Fleet Transport October 2019 by Fleet Transport

IRELAND'S LEADING COMMERCIAL VEHICLE MAGAZINE Inside!

OCTOBER 19

New Mercedes-Benz ACTROS VI ...with MirrorCam!

€4.50 inc.V.A.T.

STG £3.75

VIEWPOINT: David Howe, Commercial Sales Manager, Goodyear Tyres TEST: Scania S650 4x2 Highline PROFILE: Brian Cunningham Transport SPECIAL REPORT: Multi-Temp Transport COLLABORATION: CNHi 'Transforms 2 Win'

Contents OCTOBER 19

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

4 News • HSA report on vehicle related incidents • Phase 2 of the GNI Natural Gas funding • Register now for ITT HUB 2020 • Renault supports Fatima Group • Harris Group contributes to Hope Foundation • Sustainable procurement tools issued 10 Viewpoint Pay attention to tyres

Editor: Jarlath Sweeney - editor@fleet.ie

12 Cover Mercedes-Benz Actros VI

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

14 New Fleet Sales to Renault, DAF and Volvo trucks

Photography: Jarlath Sweeney, Paul White, Cathal Doyle, Rob Van Dieten, Howard Knott, Newspress, Hall PR, Gianenrico Griffini

16 Pictorial Mercedes-Benz customers attend Actros VI launch

Subscription Hotline: 094 93 72827

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

Fleet Transport/ Fleet Car/ Fleet Bus & Coach/ Fleet Van & Utility/ Fleet Trailer & Body Builder/ Fleet Maritime/ Green Fleet Management are published by JJDS Publications Ltd. Registered Office: D’Alton Street, Claremorris, Co. Mayo. Co. Reg. 368767 Directors: Jarlath Sweeney, Sean Murtagh.

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

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

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

www.fleet.ie | 3

30 Fleet Bus & Coach Awards Finalists announced for the Irish Coach Operator Awards 2020 Category shortlist of contenders for Irish Coach of the Year 2020 37 Milestone Volvo Bus celebrates 25 years of production in Poland 39 Multi-Temp Focus on refrigerated transport 42 Shipping & Freight Maritime happenings 46 Comment Being frank about the future of freight 48 Opinion Mirror imaging

18 Fleeting Shots • DAF Trucks milestone • KAMAG’s Wiesel • New GAZ models

50 Awards Roll-up for the Fleet Transport Awards 2020

20 Test Scania S650 4x2 Highline

54 Finance KPIs in road transport

22 Health Matters Beware of burnout

56 Public Listing CNHi at Capital Markets Day at NYSE

24 Profile Brian Cunningham Transport marks twenty years

60 Trailer New Faymonville VarioMAX Don-Bur invests in factory facilities

26 Safety Safer loading and unloading

62 Soapbox Future Jobs Ireland 2019

52 Legal Post-Brexit scenario

28 Fuel Prices

Transport Barometer: Data from 17/08/2019 - 15/09/2019

Blockchain explained Digitalisation is becoming the motor of the transport and logistics sector. And blockchain is frequently mentioned in this context. But what is it? Can blockchain revitalise the supply chain? What advantages do transport process participants have when processing transports digitally using this technology? TIMOCOM has the answers.

It recently hosted a LiveTalk session with guest speaker Sidsel Rytter Løschenkohl. She has experience from her work at the blockchain lab at Deloitte Ireland and is a true expert on the subject. Check out the stream on TIMOCOM’s Facebok page

4 | NEWS 1

Vehicles are biggest workplace killer in Ireland – HSA annual report

ehicles such as cars, refuse trucks and forklifts are the leading cause of death in Irish workplaces, according to new annual figures released by the Health & Safety Authority (HSA). The Authority’s 2018 Annual Report published revealed that there were 39 work-related fatalities reported to the HSA in 2018, compared to 48 in 2017, a decline of 19%. But the single biggest danger last year came from vehicles in the workplace, with 17 lives lost across all industries last year. The agriculture sector suffered 15 work-related deaths in 2018, compared to 25 in 2017, a decline of 40%, while construction had five work-related deaths. Minister of State for Trade, Employment, Business, EU Digital Single Market & Data Protection, Pat Breen TD, stated that workplace deaths cause great trauma and personal suffering for families every year. While welcoming the decline in workplace fatalities, he said: “We should remember that any improvement in numbers provides little comfort to the family, friends and colleagues of the dozens of Irish people whose lives were cut short this year while doing their job.” Dr. Sharon McGuinness, Chief Executive Officer of the HSA, said that the fatality statistics show how vehicles are now the biggest threat to life in the Irish workplace. “Whether it’s a farmer driving a tractor in a yard, or a truck driver delivering a load, across all sectors incidents involving vehicles accounted for almost half - or 44% - of all deaths last year. The worrying trend is continuing with six deaths provisionally recorded so far this year in the transportation sector,” she said.

Tractors were involved in the majority of workplace vehicle incidents last year and claimed six lives, but cars, refuse trucks and forklifts were also involved in fatalities. Expressing concern at the devastation caused by work tragedies on bereaved families, Dr. McGuinness urged everyone to be aware of the risks posed by moving vehicles in all workplaces. “The number of people being killed in circumstances that could have been prevented is nothing short of a human tragedy,” she said. Insisting a change in mindset is required to reduce the numbers dying or suffering serious injury as a result of workplace vehicles, she warned that complacency is costing lives. “Drivers at work often forget about the same hazards that they look out for when driving on the road, like properly maintaining their vehicles, and paying attention to pedestrians when reversing. These checks could help prevent a fatal catastrophe to themselves or a work colleague,” Dr. McGuinness concluded.

Gas Networks Ireland funds Natural Gas Vehicles

he rollout of the second phase of Gas Networks Ireland’s Compressed Natural Gas Vehicle Fund has seen six transport companies awarded €20,000 each towards the purchase of a Natural Gas Vehicle (NGV). The Fund supports the purchase of Compressed Natural Gas (CNG) powered commercial vehicles including trucks, buses and vans. Grants to support the purchase of 33 vehicles have previously been awarded to 18 transport companies in Ireland via the initial part of this scheme. CNG is natural gas which has been compressed to fit into a NGV’s tank and is particularly suitable for use in commercial vehicles. It is a proven alternative to diesel or petrol and reduces transport costs by up to a quarter and carbon emissions by 22%. These vehicles can achieve zero carbon transport when operating on renewable gas. There are an estimated 25 million NGVs in operation worldwide, and almost two FLEETTRANSPORT | OCT 19

Director Niall Lord, commented: “We have being operating two CNG vehicles for almost a year now thanks to the funding from Gas Networks Ireland. We know we can reduce emissions and fuel costs and at the same time reduce our carbon footprint. Our experience to date with Scania CNG vehicles has been a very positive one.”

million in Europe. The Compressed Natural Gas Vehicle Fund is supported by the Commission for Regulation of Utilities (CRU) in Ireland and is co-financed by the European Union’s TEN-T Programme under the Connecting Europe Facility as part of the Causeway Project. One of the successful applicants is Food Surplus Management Ltd, based in Trim, County Meath. The company’s Managing

Ian O’Flynn, Head of Commercial and Corporate Affairs at Gas Networks Ireland added: “Transport accounts for over 20% of carbon emissions and almost a third of Ireland’s energy consumption. Only 3% of vehicles on Irish roads are HGVs, however they use 20% of Ireland’s transport energy. As the operator of Ireland’s gas network, we are leading the development of this new, cleaner transport network, to support Ireland in reducing its carbon emissions. It is very encouraging that the Government recognises the potential and opportunity for CNG in transport. The recently published Climate Action Plan calls for increased levels of CNG and outlines goals to deliver public CNG fuelling stations.”

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6 | NEWS II

Online registration now open for ITT HUB 2020

isitor registration is now live for ITT Hub 2020, which takes place for the first time from 13-14 May 2020 at Farnborough International Conference & Exhibition Centre, in Hampshire, England. For the inaugural event, located at the home of the world-famous air show, visitors will have access to forward-thinking exhibitors who are leading the way in innovation and technology in road-based transport. “Registration is via the exhibition website www.itthub.co.uk in the visitor section, with just a simple online form to be completed. Once submitted, pre-registered visitors will be kept fully updated on all the news and latest developments in the run up to this exciting and innovative exhibition and conference, as well as being able to print off an entry badge to gain fast track free entry on both days of the event,” explained Mark Griffi n CEO of organiser Binswood Media. All the latest low emission/emission-free vehicles – light commercials, minibuses, buses, coaches, trucks and off-road vehicles – and the infrastructure that supports them will be on show, with the opportunity to ride and drive vehicles on site/off site (subject to

licence and other checks). Visitors to Farnborough will also benefit from free entry to FTA’s Future Logistics Conference, which is taking place alongside ITT Hub 2020. The conference’s four core themes - Future Communities, Future Vehicles, Future Business Strategies and Future Data – have been chosen to reflect the convergence of transport, energy, technology, data, planning and policy. As well as no entry fee, the visitor experience will be further enhanced by free parking on site, with courtesy electric bus shuttle services to local train stations for those travelling by rail provided in partnership with Pelican Yutong and Zenobe. Over 50 companies have now confi rmed their participation to date, including (in alphabetical order) Arrival, Blue Marble

Associates, Bridgestone, Brigade Electronics, BYD, Caetano Bus, Centrica, Checkpro, Chartered Institute of Logistics & Transport, DAF Trucks, Davis, Dawson Group Bus & Coach, England’s Economic Heartland, EVM Direct, Evobus, Farnborough International, Freight Transport Association, FleetCheck, Highways UK, Interel Consulting, Iveco, Jamma, Lex Autolease, Licence Bureau, Lloyds Banking Group, LowCVP, Mercedes-Benz, Midlands Connect, National Grid Electricity Transmission, Omnibus Solutions, Passenger, Pelican Yutong, Portland Fuels, PTV Group, Renewable Energy Association, Renault Trucks, SmartDrive Systems, Tachosys, TotalKare HDWS, Trailar, Transport for South East, Transport for the North, TRL, TruTac, Volvo Group UK, Webasto, Williams Advanced Engineering, Wrights Group, Xiamen Fengtai Bus & Coach and Zenobe. “Anyone who comes to Farnborough in May 2020 will be inspired by the innovation and technology presented by exhibitors and event partners, the chance to get behind the wheel of all the latest products, the opportunity to participate in over 50 conference sessions over two days and by the stunning venue itself,” said Mark.

Fatima Groups United Family Resource Centre on the road with Renault

ictured at the handover of a specially converted nineseater Renault Trafic minibus to Fatima Groups United Family Resource Centre in Rialto, Dublin 8, is Minister Catherine Byrne, Minister of State at the Department of Health with responsibility for Health Promotion and the National Drugs Strategy, with Joe Donohoe, Projects Manager, Fatima Groups United Family Resource Centre (left) and Conor Dixon, Renault Ireland. Based on the Trafic van, the converted minibus will be used by the centre during the course of its work within the local community. The centre is the representative body of residents and projects in Fatima and Herberton, and operates under community development principles, providing key services in the areas of health and wellbeing, education, employment, arts, childcare, counselling supports, information and advice, family support and advocacy, civic awareness and community development. Renault supported the Family Resource Centre with the purchase of the minibus and also plans to supply an electric Kangoo Z.E. van to the centre for use in its catering service. Commenting at the handover Joe Donohoe, Projects Manager, Fatima Groups United Family Resource Centre said: “Having our own Renault Trafic minibus will make such a difference to the many people, young and old, using our centre. It will make life a lot easier for

FLEETTRANSPORT | OCT 19

us in providing quality services for all those who come into all of our programmes. Later this year, Renault will supply us with an electric Kangoo Z.E. van which will enable our café to expand its operations with the aim of creating more jobs for local people. We would like to thank Renault and we very much look forward to developing our relationship with Renault in the coming years.” Conor Dixon, Renault Ireland added: “We are delighted to hand over this specially converted Renault Trafic minibus, as well as a Kangoo Z.E. van in the near future, to Fatima Groups United Family Resource Centre. We are thrilled to be able to support such a great organisation which does amazing work within the local communities of Fatima and Herberton. Safe and happy driving from all at Renault Ireland!”

Fleet managers, take the uncertainty out of fuel prices. Talk to Emo today about our ﬁxed price fuel options.

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Fixed Pricing is a method of hedging your exposure to fluctuating fuel prices, bringing predictability to your business costs and protecting budgets for the period of the contract. In September, the attacks on oil fields in Saudi Arabia disrupted 5% of the worlds global output, the local impact of this was a 5 cent per litre increase in fuel prices within two days. Despite this significant recent increase and the general uncertainty in the market, prices remain at a level that makes fixing your fuel price for a set period of time an attractive option.

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Emo Oil Ltd is a subsidiary of DCC plc. DCC is a broadly based group, employing c 12,500 people across four focused divisions: DCC LPG, DCC Retail & Oil, DCC Healthcare and DCC Technology.

8 | NEWS III

Harris Group joins Cycle for Hope fundraiser

he Harris Group, importers and distributors of a number of commercial vehicle brands in Ireland and the UK, lent a big hand at the inaugural ‘Cycle for Hope’ in aid of The Hope Foundation in association with Butlers Chocolates. Having taken place on 7 September last, Harris provided transport and logistics through a fleet of LDV V80 vans throughout the 145 km route which began from Butlers Chocolates' Visitor Centre, Clonshaugh.

Over 200 cyclists took part in the coastal route to County Louth and back. Under the initiative of Mairead Sorensen, Chairman of Butlers and Board member of The Hope Foundation for 18 years, the Cycle for Hope event helped to raise awareness of the organisation and raise funds for a new resource and education centre for children with special needs in Kolkata, India.

New sustainable procurement tools launched

new initiative from The Smart Freight Centre and the World Business Council for Sustainable Development (WBCSD) in launching Smart Freight Procurement (SMFP) Guidelines, with the Business for Social Responsibility (BSR) releasing details of the Sustainable Freight Procurement (SUFP) Framework. These tools will enable organisations to reduce greenhouse gas (GHG) emissions and air pollutants through their freight transport and logistics procurement. All economies benefit from international trade – estimated by the WTO at 19 trillion dollars in 2018 or 23% of global GDP. Th is benefit however, comes at a cost: transporting goods around the globe generates 8 percent of global CO2 emissions according to the International Transport Forum. In response to the global climate crisis and to align with the Paris Agreement, more than 600 multinationals are sett ing corporatewide emission reduction targets through the Science Based Targets initiative. When it comes down to freight transport, however, most depend on collaboration with subcontracted logistics service providers and carriers to reach targets. “The beauty of our guidelines is that they allow companies and other organisations to leverage climate action through their supplier contracts,” said Sophie Punte, Executive Director of Smart Freight Centre, the global non-profit organisation that co-authored the SFP Guidelines together with WBCSD and with input from industry through the Global Logistics Emissions Council (GLEC). “It is a logical next step for companies that set targets and report logistics emissions across their global supply chains using the GLEC Framework.” The SMFP Guidelines contain practical actions, building on company experiences and best practice to highlight how these can contribute to GHG emission reductions. Companies and other organisations can use the guidelines to identify gaps and fully integrate climate and air pollution action into their procurement processes. The SUFP Guidelines complement the already existing GLEC Framework for logistics emissions calculation and reporting, as part of Smart Freight Centre’s broader effort to help companies on their journey to zero-emissions freight. The SUFP Guidelines are part of

WBCSD’s Transforming Heavy Transport project in partnership with Smart Freight Centre and the We Mean Business coalition. “WBCSD and our member companies are working to find solutions to accelerate the decarbonisation of all sectors to net-zero climate impact. The Guidelines are a practical tool for companies to integrate low-carbon transport decision criteria into existing procurement processes and send a market signal to the freight and logistics sector,” said María Mendiluce, WBCSD’s Managing Director. The SMFP Guidelines also complement the SUFP Framework, developed by BSR and members of Clean Cargo and the Sustainable Air Freight Alliance, to help companies evaluate, benchmark, and improve their freight procurement practices. “Building from BSR’s Supply Chain Leadership Ladder, we tailored this industry-vetted Framework to the freight category for corporate sustainability and/or logistics departments to make a quick assessment of their relative maturity in sustainable freight procurement and identify areas for enhancement,” said Angie Farrag-Th ibault, Director of Collaboration, Transport & Logistics at BSR. “Used in combination with the SMFP/SUFP Guidelines, companies can improve systematically, enabling better engagement and decision making through the entire value chain for positive sustainability outcomes. Together, Smart Freight Centre, WBCSD and BSR will continue to expand this practical toolbox to help business take climate action. • The Smart Freight Procurement Guidelines is available to download at www.smartfreightcentre.org and www.wbcsd.org. • The Sustainable Freight Procurement Framework is available to download at www.clean-cargo.org/procurement-framework

10 | VIEWPOINT

Why commercial ﬂeets should pay more attention to their tyres By David Howe, Commercial Sales Manager, Goodyear Tyres

“T

he commercial fleet arena is becoming increasingly complex. With the promise of self-driving and electric vehicles quickly becoming viable options, the industry is looking to the future for greater efficiency, cleaner operations and reduced expenditure. There is one consideration though, one that if fleet managers paid a litt le more attention to has the potential to help achieve all of these goals right now. I’m talking, of course, about tyres. Research by the Road Haulage Association in the UK has found that tyres are the second lowest area of fleet spend, accounting for just 3% of running costs. This puts investment in tyres a considerable distance behind fuel consumption which eats up 27% of fleet budgets, and expenses such as vehicle depreciation, and repairs and maintenance, which weigh in at 27% and 7% respectively. The reality though, is that with the proper care and attention, tyres can actually influence more than two fi ft hs (40%) of operating spend. Below are just a few of the ways in which fleets can improve both their performance and expenditure, by paying just a litt le more attention to their tyres. TPMS With fuel consumption proving the most significant cost for fleets, improving fuel efficiency is clearly incredibly important for owners looking for reduced spend. Cutting costs when it comes to fuel might seem impossible, but simple solutions, like maintaining the correct tyre pressure, can have an impressive impact. Goodyear’s Tyre Pressure Monitoring System (TPMS) uses an intyre sensor to flag pressure issues as soon as they arise, prolonging the tyre’s lifespan and increasing vehicle safety. Therefore, it can help fleet owners reduce expenditure, as under-inflated tyres not only wear down more quickly but also require more fuel. Monitoring tyre conditions also has a huge effect on maintenance and repairs. TPMS can help to prevent blowouts, leading to 97% fewer tyre-related breakdowns and therefore having a massive

impact on the maintenance and repair costs that consume 7% of fleet budgets. Numerous fleets are already feeling the benefit of this technology, reporting a “considerable” reduction in tyre failures, reducing the need for reactive tyre management, cutt ing downtime and helping to ensure that all deliveries are completed on time. The system has even helped to keep on top of maintenance in other areas, with one alert in particular pointing to a mechanical failure in the vehicle’s braking system. Retreading Another way to both reduce costs and prolong the life of tyres is to retread them; a process which involves replacing the tread band, multiplying the lifespan of a tyre by up to three times. Retreading is also beneficial for the environment, as tyre carcasses are reused rather discarded after fi rst use. So, this option will not only benefit fleets by reducing costs spent on brand new tyres, but it will benefit the planet too. Make tyres an area of investment With tyres influencing up to 40% of a fleet’s expenditure, fleet owners who invest just a litt le more in a premium set of tyres are most likely to see a reduction in running costs as a result. Take the Goodyear KMAX GEN-2, for example, which has been specifically designed to provide fleets with high mileage and fuelsaving low rolling resistance in all conditions. Tyres which ensure regular tread wear, like the KMAX range, are a vital asset for fleet managers who want to keep their tyres in good condition and their drivers safe, while the increased mileage reduces the cost of regularly fitt ing new tyres.

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

There’s no denying that fleet managers have a lot of shifting variables to consider, and tyres might not always make it to the top of busy operator’s list of priorities. With just a litt le extra care and attention though, your tyres can go a long way towards helping to maintain a healthy bottom line.”

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12 | COVER

“Most interactive MercedesBenz Actros Ever!”

esignandtechnicalevolutions among truck manufacturers are happening more frequently than before as innovation, regulations and market trends bring forward the need for these continuous upgrades. To the naked eye some of the latest generation models do not look drastically different from their predecessors. It’s what’s inside the trucks that make the difference with newly developed driver assistance and safety items hidden underneath or within the dashboard of the cabin. Take the new Mercedes-Benz Actros for instance. It’s the sixth generation flagship heavy-duty truck from the Daimler brand that looks rather similar to the outgoing model, but with one glorious intentional omission – no exterior mirrors! Although some third-party commercial vehicle component technology providers like Continental have developed mirror cameras to replace exterior mirrors on trucks, Mercedes-Benz Trucks is the fi rst to produce and fit MirrorCam into the mainstream market. This televisual system along with a totally new Multimedia cockpit, enhanced Predictive Powertrain Control (PPC) and Active Drive and Brake Assist programmes delivers lower operating costs, greater safety and increased driver comfort. In fact up to sixty innovations have been packed into this new generation Actros, according to Fergus Conheady, Sales Manager, Mercedes-Benz Commercial Vehicles Ireland; “Whilst retaining all of the operational excellence that have made successive Actros models the truck-of-choice for so many, this FLEETTRANSPORT | OCT 19

latest version represents a giant leap forward in terms of innovation and its application of latest technology.” The Mercedes-Benz Actros, winner of many International and National Truck Awards has achieved huge sales success around the world with over 1.2 million units delivered since its introduction in 1996. Fergus cites that the new truck is a game changer, offering operators more safety, efficiency and connectivity. “It’s the new standard-setter in the field of long-distance haulage with its selection of high-tech features that surely makes it a driver’s dream machine.” Indeed, the most talked-about feature on the new Actros VI is the MirrorCam. By projecting live pictures on two rearwardfacing external cameras which are positioned on the left and right hand side A-Pillars inside the cab, drivers have to refocus their habitual head and eye movements.

MirrorCam not only offers drivers greater visibility, it also provides operators with reduced fuel consumption due to improved aerodynamics. Test figures estimate that with less wind resistance, fuel savings achieved can reach €1,500 (1.3%) annually. As per the new standard exterior mirrors, the screen is split into two – normal rear vision and convex (for the trailer). One major advantage is that as the truck manoeuvres, both cameras will pivot accordingly thereby allowing the driver to observe the sides and the end of the truck at all times. Th is clever trailer-panning technology ensures that the trailer always remains in the centre of the screen, even during the tightest of turns. Horizontal distance lines enable the driver to better estimate following traffic when changing lanes or overtaking. Deemed to be a ‘revolutionary’ safety feature, the system is said to greatly reduce the risk of an accident, offering better protection and safety to cyclists and pedestrians by eliminating almost all

COVER | 13

driver blind spots. In addition, there is a switch located at the bunk console to enable the driver turn on the cameras should they hear a suspicious noise around the vehicle while parked at night, thereby eliminating the need to exit the cab or open the curtains to investigate. While sitting in the new Actros VI before the brief test drive, the fact that there are no exterior mirrors highlighted that visibility through the side windows has increased substantially. The new visual positioning of the MirrorCam takes some adjustment, especially for those that might be wearing bi-focal glasses. Two-rear facing camera lenses protrude from the cab high on the A-Pillar – doorframe joint. Due to their location and seasonal Irish weather, these need to be kept clean regularly. The special distance lines on-screen are indeed beneficial as they provide a much wider field of vision, particularly when reversing. Actros drivers will notice the dramatic modifications to the truck’s interior that’s now akin to Mercedes-Benz cars. (Even the new key is similar to that of the E-Class). The Multimedia Cockpit features two large dash-mounted screens that replace the conventional instrument cluster, giving the driver large screen touch access to information,

Text: Jarlath Sweeney - editor@fleet.ie

navigation and improved operating comfort. Each screen can be operated by steering wheel-mounted touch pads. The 12” central display also provides access to Apps from the Mercedes-Benz Truck Portal, including driver performance management and telematics support via FleetBoard. Keyless ignition is now standard as is electronic parking brake and wireless phone charging tray. Connectivity to Apple Car Play and Android Auto are easily engaged. Advanced technology under the cab is paving the way towards autonomous driving. The latest Active Drive Assist system linked to Lane Keeping/Departure systems is classified as Level 2/5 autonomous. It is only seen as an assistance system for now as it does not relieve drivers of their responsibility for what the vehicle does in traffic. Another new Actros features is the Active Brake Assist 5, a new generation of the emergency braking assist system which responds to a combination of radar and camera technology. Then there is the latest versions of Predictive Powertrain Control which now features an inter-urban function with its further extended mapping system, that can see the road ahead – up to 2 km.

Combined with the enhancements to PPC, fuel consumption for the new Actros has been reduced by up to three percent on motorways and up to five percent on country roads compared to its predecessor. As well as using GPS and mapping data to ensure the truck remains in the correct gear for optimum fuel economy on hilly motorways, enhanced PPC factors in the curvature of the road too, making it ideal for use on rural roads. The truck can now predict a safe speed for bends that a driver hasn’t previously encountered, activating the exhaust brake to slow to that speed automatically. Regarding the drivetrain there are no significant modifications here, just that all diesel engines (from the 7.7 litre/ OM936/350hp – 15.6 litre/OM473/625hp) meet the latest Euro 6D exhaust emissions controls. “In essence, the new Actros embodies the sum of all that has been required by drivers and owners alike. In matters of safety and effectiveness of operation, driver comfort, economy, operational monitoring, and baseto-truck communications - and in terms of its design and appearance - it is the most interactive Actros ever,” concluded Fergus.

www.fleet.ie

14 | NEW FLEET I

O’Harte Transport’s well loaded Renault T-High 520’s with Dutch ﬂair!

ictured at the collection of two new Renault Range T-High 520’s 6x2 tractor units are O’Harte Transport’s General Manager Declan McPhillips and Aaron Clarke of Setanta Vehicle Sales, Dublin. The two bright, shiny red trucks are equipped with every possible extra from the production factory and feature front air suspension, leather seats, and the driver comfort pack that includes microwave, upgraded rear axle for heavy applications, and Roadpad+ which includes TomTom truck sat nav.

The exterior of these versions of the awardwinning tractor-units are fi nished with a Dutch style headboard mounted on a top bar with a matching under run bar. An LED perimeter wind-kit lighting strip, which incorporates 3-in-1 lights for indicators and brake lights was fitted by DG Engineering. A 700 litre diesel tank was supplied by SM Components and the stunning colour coded paint and graphics was completed by Tierney Motors in Emyvale, County Monaghan. O’Harte Transport is based in Clones, County Monaghan.

Fynes DAF to Kill!

he extensiveness of the DAF Trucks model range is suitably demonstrated by two recent sales conducted by John McCann, Regional Sales Manager at DAF Distributors (Dublin) Ltd. At the top end is the flagship XF Series. Fynes Logistics, located at Horizon Logistics Park (Dublin) has acquired this new 530 hp 4x2 tractor-unit with SuperSpace cab and upgraded interior fittings that include fridge, microwave and Kelsa bar kit. John McCann is pictured at the handover with Richie Neville from Fynes Logistics, which

specialises in warehousing, refrigeration transport and air-freight. Then at the lower weight end, this new DAF LF.230 12-tonne rigid was bought by Geoff Dunne, Proprietor, Kill Haulage (Kildare) with colour coded Day Cab. The

company is contracted to Chadwicks/Sam Hire (Sandyford). The new truck is equipped with an auto greasing system from Hi-Power, Dublin while the double crank beaver-tail body built by Nugent Coachworks (Dungannon, Tyrone) features a PK 8501 truck mounted crane supplied by Palfinger Ireland.

700 new Volvo Trucks in DHL colours

ollowing an initial tender, DHL Supply Chain, market leader in transport and contract logistics and part of Deutsche Post DHL Group, has entered a new strategic partnership with Volvo Trucks UK & Ireland by taking delivery of the fi rst of 700 new vehicles, including 550 FH series tractor-units. map-based technology. As part of a £90million investment in its fleet, the new vehicles meet the latest Euro6 Step D exhaust emission regulations, while offering comprehensive driver fuel efficiency aid packages and the latest Volvo I-See predictive cruise control that utilises

Commenting on the deal Robert Grozdanovski, Managing Director, Volvo Trucks UK & Ireland (pictured with José Nava, CEO DHL Supply Chain UK&I at the handover) added: “Volvo Trucks are

truly delighted to be the chosen supplier for DHL Supply Chain’s order of 700 new vehicles. The order strengthens further our existing, effective strategic working partnership with DHL Supply Chain and is complemented by industry-leading levels of customer support from our dedicated key account management staff . Volvo’s latest Euro 6 Step D fuel-efficient engines, combined with I-See and a driver support package will help maximise the new trucks’ fuel consumption and efficiency levels, thus contributing towards the sustainable future planned by DHL Supply Chain.”

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FLEETTRANSPORT | OCT 19

Text: Jarlath Sweeney - editor@fleet.ie

TC TRAILERS Sales & Rentals - Behind you all the way

Stas / Kassbohrer Trailer dealers for the 32 Counties Tyrellstown Big, Lusk, Co. Dublin, Ireland K45XD65 Phone: 01-8430622 / 01-8430623 Mob: Tom 086 9890445 Mob: Brian 087 8373110 Email: sales@tctrailers.com Email: accounts@tctrailers.com

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New & used Stas moving ﬂoor 120 cyd –130 cyd

New Kassbohrer 4 pin goose neck Skelly

New Kassbohrer 3 axles Low-Loader

New Stas bulk tipper

New Kassbohrer 4 axles extendable Low-Loader

New Kassbohrer Flat Trailer

Truck Sales

Refurbished ﬁxed roof curtainsider

New Kassbohrer Half pipe steel tipper

Finance arranged and rent to buy option available contact our ofﬁce for more details

16 | PICTORIAL

New Mercedes-Benz

Liam Kirk of LK Logistics, Paulstown, County Kilkenny.

Martin Kenny and Jarlath Kelly of Fleet Plan, Glasnevin, Dublin.

Mano Quigley and James Somers of Somers Commercials Ltd, Camolin, County Wexford.

Ciara Walsh and Shane Byrne of MUTEC, Long Mile Road, Dublin 12.

Niall O’Toole and Joe Reilly of Pallas Foods, The Ward, Dublin 11.

Mark O’Connor of Surehaul, Clonmel with Luke Dowling, Patrick and Lucia Keane of Ballinroe International Horse Transport, Templemore, County Tipperary.

FLEETTRANSPORT | OCT 19

PICTORIAL | 17

Actros Customer Days

Liam and Aideen O’Neill of O’Neill Transport, Castledermot, County Kildare with their children Sineád (9), Áine (4) and Tomás (7).

Mark Caff rey of Caff rey International, Ashbourne, County Meath.

Ger Carey of Kinahan Commercials Ltd, Moate with Vincent and Cathal Geoghegan of Mullally Haulage, Roscrea, County Tipperary.

Joe Curran and Louis Cronin of Joe Curran Commercials Ltd, Kells Road, Oldcastle, County Meath.

Andrew Webber from Pallas Foods with his three-year old son Brannoc.

Brian Caffrey of Caffrey International, Ashbourne, County Meath with the special 80th anniversary livery on his new Actros. www.fleet.ie

18 | FLEETING SHOTS

DAF Trucks achieves production milestone *100,000th New DAF CF & XF manufactured

t DAF Trucks’ factory in Eindhoven, Netherlands the 100,000th new generation CF & XF truck series recently rolled-off the production line. Never before in the American-owned Dutch company’s history has a 100,000 seriesrun been reached so quickly.

To mark the occasion, the 100,000th vehicle, a special edition DAF XF 450 4x2 FT Super Space Cab, was delivered in celebratory fashion to Groep Gheys in Mol, Belgium, which specializes in bulk and container transport. The first vehicles of the current generation CF and XF have been in production since July 2017. Since then, no fewer than 100,000 units have been produced at DAF Trucks in Eindhoven and at Leyland Trucks in England. “That we have reached this milestone so quickly is a testament to the quality and efficiency of this latest generation of trucks,” said Harry Wolters, DAF Trucks President. On receiving the keys to the 100,000th truck Groep Gheys co-owner Luc Gheys, said: “We have a long history with DAF Trucks. The first

DAF has already built 100,000 trucks of its newest generation CF and XF. The keys to the 100,000 th vehicle were handed over by DAF Trucks' President, Harry Wolters, to Luc Gheys, Co-owner of Groep Gheys from Belgium.

truck my father started using in the mid-sixties was a DAF coach that was converted into a removal truck. Following on from my father, we have included DAF in our fleet since 2015. The experience of both the trucks and the DAF dealer, Lavrijsen, has always been excellent. That’s why we currently have around 80 DAFs in our fleet - and this year we will expand that number further with another 25.”

New Wiesel design from KAMAG well received

he new Wiesel from KAMAG Transporttechnik is serving Achern-based Wilfried Maier Speditionsgesellschaft extremely well. For six months now, the Wiesel has been put through its paces dealing with demanding yard logistics tasks at the Duravit central warehouse. Maier fleet manager, Detlef Kaspar, in particular appreciates the efficiency and cost-effectiveness of the Wiesel in container and trailer handling, as well as excellent work-area ergonomics from the design of the new cab. “I cannot find an alternative to the new Wiesel from KA MAG on the market”, explained Detlef Kaspar, Fleet & Dispatch Manager at Wilfried Maier Speditionsgesellschaft mbH & Co. KG. “With this swap body transporter, we can move all load carriers to and from the

ramps. We use the Wiesel to move simply everything - from different sized swap bodies with a range of parking heights through to semi-trailers and trailers,” said Detlef, when summing up the strengths of the Wiesel. This could not be offered by other comparable vehicles, he maintained.

of the Transporter Industry International Group (TII Group). The manufacturer of special vehicles based at Ulm, Germany presented the new Wiesel for the first time at the ‘transport logistic’ trade exhibition in Munich. “Maier received the first new Wiesel from us in order to allow the vehicle to undergo a comprehensive field test. Since the event, we have been officially selling the new model,” explained Jürgen Dirr, Area Manager Sales at the logistics division of the joint sales organization, TII Sales. Wilfried Maier Speditionsgesellschaft handles all transport operations as well as the yard logistics for Duravit, manufacturer of bathroom furniture and ceramics, at the company´s central warehouse in Achern.

Six months ago, Maier had taken delivery of the Weasel from KA MAG, a subsidiary

GAZ Group presents new models

t the COMTRA NS 2019 exhibition at the Crocus Expo in Moscow, Russia, from 3-7 September, national commercial vehicle manufacturer the GAZ Group presented a whole range of new models of vans, medium-duty trucks, buses and powertrains. The most notable new product unveiled was new light commercial vehicle GAZelle NN range, developed by engineers of Gorky Automobile Plant to mark the original GAZelle 25th anniversary. Other new products included the Sadko Next off-road truck, the GAZon Next 10, running on two types of natural gas, and the upgraded Sobol 4x4. Also featured were Euro-6 diesel engines and Euro-5 gas engines based on the YMZ-530 engine family. FLEETTRANSPORT | OCT 19

Text: Jarlath Sweeney - editor@fleet.ie

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20 | TEST

Scania S650 4x2 Highline

he launch of the ‘Next Generation’ Scania premium truck series in 2016 was always going to be a major success with drivers, operators and brand devotees eagerly awaiting the new arrival. The question now three years on, has the famed Swedish brand delivered on the promises it made then? Fleet Transport decided to take another look at what we must now surely refer to as the - ‘Current Generation’ Scania. The road test unit, supplied by Delaney Commercials, Naas, Main Scania dealer, is not what one might call a standard fleet specification truck, however. This 4x2 S-series is fitted with Scania’s now-legendary V8, which coincidently is celebrating its fi ft ieth

FLEETTRANSPORT | OCT 19

anniversary this year. In this particular truck, the 16.3 litre V8 is rated at 650 hp (497 kW). While arguably not a regular run-ofthe-mill truck, the V8 650 appeals to many smaller companies and owner-drivers and its 650hp bridges the gap well between the 580 and the range-topping 730 hp. The Next Generation Series is a fine example of automotive design on several fronts. It has a completely new cab with a new stylish exterior that combines improved functionality with enhanced aerodynamics. Yet, the styling managed to bring with it a complete history of the brand by retaining visibly strong links with the previous models, and tradition is an aspect of this brand that is highly important to a large number of Scania owners. Nevertheless, the designers

have cleverly managed to create a new vehicle without dating the outgoing model overnight. Climbing the well-placed steps with their trademark slight indent makes entering the cab simple and safe, and is something that some manufacturers could take a noted. Accessing the cab carrying bags or on a ferry can be difficult and the widened top step is of great help. Once inside, the flat floor combined with the high-roof of this Highline model, which (came equipped with just a single bunk), brings with it a sense of space that is important especially for long-haul work. It is clear that a great deal of attention to detail has been invested in the interior and much of this is focused as it should be, on driver comforts.

TEST | 21 Having driven the 16.3-litre engine in its many guises, what still surprises is the quietness of the engine when started. Yes, that familiar V8 sound reverberates – but in the 650 version, it is just a litt le more subtle. Possibly a litt le more grown-up and refi ned compared to the barking note of before. However, let there be no mistake this is all that a V8 should be and that is quite clear from the fi rst press of the accelerator.

Ergonomics throughout the S650, not just from the driver’s seat, are fi rst class. Many trucks come with plenty of space in the cab, but many do not allow the driver to make the best use of the space. Scania manages to create more room by allowing the seats to be moved easily. Also the 800 mm wide bed can be extended by simply pulling out from the wall, meaning more comfort for the larger driver. Under the same bed we find ample storage, with a roll-out fridge and large drawer, with two large bins which are accessible from outside the truck. On each side of the truck there are good sized lockers to accommodate all the necessary tools and items a driver will need. Apart from under the bunk and external storage, this Highline model comes with a total of six good-sized shelved lockers. Three on the rear wall and three mounted over the dash. The fact that they are shelved greatly increases their usefulness, as simply having a large space without shelves limits the value of the locker to the driver. On other details, the Highline ‘S’ is littered with thoughtful additions that go to make the driver’s life on the road a litt le easier. Additions include an ample number of power-points with a choice of 12V, 24V and USB connectors, all well placed and in good locations. The familiar pull out-table on the passenger side, good lighting throughout and comfort controls in the bunk area, all help to make life on the road better. The Scania V8 decals adorning the seats, door-panels rear walls and dashboard will enhance the appeal, and announce to all that this truck is a member of a particular club. Text & Photos: Paul White - paul@fleet.ie

For this drive, the journey began from Naas down the M7 and on to the M9 towards Waterford. We then turned off towards Carlow, across the N80 towards Enniscorthy, before coming back up the N11 and back to Naas on the M50/N7. It was a reasonable run, though with 650 hp available on demand there is litt le that would in reality trouble this truck. Nevertheless, the truck ran very efficiently and though we could not fully assess fuel consumption on this occasion, all the indicators are pointing in the right direction. The truck develops its 3300 Nm from 950 rpm and holds that until 1350 rpm. Th is tractor-unit comes with a 3.08:1 rear axle ratio which means that running at 80 kp/h, the truck is hardly working with the tachometer sitt ing at 1000rpm, while at 90 kp/h, the needle only moves up one notch to sit at 1100rpm. By applying the tips available from the on-board Driver’s Star Rating system and with some instruction on improving driving style, this truck will perform exceptionally well with any good driver. The ride and handling en route was comfortable thanks to the top quality seating. Good cab suspension and air on Spec Check Make Model / Chassis Engine Rated Power Rated Torque Euro Rating Transmission Drive Axle Ratio Brakes Safety Retardation Device/s Suspension (F)/(R)/(Cab) Tyres / Wheels

Fuel/AdBlue - Reservoirs Trailer

the front and rear axles ensured as smooth a ride as possible. Braking and retardation could not be faulted as the truck gave a good feeling from the pedal and came to a wellbalanced stop on the one occasion it was required to stop promptly. Prudent use of the retarder and engine brake should achieve longevity from the brake linings and reduce maintenance costs. Over the last 50 years the reliability of the V8 has been one of its hallmarks, and one of the primary reasons for the engine’s popularity. A point that is reiterated by operators time and again, “no matter how long it has been lying there for – one-half turn of the key and it fi res” to quote one well known Irish operator. There is an additional cost to tick the V8 box on the order sheet – though many believe it is more of an investment than a cost and these expenses are well recouped over the working life of the truck thanks to the residual values achieved afterwards. Scania is to the fore with the application of driver-assist systems such as Scania Active Prediction, Lane Keeping Assist, AEBS and more. In addition, safety features on a lower scale not required by regulation are also included. Features like dash light dimming when reverse gear is selected to minimise glare, are of great benefit to the driver reversing at night in dark yards. Three years on the ‘Next Generation’ Scania's is a familiar face on the roads and it would appear Scania has fulfilled all the promises it made. The range would appear to be flawless, with a build quality and fi nish second to none - and with the S650 there’s also that V8 sound and badging.

AB Scania S650 / 4x2 Highline Sleeper Cab Tractor Unit DC 16 118 16.3 litre V8 - Scania XPI Injection 650 hp (497 kW) @ 190000 rpm 3300 Nm @ 950– 1350 rpm Euro 6 – DPF, SCR Only Opticruise (GRSO925R) + 12-Speed Automated 3.08:1 - (ASD400SA) Discs - AEBS, EBS, ASR, ESC, EBA, Hill Holder, Lane Departure Engine Brake– 297 kW (398Hp) @ 2400 rpm + Scania TMS Retarder Air Suspension Steer: Bridgestone- 385/80 R22.5 Drive: Bridgestone - 315/70 R22.5 Alcoa Dura-Bright Wheels Aluminium 1320 litres / 124 litres Tri-axle Gray & Adams Fridge www.fleet.ie

22 | HEALTH MATTERS

Burnout A recently noted change in people’s behaviour of which such behaviour was always there but is now named and analysed.

urnout can be defi ned as having three strands; fi rstly the person perceives overwork, leading to work stress, this in turn leads to depersonalisation, and then a feeling of hopelessness and despair. It is prevalent among people who have demanding occupations – the professional driver, the doctor, the overworked executive among others – and is a response to chronic exhaustion, and by being overwhelmed by work. Professional drivers have a very demanding job with the psychological occupational risk factors of work stress and burnout which are associated with overweight and a negative lifestyle – the sedentary lifestyle and mainly solitary workplace adding to the risk factors. One of the elements of work stress is the combination of high demands of the job but low control in the implementation i.e. decisions and authority being dictated from above. De-personalisation is a less apparent symptom and has more negative effects than work stress. Th is is a sensation of being detached from one’s own surroundings – a feeling of being an outside observer without control of events. Th is is often seen in a chronic traumatic situation and is probably a form of mental self-defence. A feeling of low self esteem and hopelessness follows on from the (false) beliefs of the depersonalisation and the reality of the overwork and lack of control of the working environment.

Burnout is associated with many negative outcomes including anxiety, depression, high blood pressure and chronic fatigue. It is associated with poor job performance, absenteeism and a high employee turnover. The professional driver suffering from burnout is also suffering from at risk behaviour, and will be an unsafe driver. Of course traffic accidents are unplanned events but work related stress must be taken into account together with driving performance, cognitive awareness of his condition as well as interaction with the employer prior to the journey. Unsafe doctors will deliver suboptimal patient care. They will have double the risk of medical error, and will increase their chances of being sued. They will be aware that they are feeling less empathy towards their patients, feeling that no matter what they do, they cannot lift the burden of their care, as their efforts are hopeless anyway. The exhausted executive may feel that no one else can do his job, he does not delegate sufficiently, and is in a blinkered tunnel and cannot fi nd his way out. As the decline in the quality of work and in both physical and psychological health can be costly – not just for the individual worker but also for everyone affected by that person – interventions to alleviate burnout and promote the opposite – a healthy approach to work – should be promoted at organisational and personal levels. Solutions to this burnout problem must be found – the fi rst thing is to recognise it. Family support is important, but is only a minor element in prevention, as the worker tends to disengage from family due to the depersonalisation.

Intervention strategies to manage work stress should generate positive outcomes for the health of workers. The cause of burnout is probably rooted in the coherence of organisations as some organisational directed changes have been found to have helped with these problems. Simple reductions in workload, or schedule changes should be considered. Structural changes such as fostering communication between workers and bosses, thereby cultivating a sense of teamwork together with job control will create job satisfaction, and diminish the feeling of helplessness. Doing nothing is not an option as the cost of ignoring a disaffected workforce is high, in personal problems with substance abuse, depression, poor self-care, suicide and motor vehicle crashes.

Some organisations have asked workers to fi ll out a questionnaire in an effort to quantify the problem, however, this is liable to be regarded as being too intrusive – but responsibility lies with both the organisation and the individual.

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FLEETTRANSPORT | OCT 19

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

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The high mileage performer

24 | PROFILE

Brian Cunningham Transport – 20 years on.....and on!

ith twenty years of road mileage covered Brian Cunningham Transport (aka BC Transport) has progressed from local to national to international haulage services provider.

Mentioning difficulties, Brian sees the British exit from Europe as a possible opportunity as some of his Irish based clients can avail of his Irish/UK based services to transport their goods direct to Europe in a seamless way.

Headquartered in Castlebar, County Mayo, Brian’s predominantly dark yellow trucks with tinges of blue and red are a familiar sight not only across Ireland but within Britain and beyond into Northern Europe. Speedy progress has been achieved in all aspects of the business in terms of turnover, clientele, fleet size and staff – all relevant elements – which have all increased in numbers. Depots have been established in Dublin and near Liverpool in Cheshire, England in recent years to meet business growth.

Both Brian and his brother Adrian, who is the Financial Director, travel across to the Cheshire facility often to meet with Carl Williams, the firm's Operations Director in the UK, and this issue is high on their agenda of late.

Brian, the company founder and Managing Director, is a native of Belcarra, close to the Mayo county town. He remains as positive as ever since establishing the road transport business in February 1999. Never afraid of hard work, Brian has enjoyed the last twenty years on the road, pleased with the company’s progress, taking the ups and downs as they come. “No regrets,” he reflected as he oversaw a repair job on one of his container handlers at the Castlebar yard. “Full praise must go to the staff for their dedication. They are a brilliant bunch, with no weak link among them whether it’s management, administration, drivers etc.,” he added. “Actually, our driver loyalty is amazing, which is heartening considering the difficulties the transport industry is going through at present,” he said.

FLEETTRANSPORT | OCT 19

Having grown up with all things mechanical around them as their father Gerry was a highly regarded agri-mechanic, Brian and Adrian have ended up together running the firm at home and away. Over the two decades, consistent investment in the company has paid dividends, whether its renewing the fleet of trucks and trailers or

PROFILE | 25

updating back office operations such as planning, fleet management and driver performance.

and is consistent with our approach and continuously improving our team,” he said.

Specialising in container and bulk tanker transport, Brian explained that the business on both sides of the Irish Sea has a mirror-effect in that it’s 70%/30% in favour of container movement across Ireland from source to port and the direct opposite at its Ellesmere Port facility in Cheshire, where it’s an 80% tanker trailer domination. Again with Brexit on the horizon and changes to operational methods at Dublin Port, Brian Cunningham Transport’s facility at Donabate in North Dublin is in a position to store containers for customers and other hauliers as parking and freetime for those load boxes are being restricted at the port’s Quayside (from four days to two).

“After the successful test trial we went with the Aptarus Fuel Efficient Driving Course, which uses data from the telematics system in realtime to continually assess each individual driver’s performance and automatically assigns training via the online portal. The Aptarus Learning System gives our management team full visibility on training activities and improvements on driver behaviour,” added Adrian.

A staff of 65 and operating 45 trucks and near 100 trailers involving many processes and procedures and Brian has invested wisely in responsive advanced technology providing beneficial feedback to increase efficiencies. Together with local IT software developer Eureka through its Move-IT traffic management system and Galway based BlueTree Fleet Management Systems, day-to-day activities regarding loads, vehicle deployment and tracking are well catered for while Aptarus Online Learning looks after driver performance with great results. Th is specialist company supplies web and App based driver training programmes. Described as telematics led training for smart fleets, Adrian has endorsed its innovative programmes strongly. “The Aptarus system delivered regular improvements in driver performance,

Daily vehicle checks are undertaken by the drivers through a Smartphone app, also developed by Eureka. Brian Cunningham Transport’s fleet renewal programme is ongoing. The vast majority of its 45 strong mixed line up are comprised of Scania, Renault Trucks and MercedesBenz and collectively are aged no less than three years. Additionally, a number of new and used trailers have been acquired for container and tanker work. Brian is awaiting delivery of new general use tanker trailers from LAG and Van Hool to go into operation cross-channel and into Europe. He is also looking to acquire another container handler (lift truck) in addition to the Kalmar and Konecrane Reach Stackers at its Castlebar and Dublin sites respectively.

Up to 6% can be saved on fuel, a 15% reduction on harsh braking, while also decreasing our carbon footprint, which is very positive,” he concluded.

Back in 1999, Brian, after learning the ropes as delivery driver for a local Cash & Carry, the took the big step of purchasing his first tractor-unit, a UK imported Iveco EuroTech. Since then he has never looked back. Providing general haulage at first, the move to container transport mainly came about after taking over the operations of Lough Conn Milling Company in Crossmolina, in 2003. Eight years later, the firm expanded further with the establishment of a UK base at Ellesmere Port in Cheshire which helped to establish its bulk tanker business on both sides of the Irish Sea. Then in 2015, the Dublin facility was opened, located at Swords Business Park, just 15 minutes from Dublin Port. It has proved most beneficial to the business, not least with the political and business landscapes about to change dramatically.

L-R: Martin Farrell & Karl Lusted (Aptarus), Adrian Cunningham & Brian Cunningham, Brian Cunningham Transport. Text: Jarlath Sweeney - editor@fleet.ie

Twenty years on, Brian is looking forward to the challenges of the next decades in his usual level headed and energetic manner. www.fleet.ie

26 | SAFETY

Safety Matters . . . Safety Matters . . . Safe loading, unloading and load securing

s discussed in previous months’ articles, some vehicle operations can be categorised as high-risk vehicle activities due to the volume of known bad-outcome incidents that have occurred when these operations are being carried out. The aim of this article is to highlight good practice with regard to another of those - loading and unloading and to highlight practices that are necessary in performing these activities safely. Unsafe loading and unloading can cause: • a vehicle to be unsafe as a result of overloading • a vehicle to be unstable • injury to loaders or unloaders, or • injury to road users.

Failure to secure loads properly may lead to load shift, or load collapse, which can cause danger to road users as well as to loaders and unloaders. Safe loading procedures should be in place to ensure that loads do not exceed the rated load capacity of the vehicle. Procedures should also be in place to ensure that customer vehicles are loaded safely and with the cooperation of those involved. These procedures should be documented in a loading plan. Workplace procedures should clearly state the role of the driver in loading, securing and unloading operations. If the driver is not involved in loading, he or she must remain at a safe location away from the activity.

move in transit. The load should be placed against the headboard if possible or, if there is a gap, that an intermediate bulkhead is fitted, or blocking or dunnage is used to fi ll the gap to prevent the load moving forward. Loading and unloading should be carried out so that, as far as possible, the weight of the load is spread evenly across the vehicle or trailer at all times, to prevent instability. The load should be secured and arranged in a manner that prevents sliding or toppling. Load restraints such as bars, chains and straps must be in good condition. Additional measures will be required to secure a load which is to be transported by sea. When loading is complete, supervisors and those involved in the loading operation should check that the load is properly secured. Supervisors should give signed approval as part of the handover to the driver. For further, more detailed, information on loading and unloading and the safe securing of loads, go to the Health & Safety Authority’s website at https://www.hsa.ie/eng/ Vehicles_at_Work/.

The consignor should give the driver a signed copy of the loading plan detailing how the vehicle has been loaded, stowed and secured. If drivers are involved in loading or unloading, they should sign the loading plan. Loading and unloading should only be carried out by trained authorised people. Where practical loading and unloading should be carried out in a designated area away from passing traffic, pedestrians and others not involved in loading or unloading vehicles. Where this is not practical, risks to pedestrians and passing traffic must be minimised. Only trained, authorised persons should be permitted to access the vehicle load area. Three-way co-operation between the consignor, the person in control of delivery site and the driver is essential to ensure that loads can be delivered or collected safely and efficiently. In addition, equipment provided for loading and unloading must be compatible with the vehicle. Drivers must familiarise themselves with loading and unloading procedures for their own and for customer or supplier premises. They should report to the person in charge of either site for any relevant instructions before loading and unloading the vehicle. Drivers and loaders should wear high-visibility clothing when they work around other moving vehicles, and vehicles should be braked, stabilised and immobilised as appropriate, to prevent unsafe or unexpected movement during loading and unloading. Drivers, loaders and supervisors must know the load capacity and configuration of the vehicle being used so that loading and unloading can be done correctly and safely. They must also make sure that vehicles are loaded so that they are safe for transport. The load should be stowed, secured and restrained so that it will not FLEETTRANSPORT | OCT 19

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

Where Special comes as Standard MPM Specialist Vehicles 3D Ballygowan Road, Hillsborough, Co. Down, Northern Ireland, BT26 6HX T: + 00 44 (0) 28 9268 8863 W: www.mpmsales.com E: mark@mpmsales.com

28 | FUEL PRICES (WEEK 39) Country

Currency

95 Lead Free

98 Lead Free

Diesel

Austria

EUR

1.250

1.404

1.200

Belarus

EUR

0.732

0.792

0.732

Belgium

EUR

1.524

1.572

1.551

Bosnia-Herzegovina

BAM

2.260

2.360

2.310

Bulgaria

BGN

2.270

2.570

2.330

Croatia

HRK

9.420

10.390

9.770

Czech Republic

CZK

31.780

33.210

31.120

Denmark

DKK

11.290

11.980

9.990

Estonia

EUR

1.357

1.407

1.347

Finland

EUR

1.581

1.666

1.470

France

EUR

1.515

1.580

1.463

Georgia

GEL

2.600

2.680

2.660

Germany

EUR

1.419

1.558

1.285

Greece

EUR

1.568

1.807

1.360

Hungary

HUF

382.300

393.300

401.300

Ireland

EUR

1.420

1.320

Italy

EUR

1.629

1.519

Kazakhstan

KZT

174.000

193.000

Kosovo

EUR

1.200

1.180

Latvia

EUR

1.274

1.329

1.204

Lithuania

EUR

1.187

1.236

1.087

Luxemburg

EUR

1.261

1.321

1.126

Moldova

MDL

19.100

19.520

16.700

Montenegro

EUR

1.360

1.330

1.210

Netherlands

EUR

1.775

1.859

1.488

North Macedonia

MKD

67.000

69.540

61.000

Norway

NOK

17.190

18.150

16.260

Poland

PLN

4.990

5.340

4.990

Portugal

EUR

1.541

1.583

1.433

Romania

RON

5.360

5.580

5.500

Russia Federation

RUB

46.770

53.970

46.040

Serbia

RSD

148.600

153.900

159.400

Slovakia

EUR

1.320

1.408

1.200

Slovenia

EUR

1.260

1.383

1.240

Spain

EUR

1.310

1.462

1.241

Sweden

SEK

15.580

16.180

16.330

Switzerland

CHF

1.660

1.750

Turkey

TRY

7.110

7.210

6.500

Ukraine

UAH

28.750

30.030

28.200

GBP

1.269

1.360

1.314

USA

USD

0.674

0.789

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30 | BUS & COACH AWARDS 2020

Fleet Bus & Coach Awards 2020 Finalists Awards Presentation & Dinner: Thursday 14 November 2019 Venue: Johnstown Estate Hotel, Enfield, County Meath.

he biennial Fleet Bus & Coach Awards will take place on Thursday 14 November 2019 at the Johnstown Estate Hotel, Enfield, County Meath. In association with J.F. Dunne Insurances, the Fleet Bus & Coach Awards will acknowledge, recognise and honour operators working within the Irish Passenger transport industry. With eleven categories in the Awards programme, the following are the Shortlisted companies in alphabetical order. Interviews will take place on Tuesday/Wednesday 22/23 October at the Johnstown Estate Hotel, Enfield, County Meath. • Aircoach (Dublin) • Anchor Tours (Louth) • Around Ireland Day Tours t/a Wildrover (Dublin) • Bartons Transport (Kildare) • Burkesbus (Galway) • Butlers Tours (Dublin) • Callanan Coaches (Tipperary) • Callinan Coaches Ltd (Galway) • Carolan Coach Hire (Meath) • Cobh Connect Ltd (Cork) • Collins Travel (Monaghan)

FLEETTRANSPORT | OCT 19

BOOK YOUR TICKET NOW Contact Denise on 094 9372819 www.fleet.ie

If you wish to book tickets for this gala event please contact Denise on 094 9372819 – awards@fleet.ie A table of 10 is €850 + VAT Price includes pre dinner drinks, 4 course dinner, wine and Awards presentation. A single place is €90 + VAT Price includes pre dinner drinks, 4 course dinner, wine and Awards presentation.

• Cronin’s Coaches Ltd (Cork) • Donoghues of Galway (Galway) • EI Travel Group (Dublin) • Eirebus (Dublin) • Express Bus (Dublin) • Fitzpatrick Coaches (Monaghan) • Foyle Coaches (Donegal) • Fureys of Sligo (Sligo) • Glasheen’s Coaches (Tipperary) • Glynns Coach Hire (Ennis) Ltd (Clare) • GoBus.ie (Galway)

• Lally Coaches of Galway (Galway) • McElligott Coaches (Limerick) • Nolan Coaches (Dublin) • O’Callaghan Coaches (Kerry) • Paddywagon Tours Ltd (Kerry) • Spirit of Ireland Executive Travel Ltd (Galway) • Suirway Bus & Coach Services (Waterford) • Tony Doyle Coaches Ltd (Wicklow) • Wexford Bus (Wexford)

BUS & COACH AWARDS 2020 | 31

Irish Coach/Midi/Mini-Coach of the Year Awards 2020 in association with Close Brothers Commercial Finance.

Category Finalists Irish Coach of the Year 2020

Higer Pegasus 55s

Mercedes-Benz Tourismo 16 RHD RL

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BUS & COACH AWARDS 2020 | 33

Irish Midi-Coach of the Year 2020

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045 878500 045 876151 insure@jfd.ie

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J.F.Dunne Insurances Ltd is regulated by the Central Bank of Ireland. J.F.Dunne Insurances Ltd is part of the J.F.Dunne Group. The J.F.Dunne Insurances Bus & Coach Programme is offered on a tied agency basis with AIG Europe Ltd

IMPORTANT NOTICE Reminder: All Professional Bus and Truck Drivers

DON’T FORGET YOUR ANNUAL 1 DAY DRIVER CPC TRAINING All professional bus and truck drivers (those who drive for a living) must have a Driver Certificate of Professional Competence (Driver CPC). If you held a full bus driving licence before 10th of September 2008 or a full truck driving licence before 10th September 2009 you are automatically entitled to Driver CPC. If you’re a new bus or truck driver you’ll have to pass the Driver CPC examinations. Important: All drivers (new and existing) are required to retain this qualification by attending one refresher training day per year in each five year period. If you drive trucks and buses you need to attend six days of refresher training in each five year period. Please note; In the event of the UK leaving the EU without an agreement (Hard Brexit), UK CPC qualifications issued in the UK will no longer be recognised in Ireland after the exit date. Any driver with a UK CPC card who is resident or working in Ireland is advised to exchange their CPC card for an Irish CPC card in advance of the date the UK exits the EU.

For more information visit www.rsa.ie Email: cpc@rsa.ie

BUS & COACH AWARDS 2020 | 35

Irish Mini-Coach of the Year 2020

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MILESTONE | 37

Volvo Bus celebrates 25 years of manufacturing in Poland as a viable or safe option, instead has a preference to use Natural Gas (CNG). In terms of coach travel, bio-diesel is seen as the most likely alternative in the short term.

åkan Agnevall, President of Volvo Bus, led a host of dignitaries at Volvo Bus’s manufacturing plant in Wroclaw, Poland last month as the company celebrated 25 years of manufacturing at the facility. Wroclaw is a significant operation within the Volvo Truck & Bus organisation, as the European IT & HR functions are located there. The design team that are responsible for the development of the new 9700 & 9900 coaches are based here also. There are three assembly lines within the plant. Each day six new buses roll off the assembly lines, which amounts to roughly 1,300 units per year. Production schedule is one third coach, two thirds bus. Both electric and diesel buses are assembled here and to date 130 electric powered versions have been manufactured, roughly 10% of the factory’s production. It is expected that this figure will rise in the coming years, however like all commercial vehicle manufacturers, Volvo representatives say that diesel will be around for a while and the mainstream lead into electric operation will be slow. Across the plant there are 1,800 employees and the Volvo Group Management sees Wroclaw as a key facility into the future, with the capability to increase production as and when required by the marketplace. As a demonstration of how versatile and lean the production process is in Wroclaw, it was demonstrated that diesel and electric buses can be manufactured on the same line. As mentioned previously, the production split is two to one in favour of city bus, and this can be changed just simply by sending different components to the assembly line. It is expected that the next 25 years will bring significant change to the bus and coach industry, and Wroclaw is ready for these moves. Ready for Electrification With a lot of talk of cleaner cities and much needed general ecofriendliness, commuter bus operators and city authorities are under increasing pressure to improve their environment. One of the areas that has been focused on is the removal of diesel buses to be replaced by electric propulsion. Volvo Bus, like all manufacturers is planning for these changes that will see a number of alternative fuels drive the buses of the future. Volvo is clear about one thing, the future is electric. Speaking at the 25th anniversary ceremony, Haken Agnevall, President of Volvo Bus, said: “Diesel will be around for a long time, in the interim we will see a mixture of diesel, diesel/electric-hybrid and electric. There will be different solutions for each city.”

New Volvo Coach Product Director for Volvo Bus in Europe, Michele Ferrara, an Italian native, is passionate about the new 9700/9900 coach launched last year. It may be the Latino coming out in him, but one could not but be impressed with his intimate knowledge and feeling for the new coach range. At the inaugural introduction, there were 17 different versions of the twin coach line available; now just one year on, some more innovations have been added, including a plan to produce a right hand drive version of the 9700 in the latter part of next year. In response to demand from customers, a 15m variant has been added. In service this can have up to 71 seats depending on the type of operations required. A new design tweak allows the toilet and second door to be moved to the rear of the coach, thereby increasing luggage space. Michele stated that because of the modular construction on the coach these changes are relatively simple and will give a significant additional storage space. From next year a new design front door will also be available as an option. It is a very practical positional change, which will eliminate damage from traffic calming bollards that a driver may not see when manoeuvring. In the new design the mechanism is on the inside and away from the weather, reducing the possibility of damage also. Volvo Bus has not forgotten to care for the environment. As of next year all of its 11-litre engines will be able to use bio-diesel. Volvo sees this development as the best solution at the moment for coaches in terms of reducing their carbon foot print. In advance of some changes to weight legislation across European Union Member States, the rear axle weight has been increased to 12.6 tonnes. Finally, Volvo’s “zone management” system has been extended to all coaches as an option. An operator utilising telematics can map out a particular part of a route, around a school possibly, and reduce the speed limit on all of his coaches in that area, improving road safety. Having invested in a new coach only last year, Volvo Bus will continue to evolve the product along the way, concurrently listening to their customers and the market when it comes to improving the vehicle.

Volvo Bus’ preference is to use Pantograph for charging, but it can provide plug-in charging if required. However, Hydrogen is not seen Text: Sean Murtagh - sean@fleet.ie

www.fleet.ie

âles êrvice Contract Hire EaƟonwide 24/7/365 allinlough Eews Winner of “Customer êrvice Excellence Award 2018”

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MULTI-TEMP | 39

Keeping it cool - and frozen and - just right temperature. This had the unfortunate consequence that opportunities to transport additional cargo or to fill out a truck or trailer could not be availed of. If a trailer was part loaded with a frozen product for transport at -20째 C, then the truck could not be loaded out with consignments requiring a carrying temperature of 5째 C.

he ability of transport operators to control the carrying temperature of products especially perishable foodstuffs was an immense breakthrough not just for the transport industry. It brought about significant social change in rural communities that relied on agriculture and fishing and an equally significant change in the population centres by increasing the shelf life of fresh products. While the early days of temperature-controlled road transport were a significant milestone in the sector, looking back with the benefit of hindsight the transport model was highly inefficient. The inefficiency arose from the product being transported and that this product had a required optimal carrying temperature. The required temperature setting dictated that if any other product was transported it must be carried at that

However, carrying temperature was not the only impediment to improving transport efficiencies. Other regulations demanded that certain foodstuffs especially products such as poultry, pork, beef/lamb, fish, and dairy be segregated from each other to prevent bacterial cross-contamination. Also, these commodities needed to be segregated from general cargo and ADR consignments for which the minimum distance required is 80 cm or by using a bulkhead such as a partition. Initial attempts to compartmentalise truck and trailer bodies were, to say the least crude. Efforts usually comprised of a large panel or door of insulated foam erected behind the last pallet/s of the first consignment/s (usually frozen) and in front of the second consignments (usually fresh) creating the division. The door often contained a vent or fan which allowed an amount of air through to approximately maintain the desired temperature in the rear section. While this worked to some extent it was quite haphazard and required the door to fit exactly into the trailer to make a seal. Th is meant the split doors could not be used effectively on meat rail trailers. Today the industry caters exceptionally well to

those needing Multi-Temp transport. It covers all manner of vehicles and ranges from the smallest car derived van to fulllength double-deck trailers operating with one, two or three temperature control units. In-line with the increase in demand, there has been a parallel increase in demand for transport efficiency. Why have two small trucks individually servicing a customer with a single temp product, when one larger vehicle could service both with a multi-temp solution? There are immense savings to be gained from not having several trucks each arriving with small consignments, and these savings benefit all parties involved. The consignee does not have to deal with numerous vehicles arriving at all hours and then having to unload their specific consignment, distracting staff from their core duties. If one large vehicle can arrive with all products including ambient, fresh and frozen, the delivery schedule can be arranged to off-load at a time that causes minimal disruption to the business which includes the all-important customer parking. Today, other industry sectors outside of the agriculture and marine foods industries have contributed significantly to an increased demand for multi-temp transport. These include businesses in the Electronics and Information Technology (IT) areas which may require transport to maintain the basic room temperature and dehumidify the cargo when the outside ambient temperature is either well above or well below the 21째C to 23째C standard recognised as room temperature. Excessive warm sunshine as found in Spain in summer or severe cold as found in a Scandinavian

www.fleet.ie

40 | MULTI-TEMP

winter can dramatically affect all manner of consignments. The exceptionally high standards demanded by the Pharmaceutical & Life Sciences industries have encouraged many operators to invest in equipment to service their customer’s needs. To be fair these particular industries do at times pay a premium for their transport in return for the exceptional standards demanded. Also, there are specific requirements for the transport of dangerous goods under the ADR agreement that deals with segregation and transit temperature, with all of these issues contributing to the need for multi-temp units. However, as with all aspects of transport, the only constant we have is that things will change - and so it is with multi-temp transport. Paul Ó Ceallaigh from Schmitz Cargobull Ireland has noticed a fall-off in the number of multi-temp trailers being bought by operators. While the demand for the Schmitz Cargobull brand in Ireland is increasing with a vibrant order book, the number of multi-temp units is reducing. Paul stated that operators are preferring to opt for straight trailers with the option of a dividing door. Much of this is again driven by demand from the Pharma companies and their desire to ensure the absolute integrity of the product through all its phases from the sourcing of raw materials to production to end-user.

FLEETTRANSPORT | OCT 19

These exceptional standards will, for the most part, ensure the most common cause of claims a ‘hot-load’ is avoided. A hot load is where the cargo is loaded at a temperature higher than the specified carrying temperature. There can be many reasons for this and occasionally it has been thought to occur by design rather than by accident to catch the unwary haulier and claim the insurance. What is important to remember is that the Temperature Control Unit (TCU) on a vehicle is only designed to maintain temperature. If a product is loaded warmer than the specified carrying temperature the fridge is not designed to pull down the temperature. Of course, the temperature will over time reduce, though this time-period can take days, and irrespective of how large the compartment is, the same factors of temperature reduction apply just relative to the volume. The days of inserting a large covered foam panel are behind us and as with everything today ‘we have an App for that.’ Telematics is now a vital component in enabling the haulier to protect their business. Although truck manufacturers may appear to lead the way in remote vehicle diagnostics, the refrigeration equipment providers are arguably ahead. In addition to the TCU suppliers, many of the well-known telematics companies also provide solutions for temperature monitoring and the accurate proof of carrying temperature throughout the

journey. Transport refrigeration is one area where telematics can provide great assistance to operators particularly with remote monitoring of unattended trailers. However, some operators prefer to opt for a supplier such as Blue Tree Systems rather than a TCU manufacturer’s offering. This allows them to change TCU supplier without having to run two different software systems. Opting for a system such as Blue Tree is far from a second choice as Trevor Durnin explained: “Blue Tree’s temperature management system is running in over 80% of the TCUs in Ireland. Temperature control is a significant part of the company’s business and the client list includes almost all the major food and Pharma companies and their transporters operating in Ireland.” BlueTree can be easily integrated into an operator’s fleet and links well with Blue Tree’s tachograph monitoring and driving behaviour programmes. The latest systems can to some degree predict when a component may be about to fail and send an alarm to have the problem rectified. Having such facilities can prove invaluable if a breakdown can be prevented, and if the unit is being managed from the main transport office it means that a driver error in temperature setting and control can be eliminated.

MULTI-TEMP | 41 Whether the consignments are being moved by a small car derived van or fulllength trailer, driver training is of immense importance in this area, although the driving aspect of the job is, for the most part, the same. Good awareness of product handling and temperature management, especially when monitoring several compartments or evaporators is crucial. It is possible a load could be carried at the wrong set-point for hours before the mistake is realised if the driver is unaware of what they are doing. This is where a good telematics system can dramatically avoid problems and resultant claims. Whether the transport unit is a trailer or a vehicle, the bodywork will require a greater investment to produce, though the additional cost may not be as expensive as it may first appear. The compartment systems designed and developed by the main players in the market are highly flexible and can be moved around easily to create compartments of varying sizes, or completely removed if not needed. Normally, the majority of these panels that go to divide the space can be reused in any subsequent replacement vehicle, and once maintained properly there is no reason dividing doors should not deliver a long service life. Gareth Comerford of International Trailers in Bagnelstown, County Carlow sees demand for multi-temp trailers remaining strong especially in the food sector which is where International Trailers specialises with its Chereau trailers franchise. While the idea of reusing panels is reasonable, reusing evaporators may prove more difficult, and if the vehicles are being replaced before maintenance requirements increase the same equation may apply to the fridge motor or unit. An insulated body (especially a trailer) divided into two compartments can operate anywhere it is more likely to transport larger consignments, travel greater distances, and operate with one evaporator. The true multitemp units may have three or even four evaporators servicing a variable number of compartments and these units are generally the preserve of the urban distribution sector. They service the small convenience stores, restaurants and the plethora of coffee shops that pervade every street corner. What is becoming increasingly important is the noise level of the motors especially at night. Just like vehicle manufacturers, refrigeration companies are working hard to reduce the noise level, especially for urban night-time deliveries. Text & Photos: Paul White - paul@fleet.ie

Of course, the highly topical subject of emissions is never too far away from any discussion about transport, and so it is with transport refrigeration. Most manufacturers have been developing alternative methods of powering TCUs with a view focusing on electric power. Certainly, electric power has been used for a long time on a ferry or when at rest in a yard. Now some are eyeing this as a primary source of power to run the TCU and units are already available and are well suited to certain types of traffic. One large food transport company spoken to, would gladly move to fully electric fridges immediately. Unfortunately, a reliable and cost-effective solution is just not here yet – though may be not too far away.

inserted into the vehicle and could offer a highly practical solution for some. Mark Grange of TSS Refrigeration Dublin explained that the units run from the van’s regular 12V power supply and are easily transferable. This idea has many benefits including minimal modifications so the vehicle remains as is. Loading and unloading is simple and in effect, every van/vehicle in the fleet becomes a TCU once the cargo/Coolbox has been installed. Of course, there is a cost, and for some, the box may appear costly. Nevertheless, the benefits are certainly worth the investment and it should be remembered that one Coolbox handled with care should last and outlive possibly three vans. The benefits of multi-temp in fleets are hard to ignore. Apart from the additional costs at the point of purchase, any additional running costs are as such minimal. The trailer may open up some new avenues of work that would be unavailable without a multi-temp unit while still managing to service existing contracts. Nevertheless, as recent trends in the Pharma sector indicate - demand for special purpose trailers is driven by the demands of the customer, and the customer (who is always right) is always changing those demands.

Ballinlough Refrigeration’s Joe Malone said that several operators have shown an interest in Thermo King’s Hybrid powered TCU. While Thermo King’s Cycle Sentry mode will save fuel by not running when not required, the brand’s Hybrid solution will run constantly as is demanded by certain consignments, but in Hybrid mode deliver a significant fuel saving. Joe has also noticed that the demand for multitemp units is beginning to decline though many will stay with a straight trailer with a single split door. He noted the benefits “We started with one Krone trailer and soon realised that when a Pharma the build quality and loading flexibility were good reasons company only part to add some more. We now have the Cool Liner, Dry Liner loads the trailer box trailers and Profi Liner curtainsiders, all of which come but will not allow into their own for specific aspects of our operation.” other consignments Ray Moran. Managing Director, Ray Moran International Transport. to be loaded. Then a bulkhead door can be closed reducing the area being temperature controlled with a resultant reduction in demand on the TCU. Also with a view to the future is the convenient ‘Coolbox’ concept f rom Ca r r ier Transicold which is an enlarged version of the coolbox families might bring on a picnic. However, this Coolbox is a self-contained unit that can be easily

Cool Liner: ‘Duoplex’ with ISOWALL 9 Profi Liner: Multi Lock strapping system9 Dry Liner: 2,615mm internal height 9 All built to European standard, EN 12642 (Code XL) 9 Sales office UK and Ireland: Peckfield Business Park, Phoenix Avenue, Micklefield, LEEDS. LS 25 4DY Direct sales Ireland: Fran Pickering, KRONE MD +44 (0) 7842 817540 Registered office: Fahrzeugwerk Bernard KRONE GmbH & Co. KG Bernard-Krone-Straße 1, D-49757 Werlte, Germany

Trailer parts and repairs Ireland: McLoughlin Coachworks +44 (0) 28 3754 8418. Transway Spares (Transway Fleet Solutions) +353 1457 5099 www.krone-trailer.com

www.fleet.ie

42 | SHIPPING & FREIGHT

Irish Continental Group posts strong ﬁrst half results

rish Ferries recorded an increase of 7.3% in freight volume carried on its services over the first half of the year compared to 2018. The rise to 153,600 units was, in part, due to the introduction of the new W.B. Yeats vessel into service and putting the Dublin-Cherbourg route onto a 12 month basis. The Eucon Container Division’s carrying were up by a similar percentage reaching 176,300 TEU during the period. The company’s Container terminals in Dublin and Belfast also grew their business by 5.4% during the six months, lift ing 163,100 units.

W.B.Yeats

The Irish Maritime Development Organisation's (IMDO) first half-year figures, which combine the traffic from all operators, show a total number of Ro-Ro units shipped to and from Irish Ports of 1,023,680, an increase of 2% on the 2018 figure. The Lo-Lo total at 613,362 TEU was a 7% increase on 2018 figure. During the period the ferry Oscar Wilde was disposed of to an MSC company for operation in the Mediterranean. The charter fleet was increased with the purchase of the 1450 TEU containership Thetis D in April. That vessel remains in operation in the Baltic. Irish Ferries’ half-year report does not give any firm news on delivery dates for what will be the world’s biggest cruise ferry when put into service. The new vessel was planned to enter service in 2020 taking over the rotation currently sailed by Ulysses. The British Landbridge – is there a better way? As Brexit approaches, the British landbridge and impact on the five hundred or so trucks each day using it to transport goods between Ireland and Continental Europe, swings into sharper focus. On 4 September, the IMDO hosted a workshop event for the Department of Transport seeking to firm up on the issues that should and could be resolved so as to minimise the Brexit impact for companies currently using the Landbridge. Two basic themes emerged, fi rst, there is a range of mainly food and pharma products that are extremely time-critical and for FLEETTRANSPORT | OCT 19

which a physical supply chain from supplier to customer cannot be extended beyond the current one using Landbridge. Second, many products shipped using Landbridge could be shipped using a direct sailing route even if that extends their Supply Chain by a day or two. Shipping lines, some offering container shipment and others trailer services, told the meeting that in the couple of weeks leading up to the 31 March Brexit deadline, there was a significant switch to their direct services and away from Landbridge. When the Brexit did not happen traffic, patterns returned to normal. Fleet Transport spoke with David Holderness, Stena Line’s Freight Commercial Manager for Irish Sea services operating out of Dublin and Rosslare, and with members of Stena’s Holyhead Port team (Stena Line owns both Holyhead and Fishguard Ports) in advance of the IMDO event about some of the documentation related challenges likely to be faced by hauliers on services through the Welsh ports. They are confident that both Dublin and Holyhead are well prepared to handle all possible documentation on an ‘on-line’ basis. Systems on the Southern Corridor will be less sophisticated with physical presentation of paperwork at the ports, but in all cases traffic should move smoothly. There will of course be issues with food and pharma products which will

be subject to stricter controls. There will be particular difficulties with Groupage Trailers in which a number of the consignments may be subject to the higher level of controls. The real problems come on the Dover-Calais leg of the journey. There is no real estimate of the likely traffic delays in accessing Dover Port and how vehicles in transit from Ireland to France can be given any form of priority over British vehicles. A priority lane for the transit vehicles is planned in Calais but there have to be concerns that the clearing of transit bonds, particularly for non-AEO carriers, will be slow, and lead to congestion in the system. Congestion could perhaps be avoided if the haulier were to try to exit England through a port other than Dover, but they could then lose substantial time with longer and less frequent sailings. The IMDO Conference concluded that there was a lot more to be done to sort out these problems.

Text: Howard Knott - howard@fleet.ie

THE FIRST LAST MILE OF A NEW ERA

Charge forward with the all-electric E-200

The era of electric refrigeration is here, and the ﬁrst to embrace it will be the ones who get the most out of it. Enter the all-electric E-200. Fit for small to medium vehicles, it delivers true constant capacity, effortless plug-and-play installation as well as intelligent power management. And – most important of all – it does all that without draining your vehicle battery.

Contact your Thermo King dealer for more information.

Renault Range T High

New Deals Done: Three new Renault T Range tractor-units ready for delivery to Ballina Transport and East West Express. That brings to eight the number of Renault Trucks under Managing Director Peter Farrell at Ballina Transport, with six under the care of Andrew Marren at East West Express, Charlestown, County Mayo.

More New Sales: Patrick & Declan Lydon of P&D Lydon Plant Hire Limited, Cong and Sean Corcoran of Corcoran Concrete Ltd, Westport collected the keys of their new Renault Range C440 8x4s.

Shaw Commercials teams up with Schmitz Cargobull Shaw Commercials is the newly appointed West of Ireland Service Partner for Schmitz Cargobull Ireland. From its Castlebar base, Shaw Commercials will cover sales, service, parts and support for the Schmitz Cargobull trailer range.

Electric Skyline on a high with Renault and Shaw Commercials! 20 New Renault Trafics supplied to Electric Skyline Pictured with Mick Shaw, Managing Director, Shaw Commercials are (from left): Brendan Reilly, Operations Director, Bryan Fox Commercial Director and Sean Corcoran, Group Managing Director, Electric Skyline at the handover of twenty new Renault Trafic Vans. Headquartered at Claremorris, County Mayo, Electric Skyline is one of the leading lighting specialists in Ireland. The company is committed to growth, innovative products and the delivery of premium lighting expertise to a broad customer base. Electric Skyline employs over 50 technicians and is currently hiring 30 additional staff.

More New Fleet Deals: Martin & Lorcan Beirne of Beirnes Express, Westport and Edward Lundy of Lundy Haulage, Ballina both added to their fleet of existing Renault Range Ts.

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46 | COMMENT

“What’s to become of the whole freight transport business?”

Sea Shoutt le2 being developed by Samskip. The objective of this autonomous ship is to carry normal containers – so no change from the trucking point of view.

found myself in a conversation with a couple of people the other day in which we had agreed not to talk about Brexit. An hour and a half later we had more or less stuck to our arrangement but had had a really good go at trying to figure out where the freight transport industry and more particularly the road freight mode within that sector might end up in thirty years’ time. That timeline was chosen because by 2050 freight transport should be totally “green” and IT will have developed in ways we cannot presently imagine. To try to disentangle the main elements of the conversation is a bit of a challenge but one focus-point could be to ask the following question: “Will there be a similar number of people driving freight vehicles then as there are now and what skills will they need?”. To bring it right down out of the cloud, one could ask if there is a future driving career for a twenty-year-old leaving education today? One way to look at this would be to simply say that in 2050 there will be a much larger global population, massively larger in China, India and other parts of Asia, but significantly larger in Europe as well. That means that there are more mouths to feed and that, in all likelihood, the average level of wealth will be significantly higher. This should drive the consumption of food and other products significantly higher. If this is the case, then the demand for freight transport will keep pace and, therefore the demand for drivers will do so as well. But will the job be the same as it is now? Is it the same now as it was thirty years ago? I suppose that the big developments in the last thirty years have been mobile phones and GPS. Along with the development of motorway networks, these have made the truck and van much more effective pieces in the Supply Chain jigsaw. Tachographs and other safety related developments have helped ensure that the driver’s working life has become a great deal more civilised; getting to football training becomes much more possible. Also, while a thirty-year old tractor-unit hauling a 45ft container might look much the same as a 2019 one to the casual onlooker, the pace of development of the levels of efficiency and cleanliness of such trucks has been galloping ahead. It’s clear that, yes, while there will be autonomous trucks, platooning and a host of other developments over the next thirty years, there is no way that substantial volumes of goods will be carried in anything

FLEETTRANSPORT | OCT 19

From where I'm sitting - Howard Knott - howard@fleet.ie other than standardised size containers or trailers. The future may not be in long-distance driver accompanied trunking and much of that carrying will be done on ships or trains, but the last mile to distribution centres or stores will always be trucked. Mentioning stores brings us to another question and that relates to the world of e-commerce. The growth of on-line shopping has been relentless, resulting in store closures all over the place. But, as one of my friends pointed out, this might not be bad for the haulage business. At the moment a trailer comes off a ferry and heads up to a distribution centre close to the ringroad. The thirty or so pallets are taken off, some will be loaded into large trailers for drop-offs at other distribution centres, others will be transferred onto rigid trucks for delivery into the retail stores. Finally, the retail customer buys the goods, puts them into the car and takes them home. In the e-commerce model, particularly in a post-Brexit situation, everything is the same up to the time that the goods are taken into the first distribution centre. Then they are taken out on a fleet of vans for delivery to the customers’ homes. The customer’s car is taken out of the loop and the van, maybe the drone, but that’s another story, takes up the final delivery. This, of course, means a significantly stronger demand for freight vehicle drivers. In thirty years’ time much will have changed but stuff will still have to be delivered.

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48 | OPINION

“What’s sauce for the goose is sauce View from the Operators' Desk by Sean Murtagh for the gander” sean@fleet.ie

ne of the cornerstones of the Road Safety Association’s (RSA) strategy to improve safety and reduce the number of fatalities on the roads is to instil a sense of sharing the road with all who use it. As a strategy it has worked well as it raises awareness of the need for all road users to respect and make allowances for each other’s weak spots. For cyclist and pedestrians there are obvious dangers from cars and trucks. Equally the physical difference between trucks and cars pose potential risks - collisions, damage, injury and even death. Thankfully, legislative requirements for training and more structured courses and testing regimes for drivers improves behaviour and raises awareness. In order for this training and road sharing to be a success there needs to be deterrents for those who don’t obey the rules. These include penalty points at a minimum and possibly a Court appearance, a fine and the loss of driver’s licence. Drivers may disagree with the levels of enforcement and the severity of some of the fi nes, but like it or not, agree or disagree with the routine, they are in the system. There is no doubt that this level of regulation and enforcement has saved lives and made the roads safer. Occasionally when there is a spike in road deaths there is a suggestion that the penalties for offences should be increased. In the past, speeding and use of a mobile phone in hand while driving attracted two points on the licence, now the same offences will earn three penalty points. Most people will pick up an offence here and there, it is an occupational hazard. One may miscalculate their speed, confuse the limit in a particular zone, as an example. Good drivers take it on the chin and take more care in the future. A further increase in points would make things more severe for drivers and there are various points of view on going that route, an argument for another day. I have always been of the view that publishing the findings of accident investigations would raise awareness of potential risks that drivers face on the road, but maybe we could go back and look at the road sharing idea again. What about looking at punishment sharing? Earlier in the year I was in Cork working for a few days; during this time I travelled the same route a few times each day. On the route a traffic light was out of order. For the four days I was there, it remained out of order, and on the fi nal day it was functioning again. Every morning I did the required, routine vehicle walk around check to make sure all lights, etc., were working properly. If I found a fault it would not be acceptable that I could work for four days with a fault. So what is the difference between the traffic light not working and one of my tail-lights? Since this event I have taken notice of many problems with road infrastructure. A set of traffic lights in County Clare were out of order for most of the Summer. Then, we have many sections of our motorways that hold a lot of surface water after rain. Is it not reasonable that if we as drivers and operators face sanctions for faults, so too should the other stakeholders?

FLEETTRANSPORT | OCT 19

Surely this is a direction to look at.? A bit more accountability for individuals might focus minds. If a transport manager has the responsibility to make sure all the lights on his trucks are working, why can the same onus not be put on County Council or Local/ City Authority officials? Someone operating 150 vehicles has to have a system in place to make sure that all 1500 bulbs are working every day or face sanction. So checking the traffic lights in a city should not be that onerous. What is good for the Goose is good for the Gander!

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52 | LEGAL

Will the UK do a deal with the EU or not? Do we care?

ny road transport company whose vehicles operate only within the Republic should not be affected by the fi nal decision reached by the UK Government with regards to Brexit. However those companies whose vehicles habitually cross into the UK, whether as a fi nal destination or as part of a journey into Europe, should keep a constant eye on the news. At the moment there are so many different scenarios that planning for the future of a company is extremely difficult, but if a company’s vehicles travel either to the UK or to European Union (EU) countries it is time to consider the options. In the fi rst instance it is important to understand that, if and when the UK leaves the EU, Brussel’s legislation will no longer apply in the UK. Clearly there will have to be some control over the use of vehicles in the UK. Such things as Driver’s Hours, maximum axle weights, and Construction & Use, all of which are presently controlled by EU regulations, will presumably require new UK legislation which, in turn, will affect visiting vehicles and drivers. At this moment we do not know if a driver’s qualifications, acceptable in the EU, will be accepted in the UK should there be a No Deal. Some operators have considered basing vehicles in the UK in the belief that the crossing from the UK to the Republic or to the EU will be easier. However, if a vehicle is based in the UK (which is a question of fact) it will need an ‘Operator’s Licence’ and this, in turn, will require compliance with all the relevant UK legislation. In return, it also remains to be seen what will be the response from the European Commission to the arrival of UK vehicles into EU ferry ports. At the moment both Irish Ferries, and Stena Line have declined to make any comment about the possible situation that would result if there were to be no deal between the UK and the EC. A great deal will turn on the outcome of the inevitable Customs negotiations. There may well be checks at the point of departure, with further checks at the point of arrival which will make the establishing of a timetable extremely difficult, a situation that will be exaggerated if each Member State country of the EU imposes

its own Customs deal on the UK. The long established use of the Ro-Ro facility for unaccompanied trailers may cease to be viable if Customs controls become oppressive. Certainly haulage companies may require a staffed office at each ferry terminal if not at each destination. The situation may become even worse if the UK decides to treat each trailer according to its country of origin. As this is being written the political situation in the UK defies comment. It would appear that the UK Parliament is no longer capable of carrying out the work it was elected to do. This uncertainty is affecting not only UK businesses, but also any other business, whether based in the EU or any other country outside Europe. This uncertainty particularly affects those businesses in the manufacturing industry, and this, in turn, will directly affect the need for road haulage. The import of vegetables and fruit into the UK raises different issues. What, for instance, will happen to imports of fruit and vegetables from Spain, let alone the import of fruit and vegetables from other parts of the world? Many haulage companies send vehicles throughout Europe to collect goods to be returned to the Republic, journeys which will necessarily involve crossing the UK, dealing with UK Customs authorities and enforcement agents and no longer dealing with familiar EU legislation. Once again, faced with a UK Parliament in which personal aspiration appears to be more important than the good of the public, the only relevant advice is to ‘watch this space’. Exceptionally, if ferry traffic is critically important to a company’s business, it may be worth consolidating the fi rm’s presence at the primary ferry port.

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Text: Jonathan Lawton - jonathan@fleet.ie

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54 | FINANCE

Top Ten KPIs in Transport

uring annual business reviews by banks, or perhaps as an add-on value service offered by the company accountant after the annual financial reports are produced, reference will be made to the KPIs (Key Performance Indicators) of the business. Normally they are referred to by individuals who have litt le/no knowledge of what the key areas of control are, and consequently litt le time is given to actually outlining, understanding and using these indices correctly. To be effective KPIs should be monitored monthly, with the annual review just a summary of work done each month and the means to benchmark against other companies in the same type of road transport sector. Here are top ten tips relating to effective KPIs within a company. 1. Fuel as a percentage of turnover: If the business has a target of 30% and 34% is constantly achieved, then either a) the target is incorrect, b) the rates for work performed are incorrect, c) diesel cost per litre has changed, or d) fuel consumption has changed. When reviewing each variable and attempting to improve where possible, then this KPI is crucial to the bottom line. 2. Driversâ&#x20AC;&#x2122; Wages and Expenses as a percentage Turnover: If there are profitable rates and a productive driver workforce (with good transport management behind them) this index can remain static even with the huge upward pressure on wages fi rms are experiencing at present. A transport operator looks to maximise the potential earnings of employees while still remaining compliant. The type of equipment used and the specialist nature of the work does have a bearing on this ratio but an ethos in the business to reward drivers for earnings as opposed to time, work or distance travelled can help to improve the overall margin. Remember to reward for achievement, not effort. 3. Tyres/Maintenance/Depreciation/ Interest as a percentage of turnover: Th is index looks at the productive use FLEETTRANSPORT | OCT 19

of the asset (vehicles) and can compare the cost of new units (higher turnover, higher depreciation and interest with lower maintenance) versus units purchased second-hand (potentially lower turnover based on down time and higher maintenance but lower or nil depreciation and interest). The top three items cover 80% of transport costs and should be reviewed monthly. 4. Overheads as a percentage of Turnover: Overheads cover a wide range of expenses ranging from light/heat/ power/ telephone to the wages of administration and current account interest and charges. The cost of overheads has to be accessed versus the standard of services required and this index needs attention especially when it has gone out of line with budget whether over or underbudget. New systems can give better information or the same data for less but with increased compliance requirements, greater reporting mechanisms to statutory and financial institutions cutt ing overheads may be to the long term business detriment. 5. Debtors Days: The quicker the company provides the service, invoices the customer and collects the debtor balance the sooner REAL profit materialises in the business. Strong credit control means a decrease in the potential for bad debts and a reduction in interest cost as funding customer's business is not a wise strategy especially when the risk of bad debts is increasing.

similar business in the same sector without it being affected by the level of debt in the business. 8. Net Profit: If a business has been profitable over a long period and has retained this profit in the business, then it is expected that because of lower interest costs, net margin will be higher and increasing year-on-year. 9. EBIDA*: This is the profit of the business for the period plus depreciation and interest cost added back. Th is is what the banks look at to see the repayment capacity of the business for future loans and leases. Profit that materialises into cash quickly is key to increasing this ratio, and a prudent plan to spread asset repayments over the life of the asset also assists this key ratio. Now banks are looking at movement in working capital to further highlight the necessity for strong credit control in the business. *Earnings before interest, taxes, depreciating and amortization.

10. Top 5 Customers and percentage of Turnover: Regardless of contracts and length of contracts, having one customer with over 15% of the business turnover adds risk to the company. If the customer is profitable and growing, itâ&#x20AC;&#x2122;s difficult not to grow and expand with that client but consideration has to be given to match asset debt exposure with length of contract and also to make sure that the business is stress tested to ensure that survival is possible, if unforeseen events take place.

6. Creditor Days: Extending creditor days, which is usually seen as free money, normally costs the business substantially more than an overdraft rate. The business may have to revert to this strategy but suppliers will increase cost and take longer to supply purely to safeguard against the risk of payment. Donâ&#x20AC;&#x2122;t let poor credit control in getting paid by your customers result in increased creditors days beyond what is standard for gett ing the best price and service. 7.

Gross Profit: Profit before lease and bank interest demonstrates the profit ratio of the business and can be compared to Text: Donal Dempsey - donal@fleet.ie

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56 | PUBLIC LISTING

CNH Industrial ’Transforms 2 Win’ at Capital Markets Day

portrait of the late Sergio Marchionne, head of FIAT Chrysler Automobiles (FCA) and CNH Industrial (CNHi) hangs on one of the lower floors in the halls of the New York Stock Exchange building on Wall Street. Wonder how pleased he would be to hear of the plans initiated by senior executives to bring CNH Industrial to the top tier in the sectors it operates, mainly agriculture, construction, commercial vehicles and engines? Currently it enjoys a combined $29.7 billion annual revenue. At a specially arranged Capital Markets Day, representatives from CNHi’s various divisions revealed a five year strategic plan which includes major investment, some rationalisation, collaborations and going public with two separate identities within the corporation. One will be for Off-Highway sectors (Agriculture & Construction)

while the other, called On-Highway, covers commercial vehicles and powertrains and is due for shareholding investment next year. In a separate announcement, a significant collaboration between Iveco, CNHi’s commercial vehicle division and Nikola, the US start-up developer of hydrogen and electric drivetrains for heavy-duty trucks was revealed. At the launch of the Nikola project which Fleet Transport reported on from Phoenix, Arizona, we speculated that Iveco could become a strategic partner in the progress of its innovative and ambitious programme. But as it turns out Iveco (through CNHi) is investing in Nikola to the tune of $250 million. In return it will manufacture, distribute and after-market the production versions of the Nikola One & Two tractor-unit truck concepts that will cater for long haul, national distribution for North American applications along with the Tre cab-over for Europe. Regarding the Tre, the recently launched S-WAY tractor-unit from Iveco will be evolved to accommodate Nikola’s hydrogen technology for global markets, while just as importantly, a big opportunity exists for Iveco to enter the North American market for the first time. In order for this to happen, synergies between CNHi and sister company FCA will probably be required. We have been advised that further information on how this will actually transpire will be announced in November at SOLUTRA NS 2019, in Lyon, France.

FLEETTRANSPORT | OCT 19

PUBLIC LISTING | 57

Capital Markets Day at the New York Stock Exchange (NYSE) on 3 September 2019 will go down in CNH Industrial’s history as a landmark event. Even before performing the ritual ‘bell ringing’ at 09.30 (Eastern Time) to open the day’s market activities, a fourmodel strong display of current concepts within the CNHi brands divisional operations caused quite a stir with the passing crowds – (see pictures). By early 2021, CNH’s ‘Transform 2 Win’ strategy for the two ‘asset’ separation into the Stock Market will commence. Sector leading growth and performance is expected from its newly formed On-Highway and Off-Highway divisions, implementation of which begins straight away before going public in 18 months time. The main thrust of the On-Highway business will see a revision of its commercial vehicle portfolio together with concentration on low and zero emission technologies. Digitization, automation and service solutions are also within this collective package. Curiously, the separation isn’t clear-cut as partial elements of Iveco’s Commercial Vehicle line-up include specialist variants such as Defence vehicles and Magirus firefighting equipment, as well as sister brand Astra’s heavy duty construction trucks, which have been sectioned to OffHighway. These special vehicles command just 6% of the group’s overall turnover and with investment, plans are afoot to increase market share in these sectors. At the Capital Markets Day event it was outlined by Gerrrit Marx, President of the Commercial Vehicle & Special Vehicle divisions that the newly listed On-Highway company, with annual revenue of $13.1 billion, comprises Iveco, Iveco Bus and Heuliez Bus to make up almost 70% of its overall revenue. The FPT Industrial powertrain business which makes up to the remainder of the annual turnover (31%) will work with Iveco on R&D and supply deals, both concentrating on alternative propulsion systems. The new On-Highway company will have a legal structure based on that of CNH Industrial N.V., with the spin-off expected to be completed by early 2021. Iveco’s lengthy pedigree in electric drivetrains will come to the fore with the Nikola arrangement, dovetailing its newfound leadership in Natural Gas technology for both trucks and buses. While Europe remains its biggest market, “geographical expansion, with game changing technology alongside scaled synergies with partnership opportunities will provide ample ways to grow,” Gerrit stated. Hidden behind the scaled synergies is that there will be some consolidation

shared with investment which will mean factory closures and product rationalisation. This question was not answered at the press conference Q&A session but there is some speculation the the former Magirus plant in Ulm, Germany could be vulnerable, due to its ‘Off-Highway’ classification status. The Daily light commercial vehicle range of panel vans, chassis-cabs and buses remain the treasure trove for Iveco. The launch of a new generation all-electric version in early 2021 along with medium duty electric trucks to come, allied to the Nikola long-haul hydrogen tractor-unit, means a seamless zero emission logistic supply chain can be achieved from the very first to the last mile. Gerrit admitted that Iveco’s Natural Gas technology (CNG & LNG) is a short-to-medium term alternative for heavy-duty road transport and that eventually hydrogen will be more viable, operational and of course cleaner. He sees that the Natural Gas storage facilities could be transformed into the required roadside infrastructure for hydrogen. $4.2 billion is being dedicated towards strengthening Iveco’s global positioning and product-line to meet mega trends. Nikola’s zero-emission heavy-duty trucks powered by hydrogen and battery technology will be first to production, with cab and chassis build being undertaken by Iveco for both the North American and European markets. Its industry-first business model covers an all-in lease rate, which includes vehicle, service, maintenance and fuel costs, providing long-term total cost of ownership at or below diesel costs. CNH Industrial’s $250 million partnership stake in Nikola, comprising of $100 million in cash, and $150 million in services, will entail product development, manufacturing engineering and other technical assistance. www.fleet.ie

58 | PUBLIC LISTING That statement in itself was music to the ears of employees at Iveco’s Italian, Spanish and Argentinean plants as the additional production capacity for its heavy-duty truck plants will be most welcome. Even with the S-WAY just launched, Gerrit conservatively forecasts that 6-8% take up of its Natural Gas offering will be achieved in the shortterm, although 10% would be a more realistic figure, he eventually admitted. Biomethane created through natural resources, once in full motion will bring further dividends to the objectives. Assessments by international analysts greeted the interaction between CNHi and Nikola with general positivity stating that the tie-up benefits both parties. “Nikola’s ambitious objectives have gained further creditability significantly from production expertise, purchasing power, verified parts and logistics through this new venture,” according to Alastair Hayfield, Research Director at Interact Analysis. Good for CNHi too in that it will get access to a raft of technologies from Nikola that will help ‘jump-start’ its electrification programme as well as establishing synergies in its Agricultural and Defence divisions. Th is coming together will change the face of the heavy commercial vehicle industry, suggests Alastair. “CNH’s experience and network in Europe will provide a channel for Nikola to grow in a market where its products will have stronger demand than in its domestic market. One of the key challenges for start-ups in the commercial vehicle space is the provision of in-market service and support. By partnering with CNH, Nikola lessens the risks for would-be customers by giving them access to an established, regional vehicle sales and support network.

FLEETTRANSPORT | OCT 19

“Where most of the focus in this announcement is around building the business case for Nikola in Europe, it should be mentioned that CNHi has no commercial vehicle business in the US, whereas its European commercial vehicle rivals – Daimler (Freightliner, Western Star, Fuso, & Mercedes-Benz) and Volvo (+Mack) – have significant marketshare. Th is partnership gives CNHi a pivot to be able to build market share in the US and compete against Daimler and Volvo. This is a point of interest that is not covered in the press release but surely must be a potential major change for the US market if CNHi were to begin operations for the first time in decades. In the view of Interact Analysis this represents one of the most exciting announcements in some time with regards to both the US truck market and the electrification of commercial vehicles. Nikola has made waves in the US but now has an established partner to help it scale and ‘go global’. For CNHi, this investment gives it a technology set and potential access to the US market that it hasn’t had before.

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

60 | TRAILER

The new VarioMAX Plus by Faymonville

ith the VarioMAX Plus, trailer manufacturer Faymonville has introduced a new product range on the market for larger low bed combinations. The newly developed product for a payload of up to 105 tonnes at 12 tonne axle load combines the advantages of the proven VarioMAX and CombiMAX systems. The vehicle is designed to transport the heaviest construction machines, mobile crushing equipment and transformers. Rainer Noe, Product Manager at Faymonville, summarises its benefits: “The strengths of the VarioMAX Plus low bed semi-trailer lie in its ability to transport high payloads, its modular versatility and manoeuvrability.” The concept is future proofed, based on the proven “Joker axle” technology, according to Rainer: “Th is allows for a 1-axle bogie to be integrated either behind the gooseneck or the low bed when a higher payload needs to be moved. In this respect, the user can choose between one or two intersections in

his combination,” explaining the technical aspect that gives the VarioMAX Plus unique flexibility. Combination conversions can be carried out quickly and easily. The compact design makes the vehicle

ideally manoeuvrable on tight construction sites and access roads. The modular principle is designed to be particularly user-friendly, meaning that the driver can operate all functions intuitively after only a short training period. On the bogies in the VarioMAX Plus range, the customer can choose between robust 19.5“ or compact 17.5“ tyres. The proven pendle axle technology is employed

across the board. “Th is type of axle specially designed for use difficult terrain. It enables a maximum tot a l s t roke 600 mm

is on

as well as an extreme steering angle an of up to 60°,” said Rain Rainer, pointing out some key features. The pendulum movements enable optimum axle a compensation between the individual axles ax on uneven surfaces and differing ground clearances. The front pendle axle bogies can be uncoupled from the gooseneck if required and can be transported on the low bed when unladen to comply with the legal framework on the road.

Don-Bur puts £4 Million into “Standard” Product Lines

on-Bur is investing £4 million in new plant, software and training to mass-produce a range of standard product types including curtainsider and box van trailers, together with a pallet-network design double deck. The strategic move from the ‘custom’ trailer and bodywork heavyweight supports a targeted increase in turnover of £10 million per annum and recognises a growing demand for short-contract, standard design equipment at highly competitive rates. Although Don-Bur already designs and manufactures the complete range of commercial vehicle bodywork, the Stokeon-Trent based builder is perhaps best known for its fuel-saving aerodynamic solutions and its Double Deck trailer range which now dominate major road transport fleets. The heavy investment in the latest cutt ing-edge equipment was focussed on standardisation, speed, efficiency and volume and the results are impressive. At the core of the new development is a £1M autonomous raw material and parts management hub; a large pallet racking FLEETTRANSPORT | OCT 19

space with room to store 15,795 m2 (4 acres) of sheet steel. Measuring 25m long by 7m wide and 5m tall, the STOPA stock handling modules are tied in to a new ERP soft ware suite which automatically dissolves 3D engineering models into full “bill of material” components. It recognises whether each individual component needs to be cut and pressed or, if not, exports the remainder as an internal order for miscellaneous parts. It also anticipates production schedule requirements for laser cut sheeting, pressings, drilling, and shotblast and issues orders for raw material when it believes stocks are running low. Ingeniously, it also manages ‘scrap’ material; cleverly storing away and

re-using remnants of material wherever it can to maximise yield. The only manual intervention is to feed it with raw material and collect prepared job-specific assembly kits. The new investment plan allows Don-Bur to rapidly produce a range of “configured to order” standard product lines on short lead times which will be immediately attractive to many general hauliers, rental companies and pallet network operators alike; a relatively untapped market as yet for Don-Bur.

Text: Jarlath Sweeney - editor@fleet.ie

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62 | SOAPBOX

Future Jobs Ireland 2019 – www.gov.ie/futurejobsireland

n reading the Government’s recent Executive Summary paper “Future Jobs Ireland 2019”, one glaring omission is that there is absolutely no reference to our island status. Immediately it reminded me of the Dublin Transportation Initiative’s proposals for the Capital in the ‘90s, which never mentioned the existence of Dublin Port in any of their many publications. It was as if Ireland’s premier port and a major influencer of traffic within the city didn’t exist (basically it was a reflection of their own att itude to “dirty” industry) and that is my concern with this Future Jobs publication. Without a dynamic means of gett ing our people and goods to and from the rest of the world, all of the fi ne aspirations in this paper will come to naught. Our traditional bread and butter industries are simply that – Bread and Butter, along with our status as the fi ft h biggest beef exporter in the world, and despite growing environmental concerns it will remain so. What concerns me most is that this paper is almost like “pie in the sky” thinking that a well-paid wordsmith has churned out, the ramblings of a “Th ink Tank” secreted away from the real world. We are still going to have to get our hands dirty to survive in the future world it talks about.

Unfortunately the Health & Safety quangos plus the ever mounting cost of insurance have ruled it out. The IRHA Apprenticeship Scheme is the one bright light on the horizon and that took major efforts to get going. Provide incentives for people who wish to work longer: The DCPC is the biggest deterrent to keeping our oldest, safest drivers working longer. Become a leader in adopting and developing standards in the low carbon economy: The IRHA certainly can and will if new Euro 6 trucks are incentivised, however currently, like the burgeoning used car import market, British second-hands seem best! It’s all too easy to be cynical and fellow members in the IRHA sometimes wonder just who the powers-that-be are actually listening to. We certainly don’t think it is major stakeholders like us. On the other hand, we are a very positive industry, full of “Self-Starters”. We want to play a full role in Government aspirations for Ireland’s future. We just need a litt le more “Blue Collar” thinking from those who formulate papers such as this.

What does it say that is relevant to the transport needs of an island nation? Connected and Autonomous Vehicles: Obviously someone has been reading the papers (and trade magazines) but currently and into the medium future they will have no relevance to Ireland’s needs. Already AI (Artificial Intelligence) is impacting transport: Where is the evidence for this statement? Our traffic management systems are out of the dark ages - witness, for example, traffic lights going green for non-existent traffic. Meanwhile the Road Safety Authority (RSA) has made no attempt to update its Driver Certificate of Professional Competence (DCPC) to avail of the superb technology now on board today’s trucks. And our Minister for Transport casually changes the Gross Vehicle Weight (GVW) of our most favoured truck configuration (42 tonnes reverted down to 40 tonnes on a five axle truck/trailer) without any recognition of the environmental impact of such a move? Incentivise SME’s to invest in new technology: The Irish Road Haulage Association (IRHA) has been beating its collective head against a stone wall to get recognition of the environmental benefits that Euro 6 trucks deliver via their superb technology. Ensure our economic migration system is to our labour market needs: Tell that to the IRHA, frustrated in its fruitless efforts to overcome the driver shortage with South African drivers and the RSA’s puritanical att itude to both driving licenses and DCPC Cards issued in other jurisdictions.

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Promote work experience for young people: The IRHA would love to do that as it was a traditional gateway to a job in the industry. FLEETTRANSPORT | OCT 19

Text: Jerry Kiersey - jerry@fleet.ie

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