Fleet Transport November 2015 by Fleet Transport

IRELAND'S LEADING COMMERCIAL VEHICLE MAGAZINE Inside!

PICK-UP AWARD

Test Trials Norway

FEATURES

Scania Looking to the Alternative! NOVEMBER 15

FIRST DRIVE: Mercedes-Benz Actros with new OM 471 engine LAUNCH PAD: Ford Autosan Cargo Construction AFTERMARKET: SDC Truck & Trailer Parts Trade Event TYRES: Latest from Continental & Michelin

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Contents November 15

Fleet Transport Magazine, D’Alton Street, Claremorris, Co. Mayo, Ireland. F12 E7P2 Tel: +353 (0)94 9372819/ 9372826 Fax: +353 (0)94 9373571 Email: enquiries@fleet.ie Subscription Hotline: 094 93 72827 Editor: Jarlath Sweeney - editor@fleet.ie Contributors: Sean Murtagh, Paul White, Cathal Doyle, Jonathan Lawton, Donal Dempsey, Howard Knott, Jerry Kiersey, Rob Van Dieten, HSA, Joe O'Brien, Dr. Betty Maguire, Michael Corcoran, Leonard Allison Photography: Jarlath Sweeney, Paul White, Cathal Doyle, Rob Van Dieten, Howard Knott, Joe O'Brien, Michael Corcoran, Jerry Kiersey, Leonard Allison, Paul Sherwood, Anlegg & Transport Administration: Denise Owens, Paula Mullarkey - enquiries@fleet.ie Advertising: Mary Morrissey - mary@fleet.ie Sponsorship/Events: Orla Sweeney - orla@fleet.ie Design: Eamonn Wynne Printed in Ireland

4 NEWS • CV sales rise across EU • Welcome mat for Google Express? • International Truck of the Year 2016 contenders • Ireland finishes on the podium in Moffett finals • Wirth truck aerodynamics rewarded • Thermo King acquiries Celtrak 8 FORUM RSA Academic Road Safety Lecture 10 COVER Scania takes the Alternative Fuel road 12 NEW FLEET Big order for Scania. Deals done for Renault Trucks & Isuzu 14 FIRST DRIVE In the next phase of the Daimler OM 471 Euro 6 16 FLEETING SHOTS Featuring Roadfreight, HIAB & Dakar Rally 2016

www.fleet.ie | 3

25 AWARDS Test Trials for International Pick-up Award in Norway 30 REVIEW RAI Show 2015 Amsterdam 32 FUEL PRICES/SAFETY MATTERS 34 HEALTH MATTERS Seatbelt safety 36 TRAILER Interview with Wielton CEO 38 TIMES PAST A rather special tram 40 COMMENT The future of the Bus & Coach industry 41-44 FLEET MARITIME Shipping & Freight newsletter 45 LEGAL Employee involvement is key

17 TYRES 1 New Apps from Michelin

46 FINANCE Operator costs increasing

18 AFTERMARKET Successful SDC Truck & Trailer Trade Night

48 OPINION Budget 2016 - A day to remember

20 LAUNCH PAD Ford Cargo Construction

50 SOAPBOX Future proofing

22 TYRES 2 Extending the tyre life the Continental way

P12

P36

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.

Transport Barometer: Data from 15/09/2015 - 14/10/2015

Disclaimer: Fleet Transport Magazine management can accept no responsibility for the accuracy of contributed articles or statements appearing in this magazine and any views or opinions expressed are not necessarily those of Fleet Transport management, save where otherwise indicated. No responsibility for loss or distress occasioned to any person acting or refraining from acting as a result of the material in this publication can be accepted by the authors, contributors, Editors or publishers. The Editor reserves the right to make publishing decisions on any advertisements or editorial article submitted to the magazine and to refuse publication or to edit any editorial material as seems appropriate to him. Professional legal advice should always be sought in relation to any specific matter.

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

Official Irish jury member of the International Forklift Truck Award

Transport Barometer: Freight surplus in Q3 In the third quarter of 2015, TimoCom’s transport barometer’ graph is heading high with an increase in offers relating to freight to vehicle ratio. A 50.2% freight share and 49.8% available vehicle capacity in the European transport market suggests a ratio very close to the theoretical optimum. However, this quarter also demonstrated a high level of fluctuation and the beginning of the quarter was a surprise.

The second quarter ended without any immense fluctuations and a balanced freight and vehicle ratio was a profound basis for the third quarter. Due to the summer and holiday season in most European countries, many experts expected a decrease in the freight share on the transport market. But things turned out differently. The result was another, albeit slight, freight surplus in the third quarter.

4 | NEWS 1

Commercial Vehicle sales continue upwards spiral across EU

rowth was sustained across all commercial segments in September as demand for new vans, trucks and buses rose for the ninth consecutive month. September recorded a positive 14.7% rise while overall figures from year to date across the 27 EU States recorded by the European Automobile Manufacturers’ Association (ACEA), show an increase of 12.2% over the same period the previous year. Buoyant Southern European markets led

the way during September with Spain (+53.2%), the UK (+19.9%) and Ireland (16.2%) posting double-digit percentage gains, followed by France (+9.7%) and Italy (+4.9%). Interestingly the Continent’s biggest market, Germany had a contrasting result with a mere 0.6% growth. Total new registrations for commercial vehicles were 208,077 units while January to September figures reached 1,517,247. When broken down into segments, 173,515 light commercials up to 3.5 tonnes GVW were

sold during September (1,253,009 overall for the year to date) while 24,912 new heavy trucks (+16 tonnes GVW) were registered during September with 188,281 units sold, nine months into the year. Spain (+79.3%), still benefitting from Government incentive programme leads the charge and contributed largely to the ongoing growth in September. The UK (+ 26.7%) and Italy (+56.4%) were the other two main performers on the sales chart. Over the nine months of 2015, new bus and coach registrations increased by almost 30%; totalling 29,000 units.

Could Google be the saviour of the declining Main Street?

ne of Mercedes-Benz' customers for its new Mertis van (aka Vito) in the United States is Google Express, the e-commerce division from the Internet giant, which aims to substantially expand its ultimate service for customers that simply have no time to shop. In Los Angeles Google Express has currently 30 merchant partners covering everything from groceries, general household goods, clothing, DIY equipment, etc. Member customers (who pay a monthly fee of various amounts) once having ordered on-line (through a Google App, of course), can select same day delivery at a time window that suits. The dispatch and picking of the order is carried out by an appointed third party logistics operator, and on Google’s recommendation, operate the new mid-sized Mercedes-Benz van. Naturally, Google Maps helps to steer the driver to the correct address. Prior to that the logistics of obtaining the goods from local stores where possible, or from the larger out-of-town outlets used by the big brands gets underway in an efficient manner. With footfall continuing to decrease on the Main Streets across the country, this concept which was initiated by Google two years ago in San Francisco, and expanded to Los Angeles and New York last year, could yet be their saviour. Signature is obtained through POD – Point of Delivery App and where required for alcohol or tobacco drops, a scan of the FLEETTRANSPORT | NOVEMBER 15

receptor’s driving license is required to prove that they are the legal limit. The facility for returning unwanted or incorrect goods is currently being worked on, as is the provision of refrigerated goods, similar to that provided by the major supermarket chains.

producers and suppliers. The big world is gett ing smaller but increasingly is being dominated by the big brands. No word as yet if and when Google Express will arrive in Europe but if it doesn’t, the specially developed App from its bulging Toolbox could be made available to third parties.

With a potential customer base of 60 million within reach in the US that could avail of this system of convenience, what Google gets in return is a customer membership fee, a kickback from the supplier as their sales increase but above all a massive and broad database. This information gives Goggle even more data on consumer activity which could be used in their marketing campaigns and strengthen relations with the big brand commodity

Damian Raspall, Head of Supply Chain Management at Google

NEWS II | 5

Six of the best in contention for International Truck of the Year 2016

t the Solutrans 2015 Commercial Vehicle & Trade Show in Lyon, France on 17 November next, the official announcement and presentation of the most prestigious annual truck award in the business will be made. For the 2016 trophy, one of the following brands will have their model type engraved on it, namely the DAF CF Silent, Ford Otosan Cargo Construction, Iveco Eurocargo, Renault Range C&K (Construction), Renault Range D (Distribution) and Volvo FH (Dual Clutch).

“From this listing, there is a great variation in the types and configurations of trucks in contention for the 2016 award,” stated Jarlath Sweeney, executive member of the International Truck of the Year jury. “From the selected shortlisted fi nalists, the three main truck applications are covered – Distribution, Construction and Long Haul, with quality examples from the various manufacturers stretching from France, the Netherlands, Sweden, Italy and Turkey,” he added. All of the nominated trucks have been driven

and scrutinised by the 25-member panel over the past year. The 2015 ITOY award winner was the Renault Range T. Also on the night the winners of the International Van of the Year and International Pick-up Award 2016 will be announced.

Olan Murphy (Macroom Haulage) secures third in Moffett World Operator Championship

n Saturday 24 October, Cargotec Ireland held its inaugural World Operator fi nals in its Moffett forklift factory in Dundalk where 14 finalists from 13 different countries competed to become the world’s best Moffett (Mounty) driver. The competition itself consisted of two rounds of two heats, in which the drivers had to unload and load pallets onto a truck while negotiating a chicane course. Overall time and penalties were taken into account, with safety and precision being the determining factors. The top three with the lowest aggregate score went through to the grand final. Olan Murphy, representing his family fi rm Macroom Haulage (Cork) – Fleet Transport Irish Haulier of the Year 2016,

made it through as the second fastest where he competed against the UK and Dutch finalists in the new E4 electric Moffett. With no driver accustomed to the new emission free forklift, it made the competition even more competitive. All drivers competed in the final with impressive skill and concentration but in the end the Dutch driver Jan De Vaan claimed top spot, with UK’s Wayne Bordoy fi nishing second and Olan fi nishing in on the fi nal step on the podium.

Olan can be proud of his performance and the accolade as not only being Ireland’s best Moffett driver but third in the world. Leonard Allison

Wirth truck aerodynamic kit awarded

ngineering and aerodynamics specialist, Wirth Research, with a pedigree in Formula 1, was among the winners in the Low Carbon Vehicle Partnership (LowCVP) Low Carbon Champions Awards for its patented WR Aerokit for trucks. In development since 2010 as part of a strategic partnership with Eddie Stobart, the WR AeroKit is a cutt ing-edge and innovative application of motorsport technology that delivers truly outstanding performance and results in terms of HGV drag reduction and lowering carbon emissions. Wirth Research was named a winner in the ‘Low Carbon Initiative by an SME’ category. Compared to the existing air management system used by Eddie Stobart, the Wirth Research WR AeroKit was shown to deliver 10% less aerodynamic drag. www.fleet.ie

6 | NEWS 111

Celtrak acquisition solidiﬁes Thermo King’s telematics business

hermo King’s takeover of Celtrak further enhances the product line and services offered by the manufacturer of transport temperature control led solutions for a variety of mobile applications. Celtrak, based in Galway, is a global leader in the development of customized and integrated vehicle tracking and fleet management solutions, providing end-to-end telematics products and services for customers in more than 30 countries and in 10 different languages. Fleet Transport spoke with Peter Robertson, Transport Solutions Intelligent Services Leader North America & EMEA Ingersoll Rand, Thermo King’s parent company. How will the long standing relationship continue and progress between the two parties? Th is is an exciting and strategic acquisition that further solidifies the position Thermo King has in the telematics business. The Celtrak acquisition provides our team with access to new and complementary capabilities that will further accelerate the development of Thermo King’s Intelligent Services. We have partnered with Celtrak since 2005 on our exclusive TracKing telematics solutions. Through our decadelong partnership, we’ve successfully elevated our telematics platform from a remote monitoring system to an enabler for data-driven services that helps lower our customer’s operating costs, offers traceability and enhances Thermo King’s products and services portfolio. Because of this successful and long-standing partnership, we expect, and fully intend for a smooth integration of the Celtrak business into Ingersoll Rand Transport Solutions. What will it mean to the current set up at Celtrak, a move to the Thermo King Mervue HQ in Galway? There will be no immediate impact to the Transport Solutions business, dealers, customers or suppliers. We will be thoughtful and coordinated in our integration process to ensure a smooth transition into Transport Solutions. It’s critical that we don’t limit the innovation and speed-to-market that Celtrak brings. As of today, Transport Solutions will maintain Celtrak’s current operations and space. However, as a part of our business cadence we

FLEETTRANSPORT | NOVEMBER 15

From right to left: Declan McAndrew, Chief Executive Officer of Celtrak; Doug Lenz, Vice-President, Product Management & Marketing, Ingersoll Rand Transport Solutions, and Peter Robertson, Intelligent Services Leader North America & EMEA, Ingersoll Rand Transport Solutions.

regularly evaluate the needs of our organization and make adjustments as necessary. Will there be an increase in staff numbers? Nothing involving daily work responsibilities will change for our employees or our dealers. We now have new team members that we can leverage for best practices, technology and expertise. As Celtrak moves from being a strategic partner to a member of the Transport Solutions family, there will be opportunities to work together more efficiently and effectively. The optimal processes and structures to achieve this will be reviewed and determined during the integration. In general, where do you see significant growth markets for your telematics systems business - North America and Asia? Despite strong market growth in recent years the commercial transport telematics market remains under-penetrated, with good growth opportunities existing in many segments and geographies. Celtrak currently sells Temputrak and Trailertrak directly to our Thermo King dealers in EMEA. Additionally, we see a good fit to sell the Temputrak and Trailertrak products through the Thermo King dealer channel in North America and EMEA. We will review the feasibility of adding these products to our dealer’s portfolio, and identify steps required to do this during the integration.

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8 | FORUM

RSA interested in introducing CLOCS Cyclist Safety Programme

t the Road Safety Authority’s annual Academic Road Safety Lecture, with Cycle Safety as its main theme, Ms. Moyagh Murdock, Chief Executive, RSA stated that the national body would be interested in introducing and implementing a Construction Logistics and Cyclist Safety (CLOCS) programme as is successfully underway in London. Through the CLOCS programme, Transport for London (TfL) in collaboration with developers, principal contractors, construction logistics operators and industry associations, has developed a Standard allowing industry to effectively manage Work Related Road Risk (WRRR). The CLOCS Standard provides a common set of requirements which can be implemented by clients and adhered to in a consistent way by fleet operators, and demonstrates an industry-led commitment to improving road safety. Th is means that the specification of construction trucks is upgraded with various safety systems to reduce driver’s blind spots, and thereby reduce the risk of incidents with pedestrians and cyclists. Th is question was raised by Fleet Transport on hearing of research into fatal collisions involving cyclists in Ireland over a 10 year period. In his study, Professor Michael Gilchrist, Head of School of Mechanical & Materials Engineering at UCD, staged computer reconstructions to determine whether a helmet would have offered protection based on data from the 37 incidents. “Bicycle helmets offer effective protection at low speeds of less than 50 km/h but their protective capabilities are reduced as speeds increase,” he said. Also at the lecture, Mr. Seamus Morris, Consultant Orthopaedic Surgeon and Director of the National Spinal Injuries Unit (NSIU), presented his research into the impact and management of trauma on cyclists. From 2010 to 2014, the NSIU saw a 320% (from 5 in 2010 to 21 in 2014) increase in the number of cyclists presenting with spinal injuries, with 30% of these patients having spinal cord injuries. Over that time a total of 53 cyclists required admission, of whom 21% had spinal cord injuries. FLEETTRANSPORT | NOVEMBER 15

RTE presenter and MC Bryan Dobson, Moyagh Murdock, Chief Executive, Road Safety Authority and Minister for Transport, Tourism and Sport Paschal Donohoe T.D.

Mr. Morris said that the first 24 hours after a collision is critical, “Recent key evidence from the US notes that early surgery within 24 hours of injury is associated with a significant improvement in recovery. The logistics of getting a patient to the operating theatre in that time frame can be challenging with patients being referred from nationwide. An efficient referral network is key to achieving this goal as are a trained surgical team, full radiology support including 24 hour access to CT and MRI and 24 hour access to the operating room.” Minister for Transport, Tourism & Sport, Paschal Donohoe T.D., [said in the opening speech] introduced by RTE Newscaster, Bryan Dobson at the event held at Corrigan Hall, Dublin 2; “Over the past few years, the number of cyclists on our roads has increased and so too has the number of cycling-related injuries and fatalities. Cyclists are among the most vulnerable road-users so it is vital that safety measures, such as a helmet and high vis clothing are taken when out on the roads, as well as abiding by the Rules of the Road. I would also appeal to drivers to ensure they exercise caution and consideration when sharing the roads with cyclists. In particular, reduce your speed when you approach a cyclist as this could be the difference between life and death in the event of a collision.” Last year, 13 cyclists were killed on Irish roads, more than double the number killed in 2013 (5). In depth, research conducted by the RSA on cycling injuries in 2012 found that there was a 59% increase in the number of cyclists

injured on Irish roads in 2012 when compared to 2011. Almost half of cyclists injured in 2012 were injured at junctions, with T-junctions representing the most dangerous type of junction. The most dangerous manoeuvres taken by drivers include right turns, followed by left turns. These manoeuvres by drivers accounted for almost 4 in 10 injuries to cyclists in 2012.

Minister for Transport, Tourism and Sport Paschal Donohoe T.D.

Seamus Morris FRCS, Director National Spinal Injuries Unit, and Clinical Lead Department of Spinal Injuries Unit, Mater Misericordiae University Hospital.

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10 | COVER

Scania Takes CO2NTROL - Right Here. Right Now.

he importance of this special event for Scania, was clear from the list of high profile speakers invited to address the ‘Scania Takes CO2NTROL‘ forum in Sodertalje, Sweden. The event aimed to demonstrate that with Scania vehicles, operators can dramatically reduce CO2 emissions ‘Right here. Right now.’ First to the podium was Christopher Podgorski, Global Senior Vice President, Sales & Marketing Truck at Scania (pictured). Mr. Podgorski’s opinions on the importance of vehicle emissions and climate change were formed before he joined the company in 1999, as he hails from the Brazilian City of Sao Paolo. He graphically described the horrendous smog that was a part of everyday life before the problem of vehicle emissions was tackled. He is confident that Scania has the solutions to address the issue of vehicle emissions and that this can be done now. “We want to be recognised as the leader in sustainable transport, and I can say the technology is now available - we want to be the pioneers.” To be fair Mr. Podgorski is not just encouraging transport operators to buy new Scania products to reduce emissions, and listed a number of schemes Scania has initiated to reduce its CO2 footprint, including “inbound logistics down by 16%,” which he said achieved an “average cost saving of 14%.” He continued to highlight other programmes including making alternative commuting arrangements for Scania employees. Mr Podgorski was followed by Scania’s Product Director Distribution, Magnus Hoglund, who began his address by stating that; “It does not cost a lot to reduce high levels of CO2 .” He stated the costs are around an additional 5%, and believes that by adopting the Scania three pronged approach to sustainable transport, of “smarter transport, energy efficiency and alternative fuels, they will offset the additional costs and deliver a return.” For smarter transport he means Scania Fleet Management System. For energy efficiency he noted the powertrain performance of ‘Ecolution by Scania’, and now the five options of FLEETTRANSPORT | NOVEMBER 15

alternative fuels available for Scania vehicles. However, speaking on the issue of alternative fuels, Magnus mentioned there are three main factors involved. The first is that the fuel must have an impact on climate change, the second is that the fuel must be readily available. The third factor is the cost, and this is not just the price per litre - it also relates to the infrastructure. When listing the range of alternative fuels available, Magnus also noted the reduction in CO2 each of the fuels bring. For example, the rated reduction for Natural Gas is 20%, and for Biodiesel is 66%. After which we have Biogas, Ethanol and HVO (Hydrogenated Vegetable Oil) all claimed to reduce CO2 by 90%. That said, the rated reductions listed depend largely on infrastructure, vehicle usage, and the pricing and taxation applicable to individual countries. Magnus finished by saying; “we can present a broad range of options, which we have available now, and we have different models for different applications.” After a short presentation on a Clean Truck Project for Stockholm, Eva Iverfeldt (Technical Manager Fuel) and Daniel Milione (Product Manager Alternative Fuels) delivered a talk on the merits of each of the alternative fuels, and power sources. As with most things in life, there are pros and cons, which in this case do not only apply to the fuel - but also to the country where the company is based. Eva explained in great detail how each fuel is produced, the inherent properties of the fuel, and the relevant qualities for carbon reduction. Daniel then explained how Scania had developed its vehicles to make use of the fuel and deliver benefits to operators and society. It’s worth noting that Scania’s Euro 3 Gas engine developed 900 Nm of torque between 1000 and 2000 rpm. Today Scania’s Euro 6 Gas engine develops 1500 Nm of torque between 1050 and 1500 rpm. These figures are almost identical to the equivalent Scania Euro 6 diesel which produces 1500 Nm of torque between 1000 and 1400 rpm. Th is means there are no real question marks over the ability of the engines to perform. However, the performance of any engine is critically dependant on the standard of the fuel being used, and this does raise questions. Neither Scania or any other OEM can control the source or provenance of the

COVER | 11 fuel used in any given engine, and therefore cannot state categorically how the engine will perform. Th is is supported by some major fuel companies, and fuel system service agents, which have previously raised concerns about the quality of alternative fuels, especially organic based compounds like Bioethanol and FAME (Fatt y Acid Methyl Esters). Where a fuel crop is grown can determine the quality of the fuel produced. In addition because the fuels are organic they are age sensitive, and will behave differently at different temperatures. Eva highlighted that Rapeseed will freeze at -15°C, while Coconut Oil will freeze at +15°C, and stated that the fuels need to be certified to a Euro 6 standard. The fact that Scania has produced engines that will tolerate these variations is a testament to the company’s engineers.

Hybrids

Launching the world’s first Euro 6 diesel-electric Hybrid truck. Jesper Brauer, Sales & Marketing Manager, Product Distribution at Scania, detailed the main features of the new driveline. We must remember that this is not Scania’s first attempt at Hybrid drivelines, as the company has extensive experience of the technology from the passenger transport side of its business. The P320 Hybrid is powered by a 130 kW electric motor, and Scania’s 9 litre engine, which can run on HVO or Biodiesel, as all Scania engines can operate. In its estimate operators can expect fuel savings of 18% and a CO2 reduction of 92% from the Hybrid. In normal operation the truck will move off in electric mode and then switch to diesel at around 20 kp/h, and uses regeneration to recharge the battery. Importantly the truck can be switched to force charge the battery, which then gives a range of approximately 2 kilometres in full electric mode. Th is is becoming of more interest where city centres are developing quiet zones for night-time deliveries

CNG/CBG - Natural Gas

Unfortunately at the launch the only Hybrid models Scania had available, were prototypes which we were not allowed to drive although we could accompany one of their drivers around the test track. While not satisfactory we took up the offer, though being able to drive it and compare directly with the Hybrid offerings we have driven from other OEMs would have been preferred. From the passenger seat Scania’s Hybrid Truck appeared to perform reasonably ok. However with a battery life of seven years, a weight penalty of 780 kgs, and the additional costs of €50,000 for the Hybrid version, operators will need a strong business case to see any return on the investment. It is true that these issues apply to all commercial Hybrids and do not relate solely to Scania. While an argument can be made for increasing the use of Hybrid technology in city and urban passenger transport, for the goods transport sector these costs and vehicle limitations will not encourage operators without external pressures or incentives. Meanwhile, Scania has some other interesting, and immediately available options with its alternative fuel drivelines. We drove their trucks powered by biomethane, biodiesel and HVO and found them all to deliver equivalent performance to their diesel powered stablemates. It must be noted that the trucks we tested were all regular Swedish spec 25.25 metres with gross combination weights from 60 to 74 tonnes. These configurations instantly deliver dramatic reductions in fuel usage and CO2 emissions, and their on road performance further demonstrates how far Scania has developed the alternative fuel technology. Could 25.25 metre long Eco-Combis be a simple Text & Photos: Paul White - paul@fleet.ie

Biodiesel

method of instantly reducing Ireland’s CO2 rating? The forthcoming pilot project soon to be undertaken with Eoin Gavin Transport, Scania and Dennison Trailers will answer that question. Our drive of the alternative fuelled vehicles showed that Scania, through some clever and innovative engineering, has delivered a product range which performs as well, and in some cases exceeds the performance we have come to expect from the equivalent diesel only engine units. As to the question of Hybrids for the goods transport sector? The answer has yet to be determined. Nevertheless Scania deserves congratulations for producing the world’s first Euro 6 Hybrid, and if we see, as we surely will, the price of oil rising - then the idea of hybrid for transport will definitely be back on the cards. www.fleet.ie

12 | NEW FLEET

Westward Scania secures €5 million deal with STL Logistics

n one of the biggest fleet deals in recent years, Limerick based logistics supply chain solutions specialist STL Group has ordered 43 Scania R-series tractor units as part of its fleet renewal and expansion programme. The deal, valued at almost €5 million, was brokered between STL Logistics, part of the STL Group and Westward Scania – with the support of local Scania dealer Nolan’s of Castleisland, County Kerry. The new line-up’s configuration will comprise mainly of Semi-Day/ Sleeper/Highline cabs in 4x2, 6x2*4 & 6x2/4 form, powered by 410/450 hp 13 litre 6-cylinder in-line SCR Euro 6 only engines.

supply chain logistics capabilities.

“I’m delighted to confi rm that we will be adding forty-three Scania trucks to our fleet,” said Michael O’Riordan, Chief Executive of Shannon Transport Group. “It’s a great deal, not only for ourselves but for our clients too, who will be able to avail of the proven reliability and outstanding performance of these vehicles to meet their various logistics needs.

With its own service platform, DoE testing unit and a dedicated team of traffic schedulers, STL Logistics is part of the ChillNet group, which offers a European ambient chilled and frozen distribution service including daily delivery to the UK. The company’s 100-strong fleet travels an average of 25,000 miles per day.

“Th is is a significant investment for us and one that underscores our commitment to continuous improvement at every level of the business,” Michael added. “We are always looking for ways – big and small – in which we can deliver even better services and solutions for our clients, and the new Scania fleet will certainly enhance our

Pictured (from left to right) Seamus Hennessy, Marketing & Corporate Affairs with STL Group (Newcastle West); Lisa O’Riordan, Warehousing Manager, STL Group (Newcastle West); Joe Crann, MD Westward Scania; Michael O’Riordan, Chief Executive, STL Group (Newcastle West) and Carol O’Riordan, STL Beverages Division (Newcastle West).

New Renault Cs and Ds going from A to B!

mong the many new trucks on display at the Mondello Truck Show, this new Renault C430 8x4 certainly caught many eyes. Featuring Sleeper Cab and a Looby built body with superb paintwork by Frank Dunne it was purchased from Setanta Vehicle Importers and will be run by Keith Nolan wearing his uncle Tommy's company colours, Graham Sand & Gravel, Prosperous, County Kildare.

New Isuzu NPR to prove its worth for Walter Fuel Supplies

ast month Noel Kelly from Kelly’s Car & Commercial Repairs in Limerick, main Isuzu Truck dealers for Limerick and Clare, sold this new Isuzu NPR 7.5 tonne N75.190 rigid, specified with a 5.2 litre 190hp diesel and Easy Shift automated transmission and 16ft Giblin dropside body to Ger Walter Fuel Supplies Ltd., Limerick.

Callanan Couriers, the family run business based in Kilkenny purchased this new Renault D278 18 tonne GVW Rigid fitted with CAFCO built 26 foot curtainside body and Zepro tail-lift . Pictured (bottom right) are Andrew Freeney, General Manager, Setanta Vehicle Importers and Don Callanan, Callanan Couriers.

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14 | FIRST DRIVE

Mercedes-Benz keeps ahead with new OM 471 engines

cross Europe the MercedesBenz ‘Fuel Duel’ challenge has been clearly demonstrating that the improved fuel consumption claims made for Actros can be achieved in real world operating conditions. In July this year, parent company Daimler launched the latest version of the acclaimed Euro 6 OM 471, and along with the impressive fanfare it came with some even more impressive claims. Notably that; “the new OM 471 would be the most fuel efficient heavy diesel on the roads,” and would further enhance performance for operators. Could this be true? Fleet Transport accepted an invitation to test the claims by driving an Actros with the new six cylinder installed in convoy across Slovenia. When launched four years ago the OM 471 was an important milestone for the German manufacturer. Since then, the engine has been fitted to over 250,000 vehicles and is common

FLEETTRANSPORT | NOVEMBER 15

to both truck and bus applications. So the prospect of the unit not performing would have serious consequences for the brand, which has been steadily increasing market share across the European heavy commercial sector. As with any business case there needs to be a return on the investment, and in this case Daimler will need to get a return on its €60 million investment in the redevelopment of OM 471. For the latest update, the engineers at Daimler focused principally on further enhancing airflow and fuel delivery to the combustion chamber. Th is was achieved by improved regulation of turbocharging and exhaust gas recirculation, and delivering more power by splitt ing the recirculating exhaust gas as required between a varying number of cylinders. Other important factors include additional refinements to the X-Pulse common rail fuel system creating an increase in injection pressure, and by increasing the

compression ratio from 17.3:1 to 18.4:1. What this redesign means is that MercedesBenz can offer five power ratings from one unit with three of these ratings being designated as ‘Top Torque’ engines. A Top Torque rating means the engine will produce an extra 200 Nm of pulling power when cruising in top gear. So the 12.8 litre in the 1845 driven had a rated power of 449hp (330kW) and a standard maximum rated torque of 2,200 Nm delivered at 1,100 rpm. However when cruising in top gear (12th) the rated torque increases to 2,400 Nm - and importantly it is still delivered at 1,100 rpm. This should make motorway driving more efficient as the truck can maintain a consistently high cruising speed, leading to improved journey times and reduced fuel consumption. By combining the new engine and PowerShift3 automated transmission with the new axle ratio of 2.533:1 - allows

FIRST DRIVE | 15 Daimler to claim the new OM 471 delivers up to a 3% savings on fuel. In real terms using their calculations and based on an annual mileage of 130,000 kms, an average fuel consumption of 28.5 l/100 kms can be achieved. A 3% saving over 130,000 kms equates to 1,100 litres of fuel, and about three tonnes of CO2 on a long distance tractor and semitrailer. Mercedes-Benz fully accepts that “even with the most painstaking preparations, the fuel consumption differs by up to three percent per tour due to various influences such as weather and traffic. These differences are evened out by performing several test drives in succession and conducting a detailed assessment.” The Mercedes-Benz preferred test route is one the company has used for over twenty years and covers a return journey from Stuttgart to Hamburg, a total of 1,500 kms. Th is is the route used to benchmark its products, and it makes no secret about using the same route to benchmark its competitors products as well. A programme of continuous development by the engineers at Daimler has significantly reduced fuel consumption by almost 12% over the four years since its flagship Actros was launched. One system contributing to the savings has been the development of Predictive Powertrain Control (PPC). In achieving that reduction of 12% the importance of PPC should not be underestimated. Product & Marketing Manager at Mercedes-Benz Trucks, Vincent Angellier told us that PPC has achieved a 70% uptake across Europe, with no individual country recording an uptake figure of less than 50%. For our first test run from Ljubljana to Piran on the coast we opted for the most popular engine spec in Ireland, the 1845. Running at the permitted max weight of 40,000 kgs, our 4x2 tractor performed as expected on the rolling hills of Northern Slovenia. Actros is well known at this stage and this event aimed to focus on the engine and driveline. With almost max torque being realised at just 850 rpm, this ensured a comfortable drive through the outskirts of Ljubljana. One area of particular interest to us was to see how the new final drive ratio performed - and how it might suit Irish operators. Certainly at cruising speeds the ratio has potential to reduce fuel consumption, as it gave our 1845 an engine speed of 1,150 rpm at 85 kp/h. Arguably more interesting when Text & Photos: Paul White - paul@fleet.ie

it came to the hill climbs the Actros pulled marginally better than we had expected. It must be said that we were measuring the truck in isolation. For a more exact comparison we would need to run head to head against an equivalent Actros with the previous OM 471 and the previous standard ratio of 2.64:1 and use a stopwatch. Nevertheless on the return journey we drove the Actros 1853 at the same weight and running with a 2.733:1 rear. Over the hilly section of the return drive we caught up to one of the 1845s, which as you would expect we managed to overtake. However what was interesting was how well and for how long the 450hp truck stayed with us. Although this should not be a surprise when you consider that the 1845 running in 12th gear with the Top Torque configuration has only 200 Nm of torque less than the 1853. It may be a little difficult to exactly describe the performance, though it crossed our minds as to why anyone would need the extra eighty horsepower when the 450hp performed so well. Based on our drive it appears that the new driveline from Stuttgart has answered the initial questions. The engine is smooth and powerful where operators need it, and the previous version has proved its performance in the fuel consumption stakes. PowerShift 3 in this application is well matched and with these components working through a long final drive ratio we feel that this Actros will set new standards in driveability and efficiency. It's also worth noting that during development the engine completed over 12.5 million test kilometres, so reliability should not be an issue. In July it was announced that the engine would be available for immediate delivery for Daimler’s Setra coach brand, and from October 2015 for truck. We asked Vincent Angellier about the initial reaction to the new power unit, and he informed us that demand for the new power unit has exceeded expectations and the company has already completed the change over to the new

engine. Since its launch we have always found the Actros MP4 an excellent truck to drive. Now four years on, the new engine, and revamped driveline has improved on what was already a competent and efficient truck. The engineers in Stuttgart have done an excellent job providing innovative mechanical solutions to reducing fuel consumption. During the test drive an incident took place just as we were leaving the motorway to head back onto the national road for Piran. A car driver that was overtaking us realised that he had overshot the exit and came to a very abrupt stop in our lane directly in front of the truck. Although there was no immediate danger, as we had enough time to move around the car, by the time we had checked the mirror and signalled to move out, Active Brake Assist 3 activated and began to brake the truck automatically. It was an interesting and useful real time demonstration of a system we have only seen operate in a controlled test environment. We have no doubt that if ABA3 was not fitted or if the driver was not attentive and ready to take evasive action, the outcome would have been a lot different.

Daimler OM 471 / 12.8 litre In-line Six-Cylinder Rated Power kW

Rated Power hp

@rpm

Rated Torque Nm

@rpm

310*

421

1,600

2,100

1,100

330*

449

1,600

2,200

1,100

350*

476

1,600

2,300

1,100

375

510

1,600

2,500

1,100

390

530

1,600

2,600

1,100

*Notes ‘Top Torque’ Engine Models www.fleet.ie

16 | FLEETING SHOTS

Roadfreight signs with Ulster Rugby

ermanagh based haulage fi rm Liam Connolly (Roadfreight) Ltd., is the new Official Logistics Partner to Ulster Rugby.

Connolly said: “The company is very excited to be joining forces with Ulster Rugby. We see tremendous synergies between a sport that is built on teamwork, passion and a will to win; values that we as a family business strive to bring to our customers.”

As part of the sponsorship partnership the Ulster Rugby logo will be featured on the back of all Liam Connolly (Roadfreight) Ltd., trucks. In addition, giant images of Ulster Rugby players Andrew Trimble, Tommy Bowe and Rory Best will be displayed prominently on the company’s semi-trailer, which travels across the province on its daily runs.

Fiona Hampton, Ulster Rugby’s Head of Sales & Marketing, added: “We are delighted to launch this partnership with Liam Connolly Roadfreight. They will be a perfect fit in that they are an Ulster-based company but have distribution networks across the UK and Europe, and mirror our ambitions well. We have great support from across the UK and Ireland so it will be nice for those fans to see the Ulster Rugby brand quite literally on the road.”

Speaking after agreeing the deal with Ulster Rugby, Roadfreight’s Darren

New-generation Hiab Multilift skiploader showcased

t the Recycling & Waste Management Show (RWM) 2015 Show, held in Birmingham’s NEC, Hiab launched the new Multilift XR 24 Futura skiploader which boasts a number of innovative features designed to meet the highest standards of durability and safety, coupled with fast, easy operation.

compromising strength or safety. This not only allows customers to reduce costs by lessening the number of loads required, but will also help reduce fuel costs and ultimately CO2 emissions. The distinctive SwanNeck design allows the extra-long telescopic arms to increase the skiploader’s reach while maintaining perfect stability. As well as allowing operators to remain a good distance from potential hazards, this is also of benefit on sites with difficult-to-negotiate angles or when lift ing over fences and obstacles.

Manufactured from lightweight steel, the completely redesigned structure now offers between 300-500 kg more payload without

All change for DAKAR 2016

change from the planned route, high profile driver entries and the coming together of two leading teams in the truck category are among the talking points in the lead-up to Dakar 2016. The annual cross-country marathon for bikes, cars, trucks and quads (to be held from 2 to 16 on January) had decided that the 2016 edition would travel through Peru, Argentina & Bolivia but following Peru’s withdrawal (due to expected rainstorm early in the New Year), the official start will now happen in Buenos Aires, Argentina and not Lima on 3 January as planned. All special stages will now be held in Argentina and Bolivia.

Meanwhile on the driver front, Peugeot Sport with a redeveloped 2008 DKR16 race car will have multi-World Rally Champion (WRC), Sébastien Loeb joining the team alongside regulars, Peterhansel, Despres and Sainz. Another big name from the WRC taking to the desert sands is Mikko Hirvonen who lines up with the all conquering champions MINI ALL4Racing with legend legendary co-driver Michel Périn reading the notes. At the heavier end, the newly established combination of leading challengers DeRooy and Loprais, look to take on the night of the Russian Kamaz team. T Team Petronas Iveco DeRooy The se a multi-faceted effort from Europe sees aimi for overall victory in the longest, aiming most ard arduous Rally Raid in the world.

Need a quote? 01 2900 200

MIKE MURPHY INSURANCE

FLEETTRANSPORT | NOVEMBER 15

Text: Jarlath Sweeney - editor@fleet.ie

TYRES I | 17

Michelin’s new cost savings truck and bus tyre management Apps

ew software applications from Michelin aim to add science to truck and bus tyre maintenance, thereby maximising the longevity and value of what can be an expensive component of any fleet. Michelin Tire Care is a smartphone and tablet based range of digital solutions designed to help hauliers and bus operators to get the maximum out of their tyres. Launched in the US earlier this year, and now being offered in Europe, the Apps can be used with competitor as well as Michelin branded tyres, and are also compatible with tyre technologies such as Radio-Frequency Identification (RFID) and Tyre Pressure Monitoring Systems (TPMS). Th is is clearly an acknowledgement by Michelin of the reality that fleet operators use a range of brands and monitoring tools, but equally the French tyre manufacturer is confident that any direct comparisons between brands will show its products in a positive light and highlight the benefits of premium tyres over cheaper brands. Highlighting that failing to looking after tyres correctly can prove very expensive. Michelin says that research it has undertaken shows that a third of all truck and bus breakdowns are tyre related. Furthermore ninety per cent of these can be avoided via efficient monitoring of tyre pressures. Under-inflated tyres not only mean extra fuel consumption, but also are much more likely to suffer blow-outs or fail if they are run over a period of time at incorrect pressures. Michelin has also highlighted that fleet operators typically change tyres before they reach the end of their legal working life. Its research shows that truck tyres have an average tread depth of 4.8mm when being replaced, well above the 3.0mm legal limit. It estimates that every millimetre of tread equates to an extra 15-20,000 kilometres. That equates to a typical fleet of 100 vehicles saving €3,000 a year for every extra millimetre of tread used.

Text: Cathal Doyle - cathal@fleet.ie

Michelin Tire Care iManage

TireLog The three-tier Michelin Tire Care programme starts with TireLog, which Michelin describes as a simple, practical pocket maintenance logbook. It’s essentially a method of digitally recording manual measurements such as mileage, rotations, re-grooving, re-treading and storage. Michelin says it’s aimed at small fleets of less than twenty vehicles and offers the benefits of saving time, optimising maintenance planning for re-grooving, retreading and replacing tyres, and provides for simplified decision making by allowing easy comparison of the performance of various tyres. iCheck and iManage At the other end of the scale are two additional products, iCheck and iManage, which are targeted at fleets of 100 vehicles or more that maintain their own in-house tyre workshop (Michelin isn’t offering specific solutions for fleets between 20 and 100 vehicles, at least at present). iCheck offers predictive tyre diagnostics - subscribers get access to a test unit that includes a tool for inspecting tyres that monitors pressures, tread depths and the general condition of tyres. It can, says Michelin, reduce inspection times threefold.

Michelin Tire Care iCheck

iManage offers additional functionality via the use of Radio-Frequency Identification (RFID) and Tyre Pressure Monitoring System (TPMS) technology to enable largely automated checking and maintenance of individual tyres, while also providing full traceability. Michelin also confirmed that R FID technology will be rolled out across the entire Truck and Bus tyre range by the end of 2016. It was introduced in its X-InCity line in 2012, and is currently available on the Multi T trailer range of tyres. All three solutions are available on Android and Apple platforms. TireLog is a free to download App, while iCheck and iManage are offered on a subscription basis and cost between €1 and €9 per month per vehicle. www.fleet.ie

18 | AFTERMARKET

SDC Truck & Trailer Parts – Trade Night Friday 16 October – North City Hotel, County Meath Orla Sweeney & Paul White captured the scene and got the opportunity to speak to the leading truck and trailer component suppliers.

Aspock Systems Rob Morris, Matt Kita, and Mark Toghill, Aspock UK Ltd.

BPW Stephen Bestwick, Aftermarket Manager, BPW Limited.

Bridgestone Ireland Frank W hite and Conor Curran, Bridgestone

Featherwing John Cranston, Sales Representative, Featherwing.

Jonesco Philip C. Walters, Area Sales Manager, Jonesco (Preston) Ltd.

Jost Paul Clayton, UK Customer Fleet Sales Support, Jost UK Ltd.

Olivine Finn pictured with models Grace and Shannon.

Haldex Brian Robertson, Haldex. FLEETTRANSPORT | NOVEMBER 15

AFTERMARKET | 19

Knorr-Bremse Richard Veasey, Aftermarket Sales Executive, Knorr Bremse and Gavin Takel, Trailer OE Sales.

MANN Filter David Curtis, Sales Manager, Southern Region and Brian Jones, Sales Manager, Aftermarket – MANN Filter.

Midland Caliper Centre Ltd Wayne Estill, Midland Caliper Centre Ltd.

Reflex & Allen Karen Louden and Jimmy Coulter, Reflex & Allen

SAF Holland/IMS Limited Ben McEvoy, Fleet Sales Manager, IMS Limited.

SDC Truck & Trailer Parts Stephen McIvor, SDC Truck & Trailer Parts.

T&G Automotive Ltd Tom Hughes, Sales Manager and Alan Hardy, General Manager, T&G Automotive Ltd.

TGL – Tibbetts Group Company Mark Southam, Sales & Support Manager and Ray Roberts, CV Business Development Manager.

Truck-Lite Mark Fenton, Regional Sales Manager, Truck-Lite.

Valeo Service Robert Beaumont and Peter Durkin, Valeo Service.

Varta Batteries Alan Weston, Business Development Manager, Manbat Ltd.

WABCO Andy Chapman, WABCO.

Text & Photos: Orla Sweeney & Paul White

www.fleet.ie

20 | LAUNCH PAD

Turkish brand ‘Delights’ with new Euro 6 engine

hile Ford Otosan trucks may not be that familiar to operators in western Europe, that does not mean that they are not an important player in the world market. Now armed with a new Euro 6 compliant engine you will no doubt be hearing more about this giant of Turkish industry. The 13 litre Ecotorq engine is a complete new design and built in-house by Ford Otosan. Which is not as surprising as it may sound. Otosan has arguably the most modern vehicle research and development facility in the world, and the company has invested over $1.6 billion in the last four years. It contracts a significant amount of work from the Ford Motor Company, which has a 41.04% share in Otosan. Another 41.04% shareholding is owned by Turkish company KOC Holdings, with the remaining 17.92% of the shares being publicly traded. Some background to Otosan could be helpful at this point. Otosan, which is part of KOC Holdings has a vast interest in energy, white goods, and the automotive industry. The automotive division of KOC Holdings controls 50% of all Turkey’s automotive production, and is responsible for 47% of the country’s total automotive exports. 62% of the commercial vehicle exports emanate from KOC companies. What it adds up to is that as a Group, KOC Holdings generates approximately 7% of Turkey’s gross domestic product, and certainly has the resources to make things happen.

The truck market in Turkey is potentially huge. The country has a population of over 75 million, which is estimated to grow to over 80 million by 2020. Goods and services are predominately

reliant on road transport, as rail freight appears to chiefly service heavy industries such as mining. Market share is split with Otosan accounting for around 40%, and Mercedes-Benz ahead with about 45%. The balance is then divided between a mixture of European and Chinese manufacturers. As Otosan now has its own engine, there are promising opportunities for the company to expand within Turkey, and further afield. One barrier to Ford’s further expansion especially into Europe was its lack of an emission compliant heavy diesel engine - now with Ecotorq that has all changed. Interestingly the decision to build their own, rather than seeking a partnership, may prove to be highly profitable in the long term, as demand for cleaner engines ramps up around the world, and Ford has the capacity to produce 80,000 units per annum. The new six-cylinder Ecotorq in the Ford Otosan Cargo is available at power ratings of 420 and 480 hp (340 and 353 kW) at an engine speed of 1,800 rpm, with 2,150 and 2,500 Nm of torque respectively. An important consideration due to the topography of the region is a 420 kW engine brake, and if anyone should ever have the need, there is an optional 600 kW (805 hp) intarder available. In early 2016 Otosan will produce a 9 litre version of Ecotorq rated at 330hp. Before our test drive, Chief Program Engineer at Ford Otosan, Mick McDonagh who originally hails from County Sligo, detailed a number of the design features of the Ecotorq engine, including variable geometry turbocharger, a water cooled charge air cooler, two speed water pump and a switchable air compressor. Mick also wanted to highlight that the engine, "is purely a Ford engine and all property rights belong to Ford, and this includes the after treatment system." He continued to explain the design and testing process was as rigorous as with any vehicle. In addition to work at its own proving ground, testing was carried out at Lommel (Belgium), Millbrook (UK) and Arjeplog (Sweden) and covered over two million kilometres. Because of this intensive testing, Ford Otosan can guarantee the Cargo with a two year unlimited mileage, and a B10 design life, which means a 10% chance of a component failing over the vehicle's service life. The Ecotorq engine drives through a choice of a 12 speed Traxon AMT, or a 16 speed Ecosplit manual both from ZF. In construction format the AMT has three selectable modes of Power, Off-Road

FLEETTRANSPORT | NOVEMBER 15

LAUNCH PAD | 21

and Rocking. For the manual version Ford has introduced a clutch protection device, which detects gear selected, and limits engine speed during take off. It disengages the accelerator to protect the clutch if a driver attempts to take off in high-range and warns the driver if clutch temperature rises to high.

China, and Autotor in Russia the company is well placed to expand. With over 55 years, experience building trucks, this is clear for the latest version of Cargo. Ford Otosan has handled the engineering challenges of developing a Euro 6 engine and installing it without a major chassis/cab remodeling.

So what does it drive like? We drove three versions of Cargo, the first being a regular 8x4 tipper, then 6x2 mixer and finishing with the 4x2 tractor and tri-axle tipping trailer. All were fitted with the 420 and we can clearly say that we took to the engine straight away. The 12.7 litre has a strong positive feel, and as it achieves peak torque at just over 900rpm the truck is lively moving off and responds well. The 12 speed ZF transmission is a good choice and on the road works well. Once away from the tarmac with ‘off-road’ mode selected the transmission holds gears for longer.

One issue with the introduction of any new brand to a market is ensuring customer confidence with a properly functioning service and support network. Th is is a time consuming, and costly affair to get right, and one that can deter some OEMs from branching out. With Otosan this may not be such an issue as it has a dealer network and parts supply chain already in place - thanks to one of its major shareholders.

Ford Otosan claims to have made significant improvements in external and internal noise levels with reductions of 30% and 15%. We certainly found the levels acceptable and well within tolerances. Access to the cab could be slightly improved as the grab handles are poorly placed for such a high vehicle. However once inside, the cab is functional and well suited to the construction sector, with good visibility from a relatively high cab. One possible update would be to remove the bar dividing the side windows which can create blind-spots for some drivers, and while we’re on the subject of visibility, all models are equipped with a see through panel in the doors, allowing the driver to see through to the blind spot. Th is is the same idea a certain Mayor in London wants to make compulsory at great expense to operators. However it is slightly ironic that Otosan will soon remove the panel due to it being of litt le value, and that it creates privacy issues for drivers. We enjoyed our drive in the Cargo and found it a competent truck for the task. Other than fi nding the steering a touch vague, and some body roll from the 6x2 cement bottle, we had litt le to complain about. Equipment level is surprisingly high for this sector, and its noticeable that Cargo, even in standard spec is equipped to a level equal to its European rivals. Developing engines is not a cheap pastime, and before you set out on that path, you must have a clear idea where you are going. Which in this case means where you will be able to use and/or sell the engine. For Otosan that is not such a difficulty as its markets are vast, and apart from Turkey includes a number of countries in North and Central Africa, South America, and possible further expansion into Europe. Already having completed joint ventures with JMC in Text & Photos: Paul White - paul@fleet.ie

How long will it be before we see a Euro 6 blue oval badged truck on the roads here in Ireland? We are quite certain that it won’t happen in the immediate future. Though we could not say it will not happen, we are also sure it would be made very welcome.

Standard Equipment Air Conditioning

Electric Windows

Cruise Control

Electric Heated Mirrors Headlamp Levelling Fully adjustable steering Heated Air Suspended Seat

Lumbar Support

ABS with Traction Control

Pad Wear Indicator

Immobiliser

Remote Central Locking

Engine Brake

Home Safe/ Approach Light

Roof Ventilation www.fleet.ie

22 | TYRES II

Revisiting Retreads at Continental AG

arly last year with oil prices hovering around $115 a barrel we visited Continental AG’s Hannover facility and reported on a major investment project to retread tyres. One year on, and with a barrel of oil costing around $45, we returned to see if their investment paid off. We also wanted to see if retreads are a viable option in the face of cheap oil, and hear the latest news on product development. Depending on who you speak to, the word retreads gets a varied and sometimes volatile reaction. It is a subject about which many hold strong opinions. So just like religion, or politics at polite dinner tables - you don’t mention retreads. On a tour of Continental’s retread facility in Stocken near Hannover, we viewed the process from start to fi nish, and were impressed by Conti’s attention to detail. Which begins when the used casing is rolled off the incoming truck and into the fi rst inspection area. Here tyres are examined to see if they are suitable for retreading and then graded for the end use, for example truck, bus, trailer, steer, drive and so on. If damaged, a tyre cannot be used for hot retreading to become a Conti Re. It will instead go for the cold retreading process and become a Conti Tread. The difference being the hot method achieves better quality, is longer lasting and has a better rolling resistance than the cold method. So when choosing either Conti Re or Conti Tread, a lot would depend on intended area of work. Continental’s Stocken facility is currently processing around 100,000 units annually, though this will increase to around 180,000 units. The breakdown is approximately 80% for hot and 20% for cold retreading. At the moment they are only working with the in-house brands of Continental, Uniroyal and Matador, though this may change if the supply of raw materials begins to slow. A good tyre management system can result in significant cost reductions. Th is can include re-grooving which for some has gone out of fashion. Nevertheless re-grooving will add another 25% to the useful life of a tyre, and FLEETTRANSPORT | NOVEMBER 15

the casing can still be used for retreading afterwards once it has not been damaged. The benefits of retreads could give some operators an edge, and may be worth another look considering the improved processing techniques, and the possible savings. Depending on specific market conditions the saving for a Conti-Re is approximately 15%, and about 25% for a Conti Tread, against the cost of an equivalent new Conti tyre. Possibly a stronger argument is that Conti’s retreads are covered by exactly the same warranty as the newly manufactured tyre, which shows their confidence in their product. Even further value is to be had as all Conti retread tyres are themselves re-groovable. Quality casings make for better retreads, and one important factor affecting the useable fi rst and second life of a tyre is that it operates at the correct pressure. Truck and bus operators have become more aware of the importance of correct inflation and the latest version of Conti’s pressure monitoring system, Continental Pressure Check (CPC), will make it even more consistent. The latest version enables CPC to integrate with vehicle OEM’s telematics and other retrofitted programmes used by operators - including the Irish BlueTree Systems. Also the latest version features what Continental call ‘Automatic Trailer Learning’ (ATL) which detects when a trailer has been changed and

Carving a concept tyre for an event

ContiPressureCheck ATL Display

TYRES II | 23 highlights any anomalies in tyre pressure. To explain furtherContinental stated: “Tyres which are 20% under-inflated can increase a vehicle’s fuel consumption by up to 3%.” In these cases if trailers are remotely operated, or not regularly returning to base, underinflation can go undetected for long periods, and the longer that period the greater the cost. The system takes about two hours to install, is ADR compliant, and will transfer between vehicles. Despite vast resources invested by Continental, its eminent engineers believe it is highly unlikely that they will ever produce the perfect tyre. “There are around 70 confl icting aims in tyre development that have to be taken into consideration.” One example would be the conf lict between rolling resistance and wet grip. “No high-tech tyre can master all of these requirements equally well,” said Bernd Korte, (Head of Product Development Continental Commercial Vehicle Tyres). Yet the company consistently produces new products, which aim to improve on the previous generation. Products like Conti’s EcoPlus range which, “has managed to achieve a lower fuel consumption of 1.9 litres over 100 kms compared to the previous generation.” Similar advances have been achieved with commercial vehicle winter tyres which are identified by the snowfl ake symbol. Comparison tests with standard tyres showed winter tyres on trucks can reduce stopping distances by almost 10 metres from a speed of 50 kp/h. Tucked away in a quiet corner of the Stocken facility is what can only be described as an art studio for tyre design. Here along with developing new road going tread patterns, a special team creates and cuts bespoke designs into the tyres used for special vehicles, shows and exhibitions. The work can be best likened to an artist ‘tattooing tyres’. One unusual anecdote we heard was that to cut a relatively regular design into a standard tyre takes around 4 to 6 hours. However to cut the same pattern into a winter tyre can take 40 to 60 hours because of the different compounds. The day in Hannover finished with a presentation by Constantin Batsch, Conti’s Head of Truck Tyre Division (EMEA). Mr. Batsch gave a summary of the German company’s recent fi nancial performance Text: Paul White - paul@fleet.ie

which showed an increase in turnover from €33.3 billion in 2013 - to €34.5 billion for 2014. He was keen to highlight the €9.8 billion contribution made to that impressive figure from Conti’s tyre division. Looking forward, Mr. Batsch outlined some future investment projects with a major expansion plan by Conti in 10 of its 317 facilities across 53 countries. He also remarked on the contribution that Conti makes overall to the automotive industry. Each vehicle on the road contains approximately €6-7,000 worth of innovations developed by Continental AG. Noting that the majority of innovations in the industry are developed on the supplier’s side, Mr. Batsch, when asked about the possible increased presence of Chinese vehicle producers in the market place, welcomed their expansion, as their need to upgrade their products creates an opportunity for Continental. “I would not be surprised if one day the largest vehicle producer in the world was Chinese," he said. Considering what we had observed during our day at the plant, there was one question we just had to ask: If Conti Re are as good as Conti say they are, and we found no reason to think otherwise, why would anyone buy a new Conti tyre in the future? Mr. Batsch says that sometimes operators just prefer a new product and that retreads may not suit every application.

Computer Tomography Test

Endurance Test

We also asked has the recent drop in oil prices had any affect on the viability or plans to expand the retreading plant? He remarked that yes the price has dropped, but he believes: “cheap oil will not last and I think it will return to a more realistic price of around $100 a barrel.” Technology has progressed to deliver a greatly improved product, and in real terms there can be no comparison between old world retreads, and the new hi-tech products. Certainly, if and more likely when oil prices increase, operators could well offset the price increase by investing in Conti Re - and maybe even talk about it at the dinner table.

Shearography

X-Ray www.fleet.ie

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AWARDS | 25

‘Most Challenging’ International Pick-up Award 2016 Test Trials held in Norway *Successful on and off-road drives brings out the best in each contender

udskogen Oslo, Norway. Fifteen members of the International Van of the Year jury undertook a two-day test drive and presentation programme with a selection of the latest Pick-up trucks, prior to voting for the International Pick-up Award 2016. Three shortlisted contenders, namely the revised Ford Ranger, new Mitsubishi L200 and new Nissan NP300 Navara were put through a tough off-road course at Ostfold Offroadklubb adjacent to the 3.2km Rudskogen Motorpark circuit where the handling and speed tests were undertaken. Detailed product presentations by representatives from the brands involved were also part of the programme organised

by Torbjörn Eriksen and his team at Anlegg & Transport magazine. All jury members were impressed with the high levels of traction and control experienced on driving the main contenders on what they described as ‘the most challenging off-road course ever’ at the Norsk Off-Road Teknikk AS approved course. It was the first occasion to exclusively drive the new Ford Ranger having just been launched at the recent Frankfurt Motor Show. Other vehicles tested included the Volkswagen Amarok, Toyota Hilux, Dodge Ram 1500 EcoDiesel and Chevrolet Colorado Z71.

Both the Volkwagen Amarok (2011) and Ford Ranger (2013) were previous winners of this prestigious title following test trials in Ireland and England. The announcement and presentation of the (third) International P ic k-up Aw a rd 2016 will be made PICK-UP AWARD at Solutrans, Lyon, 2016 France on Tuesday 17 November next.

www.fleet.ie

26 | AWARDS

Ford Ranger

The Ranger is the reigning International Pick-up of the Year, having claimed the title when the competition was held last time in England in the autumn of 2012. Apart from gaining market share across Europe, one of the Ranger’s claims to fame is that it became the first Pick-up to gain 5 stars in the Euro NCAP crash test programme. Ranger’s pedigree dates back to 2001 when the inaugural model was produced in a joint venture with Mazda and its BT50. This partnership still remains, as both models are produced in Ford’s plant in Pretoria, South Africa. Following a facelift in 2006, a new version arrived in 2011, which this latest facelifted model is based on. Having earned a reputation of being capable and tough, a number of features from the outgoing model have been carried over, such as its 3.5 tonne towing strength, the 1,254 kg payload and 800 mm wading depth, plus a host of safety features relating to braking and stability control. While the body style types remain unchanged with Double and Single cabs available, the new look brings a more muscular feel to the vehicle, especially at the front end. Inside, the dash area has been totally renewed while the driveline has been improved. Significant here is better fuel economy and reduced CO2 emissions. New technologies have also been added, as have driver assistance features. “New Ford Ranger provides an unbeatable combination of four wheel drive capability, stand out styling and premium features,” emphasised Damir Ljubuncic, Product Manager at Ford Norway. Unchanged is the drivetrain using the global Duratorq TDCi engines – the 2.2 litre 4-cylinder and 3.2 litre 5-cylinder. The former now offers 5 more brake horsepower and 10 Newton Metres extra torque to bring it up to 130bhp and 330Nm for the entry level version FLEETTRANSPORT | NOVEMBER 15

Mitsubishi L200

and 160bhp/385Nm for the higher powered unit, which has 10bhp/10Nm more than before. On the 3.2 litre units the power output remains the same – 200 bhp/470Nm, but the exhaust gas circulation system has been upgraded to improve fuel efficiency. Both engines come with either 6-speed manual or automatic transmissions. Final Drive Ratios (FDR) on the rear axle on the 2.2 litre allows for better fuel economy and towing capability. On the 160bhp unit, the previous variant with 150bhp and 3.15 FDR had a CO2 rating of 206 g/km and average 7.8 L/100 km (36.2 mpg). With the new economy axle 3.15 FDR, the CO2 level drops to 171 g/km and the fuel return increases to 43 mpg/6.5L/100 km (+17% improvement). A 9% improvement has been achieved on the new 3.55 FDR towing axle ration available. Versus the prior 3.2 litre model, a 14% fuel saving has been gained, based on the 4x4 3.55 FDR Double cab version. Also new is the electronic power assisted steering system, auto Stop/Start, Automatic Cruise Control, Lane Keeping Alert and of course the redesigned interior with enhanced functionability, featuring Ford’s SYNC 2 connectivity system with high-resolution 8” touchscreen to help drivers stay connected and in control. “These new technologies makes new Ranger the smartest Pick-up on the road,” concluded Damir.

Mitsubishi Motors Corporation wishes to term the new L200 Pick-up the fifth series, instead of fifth generation as the brand’s best selling model has gone through various levels of evolution rather than revolution during its long history. Back in 1946, it began building Pick-up trucks and hasn’t stopped since. In 1978, the L200 was introduced with over 4 million units turned out since, 1.3 million of these with the fourth series launched in 2005. Daniel Narcass, General Manager Public Relations (Europe) for Mitsubishi Motors covered the many new aspects to the L200’s shape and design over the outgoing model. Starting with the new 2.4 litre diesel engine which is lighter, lower revving, more fuel efficient and emits less harmful emissions, mated to a direct link 6-speed gearbox, which has been newly developed (along with a new 6-speed automatic), the driveline has been enhanced significantly. In the build process, higher tension steel has been used, making the chassis frame stronger and more durable, while the sleeker body shape improves airflow and aerodynamic levels. Sporting a more premium look with chrome grille, the frontal section is now more distinctive and enriched! One significant styling feature remains from the outgoing series, the J-Line, the unique design element at the joint between the rear doors section and the load bed area. Although the new L200’s dimensions remain the same as before, passenger comforts have risen with redesigned seats, offering better support and comfort. Better visibility too for the passengers. As with the premium ambience created outside, the improved fit and finish inside is noticeable, with better quality all round. Four body styles are sold around global markets from Double/Single/Club/Chassis and cab styles with the Club cab coming with opposite opening dual doors. The additional head and legroom will be appreciated as will the backrest

AWARDS | 27

Nissan NP300 Navara

angle, improved by 25% providing a more relaxed journey for rear seat occupants. It took just 28 months for the MMC teams in Japan, Europe and Australia to come up with the goods for the fifth series, which bears little relation to the outgoing model. There are the vast improvements made especially with NVH – noise, vibration and harshness. Total operating costs have been reduced with at least 2 L/100 km gained with the new powertrain, extended service intervals with better reliability and durability thrown in for good measure. “With this all-new L200, we aim at picking up the mantle set by forthcoming and future (and certainly excellent) competitors with a new take at the one-tonne Pick-up truck, i.e. focusing on Mitsubishi Motors’ forte of engineering & technology, best expressed here through an all-new advanced low impact diesel engine; a quest for weight saving, incl. the extensive use of lightweight materials throughout the vehicle - whilst improving rigidity and safety; the availability of the Super Select II transfer case, featuring permanent four wheel drive and low range and sophisticated aerodynamics. Factor in low maintenance and reduced running costs, smooth and quiet driving, a comfortable quality cabin as well as low emissions,” concluded Daniel.

With the new NP300 Navara, Nissan aims to change the stereo-typical image of Pick-up trucks. “Why were Pick-ups so uncomfortable, awkward and heavy,” asked Jamie MacLean, Product Manager, Trucks at Nissan Europe. He is confident that his Japanese employers have got it right in introducing an attractive, lighter, smoother and more efficient package all round. Unlike some of the other brands in this sector, Nissan’s customer base was evenly divided between private and business/fleet user. With this in mind, the next generation has four specification levels, starting with Visia King cab (extended single cab) that comes with less trimming and broader range of options. However, 80% of its sales will be generated from Double cab version. Many will aspire to the Tekna grade, which has all the bells and whistles. New Navara has a number of USP – unique selling points, such as having the longest loadbed in its class, (even though the wheelbase is shorter), a 3.5 tonne towing capacity, 5-year/160,000 km warranty and most significant of all – the 5 link (coil spring) suspension. It also gets the next phase of communication interface with the driver (and front seat passenger) which is not due until the next Qashqai comes around, which is just another aspect that Jamie and his team are excited about.

Mentioning crossovers earlier, that theme continues in the overall design of the Navara’s interior, with car-like refinement in the way comfort and levels of quality and technology are delivered. Safety and convenience features like Cruise Control, Hill Descent Control and Hill Start Assist, together with keyless entry, rear camera and parking sensors are worthwhile fittings. Then there’s AVM-Around View Monitor and Forward Emergency Brake that can also be seen in today’s crossovers. Probably the most significant development in the Pick-up segment (in this new era of ‘bakkies’ or ‘utes’ as they are called in South Africa and Australia) is the five-link rear suspension system, which provides drastically improved ride and comfort and better handling. Another plus is that it’s 20 kg lighter than the previous multi-leaf spring layout used in the outgoing and older models. Two and four wheel drive is easily switchable as when needed and the Navara’s highly acclaimed off-road ability continues now in an even smoother, controlled fashion. "Nissan has one of the widest ranges of LCVs in Europe which now includes the all-new NP300 Navara Pick-up from early 2016, NV200 and NV400 vans and NT400 Cabstar and NT500 trucks," stated Jamie.

Encouraging too for them is that the new Navara’s fuel economy is on par with some B-segment crossover vehicles. CO2 emission levels too! Slick lines with bettered aerodynamics along with a totally new powertrain bring about the reduced fuel consumption. The new 2.3 litre dCi single/ twin turbo diesel introduced into the range is up to 24% more efficient than the 2.9 litre unit it replaces. It’s available with 160hp and 180hp offering 450Nm @ 1500 rpm with a new 6-speed manual and 7-speed automatic (derived from Nissan’s sister firm Infiniti). www.fleet.ie

28 | AWARDS

015 will be remembered as the new dawn of the 1-tonne Pick-up truck, with excellent examples of performance and refinement from Ford, Mitsubishi and Nissan.

The Others Although not in contention for the International Pick-Up Awards 2016,

a number of other brand models in the segment were provided for the IPUA Test Trials by the event organisers led by Torbjörn Eriksen, Vice-Chairman, International Van of the Year jury. They made for a good reference point as to how the new arrivals have evolved over their previous versions.

Chevrolet Colorado Z71

Dodge Ram 1500 EcoDiesel

This mid-sized 4x4 Pick-up from General Motors which comes powered with either a 2.8 litre Duramax Turbo-Diesel or 3.6 litre V6 petrol features a number of advanced safety items such as Forward Collision Alert and Lane Departure Warning and Rear Vision camera. Interestingly, disc brakes are fitted all round unlike the conventional system using discs at the front wheels and drums to the rear.

Promoted as the segment’s only light-duty diesel across the Atlantic, the Ram 3.0 litre EcoDiesel V6, said to offer the best fuel economy to boot. This unit is mated to an eight-speed automatic transmission. With a rather large grille, the 1500 will not go un-noticed. Four corner air suspension provides automatic load levelling and five ride settings to improve its ability and capability. Two selectable positions allow the driver maximum clearance control from the dashboard. This smart suspension also automatically lowers the truck at motorway speeds to reduce drag.

Colorado Z71 offers an Off-Road Suspension Package with fine tuned suspension that ensures a stable and comfortable ride over rough terrain.

Toyota Hilux Has made a continuous impact in the marketplace ever since its arrival in 1968. In its current format, due for replacement early next year, the Norwegian version now boasts towing capacity of 3.5 tonnes. Presently, it comes in either Single or Double cab types, with 2.5 or 3.0 litre diesels with manual or automatic gearboxes. Its fortes include

FLEETTRANSPORT | NOVEMBER 15

high ground clearance, rock solid chassis delivering strength, durability and reliability, plus of course, load carrying. Over 13 million Hilux’ have been sold to date. As the opposition has moved on with new models, the next generation Hilux cannot come too soon for Toyota.

AWARDS | 29 Volkswagen Amarok Winner of the inaugural International Pick-up Award in 2011 when the trials were held in Ireland, the Volkswagen Pick-up, on sale and produced in the main at Argentina and Germany for global markets, is a little bigger than its 1-tonne Asian counterparts.

Since launch, the product line has evolved with a minor facelift and the introduction of a range topping 180 bhp BiTDI with BlueMotion technology. This brings torque levels up to an impressive 420 Nm, backed up by a new 8-speed automatic transmission, specially designed and built for the Amarok.

Spec Check - IPUA 2016 Contenders Make/Model

Ford Ranger

Mitsubishi L200

Nissan NP300 Navara

Body Type

Double Cab

Engine

2.2/3.2 litre TDCi Diesel

2.4 litre D1–D Diesel

2.3 litre dCi Single/Twin Turbo Diesel

Power (HP)

130/160PS @ 1,500 – 2,500 rpm

181PS @ 3,500 rpm

160/190PS @ 3,750 rpm

Torque (Nm)

385/470 @ 1,500 -2,500/2,750

430Nm @ 2,500 rpm

403/450Nm @ 1,500–2,000 rpm

Gearbox

6 Speed Manual/6 Speed Auto

6 Speed Manual/5 Speed Auto

6 Speed Manual/7 Speed Auto

Suspension

Leaf Springs/Double Shocks

Leaf Springs

Multi-link/Coil Spring

Brakes

Discs/Drums

Disc/Drums

Wheel/Tyres

255/70

245/65R17

255/60R18

Total Length

5,359m

5,205m

5,330m

Total Width

1,850m

1,815m

1,850m

Total Height

1,815m

1,780m

1,840m

Wheelbase

3,220m

3,000m

3,150m

Kerb Weight

2,240kg

1,860kg

1,963kg

Turning Circle

12.4m

11.8m

12.4m

Load Length

1,549m

1,520m

1,578m

Load Width

1,536m

1,470m

1,560m

Space between Wheel Arches

1,139m

1,045m

1,130m

Load Depth

511mm

475mm

490mm

Cargo Floor Height

835mm

850mm

815mm

Load Capacity

1,250kg

1,050kg

1,046kg

Towing Capacity

3,500kg

3,100kg

3,500kg

Ground Clearance

229mm

205mm

223mm

Euro NCAP

5 Stars

4 Stars

5 Stars (pending)

Wading Depth

800mm

600mm

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

www.fleet.ie

30 | REVIEW

BedrijfsautoRAI Am Return of the

Nooteboom Trailers

he return of the RA I Commercial Vehicle Show in Amsterdam after a threeyear absence would indicate that Europe’s commercial vehicle sector is recovering, as the event to varying degrees mirrors what is happening in the individual economies of each EU Member State. Either way its return is welcome, as the BedrijfsautoRA I Amsterdam show was always popular with OEMs, operators and the general public.

DAF Trucks

The opening ceremony had very much the feeling of a local event, which was introduced by Steven van Eijck, Chairman of the Bedrijfsauto exhibition committee. He called on the Dutch Minister of Economic Affairs, Mr. Henk Kamp to officially open RA I 2015. Despite the homely feeling, the show did feature a high number of either world or European premieres. After the official opening the first task was to announce the winner of the ‘RA I Special Vehicle’ (SV) award, which is presented to a vehicle or idea for excellence in design or innovation. The jury had shortlisted four candidates, Kraker Trailers, Nooteboom Trailers, Knapen Trailers and van der Peet Logistics Solutions. The winner was Nooteboom Trailers of Wijchen for its Manoovr semi-low loader.

Kraker Trailers

Nooteboom Trailers Having lifted the coveted RA I Amsterdam SV Award, there was much to celebrate at the Nooteboom stand, where the award winning Manoovr trailer was on display. The innovative semi-low loader has a deck height of 780 mm and claims; “the newly developed suspension offers an axle load of 12 tonnes on the registers for the whole of Europe.” In addition the Manoovr has a 500 mm radial run-out, and a steering angle of 70%.

Van Eck Trailers

DAF Trucks Our first visit was to the home team’s press conference. DAF Trucks had made an impressive effort and company CEO Harrie Schippers (pictured) welcomed the audience. He then outlined the firm’s recent performance - which is as steady as always with market share increasing. DAF is also investing in new projects, which includes additional production facilities in Belgium. Mr. Schippers promises some upgrades and new features to debut in the first quarter of 2016.

Cargotec HIAB

Kraker Trailers On its European premiere the CF Agri from Kraker Trailers was shortlisted for the RA I’s Special Vehicle Award. The concept was to adapt a trailer to be used on field and on the road. The idea is that a road going tractor-unit brings the trailer to the field where a farm tractor collects it and works off-road. When loaded with produce the tractor brings it back to the edge of the field where the tractor-unit pulls the trailer to the next processing stage. Because the trailer has large tractor tyres it can be used on both surfaces and has been type approved for the purpose. Van Eck Trailers An electric driven chain pulley system handles either Euro or standard pallets into or out of the trailer. The Van Eck self-loader is a simple yet clever idea that incorporates a number of important safety features. Once on the loading ramp the brakes are locked on, and the trailer cannot be driven away without the required checks taking place. Then cargo can be un/loaded untouched by human hand - or pallet truck.

Scania

Cargotec HIAB Lift equipment specialist HIAB chose the RA I to launch three new products to the market. The HIAB X-HiPro 548, the HIAB X-HiPro 638, and the HIAB X-HiPro 658. The company exhibited a full range of its class leading products at the Amsterdam show on one of the largest stands at the event.

Volvo Trucks

Scania A world premiere for the RA I was the first public showing of Scania’s Euro 6 Hybrid truck. As the world’s first Euro 6 Hybrid truck it attracted a great deal of interest. However, it was up against stiff competition from the company’s own flagship, the R730 Silver Griffin. Even against homegrown competition Scania is a popular brand in the Netherlands and had a significant and impressive presence at RA I. FLEETTRANSPORT | NOVEMBER 15

REVIEW | 31 HW van der Peet

msterdam he RAI

Volvo Trucks The star of the Volvo Truck stand was a matter of choice between an eye catching gold painted FH, and the equally eye catching FH Performance Model. The striking liveries will appeal to different sets of customers, and gave the Swedish OEM an unmistakable presence at the show. Apart from the FHs, the main focus at the Volvo stand was its latest innovation I-Shift Dual Clutch.

Iveco

HW van der Peet Another nomination for the Special Award - HW van der Peet’s Beltblower integrates a conveyor belt to discharge the cargo. It is particularly suited to the animal feeds and agri sector and granulated products in general. The system improves delivery times and because it can be horizontally discharged it comes with additional safety benefits.

Renault Trucks

Iveco The Italian producer was high profile at RA I with an impressive stand. The exhibit showed a selection of the company’s van and truck range, with special placing for the attractive new Eurocargo. However, Iveco could not let the occasion pass without acknowledging a Dutch national hero and Dakar Rally winner Gerard de Rooy with one of the Dakar winning Iveco team trucks on display.

Kelsa

Renault Trucks Another one of the largest stands at this year’s RA I was that of Renault Trucks. The French company appeared to be celebrating the success of the brand, which is going from strength to strength across all its European markets. Importantly the success is showing strong growth across all of its rigid and tractor model range. Kelsa The stand of the well-known custom parts producer, was as one would expect, well illuminated and bejeweled with chrome, roof bars and additional lighting accessories. The stand drew a steady stream of people with endless ideas on how to make a truck as individual as possible. No doubt Kelsa can light up whatever ideas drivers or operators may have.

Knapen

Knapen Nominated for the RA I Special Award for Innovation, the Powersheet from Knapen Trailers will cover a 13.6 metre in less than 30 seconds. Because it eliminates the need for the driver to climb, the idea received great praise from the judges. The device can be fitted to any make of trailer either new or retrofitted.

GINAF

GINAF Not a name we hear about too often, but a name thought of very highly in the Netherlands. GINAF has long held a place in Dutch transport hearts, and it is good to see the brand continuing to develop new markets and progress. Throughout its history GINAF has been responsible for producing some of the more unusual transport solutions for specialist hauliers and equipment operators.

Mercedes-Benz

Mercedes-Benz Arguably, no matter what you put on display, if you place anything on the same stand as the Mercedes-Benz Future Truck, it will find it hard to compete. This would have been one of the first occasions that the new concept truck would have been seen outside of Germany, and no matter how many photos you have seen, seeing it up close is somewhat different. It is good to see the RA I Commercial Show back on the transport calendar and the event appears to have been a success. The event was well supported by the OEMs, and the industry with a wide selection of trade stands. Healthy attendances were recorded throughout the days, and with positive atmosphere evident even before the doors opened. Everyone appeared to have put the past few years behind and were now beginning to look forward.

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

www.fleet.ie

32 | FUEL PRICES (WEEK 44) / SAFETY MATTERS Country

Currency

95 Lead Free

98 Lead Free

Diesel

Country

Currency

95 Lead Free

98 Lead Free

Diesel

Albania

ALL

178.00

177.00

Lithuania

EUR

1.137

1.182

1.052

Andorra

EUR

1.044

1.129

0.895

Luxemburg

EUR

1.106

1.169

0.959

Austria

EUR

1.124

1.266

1.062

Macedonia

MKD

63.00

65.00

50.50

Belarus

EUR

0.609

0.629

Moldova

MDL

17.97

18.67

15.77

Belgium

EUR

1.341

1.407

1.151

Montenegro

EUR

1.180

1.210

1.060

Bosnia-Herzegovina

BAM

2.15

2.25

2.10

Netherlands

EUR

1.561

1.639

1.251

Bulgaria

BGN

2.10

2.35

2.12

Norway

NOK

14.40

13.28

Croatia

HRK

8.99

8.36

Poland

PLN

4.39

4.75

4.29

Czech Republic

CZK

29.99

28.93

Portugal

EUR

1.387

1.520

1.162

Denmark

DKK

10.05

8.59

Romania

RON

5.02

5.68

4.87

Estonia

EUR

1.044

1.084

1.034

Russia

RUB

37.40

35.46

Finland

EUR

1.380

1.448

1.209

Serbia

RSD

136.70

137.90

France

EUR

1.315

1.362

1.120

Slovakia

EUR

1.238

1.095

Georgia

GEL

1.99

2.09

1.94

Slovenia

EUR

1.224

1.288

1.133

Germany

EUR

1.284

1.102

Spain

EUR

1.149

1.282

1.062

Greece

EUR

1.375

1.568

1.082

Sweden

SEK

12.34

12.84

12.20

Hungary

HUF

359.00

351.00

Switzerland

CHF

1.455

1.505

1.475

Ireland

EUR

1.299

1.199

Turkey

TRY

4.38

4.40

3.82

Italy

EUR

1.494

1.354

Ukraine

UAH

19.70

22.80

17.50

Kosovo

EUR

1.01

0.99

GBP

1.092

1.185

1.109

Latvia

EUR

1.056

1.111

0.989

USA

USD

0.669

Safety Matters . . . Safety Matters . . . Maintenance And Work-Related Road Safety

oor vehicle maintenance is a significant contributor to road traffic accidents and consequently has an impact on work related injuries and fatalities. Vehicle maintenance and other work-related road safety issues should be integrated into arrangements for managing health and safety at work. Business benefits Managing work-related road safety, including vehicle maintenance, has benefits for businesses of all sizes and across all sectors, for example: • fewer days lost due to accidents; • fewer vehicles off the road for repair and reduced maintenance costs; • fewer missed orders; • less need for investigation and follow-up; • less pollution and more fuel-efficiency from vehicles; • reduced insurance premiums; • maintaining company reputation. Employers’ responsibilities Vehicles used on public roads must comply with road traffic legislation, and undergo regular examinations for road worthiness – NCT/CVRT. Safety, Health and Welfare at Work (SHWW) legislation requires employers to assess risks and take appropriate steps to ensure the health and safety of their employees.Vehicles used for work are also covered by SHWW legislation on the use of work equipment. Any other equipment used with vehicles should be safe and suitable, for example, equipment used to load and unload vehicles. Practically this means ensuring that vehicles are: • as resources allow; procured with safety in mind; ABS,EBD,

FLEETTRANSPORT | NOVEMBER 15

• •

NCAP rating etc fit for the purpose for which they are used; maintained in a safe and fit condition.

Managing vehicle maintenance in practice Vehicle maintenance should be planned and organised just like any other business management activities. There should be clear procedures and arrangements which everyone is informed about and form part of daily work. Ensuring that vehicles are properly maintained should involve: •

• •

•

planning for the servicing of vehicles – service requirements should be defined by the company in line with manufacturers recommendations and legal requirements; monitoring the status of vehicles on a daily basis; vehicle users reporting any problems during use, according to established procedures (e.g. report form, intervention request form); staff involvement, by getting them to do daily and weekly vehicle checks. Basic checks before any journey may include: Are windows and mirrors clean? Are tyres, brakes, steering and lights in good condition, warning devices working?; insisting that vehicles owned by drivers themselves are also properly maintained and regularly serviced and comply with NCT / CVRT requirements.

Further information on maintenance activities and other work related vehicle safety topics can be accessed using the following links: www.vehiclesatwork.ie

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34 | HEALTH MATTERS

Seatbelt Safety

man who was mad about automobiles – almost anything on wheels – died recently in America. His name was John Dunham States.

As a litt le boy – aged ten – he built his fi rst powered vehicle, and later drove himself to High School in one with three wheels that he had made himself. As an orthopaedic surgeon and doctor to the Stockcar racing events in Watkins Glen in New York, he observed that race car drivers survived horrendous car crashes because they were protected by seatbelts, helmets and roll bars, while the ordinary motorist on the road who was unprotected suffered much more serious injuries from less major crashes. He managed by constant lobbying to get a law passed that would require car manufacturers to install seatbelts in every car sold in New York after 1964. Having drafted car safety standards and designed a shoulder harness to restrain the upper body from striking the dashboard or windshield he followed up accidents by examining damaged cars in order to

relate this to the injuries resulting from crashes. Th is pinpointed the design weaknesses in the vehicles, which were injuring and killing his patients. He was a co-founder of an organisation that involved doctors, engineers and researchers to encourage safer car design from the car industry. Th is organisation was instrumental in creating the Abbreviated Injury Scale, which is now a standardised way of describing injuries. Th is is used by health organisations for clinical

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Search: VolvoTrucksUK 54573

07.15am… Many of our technicians are still hard at work right across our UK and Ireland network. It’s dedicated people like Paul Murphy here, with a passion for getting the job done that keeps your trucks moving, whatever the time – every time. Discover more www.volvotrucks.ie/volvo24

HEALTH MATTERS | 35 trauma management and motor crash investigators to investigate the mechanisms of injury and improve vehicle design. It was 1988 before it became mandatory for New Yorkers to wear seatbelts, but in Ireland since 1971 the majority of people travelling in motor vehicles are required to wear a seatbelt at all times. Since October 2011 all buses transporting children in an organised fashion such as school buses â&#x20AC;&#x201C; must be fitted with safety belts or restraint systems for the number of children being transported. It is also required by law that bus passengers be informed about the belts and about the necessity for wearing them. Driving without a seatbelt is up there with drink driving, speeding, driving without insurance or tax as a motoring offence which can result in a summons to the District Court possibly resulting in a driving disqualification or endorsement of the driving license. Apart from injuring himself/herself the non-seatbelt wearing driver can cause disruption to the hospital service, which will be trying to salvage him/her after major trauma, which could have been minor with a seatbelt. Consider the ambulance service which has to respond at all hours and in all weathers and last but certainly not least the insurance industry which will have to pay out large sums to the injured party after the accident. It should be noted that the insurance industry takes account of whether the patient has been wearing a seatbelt and adjusts the compensation accordingly.

As is said about trench warfare - 90% boredom and 10% terror - long stays in hospital after a major injury are a bit like that. Itâ&#x20AC;&#x2122;s easier just to wear the seatbelt when driving so if you do have a crash your injuries will be either non-existent or relatively minor. We all owe a debt of gratitude to the man who persisted for so many years in the area of injury control and prevention, who invented the seatbelt and safety restraints, all of which have been shown to have saved many lives and prevented much misery by minimising the risks that we all face every time we get into a car, van, bus or truck. Text: Dr. Bett y Maguire - contributor@fleet.ie

Volvo Trucks. Driving Progress

36 | TRAILER / INTERVIEW

Wielton Trailers on the move across Europe increase further,” said Mariusz.

olish trailer company Wielton is in expansion mode across Europe with acquisitions in France and Italy together with expanding its sales markets including Ireland. Mayo based haulier Kevin Walsh (KW Haulage) recently established KW Trailer Sales, having secured the Wielton agency. Currently, Weilton has two production plants – in Poland and France - as well as two assembly facilities in Russia and Italy. With a significant stake in Fruehauf (65% €9.5m), Wielton wants to expand to markets in Spain and Benelux, on the back of its 40% market share in France. That’s according to Mariusz Golec, CEO, Wielton SA. On average Fruehauf produces 4,000 units annually. “Fruehauf has 100 years of tradition and a high technological culture. Wielton, however, is more dynamic. We have a wide range of products that makes up approximately 60 types of vehicles, Fruehauf has only 4-5. By joining forces we want to develop product offerings in France, taking into account the specific characteristics of this market. The mechanism is, of course, on two sides – best practices of Fruehauf will be used on the Polish market and other markets in which we operate,” he said. For the Italian market initially, the assembly process is done through a logistics system called “Six Packs” whereby six dismantled trailers are packed on to one trailer and delivered to the Italian branch. “Here in Wieluń (Poland) we want to build on our strengths and advantages in designing products and in assuring the best build processes. Between both plants (Poland and France), a 10,000 unit output makes the business a viable proposition and with the development of new product lines such as tipper trailers, production numbers will

FLEETTRANSPORT | NOVEMBER 15

The Italian deal has had two elements – first with the purchase of three well known brands Merker, Viberti and Cardi “with many years of tradition synonymous with durability.” The second aspect is the productive assets at the plants which are modern with high automation process. However, with low current consumption, the plan is to move the production equipment to Poland and Mariusz is striving to seek more economical ways to improving efficiencies in the supply chain movements and is even considering a 'Seven-Pack' transfer system. “This is the beginning of the second technological revolution in our company. Let me remind you that the first took place in 2005/2006. Then, on a large scale we began the automation wielding process. In June of this year we created a Research & Development centre in Wieluń, a design office in Gliwice, and established a collaboration with the Silesian University of Technology and the University in Dresden.” "Only one other European trailer manufacturer has this type of co-operation. As a result, we increase the competitiveness of our company in the marketplace. These partnerships will educate our future workers, through apprentices." Mariusz said that his company must constantly supply the market with new products. “Our products are getting better and lighter, we develop concepts and carry out rapid tests. At the heart of our R&D centre we can study whole trailers based on simulations covering a few hundred thousand kilometres of road condition in a shorter period of time. As a result, before deploying to production on a large scale, we will test the strength of trailers and exclude the risk of any defects that

might arise during long-term use. The position of validation eliminates the need for lengthy field testing. One significant enhancement is to the corrosion production process called Cataphoresis – the fully automated painting, coating and protection treatment, transferred from the Italian facility. In the short to medium term Wielton is aiming to take the third step on the European sales podium, overtaking Kögel and looking up to Krone and long time table toppers Schmitz Cargobull. “By purchasing Fruehauf and its assets, and with the Italian purchases, we have created a platform. Over the next two years, we want to double the production capacity to 16,000 vehicles per year. In fact we hope to increase that output to 25,000 units,” explained Mariusz. On future products, Mariusz is looking to make its curtainsider even lighter, become more functional but offering the same stability, rigidity and durability of current model range. “We must also remember that there are trailer customers looking for high volume trailers, transporting lighter goods on the best roads, thus, the weight must always be assessed in conjunction with the durability of the trailer.” Mariusz Golec, recently appointed CEO at Wielton SA joined the company almost 20 years ago, following a focused career path to the top position in the company having started on the shop floor and all the other processes in-between. He concludes, “In my view Wielton is ready for new challenges, open to changes and opportunities. The main thing is not to lose the way of our flexible att itude, which many times helped us in difficult times.”

Wielton Trailers were displayed by KW Trailer Sales at the National Ploughing Championships 2015 Interview in cooperation with Alexander Glus (ITOY Poland)

Enviable comfort! How haulier Martin simplifies his search for freight offers by directly finding suitable ones. Search in TC Truck & Cargo速 and find suitable freight for sure. Test Europe's leading freight and vehicle exchange in live operation for four weeks - free of charge.

Now also mobile!

38 | TIMES PAST

THE DUTC DIRECTORS’ TRAM those who had built the Lord Mayor’s coach more than a century earlier The tram was overhauled in 1909 when it was placed on a DUTC truck with two 27hp motors.

The Directors' Tram in the 1930s

t the beginning of the twentieth century the Dublin United Tramways Company was a leader in engineering excellence, prestige and prosperity. From 1899, the Company Directors often used tram No 191 on their tours of inspection. But they soon decided that they wanted something better – a car built specially for their exclusive use. And so, in June 1901, there emerged from Spa Road Works in Inchicore a tram that was unique in every possible way, the grandeur of which is difficult to describe. The Directors’ Car was a three-bay fourwheeled open topper with no fleet number, a DUTC monogram occupying the space on each end where the number would normally appear. The bodywork was skilfully lined and the city arms – the three castles – were emblazoned on the sides where the DUTC

The interior of the Directors' Tram in the 1930s

FLEETTRANSPORT | NOVEMBER 15

garter belt was usually displayed; this was the only tram ever to carry this symbol. The lower deck (saloon) interior was fi nished with elaborately carved panels. There was a carpeted floor, with window curtains and blinds. There were richly carved armchairs and hinged tables supported by classical figures – and there was also a wine cabinet. An outstanding feature was the delicate coloured etchings of Dublin scenes on the twelve glass ventilators above the six main windows. The lamp shades were reputed to be of Waterford glass. The upper deck had elegant chairs and the destination boxes permanently displayed the word ‘Special’. The car had splendid perimeter railings without decency boards (which were carried briefly in early days). There were many other features but most outstanding is that this spectacular vehicle was built by Irish craftsmen, successors to

It would obviously have been somewhat insensitive to publicise this vehicle after the Dublin Lock-out of 1913 and the prominent role of DUTC Chairman William Martin Murphy in the dispute, the next verifiable record came from Aubrey Crawford, an electrical engineer who recalled that it was used on special instructional trips for students in the early 1930s. It appeared as an illuminated carnival car in 1938, the only occasion when a tram was so used in Dublin. As the tramway system closed down it was moved from one depot to another, ending up in Shelbourne Road, where Ballsbridge Motors are today. The DUTC became part of CIE in 1945 and Ballsbridge was the last operational depot when the last trams ran in 1949. In Ballsbridge, the Directors’ Cart was jealously guarded by foreman Charles Ross who had been with the tramway company since before the First World War and was a founder member of the Transport Museum Society The tram was moved to Dalkey Depot which became a bus dormy shed in 1949 and in 1950 it was towed to the Barnhill Road garden of a local resident where it remained complete except for the seating. It was set on fi re in 1984 and seriously damaged. Following negotiations, Dun Laoghaire Corporation donated the vehicle to the National Transport Museum in 1988 and it was swift ly removed. There was very litt le notice given on this, with word being received just before Easter. And so, on Easter Saturday, a team led by Pat Fullam and Dan Maher, backed by Bus Eireann and Irish Rail at Broadstone, descended on Dalkey. The weather forecast for the weekend was poor but turned out well. To be on the safe side, Pat borrowed an all-wheel drive tractor from his father’s farm and this stood by for the day. Piles of rubble and rubbish were moved and the tram jacked up so that rails could be laid underneath and the car soon stood on track for the fi rst time in 38 years. The line of rails was extended on to the low loading trailer and the tram winched forward. All of this was a major backbreaking operation but was complete by late

TIMES PAST | 39 afternoon. The road-going ballast tractor used was the Broadstone Leyland Beaver LBT99, which worked on many Museum projects and was eventually presented to the Museum on withdrawal. It now works happily as a shunter in Howth.

yet recognised in many industries where long-serving staff are allowed to retire without any attempt being made to record the amazing volume of know-how and

experience such people have accrued over long years of service. You have been warned!

The tram was stored in Broadstone for some months during which it was examined by several specialists who would advise on its future restoration. It reached Howth in August 1988 and has since stood in the rear of the depot awaiting the next move. It is at least safe from the weather and the order of procedure in a restoration is known but it will be a very time-consuming operation which will probably take years. Meanwhile, those who saved this historic vehicle can at least take some satisfaction from their efforts. In 1997, when the Government was inviting ideas for Millennium projects, a scheme for the restoration of the Directorsâ&#x20AC;&#x2122; tram was drawn up. Engineers and coachmakers again made detailed surveys and various teachers from the National College of Art examined the vehicle and many images. They were interested in having senior students working on this project and those who visited Howth were quite enthusiastic. The plans unfortunately came to nothing but some very valuable information was assembled which would help any later scheme. Th is tram is one of five currently in the Museum and there will hopefully be at least one more in the near future. Several restorations have been undertaken in Howth since the Museum opened 30 years ago and a number are in progress â&#x20AC;&#x201C; I hope to write about some of these in the near future. Apart from the small number of activists available, a particular problem is that many traditional crafts connected with Museum vehicles are disappearing rapidly. Historic knowledge - sometimes called corporate memory - is also becoming scarcer, a phenomenon not

Being wincheed on to trailer April 1988

En route to Howth 20 Aug 1988

The National Transport Museum Heritage Depot, Howth Demense, Howth, Dublin 13. Opening Times: Saturdays, Sundays and Bank Holidays, 2.00 - 5.00pm

Howth Yard, May 1995

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

www.fleet.ie

40 | COMMENT

The future is digital for the Bus and Coach Industry From where I'm sitting - Howard Knott

Successful CTTC members at the Fleet Bus & Coach Awards in association with J. F. Dunne Insurances.

or a number of years now I have had the privilege of being on the adjudication panel for the Fleet Transport Irish Haulier of the Year Awards, thoroughly enjoying the experience and learning a great deal. Th is year I took on a similar role for the Fleet Bus & Coach Awards. The day spent at the Johnstown House Hotel, Enfield turned out to be quite fascinating. Like the haulage awards entrants the Bus and Coach operators shortlisted were so varied. They ranged from fi rms that would mention in a rather relaxed manner that they had eleven top of the range coaches on order, each with a price tag of close to €300,000, to the one and two bus operations running local services. Also, like the hauliers, every one of the shortlisted fi rms was under the care of driven and passionate people. Here, perhaps, it is worth mentioning that I had had exposure to this sector in a different connection a number of years ago. The real stand-out difference between then and now seems to be that the mainly family owned and run fi rms had moved on to a new generation of managers with high levels of IT, marketing and accounting skills. Yes, they were concerned about the technical specifications of the vehicles, tachographs and Drivers’ CPC’s alright, but the main thing on their minds was how to drive more business activity onto their vehicles 364 days a year. I had expected that there would be a lot of talk about the fundamentally unfair competition from the State transport companies, how the drop in oil prices was encouraging more people to take their cars again, and concern that some of them would be swallowed up by British majors such as Arriva or Stagecoach. All of these were discussed, as was the role that the National Transport Authority (NTA) plays in the industry. On the whole the NTA was seen as supportive. Its role has moved beyond simply regulating the industry to being involved with operators to innovate and develop a customer friendly FLEETTRANSPORT | NOVEMBER 15

business. There was talk of ‘Leap’ travel card projects that would simplify integration of travel services and modes and of licensing ‘park-and-ride ‘facilities near motorway junctions about 50km. outside Dublin. Speaking of motorways, these have been a great boon for the bus operators though competition between them has been fierce. One concept being explored would be to build on the British experience and to have some services making stops at motorway services stations, making connections there with local services and taxis. I was surprised to fi nd that a number of the coach operating companies were diversifying into doing their own coach tours not just on the island of Ireland but in Britain and, in some cases, further afield. Th is must be an indicator that the Irish companies have developed to the point that they can take on international competition and, in doing so, achieve economies of scale that could serve them well should a future Government decide to do with Bus Éireann what has now been done with Aer Lingus. The explanations of the use of IT were intriguing. It would appear that the bus industry has really embraced this technology in taking bookings, route planning and even equipment planning. I was particularly struck by the way in which one fi rm was able to take bookings on-line from people who wished to be collected from their houses and taken to Dublin Airport at any hour of the day or night. As volumes increase then the economics of such services have to improve and everybody, other than DAA parking, is a winner. It’s a tough business but there are a lot of very determined folk involved in driving a strong future.

Text: Howard Knott - howard@fleet.ie

fleetMaritime: IRISH SHIPPING & FREIGHT

MARITIME I | 41

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

Volume 10, No. 5 Winter 2015

New CEO at Waterford Port

he Port of Waterford Company has appointed Frank Ronan (pictured) as its new Chief Executive, replacing Stan McIlvenny who retired at the end of September after more than 12 years at the helm. Prior to his recent appointment at Waterford, Frank Ronan held the position of Strategy Development Manager with Glanbia Ingredients Ireland Ltd. He was Managing Director of Wexford Creamery until July 2014 when it was acquired by Glanbia. Prior to working with Wexford Creamery; Frank had been Finance Director with the Stafford Group. Announcing the new appointment, Des Whelan, Chairman, Port of Waterford Company, said: “Frank will bring a wealth of relevant business leadership experience to the role and the Board looks forward to working with him and the entire Port of Waterford team to ensure that the Port capitalises fully on the economic recovery that’s now underway. There are tremendous opportunities to grow and diversify the Port’s business and Frank will lead the team

has transformed how the Port operates. The reorganisation that he led and his astute management of the Port through the economic downturn leave the company well-positioned for growth.”

in achieving that.” “We were very pleased with the calibre of applicants who responded when the CEO position was advertised and we have every confidence that Frank is the ideal candidate to build on the work done by Stan McIlvenny and to take the Port forward as a key export and import gateway for the southeast region and Ireland more widely,” he added. “In announcing Frank’s appointment, I also want to take the opportunity to publicly acknowledge the excellent work done by Stan McIlvenny as CEO since 2003. Stan

Waterford has been a Port city since Viking times serving a large, mainly agri-business catchment area. The Irish Maritime Development Office (IMDO) reports bulk cargo volumes moving over the quays there of over 1.1 million tonnes in 2014. Within that figure is a 79% increase in volumes over the 2013 figure for break bulk cargo, a segment closely linked to the construction industry here and abroad. Lo-Lo container volumes dipped to 36,175 TEU in 2014, though investments in production facilities close to the Port by Glanbia and by Coillte are likely to play a significant role in restoring this traffic. The Port is part of the EU Comprehensive Port network and had an active rail connection with intermodal services operated by DFDS Logistics and Pulpwood services for Coillte.

Greenore Port breaks new ground - literally

ollowing the takeover of Greenore Port, located close to the entrance to Carlingford Lough, by the Doyle Shipping Group towards the end of 2014, the company carried out a dredging scheme, moving 7000 tonnes of rock to facilitate the safe berthing of significantly larger vessels. Th is work has been followed by the clearance of the quayside area of the former mail boat port to allow more effective cargo handling and put into place a significant steel terminal.

The wave energy turbine developer and manufacturer Open Hydro will re-locate to the Port using a new facility there.

The IMDO reports that total bulk freight volumes through Greenore during 2014 grew by over 30% during 2013 and passed the half million tonnes mark. Niall McCarthy, General Manager at the Port expects 2015 figures to be up by another 10% with a focus on dry bulk and break bulk cargoes. During September the Port handled its fi rst wind turbine (pictured). Th is one is for erection at a site at Collon, County Louth.

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

FREIGHT FERRY SERVICES FLEETMARITIME | Winter 2015

42 | MARITIME II

BIG Data for the global pharma supply chain a major opportunity for the Irish Life Sciences sector The issues Writing in the recent publication from the Irish Exporters Association, the Top 250 Exporters 2015, Investec Analyst, Ian Hunter pointed out that Ireland is the fi ft h largest exporter of pharmaceuticals in the world, accounting for over 7% of the world market. The related Medical Devices sector with exports in 2014 valued at €7.2 billion, represented 8.3% of Ireland’s total merchandise exports. These sectors have high and growing employment levels and are, in the main, located outside the Greater Dublin area. Crucial to the continued success and development of these sectors in Ireland is having an effective and competitive Supply Chain. In this context a recent commentary on global shipping trends by the US based Journal of Commerce (JOC) on the shift of global supply chains in these product areas from air to sea, said that a recent announcement from AstraZeneca on its Supply Chain policy wasn’t so much an announcement as an industry quake, and that the Pharma industry Supply Chain would never be the same again. JOC reported that after several years of realigning its warehousing and production facilities, AstraZeneca, one of the world’s largest pharmaceutical companies, announced in early 2014 that it intended to shift the vast majority of its cold chain shipments from air to ocean. By the end of the year, it was moving more than half of its global shipments by sea, a dramatic change from 2010, when some 90 percent of its products moved by air. Th is year, the company reportedly aims to increase the ocean going share of its shipments to around 70 percent. “AstraZeneca now sees ocean freight as the mode of choice,” said Julian Wann, the pharmaceutical giant’s global category leader for freight and logistics, as the changes were unveiled. Although he assured reporters and industry analysts that air freight would still be a necessity within AstraZeneca’s supply chain, it was clear the company had yielded to the undeniable seduction of lower transportation costs, enhanced reefer capabilities, an opportunity for reduced carbon footprint and diminished security concerns. Just weeks later, Yusen Logistics signed a deal to transport AstraZeneca’s prescription drugs from Europe to Australia, and Baxter Pharmaceuticals said it was embracing ocean shipping as part of a full-blown intermodal approach to Supply Chain management. The migration of pharmaceuticals from air cargo to ocean is actually

less of a revolution than a convergence of business factors. In recent years, reefer container construction, controlled-atmosphere technology and sophisticated soft ware have improved dramatically. But the pharmaceutical industry historically has been an extremely time-sensitive business. What’s changed even more than the cold chain is the pharmaceutical industry itself. An extraordinary number of mergers and acquisitions have occurred in recent years, and the US Federal Government’s increased involvement in health care has slashed drug prices. An even more decisive factor in the fortunes of the big pharmaceutical companies is that many of their trademark brands are slipping out of patent protection, and they’re facing competitive pressure from the generic drug companies. Suddenly, companies that paid relatively scant attention to their Supply Chains have come to see them as a potential source of savings through operational efficiencies, a value to release some of the pressure on their bottom lines. The Maritime solutions All this has placed shipping lines and cold chain service providers in an odd position. Although they’re happy for the business, the moves by big pharmaceutical producers also created new concerns over such things as insurance and liability. “We’re happy, but we’re cautious,” said Ole Schack Petersen, Director of Global Reefer Logistics for Maersk Line. “It’s a great opportunity, but at the same time, we realize we have to be careful in terms of where and how we do it. It’s a higher risk. Based on the sheer value of the typical pharma container, it’s an entirely different kind of transport problem.”

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

IRISH SEA ROUTES FLEETMARITIME | Winter 2015

MARITIME III | 43 Coming to this conversation from a different start point were the participants at this year’s “Cool Logistics Global” Conference held in Zeebrugge last month. Derek O’Galligan, Director of reefer trades at deep-sea shipping line OOCL said that he felt that it was not surprising that perishable logistics service providers and ocean carriers are now exploring prospects for new ‘perishable’ commodities such as pharmaceuticals. He revealed there that shipping companies, freight forwarders, ports and hauliers have created a working group to develop standards for the transportation of temperature controlled pharmaceuticals by sea. The volumes of pharmaceuticals currently shipped by sea are minimal. However, the value is potentially immense. A reefer container with insulin can have a cargo value of over 10 million USD. One of the drivers behind the migration of pharmaceuticals from airfreight to sea freight is the EU guidelines for the Good Distribution Practice (GDP) of medicinal products. The announcement by Maersk that its entire reefer box fleet of 290,000 units has now been equipped with remote reefer monitoring technology from AT&T could in theory unlock new types of high value cargo to be shipped by sea in the future.

A wide range of data from each container can be gathered and transmitted to the CMA CGM group: location, temperature, humidity level, vibrations, impacts, attempted burglary, customs clearance status and more.

The new RCM system has also been rolled out across over 300 container terminals which have been locked with a geofence system, and also cover over 370 ships equipped with VSAT.

The devices provide even greater added value in the refrigerated transport of perishable goods. They can remotely control and adjust the temperature of refrigerated containers and will allow resource optimization for routine inspections.

According to Mike Troiano, Vice President at AT&T, the new system will not only allow Maersk to remotely manage the reefer containers, provide customised alerts, as well as maintain pretrip and post reports, but also, critically, monitor the mechanical performance of the boxes. Meanwhile the CMA CGM Group has announced that the CMA CGM Bougainville will be the fi rst container ship in the world to be equipped with TRA XENS technology, which transforms containers into smart connected objects. Th is technology introduces the multimodal transportation system into the BIG Data era. The TRA XENS’ equipped smart containers aboard the CMA CGM Bougainville will be able to communicate among themselves and to the ship’s communication infrastructure by using built-in relay antennas, allowing even the most deeply hidden container to be connected. All the collected data will then be sent to CMA CGM Headquarters in Marseille via TRA XENS’ data centres. The TRA XENS system collects real-time data throughout the container’s transport whether on land or at sea, adding considerable value to the shipping line and to its customers, insurers, and customs.

The Intermodal solutions Over the last five years, in particular, the international rail freight industry has been presenting itself as a halfway house solution to the air freight v sea freight debate. For example one current Chinese based operator runs a weekly service from Yiwu in eastern China through to Madrid. Th is is based, in part, on the Trans Siberian Railway and gives a fourteen day transit from Yiwu to Warsaw. To send a container by ship would take 50 days, whereas to send product, full load or groupage, by air would cost about 60% more. It is clear that the BIG Data developments being exploited by Maersk, CMA-CGM and others are equally well suited for cargo being transported by rail and by road. Also, they are not the exclusive preserve of trans-continental or deep sea services but could profitably be used for much shorter intermodal journeys. I have accepted an invitation to speak at the Intermodal Europe 2015 conference taking place in Hamburg on 17/18 November and it is clear that this issue, along with the potentially related one of the forthcoming SOLAS regulations on cargo weighing will be big issues there. Any views that you may have on these issues would be welcome.

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

EUROPEAN ROUTES FLEETMARITIME | Winter 2015

44 | MARITIME IV

145,000 welcomes to Cork Port in 2015

015 has not only been the year in which the Port Authority secured the ‘go-ahead’ for its major Port development at Ringaskiddy, but the Port has also had great success in its Cruise business. In total, 55 cruise liners called to the Port of Cork, home to Ireland’s only dedicated cruise berth, over an eight month period, carrying a record 145,000 passengers and crew. Ten of the vessels made their maiden call to the Port while 20 vessels called which were greater than 330 metres in length, with each of these carrying in excess of 3,000 passengers. The continuing trend with the major cruise lines is for bigger vessels of 300-350 metre lengths and a capacity of 3,000 – 5,000 passengers. Captain Michael McCarthy, Commercial Manager of the Port of Cork commented: “If Ireland aspires to grow its cruise sector and capitalise on this continuing expansion, the main cruise regions of Dublin, Cork and Belfast will need to review their cruise strategy and upgrade their berthing options. The cruise companies have confidence in the sector as is evident from their investment so it is now time for the EU, Irish Government, Regional Authorities, Chambers and Tourism bodies to have equal confidence in the sector and back the necessary infrastructure. The cruise sector is unique in that the cities and regions are the main beneficiaries of cruise calls with an estimated spend of €15m in the south of Ireland alone this year from vessels visiting Cork Harbour”.

Earlier this year, the Port of Cork invested over €1.5 million in upgrading facilities at Cobh Cruise Terminal, with the installation of a number of high load 150 tonne mooring bollards which will enable even larger ships to berth into the future. The Port of Cork’s dedicated cruise berth offers a genuine unrestricted berthing at any stage of the tide on a 24/7 schedule. The booking schedule for 2016 looks very promising and the Port expects to considerably increase the number of calls and passengers to the region.

Dublin Port also anticipates that by the end of the 2015 season, it will have been the Port’s most successful year, welcoming over 100 vessels carrying in excess of 200,000 passengers to the city. Development of the cruise traffic there is a key part of the Port’s Alexandra Basin and adjacent area development project, work on which is expected to commence this month.

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

AN ESSENTIAL PART OF YOUR TEAM FLEETMARITIME | Winter 2015

LEGAL | 45

Employee involvement is essential

he corner stone of any haulage business is, of course, the Operator’s Licence and, as the public require increasing assurance that the haulage industry is being effectively monitored and supervised, it is likely that there will be an increase in the numbers of prosecutions and enquiries. Hearings that will take place before Judges and Chairmen who may not know a great deal about the road haulage business, but who will reflect that public concern by attempting to ensure that the penalties will be considered appropriate. The haulage industry, of course, has its own disciplinary procedures set out in the Road Transport Act 2011, and the European Union (Occupation of Road Transport Operator) Regulations 2015 (2015 Regulations). To put this into perspective an operator needs to remember that the ultimate sanction is the withdrawal of the Operator’s Licence, with the potential for substantial fi nancial penalties. Schedule 1 of the 2015 Regulations lists those offences which are relevant to the consideration of good repute and a conviction of any of those listed offences must be notified to the Minister for Tourism Transport & Sport (Paschal Donohoe). A decision will then be made as to whether or not action should be taken against the licence, and/or any of the ‘relevant’ people, including the driver, identified in the Regulations. That decision will be made by the Principal Officer who is the head, for the time being, of the Road Transport Operators Licensing Unit (RTOLU). Any sanction will be based on a fi nding that there has been a substantial loss of repute. There is, of course, provision allowing representations to be made to the Minister within the period specified in the declaration which may not be less than 14 days after the decision has been notified.

is complied with. It is worth remembering that the driver can also lose his/her licence if the Principal Officer is minded to take action following a relevant conviction. In the second instance the operator must be certain that the driver is not being asked to do anything illegal. The vehicle should be legal in terms of its parts and mechanical condition, and the driver should not have been given work that might put the weight of the vehicle into question, or which, perhaps more importantly, might require him/her to exceed permitted hours. It is not unknown for customers to be less than accurate about the weight of a load and, if an overload is the result of misinformation, there should always be a letter to the customer with a copy that can be shown to the Garda or Traffic Officer. Th irdly an operator must support his drivers. ‘Support’ in this context means ensuring that, if a driver needs assistance or advice, there is somebody with sufficient authority ready to talk to him/ her at any time during the driver’s working hours. In return for that support the driver should avoid doing anything illegal, particularly in relation to his/her hours of work and, in so far as the condition of the vehicle and its load is concerned, in relation to the vehicle. In the event that his/her vehicle is stopped by a Transport Officer or the Garda the driver should make a careful record of the events of the check, taking photographs if a camera is available.

At the very least every operator should have a copy of the 2015 Regulations. In Schedule 1, which lists the relevant offences, the Road Traffic Acts 1961 to 2014 are included with the Road Transport Act 1933 and are the main sources of the relevant road traffic offences. The most common of these offences result from the use of a vehicle on a road, and inevitably this puts the driver in the ‘front line’.

Given the possible consequences of a relevant conviction the operator should always be ready to try to persuade the Garda or Traffic Officer not to take action, usually by offering an explanation. In the event that the matter goes to Court the operator should always consider representation, with a defence if possible.

So far as an employed driver is concerned an operator should consider three roles. In the fi rst instance, once the driver has left the depot, he/she is entirely responsible for the vehicle and its load. Additionally he/she is responsible for ensuring that the law

Commonly a driver’s knowledge of transport law is obtained by talking to other drivers. Haulage operators should take steps to ensure that their drivers understand the possible results as relevant conviction.

Text: Jonathan Lawton - jonathan@fleet.ie

www.fleet.ie

46 | FINANCE

Warning Operating costs are Increasing

ost transport companies are enjoying the short term decrease in fuel costs and awaiting the recently announced reduction in road tax without the realisation that the majority of all other operating costs are increasing substantially. Many costs as outlined in this article are not as visible to the public or customers, but will have significant impact on the bottom line. Firstly lets look at the short term fuel cost decrease. Bear in mind that during peaks in fuel costs, transport companies invested heavily in fuel efficient vehicles and more efficient operating procedures, so the overall percentage that diesel is relative to total costs has been reducing, while on the other hand, depreciation and finance cost have increased. In some haulage sectors, such as groupage, diesel represents less than 20% of total operating costs, so a 10 cent per litre drop represents less than 2% of overall costs. Labour costs (driver wages and expenses) has now replaced diesel as the number one cost of operating a business. The availability of drivers that are suitably qualified means all transport companies have been faced with wage inflation. This trend is likely to continue as the cost of entry increases i.e. the cost of a driver passing tests for all licenses and the increased insurance cost as the employee

progresses through his/her licenses. Looking at the current unavailability of trades people I would suggest that unless driver wages increase substantially, future workers that are not going directly to manufacturing or professions will steer clear of driving HGVs thanks to the unsociable hours, lack of status and possibility of losing ones licence through non compliance. In Ireland the job of HGV driver is becoming more difficult. Issues such as lack of hedge cutting in rural areas and the increase in cyclists means while we concentrate on enforcement and road safety campaigns, the basics of road safety such as driver vision and road space are neglected. With the increased threat of driver shortage, transport companies will again be met with increased driver expectations and demands, all of which have a substantial financial implication. This year has seen substantial increases in the cost of insurance, in some cases as high as 40%, especially where accidents which are clearly the responsibility of a third party are being deemed as claims pending when negotiating insurance renewal. The lack of competition in the market, the unlikely event of a major competitor entering the market to reduce premiums, and the willingness of our legal profession to take on cases that are suspect, all are factors in raising premiums. The combined cost of depreciation, finance interest, maintenance and tyres and the actual

cost of the equipment itself, all are increasing. Cost of renewal of fleet is increasing with Euro 6. The cost of maintenance has increased as complexity of equipment and compliance means main dealer work and regular compliance tests. Tyre costs have increased and again compliance and enforcement means tyres on a unit and trailer must be within tolerance. Truck dealerships have been losing money over the last 5 years; now you will see increases in costs to win back lost ground. Another significant cost in operating a transport firm is overheads and here again costs are increasing. Overheads can account for 6% to 20% of overall costs (depending on the sector you operate in), as family businesses, many operators, their family and key staff worked 90 to 100 hours per week just to keep the doors open. Along with this many took salary reductions. Longer term this could not continue and now you see higher salaries to retain key staff, and the workload spread out to additional administration employees. Obviously the business was suffering as no time was available for properly managing the business and where it should focus. In summary, while we may see short term decreases in diesel cost and road tax, don’t be fooled into rate reductions as all other costs are increasing and an unprofitable business will not benefit you or your customers in the longer term.

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48 | OPINION

Budget 2015

or lots of reasons, the announcement by Finance Minister, Michael Noonan in his Budget speech to the Dáil last month to reduce the cost of road tax for commercial vehicles and introduce reform, is significant for the road haulage industry and the Irish Road Haulage Association (IRHA). In a letter to its members, the IRHA described the process as “A long and cumbersome process to reach a point where road tax on trucks [is] at a competitive level.”

V View from the O Operators D Desk by S Sean M Murtagh - sean@fleet.ie

Some would say the present Government has been particularly generous to the road transport industry with the introduction of the Essential User Rebate (EUR) on fuel, followed by this change in the way road tax is calculated. True maybe, but the most important part of this process was the part played by the IRHA in terms of presentation to the Department of Finance and the lobbying of TDs at a local level. It also seems clear that the respect gained by the IRHA after the fuel rebate campaign, has carried over to the commercial road tax reform programme. Clearly because of the integrity of the assumptions and information in the fuel rebate campaign, the Government and Minister Noonan were happy to accept the IRHA’s facts when it came to a submission of road tax. Every Government Minister will agree that as an island and exporting nation we need to work harder to get to the market place, well at least hauliers do. In the past, most people in Government seemed to forget how we got our goods to the market place or even the importance of a strong Irish owned and controlled haulage truck fleet. Policies and changes made in the last few Budgets by Minister Noonan and supported by Minister Varadkar and more recently Minister Donohoe are evidence that this Government recognises the road haulage industry as a key component of the Irish economy and an important part of the exporting process. I hope the IRHA will never be in a position again of having to apologise for their members or go cap in hand for handouts to the Government. In the past, Budget day was generally a terrible time for those at management level at the IRHA, as they feared a back lash from members when the Finance Minister increased the cost of fuel and road ta x at will.

A strong relationship now exists between the Government and the road transport industry that has gone well beyond the Department of Transport. Hopefully we are gone well past the days of sitting through Council meetings of the IRHA where proposals to block roads and ports were suggested in an act of desperation to get some recognition for our industry. This is a big achievement for IRHA President Ms. Verona Murphy in her fi rst year at the helm. She now faces a continuing challenge to see this deal out in a way that will not disadvantage Irish hauliers. She can not do it on her own; IR HA members must continue must be doing what they have become good at – lobbying and informing their local TD’s.

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50 | SOAPBOX

Minister for Finance Michael Noonan and Future Prooﬁng

s regular readers know I have written often of my passion for what our industry has to offer Ireland in terms of value added. A value that has been completely ignored to the advantage of our competing Northern Irish hauliers by successive Irish Governments, who Budget after Budget have simply added to our cost base and made us even more uncompetitive. Not anymore. In the space of four years and three Budgets, Minister for Finance Michael Noonan has given us more recognition than the collective efforts of all Finance Ministers since the foundation of this State. He did this in the most tangible form I know, by reducing Government imposed costs on fuel and road tax for the road transport industry. This recognition did not come overnight. The Management Team of the Irish Road Haulage Association (IRHA) led by Past President Eoin Gavin and President Verona Murphy have lobbied for change in the form of the Essential User Rebate (EUR) and now the road tax regime since 2011. The Team, or warriors as I call them, gave up hours in meetings with Ministers Noonan, Varadkar and Donohoe, interminable meetings with civil servants, arguing back and forth and rousing the members to lobby their TD’s. Looking at the Dáil records there have been more questions raised by TD’s in the term of this Government as a result of members lobbying than I would guess in the collective of Dáil records. However in the final analysis, Minister Noonan was the one who cut through the obfuscation, saw the truth in the IRHA’s case and made the ultimate decisions.

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Where to now? Is the job done? Can we all sit back and forget to pay our membership fee (a fee structure that also needs overhaul to recognize both big and small fleets)? Resoundingly that answer has to be no. We have been governed by legislation that dates back to the 1920’s when its primary focus was the protection of the fading star of the railways. This was acknowledged in a recent radio interview by Minister Donohoe when he was explaining why 500 plus drivers with convictions for dangerous driving had, while banned from driving, killed or injured again. He said in a very forceful way that the legislation governing the whole of road traffic was a hodgepodge. Perennial Freight’s courageous and costly appeal to the Supreme Court has done away with the inequity and impracticality of having to weigh trucks with their trailers (did they get their costs, will we all contribute to them, we should if they didn’t)? Whilst that and more archaic legislation is the property of national Government, the bulk of newer legislation being enforced on the industry comes from Europe. IRHA President, Verona Murphy has through the good offices of the European Parliament’s Vice President, Mairead McGuinness, met with Transport Commissioner Bulc and future meetings are planned. Eoin Gavin is widely recognized within the International Road Transport (IRU) for his views. Both are bringing a view that the needs of hauliers in openly traded peripheral countries such as Ireland are not the needs of German, French or British hauliers. Commissioner Bulc in her meeting with Verona Murphy acknowledged the issue (see Fleet Transport October Trumpet Call). Eoin Gavin is in dialogue with other Member State Association’s who are in agreement with the Irish view of tacho legislation and there are hopes of a breakthrough on ferry times and rest periods. Both willingly give of their time but the cost of flights and a hotel night in Brussels paid for through membership fees, is quite frightening. On many occasions in the past when asking a professional haulier to join the IRHA, the rejoinder was that the IRHA was simply a talking shop that did nothing for the industry. I know that was not true however the changes in both EUR and road tax invalidate that answer forever.

www.ruptela.com FLEETTRANSPORT | NOVEMBER 15

Text: Jerry Kiersey - jerry@fleet.ie

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