numerous honours received back at VWCV’s headquarters in Hannover, Germany. “Best in Class,” is how Marco Heddram, from the Amarok’s development team described the current Amarok, and looked forward to what has yet to come. All told, the Amarok is a worldwide success for Volkswagen Commercial Vehicles. Over the 2009-2017 timeframe, over 540,000 unit sales have been achieved, with South America and Europe the main markets.

Within the confi nes of a parking bay at Frankfurt Airport a test drive around the region proved how responsive the new 190 kW/258 hp 3.0 litre V6 TDI was with strength and performance the order of the day. Although eight years on from its original launch, the revised Amarok in its Aventura

VW Amarok Interior Text: Jarlath Sweeney - editor@fleet.ie

CNG Filling

state is well up there and even beyond some of the present choices on offer to potential customers. No pressure therefore, as yet!

operation. The Asia Pacific region leads the way, followed by South America, with Europe beginning to make an impact.

Top 10 Volkswagen A marok’s highlights

Since 2002, Volkswagen has heralded the merits of Natural Gas with the Golf 2.0 litre MPI Bifuel setting out its stall to be followed by the Caddy and Touran with the same power outlet. Then in 2009 came the 1.4 litre TSI EcoFuel in the Passat, with the Up! 1.0 litre MPI EcoFuel, one of the more recent additions to the greener fleet. To date the Volkswagen Group as a whole has 18 vehicles under CNG power, with more to come. Italy has the highest density of the CNG service stations with over 1,000 pumps. By 2020, that figure will double.

1.

4 x 3.0 litre V6 TDI engine with power output choice 2. 8-speed automatic transmission 3. 2 x 4MOTION concepts and hill start/ descent/diff-lock 4. Drive comfort and driving dynamics 5. Class leading load capacity/interior space 6. Extensive off-road assistance systems 7. Revised exterior and interior 8. Latest infotainment technology 9. Multi-collision braking Also part of the product briefing and test drive programme was the Compressed Natural Gas (CNG) powered Caddy van. As part of the Volkswagen Group’s serious attempt at reducing its own carbon footprint and that of its customers, Natural Gas has a significant role to play, as among the advantages of this plentiful fossil fuel is lower CO2 and NOx, fewer particulates and lower noise levels.

The phenomenal growth of Natural Gas powered vehicles is testimony to these eco-friendly credentials – 23,047 million vehicles powered by gas currently up to the end of 2016, indicating great progress numberswise since 2000 when 1.3 million Natural Gas vehicles were in

Caddy TGI comes as a panel van or passenger carrier with two wheelbases on offer, mated to either a 6-speed manual or DSG autobox.

Cargo volume (up to 4.2m3) is not affected by the fitt ing of the fuel storage tanks, neither is the payload at 762 kg. Driving range from the 110 hp/200Nm units stretches from 630 km to 860 km depending on wheelbase. Having driven around Hannover city recently in the said Caddy TGI, the run around Frankfurt further endorsed the positive traits of this drivetrain from the smooth quiet propulsion aided by the famed DSG automated transmission.

Volkswagen’s CNG strategy conforms with European Union’s offensive that will see the roll-out of an expensive infrastructure and product line from manufacturers.

www.fleet.ie

46 | LCV II

14th International Commercial Vehicle Show, Moscow, Russia

COMTRA NS opening ceremony

Famed Russian brand Lada

Ford Motor Company range display

Lada 4x4 Interior

Russian LCV brand UAZ

Show Debutant - Hyundai Mighty

Still available in Russia - Mercedes-Benz Sprinter Classic

Volkswagen Craft er - International Van of the Year 2018

FLEETTRANSPORT | NOVEMBER 17

Text: Rob Van Dieten - rob@fleet.ie

HAPPENINGS | 47

Nissan eNV200 extends range by 60%

N

issan, the great advocator of electric powered vehicles, has extended the range distance on its eNV200 light commercial. Thanks to its newly installed 40kWh battery, the 100% electric e-NV200 offers a 60% extended range of up to 280km.

And, with no increase in size of the battery pack, customers will face no compromise in either load space or payload. The new longer range zero-emission e-NV200 was unveiled at Nissan Futures 3.0 in Oslo, Norway – Europe’s Green Capital for 2019.

Commenting on this development Gareth

air quality and traffic congestion, especially in city centres, helping cut the level of CO2 emissions they create is a vital part of creating a more sustainable future.’

Dunsmore, Electric Vehicle Director, Nissan Europe, said: ‘With its longer range and excellent cargo capacity, the new e-NV200 is the perfect last mile delivery solution for urban deliveries and collections. Given the huge impact that business deliveries/ collections and professional drivers have on

“The world is going electric, which means re-thinking pretty much everything we know about driving, commuting and powering our lives. But to make that future viable, we must create a fully electric ecosystem that enables modern life to be cleaner, safer and more connected for everyone. Smarter, better 100% electric vehicles like the new e-NV200 are at the heart of that ecosystem – now and for generations to come,” he added.

Volkswagen Amarok V6 chosen as Best Pick-up in Tow Car Awards

T

he Volkswagen Amarok was among the winners at the Tow Car Awards 2017, organised and judged by experts from What Car? and Practical Caravan magazines and The Camping & Caravanning Club.

44 cars were entered for this year’s competition and were judged for a total of 13 awards by separating them into five categories according to their kerbweight with seven special awards according to the type of vehicle, and then one overall winner.

Every vehicle tows a caravan or trailer weighted to 85 percent of the car’s kerbweight (or its maximum towing limit, if lower) and were put through a rigorous test programme in the safe surroundings of a private proving ground in Warwickshire.

The Best Pick-Up award went to the Volkswagen Amarok 3.0 TDI 224PS 4Motion Aventura Auto, with the Overall Winner announced as the Land Rover Discovery 3.0 Td6 HSE. Th is was the fi rst towing competition for the new Land Rover Discovery and it continued the success of the previous model by winning its 1900kg+ weight class as well as being chosen as the overall winner. The judges said: “As an all-rounder, it sets a new benchmark.”

The caravans used for the towing exercises were supplied by the Swift Group. Any stabiliser hitches as standard were disabled or replaced with basic ones to ensure the judges felt any instability created during the rigorous test programme, which is designed to push the brakes, handling and engines of the cars to their limits.

Th is includes testing high-speed stability beyond the legal limit, slalom and emergency lane-changes, acceleration and braking tests, plus a hill start on a 1-in-6 slope. The cars are also scored on how well they can accommodate a typical load for a touring holiday, plus their buying and running costs, and what they’re like to drive when not towing.

Latest Renault Kangoo Z.E.33 beats distance expectations

T

he upgraded Renault Kangoo Van Z.E.33 outperformed its official range and energy consumption figures while participating in the recent 2017 Fleet World/ALD Automotive MPG Marathon.

With its additional range and improved charging system, the Kangoo Van Z.E.33 has an official NEDC range of 270 kms – up over 60 percent on the previous version – which Renault quotes as being equivalent Text: Jarlath Sweeney - editor@fleet.ie

to up to 200 kilometres range in real world conditions.

During the 473 kilometre course of the MPG Marathon, the Kangoo Z.E.33 achieved an average consumption figure of 4.5 miles per kilowatt-hour of electricity which is 10.02 percent more than the official NEDC figure and some 50 percent more than the claimed real world figure.

www.fleet.ie

48 | LEGAL

Recalling the fatal incident on the M1 Motorway in England

R

oad Traffic Accidents on the M1 motorway in England involving commercial vehicles are hardly unusual, but this incident, occurring in the early hours of the morning at the end of August, involving two articulated trucks and a minibus, in which at least four people were killed, was widely reported.

As this is written no details of what happened have been released, but the photographs of the damage to the articulated vehicles suggest that they were moving at a high speed. The minibus and its passengers appear to have been crushed by one of the articulated vehicles. We have been told that both truck drivers are to be prosecuted for a number of offences, and one driver has already been charged with a ‘drink driving’ offence. Not much consolation you may think to the relatives of those who lost their lives.

It is difficult to believe that there is a driver anywhere, of whatever age, who is not aware of the fact that all the available medical evidence demonstrates that alcohol affects one’s ability to drive. It is certain, however, that there are many drivers, possibly the majority of drivers, who believe that, because, of their age or experience or both, they know how much alcohol they can safely drink and subsequently drive.

his/her employment, even if the degree of responsibility varies in relation to the circumstances. In the event of an incident involving drink/driving it may call into question the way in which the employer has discharged his duty to be responsible for the conduct of his/her employees. Enforcement authorities may well want to look at the way in which the employer is attempting to control those drivers who are prepared to drink and drive.

‘Macho’ is a comparatively new word, a term which was not in the Oxford Dictionary published in 1959. Strictly applied to a person, it means someone who shows an aggressive pride in masculinity, or someone who is red-blooded and virile, but today, as a word in common use, it is more accurately used to describe a man who is ‘one of the boys’: a man who, for example, knows how much he can drink and then drive.

One of the problems here in Ireland is that the habit of taking a drink and then driving was established a long time ago, probably well before the days when each household had at least one horse and a cart to take the milk to market. Any attempt to control drink driving is seen as an attack on our national character. However that may be, the fact remains that the consumption of alcohol is a contributory factor in many accidents, possibly in the majority of fatal accidents.

It is easy for an employer of drivers, whether or not of commercial vehicles, to take the view that once the driver is in the vehicle and off the company’s premises, the ability of said driver is no longer his/her concern. The reality is that the employer is always responsible for the employee whilst he/she is working in the course of

Given this background how can an employer, whose employees are required to drive, take effective action? At the end of the day the decision to drink and drive can only be the decision of the driver; all the employer can do is to try to persuade individual drivers to accept responsibility for their own actions and specifically not to drink and drive.

FLEETTRANSPORT | NOVEMBER 17

In the fi rst instance the employer must make it clear in the contract of employment that to drink and drive is a dismissible offence. Where a driver has been employed for a long time, and the contract did not contain a warning about drink driving, written reminders that to drink and drive is a dismissible offence should be issued at regular intervals. No employee should be able to name another employee who was known to drink and drive and who has not been dismissed.

In any company, whether big or small, in which drivers are employed, it should be clear that employees do not drink and drive.

Text: Jonathan Lawton - jonathan@fleet.ie

FINANCE | 49

Good Business & Tax Management Post-Budget

O

utlined are eight key items from the recent Budget that highlight good business and tax management practices to maximise overall business and personal wealth.

1. Personal Taxes • Standard Rate Cut-Off Increase of €750, meaning a single individual can now earn up €34,550 at the standard 20% tax rate, and a married couple (with one salary) can earn up to €43,500 at the 20% rate. Th is gives taxpayers an annual tax saving of €150.

• Earned Income Tax Credit was increased to €1,150 from €950 in 2016, further reducing the disparity between the selfemployed/business owners and the employed.

• Home Carer Tax Credit (which applies to married couples or civil partners where one spouse or civil partner works in the home caring for a dependent person) increasing from €1,100 to €1,200 for 2018. Home carer’s income threshold to remain unchanged at €7,200.

2. Universal Social Charge (USC) • No change to the entry point of €13,000.

• USC Rates were reduced as follows: Pre Budget 2018 First €12,012

USC % Post Budget 2018 0.5% First €12,012

USC % 0.5%

€12,012 to €18,772

2.5%

€12,013 to €19,372

2%

€18,773 to €70,044

5%

€19,372 to €70,044

4.75%

€70,045 to €100,000 8%

€70,045 to €100,000

8%

Surcharge on non 11% PAYE income over €100,000

Surcharge on non PAYE 11% income over €100,000

3. Stamp Duty • Probably the most contentious measure introduced was the three-fold increase in Stamp Duty on commercial property from 2% – 6% with effect from midnight on the 10 October 2017.

• However, the reduced rate of 1% stamp duty will continue to apply on certain inter-family transfers of farm land for a further 3 years.

4. Key Employee Engagement Programme (KEEP) • An incentive is being introduced to facilitate the use of sharebased remuneration by small and medium-sized enterprises (SMEs) to att ract key employees.

• Gains arising to employees on the exercise of KEEP share options will be liable to Capital Gains Tax (33%) on disposal of the shares, in place of the current liability to income tax, Universal Social Charge (USC) and Pay Related Social Insurance (PRSI) on exercise (approximately 52%).

• Th is incentive will be available for qualifying share options granted between 1 January 2018 and 31 December 2023.

Text: Donal Dempsey - donal@fleet.ie

5. Pre-Lett ing Expenses • A new, time-limited tax deduction for pre-lett ing expenses is being introduced to encourage owners of vacant residential property to bring such property into the rental market for a minimum period of 4 years.

• The property must have been vacant for at least 12 months to qualify.

• A cap on allowable expenses of €5,000 per property will apply.

• Th is relief will be available for qualifying expenses incurred up to the end of 2021.

• It will be subject to claw back if the property is withdrawn from the rental market within 4 years.

6. Lease land for Solar Panels • The Minister made the welcome announcement for landowners, that the leasing or agricultural land for the use of solar panels will qualify as agricultural activity for the purposes of Agricultural relief (CAT) and Retirement Relief (CGT).

• The total area of land used for solar panels cannot exceed 50% of the total holding.

7.

•

• •

Capital Gains Tax – 4 Year Exemption Finance Act 2012 brought into force the 7 year CGT exemption for land purchased between 1 January 2012 and 31 December 2014.

To qualify for the relief, the purchaser had to retain the land or building for at least 7 years.

Th is holding period is now being reduced to 4 years.

8. Sugar Tax • A tax on sugar sweetened drinks is to be introduced on 1 April 2018.

• The tax will apply to sugar sweetened drinks with a sugar content between 5 grams and 8 grams per 100ml at a rate of 20c per litre.

• A second rate will apply for drinks with a sugar content of 8 grams or above at 30c per litre.

9. Corporation Tax & VAT • The Corporation Tax rate of 12.5% will be maintained.

• 9% VAT rate for the Tourism Sector is to be retained.

10. Benefit in Kind (BIK) on Electric Vehicles • A 0% BIK rate is being introduced for electric vehicles for a period of 1 year.

• Th is will allow for a comprehensive review of BIK on vehicles which will inform decisions for the next Budget.

• Electricity used in the workplace for charging vehicles will also be exempt from benefit-in-kind.

Summary Overall, the 2018 Budget appeared to be largely underwhelming.

That being said there are potential tax savings for both individuals and businesses. www.fleet.ie

50 | COMMENT

Urbanisation growth to bring big commuter travel changes

O

n stepping off the LUAS the other morning at its terminus beside St. Stephen’s Green, I looked back at its destination board and there, instead of reading Sandyford as I might have expected, it read Broombridge. The tram was switching activity to a training mission, running through the city centre, Broadstone, and on to what will be, from December, its final destination, enabling passengers to change there to services on the Maynooth and Sligo rail lines. The new ‘Green Line’ will also link with the ‘Red Line’ running from the Point Village in the Docklands to Saggart, all of these being a very strong contribution to making a real public transport network for the city and its citizens.

Some days earlier, I received a press release about ‘GoCar’ advising that it had partnered with Irish Rail and a number of County Councils to launch 16 new bases at Railway Stations throughout the country. This would enable, for example, people to take the train and then hop into a GoCar rather than drive their own cars to meetings. GoCar plans to double its fleet to 600 cars and vans in 2018, with a significant proportion of these being electric powered.

Why might all of this be interesting to people who may have something to do with the private and commercial vehicle businesses? Well, one clue could lie in a headline of an article I read recently which stated: “Policy power puts cities in control”. It begins by saying that by the middle of the century, almost two-thirds of the world’s population will live in urban areas, many of them in mega-cities with a population of 10 million or more. How traffic will be managed and planned in these cities is likely to determine how the vehicles of tomorrow will be produced and fuelled, and who will make them. The article suggests that power over transport policy – from deciding who provides authorised ride sharing services to enforcing electric vehicle only zones – could give City Authorities a level of control over the automotive industry comparable with that of National Governments.

From where I'm sitting - Howard Knott

thoughts; one very surprising statistic to emerge from Britain is that the DVLA, the UK driver licensing authority, has reported a 6.2% fall in the number of under 24-year-olds with full driving licences in the last five years. Could this indicate that in 20 years’ time, private car ownership will have withered away, or that even GoCar and similar operations will be struggling. Meanwhile public transport, ranging from bikes, through taxis, buses and long-distance coaches to trains will grow massively. And, if, for example, Governments close down motorway development budgets entirely and put the same, if not more money into rail infrastructure, then, perhaps HGV’s will become almost extinct and the electric powered train will then take the strain.

Perhaps.

The display of cars at the Citywest Hotel that were finalists for the Fleet Car Awards and the fact that some of these were electric powered, must surely be a clear indication that the manufacturers could well be recognising that, before long fossil fuelled vehicles will not be welcome in cities throughout the world. But, if that is the case, where do the LCV makers stand?

All of those millions living in cities have to be fed and watered, possibly these vehicles will also need be electric powered. But as they will work out of distribution centres close to the cities, will the HGV’s feeding them also be ‘no carbon’ powered? What happens, if the city in question includes within its built-up area an airport and/or a seaport? Will everything moving into and out of those locations have low carbon footprints also?

Certainly, within the next ten years heavy fuel oil will cease to exist as a source for shipping, and an ever-increasing percentage of bio-fuel will be found in aviation fuel.

All of that is fine and well, but back to our public transport and GoCar FLEETTRANSPORT | NOVEMBER 17

Text: Howard Knott - howard@fleet.ie

OPINION | 51

Road transport link to Ryanair debacle is closer than you think!

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

W

hen you strip away all the hype around the Ryanair story, cancelled f lights, crew rosters, compensation, and general customer dissatisfaction, the problem is simple, a shortage of pilots. Not dissimilar to a problem that is facing the road transport industry now and will be more critical in the future. In Ryanair’s case the company seemed to grow substantially and get so busy that it did not have the capacity in terms of manpower to fly the planes as often as needed in order to accommodate all the seats sold.

In both the passenger and goods road transport sectors, we are in some ways in the same situation as that of the airlines. A big pinch point may be looming as ‘Black Friday’ approaches, now regarded as the start of on-line shopping for the Christmas season. On 24 November all of the Main Street shops will open their websites for on-line sales. So, people will sit in front of their screens on that Friday, Saturday and Sunday buying Christmas presents.

Now imagine the bott leneck that is being created for their warehouses and delivery systems. It is possible that some courier companies will not recover from this tsunami of freight before Christmas. Th row in a few French strikes and a bit of bad weather in the lead up to the big holiday season and we

have the potential for chaos. Certainly, RTE Radio 1’s Joe Duff y could get a lively Liveline programme or two out of it as people get unsett led about their Christmas cheer!

Capacity shortages need to be managed. In theory extra business should mean extra income and profit, unfortunately in a lot of cases extra income brings extra cost that can wipe out existing margins. It is a bit like blowing up a balloon, there is a point at which you must stop or the consequences could be catastrophic.

Th is applies equally to both companies and the economy. Every sector thinks their business is different, they are right, every sector is different. Smart people can identify them, maybe they cannot change anything, but it is essential to be aware of something that costs money.

One essential difference between a road transport company and a manufacturer is their infrastructure. A manufacturer controls the space where they work, their factory floor, A transport company on the other hand, is in the main, at the mercy of the road network, facing delays at loading/ unloading points and ferry ports. Very difficult therefore to get production costs under control. When the economy gets busier, Dublin’s M50 and orbital routes surrounding it, along with ferry terminals and most associated premises get that bit

busier, consequently there are more delays.

I am not suggesting that all extra traffic is bad or will cost a company money, but there is always the threat of potential operational costs increases in this situation.

One thing that the industry need to stamp on is the current commentary that ‘Driverless Trucks’ are the coming thing. Yes, of course, the technology is available and it is a possibility, but the reality is that it is not as close as some commentators think.

I was talking to a driver delivering to a supermarket in Limerick recently where the subject of driverless trucks came up, and thought his comment was fairly accurate: “They are telling us that these things will soon go on their own …. but then again twenty years ago they said paperwork would be gone in ten years, now there is twice as much of it, I think our jobs are safe for another while.”

I think he has a point.

www.fleet.ie

52 | TIMES PAST

Mercedes-Benz

E 1. Henschel

2. Bridges

3. Dublin Docks

4. Kilmore Road, Artane

xtracting some notes on Mercedes-Benz commercial vehicles in Peter Davies’s World Encyclopedia of Trucks turned into a major exercise in automotive history that reawakened contact with two of the most revered figures in road transport history. The names of Gottlieb Daimler and Karl Benz are known to most people and it is to this duo that we owe much: two world firsts were the Benz motor bus of 1895 and the Daimler motor lorry of 1896.

Following various re-organisations, Daimler Motoren Gesellschaft and Benz & Cie merged in 1926, following which lorries were built at Gaggenau, Germany. Production, mainly of vehicles up to 6 tons, continued through the 1930s but during the War, virtually all vehicles went to the military, totalling about 64,000 units. Civilian vehicles were already being turned out by 1949 and it is interesting to note that until 1951, only normal-control (bonneted) vehicles were built.

The new forward control models were designated PL (P for Pullman) denoting comfortable cabs. The same year saw the introduction of the Unimog, widely regarded as Germany’s answer to Land Rovers and similar utility vehicles.

As the German economy powered on and demand for commercial vehicles continued to grow in the 1950s, several new models were introduced, and new manufacturing and assembly plants were built, both at home and overseas. It would be time consuming to list all these, as well as the many new vehicle types. Some vehicle makers were taken into the Mercedes-Benz company, among them Henschel-Hanomag, itself a combination of two formerly separate builders. The remnants of Krupp also came in. Other acquisitions included NAW, the combination of the Swiss builders Saurer and FBW. A restructuring in 1979 saw Daimler-Benz AG becoming Daimler AG with one of its commercial vehicle brands being Mercedes-Benz.

Expansion into the USA included the acquisition of Freightliner in 1981.

Ford's heavy vehicle construction business in America was also taken over in 1997 and renamed Sterling. A huge merger in 1998 created DaimlerChrysler, which also owned Detroit Diesel at the time, but since then the partnership dissolved with Daimler AG taking an independent path. Chrysler was eventually taken over by Fiat Automobiles.

My first encounter with a Mercedes-Benz commercial involved a medium van belonging to Urney Chocolates of Tallaght around 1950. Alas, my photographic days were only beginning and it unfortunately escaped my camera. The marque became more familiar in later years.

5. Four-axle Tipper

6. Crosbie Car Transporter FLEETTRANSPORT | NOVEMBER 17

Internationally, there have been many Mercedes-Benz developments over the years, details of which I would refer queries to Peter Davies’s magisterial Encyclopedia. Meanwhile, to avoid quoting endless model numbers, I present some illustrations which I hope will appeal to readers.

Numbers 1 & 2 date from my monochrome days but are nonetheless of interest. The first, taken on South Circular Road on a miserable day in the 1960s, shows a Henschel lorry and drawbar trailer – a rare visitor travelling from the Docks – and was a lucky find. So also was No.2, a heavy haulage tractor, also known as a ballast tractor, photographed around the same time on Malahide Road; Bridges was a well-known name in civil engineering at that time.

TIMES PAST | 53

11. PMPA Recovery Truck

No.3 shows a somewhat toil-worn normal control lorry 7468 ZA in a yard near the Dublin Docks in the late 1970s, the date of which is in my photo register, unfortunately away at present for scanning. No.4 shows a second bonneted vehicle, this time articulated tractor YZU 577, which was slumbering early one morning in a section of abandoned road at Kilmore Road in Artane. Vehicles of this type have almost disappeared from commercial use but can now be seen more frequently on Vintage Show fields.

Next are two completely unrelated activities. In picture No.5, four-axle tipper 99WX 2722, is hard at work in what is probably the largest type of service for eight-wheelers. No.6, taken near Townsend Street, illustrates the unloading of Crosbie’s Actros car transporter. The car above the cab must be without doubt something that sends shivers down the spines of pedestrians – and of motorists in front of the moving vehicle, who must have an alarming recall of a sequence in the unforgettable film The Italian Job. Memories are made of this!

Pictures 7 & 8 show two very different types of overhead work. The earlier shot shows a most interesting vehicle – Unimog Q62 LDV. The Q prefix suggests that it may have originally been a military vehicle. Equipped with rail as well as road wheels, it was snapped at Upper Abbey Street when it was assisting with the installation of poles to carry the overhead wiring for the Luas tramway system. The picture was taken in Upper Abbey Street early on a Sunday morning in Spring 2004. Rail-equipped trucks are also used to effect some overhead work on the Dart system.

Image No.8 shows a 4x4 (I think!) Actros carrying out repair work for the ESB at Maryfield Avenue in Artane. Readers may be puzzled at how simple it is to get pictures within a comparatively small area.

7. Unimog 8. ESB

9. 1991 Fire Tender

10. Sprinter Ambulance

The debt we all owe to the Emergency Services is well illustrated in pictures 9 and 10. No.9 shows a Mercedes-Benz pump 91D 30561 in service with Dublin Fire Brigade; the vehicle is seen in Dame Street.

The ambulance 675 NZU (No.10) was photographed at St. James’ Hospital.

The final two photos are a deliberate contrast. Recovery vehicles are a vital part of the transport scene, even if we prefer to keep them at the back of our minds – they are the ultimate back-up. No.11 shows a PMPA Mercedes-Benz recovery lorry about to remove a heavily vandalised AEC Matador from Cathal Brugha Barracks for the National Transport Museum in the early 1980s. The Matador has since, happily, been splendidly restored.

And to finish – No. 12 was taken at a Rally in July 2009 and suggests how life can be when the family takes a day out with lashings of ice cream and other treats. Smith’s brightly painted Mercedes-Benz 08LH 4360 represents the lighter end of the commercial range and is, I hope, a fitting end to this presentation. Happy days!

12. Smith's Sprinter Ice Cream Van Text & Photos: Michael Corcoran - contributor@fleet.ie

www.fleet.ie

54 | EVENT

Build up begins for FPS EXPO 2018 *The Oil Industry Event Returns to Liverpool

I

t’s all systems go once again for the annual running of FPS EXPO, organised by oil trade association, the Federation of Petroleum Suppliers. Preperations are already well underway for the oil industry event of the year which is returning to the Liverpool Exhibition Centre on 18 and 19 April 2018.

With the promise of a global audience and many new exhibitors, FPS EXPO 2018 is expected to att ract more than 1,500 visitors from around the world and over 140 exhibitors from across the oil and fuel industry.

Keenly anticipating another successful exhibition, Dawn Shakespeare, Marketing & Events Manager for the FPS said: “Every year we anticipate great things for FPS EXPO – and each time, new records are set in terms of visitor and exhibitor numbers. Next year promises to be the same and we are all super excited about all FPS EXPO 2018 will deliver.”

“It’s particularly heartening that we have long-standing exhibitors as well as new fi rms booking for the fi rst time, and it just goes to show the wide appeal of the event and its importance in the industry’s calendar.”

“There are almost six months still to go before FPS EXPO 2018 and already we have sold most of our stands, with less than 30 percent of exhibition space still available.”

“Next year’s new exhibitors include Ashdowne Oil & Chemical, Close Brothers Asset Finance, REDS Group Ltd, and Cavagna UK Ltd, which will stand alongside returning companies such as Adler & Allan, Philips 66, Scania, Road Tankers Northern, Tasca Tankers, Elaflex and Emco Wheaton.”

The main sponsor of FPS EXPO 2018 is TIP Europe, with P66 and PCL Horn also supporting the event.

“FPS EXPO is a fantastic mix of business and networking opportunities, as a result of the range of exhibitors and visitors,” added Dawn.

“The exhibitors that have already booked include businesses in the manufacturing, distribution, supply and technology sector, in both the UK and across Europe - which means there’ll be lots of exciting new products, services and technologies on display.”

“The Exhibition Centre Liverpool is a fantastic venue to host our annual exhibition and we’re thrilled to be back there again next year.

Visitors and exhibitors are able to meet new clients and network with key buyers and decision-makers, as well as view all the cutt ing-edge technology – and all in the spacious surroundings of the venue.”

“In addition, there will be the FPS’ annual networking events, The President’s Drinks Reception and an After Show Party, that always prove so popular.”

For more information on FPS EXPO 2018 or to book exhibition space, please contact Dawn Shakespeare: Call: 0044 121 767 1320 or by email on ds@fpsonline.co.uk or visit the show website fpsshow. co.uk

FLEETTRANSPORT | NOVEMBER 17

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56 | PROFILE

Virginia International Logistics – The company provides its own backup for the fleet with a four-bay garage, a truck wash and a fleet of roadside assistance vans. To keep the show on the road at all times fleet maintenance is carried out in-house in a purpose built 8,000 sq. ft. workshop.

Fleet Transport Irish Haulier of the Year 2018 - Virginia International Logistics Pictured with the team at Virginia International Transport are Marty Whelan, M.C. (left); Denise Owens and Orla Sweeney, Fleet Transport Awards and Glen Carr, Rosslare Europort (third from right).

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hirty five years ago, Johnny and Bridie Cole ran a country shop in the small village of Maghera on the N3, just outside the town of Virginia in County Cavan. Back then Johnny, who was a forward-thinking man decided to buy a truck, called the firm Ramor Transport and began collecting milk in the area with his Ford truck for Bailieborough Co-op and Virginia Milk products.

From those humble beginnings, the transport side of the operation has grown to become a huge player in the national, international haulage and logistics business, and recently was named as the Fleet Transport Irish Haulier of the Year 2018, under its current name, Virginia International Logistics.

Three generations of Johnny’s family are now heavily involved: of his sons, Sean is the Managing Director, James looks after the refrigeration side while Eamon is the onsite manager, with Ray responsible for sales and

customer services. They are the Directors of the company. There are also a number of his grandchildren in the family-run business that has grown substantially over the years.

Today Virginia International Logistics operates a fleet of 100 trucks consisting of Scania, Renault, DAF, Volvo and Mercedes-Benz.

All are integrated with Virginia's own GPS tracking and fleet management system, which has become a very important part of its constant push for efficiency and customer service.

The truck fleet ranges from Euro 4 to Euro 6 and are all part of a 3 to 5 year replacement programme, depending on their working environment. Virginia International also runs 300 trailers and employs 170 staff with a customer base of over 800 companies.

Drivers make up the bulk of the employees with 140 working for the company. These are supported by another 30 people in management, administration, servicing and maintenance.

Another successful and future thinking aspect of Virginia’s fleet is the investment in alternative fuels particularly Natural Gas. Having run some Volvos on a dual fuel Diesel/CNG programme, this environmentally-friendly policy has moved to purchasing CNG powered Iveco Stralis tractor-units this year, with more to follow. At the Blanchardstown depot, a CNG filling station has been installed.

Formed in 1982, Virginia International specialises in transport and logistics services between Ireland, the UK and throughout Europe. Also provided is the transportation of containerised goods worldwide in conjunction with partners Sea Air International, Dublin.

Speaking with Logistics Director, Gerry Murphy, there is a defined direction for Virginia International. Currently two warehouses are in operation, one in Virginia and another in Blanchardstown, Dublin. Gerry stated that Virginia also acknowledges the needs of its customers and has a strategic growth plan for the company.

“As a result we are currently developing a new 50,000 sq. ft. facility just down the road in Kells, County Meath with an option to expand to 100,000 sq. ft., when required. The first phase will be complete and open for business in April 2018.”

This facility will offer storage of a variety of products in various sectors, Pick, Pack and logistics services as required along with cross docking, breaking bulk and re-packing.

With continuing development, turnover has increased by 35% in the past four years, due in the main to a full expansion of services offered to customers and allowing a one stop shop for all of their requirements. The company has introduced the latest technology in its fleet and the business as a whole to optimize efficiencies and cost.

Gerry is pleased with the response from customers, and new clients continue to come on stream thanks to referrals and as a result

FLEETTRANSPORT | NOVEMBER 17

PROFILE | 57

– Leaders in Road Transport of positive customer service through good business relationships.

Bryan Dolan is responsible for the drivers and fuel management and explained that one major success has been the reduction of accidents and damages within the fleet over the last few years. This has largely been achieved by the installation of in-vehicle CCTV which has continuous recording from 3 on-board cameras. “This allows us to view any footage needed from an incident but also to train drivers on issues like harsh braking, near misses and general driving behavior,” he said.

“Another major success is the increased number of trucks within the fleet, which has grown by 25 trucks over the past 12 months, this was done by investment and also through the purchase of another haulage company,” he added.

“Our drivers complete the pre-shift walk around checks daily on every vehicle they use. This is completed on our ERP system through providers Stratum, through a new Android platform that provides us with the ability to complete our driver daily walk around checks on our mobile devices which then reports defects directly to our garage.

The driver checks the vehicle and any issues that may arise is completed on the form, along with any action that the driver has taken. This information is then stored on our ERP system long term. The garage receives the defects immediately and the programme can only be completed when the vehicle has been repaired and a job card signed-off.”

Although Virginia Logistics has been in operation for the past 35 years, the company has witnessed many changes in both the market and the transport and logistics sectors. It has kept abreast of that changing marketplace over the past three years by diversifying from the traditional Ireland, UK and Western European market to become a global service provider.

Fleet Transport International Haulier of the Year 2018 - Virginia International Logistics Pictured (l-r) Jarlath Sweeney, Fleet Transport; Bryan Dolan, Virginia International Logistics; Fred Rogers, Thermo King Sales & Service Manager Ireland; Johnny Cole, Virginia International Logistics and Marty Whelan, M.C.

alongside some important Eastern European counterparts to expand services and markets through partnerships with reputable carriers at competitive rates. This has also helped with the expansion of the services offered and that of additional destinations.

“At Virginia Logistics, we pride ourselves on service and with dedicated staff to manage key clients with full KPI measurements to exceed expectations. We work alongside our customers to continuously research their operation and identify new initiatives to introduce operational improvements, cost reductions and diversity.

We assist our customers by continuing to price the market, review latest technologies, implement best practice and maintain a competitive edge,” emphasized Gerry.

With Brexit coming down the tracks, Gerry mentioned that management at Virginia International is keeping a close eye on all possible results from the ongoing negotiations.

Potential difficulties due to Brexit include possible Border Controls, increased paperwork, delays to schedules, plus the negative impact on drivers’ hours, not to mention potential overall losses related to Irish competitiveness together with possible overseas competition.

While nothing is yet set in stone, it is vital that all bases are covered in case of a ‘Hard Border’ but hopes continue for a soft option being agreed by Britain and the EU. This year Virginia International Logistics was the worthy winners of two major trophies at the Fleet Transport Irish Haulier of the Year Awards for 2018. The company continues to set the highest standards that have seen the company grow and thrive through its thirtyfive years. It is a local Irish business, set up by a man with vision, to become an internationally renowned transport and logistics operation that brings welcome jobs to the Cavan area and a much-welcomed economic impact to town of Virginia.

With the introduction of new partnerships with third party service providers, Virginia can now offer a one stop shop to customers for Transport, Storage, Distribution, Customs clearance, project management and Intermodal transport through the use of Road, Rail & Barge networks in addition to project management, 3PL and 4PL outsource projects. In addition, the company has changed strategy to work Text: Gerry Murphy - gerrym@fleet.ie

www.fleet.ie

58 | SOAPBOX

Lies, Damned Lies & Statistics

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he above phrase describes the persuasive power of numbers and is essential for a Quango (organisation) trying to impress perhaps a Minister or even the general public of the absolute need for them to exist, for the greater good.

industry, one has received a 4% compliance rating!

I have spent a great deal of my professional life in the road haulage industry promoting safety within the sector, and participated many times as a representative of the Irish Road Haulage Association (IRHA) at various forums listening to both the good and bad. I have participated in Driver Certificate of Professional Competence (DCPC) meetings both in Ireland and Brussels in an attempt to turn what most see as a complete waste of time into something worthwhile.

I go back to my opening comments, the RSA may think that these statistics will endear themselves to the body politic; they won’t because others and I will show them up for what they are. Of far more importance is the damage to their reputation for truth and veracity and this may mean that road safety is damaged. There are those within the RSA who have worked hard to understand the concerns of the road transport industry in general and have a genuine concern for road safety, but their work has been undermined totally in the road haulage industry by these ‘Lies, Damned Lies and Statistics’.

Specifically, while many regard the Road Safety Authority (RSA) as a self-serving intrusion into an industry that has served Ireland since the invention of the internal combustion engine, I had seen it, with its warts and all, as something more important than that.

The environment in which we operate has become far more intense and demanding and for many years the “Sure, it will do for another while” attitude of some undermined the professionalism of the best.

Therefore, the RSA should be the guardian of the professional in road transport. However with regards to its Commercial Vehicle Roadworthiness Test (CVRT) programme reports, it has signally failed.

I recently downloaded our first CVRT rating from the RSA’s website and I can only say I am appalled that an organisation such as this, paid for out of the public purse, can so indifferently infl ict such potential damage on a company and our industry in general. In our case, there were two offences mentioned, one of which dates back to 2014, for which it cannot furnish concrete evidence. Whether because of these or not isn't clear, but the end result is that the RSA has given us a compliance rating of 56%.

Officials from the RSA have not contacted us to query the veracity of the offences, which in either case have absolutely nothing to do with actual road safety. The insurance industry will be only too delighted to fi nd yet another reason to hike rates instead of batt ling the legal profession, and from these RSA ratings, it has handed them the makings of a Golden Egg on a plate. As Ireland is one of the most openly traded economies in Europe, we are most dependent on road transport, and as the RSA has to report its fi ndings to the European Commission, the evidence it has purported to fi nd will have our international hauliers the target of every enforcement agency in Europe. Customers as part of their own compliance protocols regularly request to see our compliance records. Am I now to tell our clients that we are only 56% compliant? I have talked to some of our international hauliers, whom I regard as the cream of our

> Your gateway into Europe FLEETTRANSPORT | NOVEMBER 17

We are told there is some sort of appeals procedure. I have written to the RSA and as yet, haven’t even had the courtesy of an acknowledgment, let alone an explanation.

Right of Reply from the Road Safety Authority The RSA is legally required to put in place a risk rating system for HCV Operators. Operator risk ratings, and any information contained in them, are a tool used by the RSA to assist in targeting of enforcement. An Operators risk rating information is personal to them as an Operator and is only used by the RSA for the purposes set out in the current legal framework which relates to targeting of enforcement and frequency of inspections. Any information contained or displayed on an Operators risk rating is not evidence of, or relevant to, any other purpose.

The RSA has chosen to allow Operators to view their own risk rating via their CVRT Online account. This is to assist Operators in managing their own compliance and to be transparent in terms of our enforcement approach. Over half of all Operators, with a valid self-declaration, can view their risk rating online and we expect this access to be rolled out to remainder of Operators before the end of the year. To date many Operators have welcomed this transparency and feel the risk rating system is another step in supporting compliant Operators.

If an Operator considers that their risk rating is incorrect then we would encourage them to contact us directly by email at cvori@rsa.ie or to phone our helpdesk on 091 480 981. In that way we can rule out any system errors or omissions in their risk rating and assist Operators in understanding their risk rating report.

More information is available at www.cvrt.ie

www.samskip.com Text: Jerry Kiersey - jerry@fleet.ie

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