Fleet Transport July August 2014 by Orla Sweeney

IRELAND'S LEADING COMMERCIAL VEHICLE MAGAZINE Inside!

r pe r m e Bu m m Su sue Is

INSIDE

The Way To Go Around The City REPORTS & REVIEWS: CeMAT 2014 • Tip-ex 2014 • IAA CV Forum 2014 MILESTONES: Dennison Trailers 50th & Kögel Trailers 80th Anniversaries PICTORIAL: Mondello Truck Show 2014 HEAVY HAUL: Mercedes SLT driven CONTENDERS: IVOTY 2015 Contestants - Citroën, Opel, Renault & Nissan

JUL/AUG 14

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Contents JUL/AUG 2014

Fleet Transport Magazine, D’Alton Street, Claremorris, Co. Mayo, Ireland. Tel: +353 (0)94 9372819/ 9372826 Fax: +353 (0)94 9373571 Email: enquiries@fleet.ie Subscription Hotline: 094 93 72827 Editor: Jarlath Sweeney Contributors: Sean Murtagh, Paul White, Cathal Doyle, Jonathan Lawton, Donal Dempsey, Howard Knott, Jerry Kiersey, Rob Van Dieten, HSA, Joe O'Brien, Dr. Betty Maguire, Neil McDonnell Photography: Jarlath Sweeney, Paul White, Cathal Doyle, Rob Van Dieten, Howard Knott, Joe O'Brien, Paul Sherwood, Donal Dempsey, IAA.de Administration: Orla Sweeney, Denise Owens, Paula Mullarkey

4 News • Contrasting views on EU’s move on CV Weights and Dimensions • VW LCV customers get Expert Service • SDC Truck & Trailer Parts opens in Dublin • Ireland imports 84% biofuel • Contenders for Irish Truck of the Year Announced • Mercedes-Benz Sprinter for Irish Olympic Team • Award for Nightline’s Parcel Motel • Gem Oils gain Translink contract • Bridgestone supply Caulfield Transport 6 Interview with Lorenzo Sistino, Iveco Brand President 10 Cover City drives in the Mercedes-Benz Atego 1018 12 New Fleet Last of the 141 registered trucks featured

16 Fleeting Shots News from the industry with a different angle!

18 HeavyHaul First drives in the new Mercedes-Benz SLT range 20 Econnovation Celtic Linen’s Natural Gas powered Iveco Eurocargo

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.

22 Milestone I Dennison Trailers – 50 years on

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

Diary Date: Thursday 2 October 2014 FLEET TRANSPORT AWARDS www.fleet.ie follow us on twitter.com/ﬂeettransport

35 Shipping & Freight Latest developments from Irish maritime 36 Milestone II Kögel Trailers celebrates 80 years 38 Review I CeMAT, Hannover, Germany 40 Review II Tip-ex 2014, Harrogate, UK 42 Telematics SEAI event at Irish Rail, Dublin

46 Finance Team building

50 Legal MEPs 52 Opinion Gateway to ….? 54 Review III Mondello Truck Show 2014 58 Soapbox Jim Higgins MEP

24 IVOTY Contenders • Citroën Relay • Opel Vivaro • Renault Trafic • Nissan e-NV200

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.

34 Health Matters Drugs and Driving

48 Comment Tribute to Gay Byrne: RSA Chairman

17 Trumpet Call Neil McDonnell, FTA Ireland

Printed in Ireland

32 Fuel Prices/Safety Matters

44 Preview IAA CV Show 2014, Hannover, Germany

14 Report RSA Seminar on Driver CPC

Advertising: Mary Morrissey, Orla Sweeney Design: Eamonn Wynne

www.fleet.ie | 3

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TimoCom customers find it easier to gain new business partners Those involved in the European transport sector may have probably heard: “I have a TimoCom ID. Do you?” It is very common to be able to initiate negotiations. The assigned ID or also the customer number of the Dusseldorf-based freight exchange provider is almost a seal of quality and stands for extensive security. Those who have a freight exchange provider’s number will quickly come across reliable business. A reason for this: as market leader among the European freight and vehicle exchanges, TimoCom is strongly committed to security, but also the companies themselves render a great contribution with their own security awareness. The IT service provider brings together all companies involved in transport with totally different interests. The TimoCom user number works like an advertisement.

Transport Barometer: Data from 16/05/2014 - 14/06/2014

www.fleet.ie

4 | NEWS 1

EU Transport Ministers hold back progress on truck safety ..........

U Member States have dealt a blow to plans to allow truck makers to sell safer vehicles. Transport Ministers meeting in Brussels agreed that European Commission proposals to enable, not require, manufacturers to make changes to truck cabs that improve visibility and reduce the impact of crashes on other vehicles, pedestrians and cyclists should be subject to an eight-year delay. The position of Transport Ministers is at odds with the European Parliament, which said in April that safer cab designs should be permitted with no delay.

Antonio Avenoso, Executive Director of the European Transport Safety Council (ETSC) said: “Putting the brakes on vehicle safety innovation is just a bad idea. In the past, we have seen technologies such as better pedestrian protection and anti-lock braking systems be put on vehicles long before they were made legal requirements. The public wants to see safer lorries available as soon as possible; so we hope M EPs will fight to get rid of this delay when negotiations begin on a final deal."

According to ETSC data, around 430 0 people died in collisions involving truck in 2011. Because of their size and weight, crashes can be catastrophic with a much higher risk of death or serious injur y. A st udy ca r r ied out for t he Eu ropea n Commission estimates that as many as 50 0 l ives cou ld be saved ever y yea r i f the cabs were made safer. A final deal on the proposals now needs to be agreed by representatives of the European Parliament, Commission and Member States.

..… while the IRU welcomes EU Council agreement on Commercial Vehicle Weights & Dimensions

he International Road Transport Union (IRU) has welcomed the political agreement reached in the Transport, Telecommunications & Energy Council of Ministers on the weights and dimensions of commercial vehicles, that paves the way for safer, more environmentally-friendly buses, coaches and trucks on Europe’s roads by encouraging the use of alternative fuel vehicles and permitt ing a re-designed truck cabin. The political agreement confirms the use of aerodynamic f laps at the rear of trucks that will improve fuel consumption, therefore reducing carbon and tox ic emissions. The ag reement a lso a l lows for a 1. 5 ton ne weight increase for coaches, so that they can benefit from ex isting environmental improvements and allow for alternative fuel

propulsion systems without c omprom i s i n g c apa c it y. Si m i la rly, t he ag reement would allow for a 1-tonne weight increase for certain trucks using alternative fuel propulsion systems. M r Nielsen added, “It is vital that the road transport industr y be given the tools enabling it to better meet its environmental obligations a nd i mprove road sa fet y w ithout delay. Incentives should be provided to facilitate the uptake of newer, more eco-friendly vehicles. I am positive that vehicle manufactures w ill rise to the challenge and rapidly make

available the f urther improved vehicles that Europe needs.”

Volkswagen Commercial Vehicles Expert Service For all Volkswagen Commercial Vehicles

olkswagen Commercial Vehicles Ireland has launched its Expert Service which is designed and developed to give Volkswagen commercial vehicle owners a value-for-money high-quality comprehensive service. The Expert Service offer is available for a limited time from now until the end of August 2014 at participating, authorised Volkswagen Service Centres nationwide. Th is service includes replacement engine oil with the correct specification Castrol engine oil, oil filter replacement, 50 point roadworthiness check, soft ware upgrades and product enhancements. All associated labour charges and environmental charges are included. An Expert Service for any Volkswagen Caddy costs just €129 ex VAT and just €159 ex VAT for any Volkswagen Amarok, Crafter & Transporter. Commenting on this offering, David Rave, National Service Manager for Volkswagen Commercial Vehicles said; “for a limited time the Expert Service offers Volkswagen Commercial Vehicle owners great value with our unrivalled FLEETTRANSPORT | JUL/AUG 14

service levels because from reception to collection, both owner and vehicle are dealt with by our professionally trained Volkswagen staff ensuring top qua l it y and offering the added benefit of increasing the resale or tradein value.” Meanwhile, Volkswagen Commercial Vehicles Ireland has been recognised globally as ‘Aftersales Global Importer of the Year’ at the Volkswagen Commercial Vehicles awards in Hamburg, Germany.

The award, which was presented at a ceremony in Hamburg on the 16th June, is the highest aftersales honour within the Volkswagen Commercial Vehicle brand that can be given to any of its importers.

NEWS II | 5

SDC Truck & Trailer Parts opens in Dublin

DC Parts, a leading supplier of high quality truck and trailer parts throughout Ireland has opened a new branch in Dublin to meet the demands of its growing customer base. With over twenty-five years serving Ireland’s haulage and transport industries the company has experienced steady growth having opened new Parts branches in Belfast and Newry in the last two years. The ongoing expansion and enhancement of SDC’s parts service is highly indicative of the company’s continued dedication and commitment to provide the very best customer

service available in the marketplace today.

growing success over the years.

SDC Parts has become the ‘one stop shop’ for Ireland’s transport operators with a wider than ever range of parts, backed by market leading expertise and excellent customer service. The new branch in Rosemount Business Park will carry an extensive range of truck and trailers parts from SDC Part’s 5,000+ product lines purchasing from the industries market leaders.

The new Dublin office provides transport operators’ full access to the extensive SDC parts stock. In additional to this, SDC Parts offer a same day delivery service for customers who are unable to get to the trade counter. The company has also launched a new Parts catalogue, ensuring its customers are up to date with the latest supply of high quality truck and trailer parts to make the identification and ordering process much easier.

The key principles of service, price and quality of goods have been an integral part of the company’s

Ireland imports 84% of its biofuel, a far cry from self-sufﬁciency

o meet binding EU transport targets, Ireland imported 126 million litres of biofuel in 2013 – some 84% of the total 150m litres used here last year.

That’s according to An Taisce – The National Trust for Ireland, which isdrawing attention to the failure of EU biofuels policy to meet one of its key aims, namely, to boost self-sufficiency in terms of transport fuels. An Taisce says that reasonable progress has been made in Ireland to recover used cooking oil from restaurants and take-aways, with the total

volume standing at 9.5m litres in 2013. However, compared to the amount recovered domestically, Ireland is importing three times more used cooking oil from Spain, and one-and-a-half times more used cooking oil from the UK, and overall, imports of used cooking oil (UCO) outweigh domestically recovered UCO by 7 times. Taking the sector as a whole, around half of all the biofuel used in Ireland is derived from used cooking oil (49%), one quarter comes from corn (24%), while tallow from meat rendering plants makes up one in every eight litres (12.5%). The other feedstocks that go to make biofuel used in

Ireland are wheat (7.6%), sugar beet (4.3%), sugar cane (3%), and palm oil mill effluent (0.9), and rape seed (0.3%). The analysis by An Taisce comes as EU Energy Ministers are expected to approve a limit on the amount of land-based biofuels that can be counted towards the requirement that renewables make up 10% of transport fuel by 2020. The new limit, set at 7%, aims to stem competition from biofuel for land, with EU policy responsible for a significant part of the global tension between fuel and food.

14 Trucks to contend Fleet Transport Irish Truck of the Year Awards 2015 - in association with RSA Insurance

ationalandRegionaldistributiontrucks, commercial vehicles that are vital cogs when it comes to logistics efficiency feature strongly in the Fleet Transport Irish Truck of the Year 2015 programme sponsored by RSA Insurance. These two main categories feature all the top brands in the business, making the competition for the annual award higher than ever. In the National Distribution/Long Haul category, the new DAF CF Series has been nominated as has the new Renault Range T alongside the latest MAN TGX with its new D38 drivetrain. The new Euro 6 Volvo FH16.750 and the Iveco Stralis Euro 6 are also on that short list. DAF Trucks also feature in the Regional Distribution class with the new LF Series, which will be pitted against the new Fuso Canter, Isuzu N-Series, Iveco Eurocargo, New Iveco Daily, MAN TGL & TGM, Mercedes-Benz Atego and Volvo FL/

Other awards presented on the night also sponsored by RSA Insurance is the Truck Innovation Award and Trailer Innovation Award.

FE ranges. All fourteen commercials will be test driven and thoroughly scrutinised by the expert adjudication panel with the announcement of the category winners and overall title of Fleet Transport Irish Truck of the Year 2015 in association with RSA Insurance made at the annual Fleet Transport Awards 2015 at Citywest Hotel, Dublin on 2 October 2014.

Speaking at the announcement of the 2015 Awards, Seamus MacGabhann, Key Account Manager, Sales & Marketing, RSA Insurance said: “As the major provider of insurance in the Transport & Logistics sector in Ireland, RSA Insurance is delighted to partner with and support the Fleet Transport Irish Truck of the Year Awards 2015 Our participation provides opportunity to showcase our leading sector-based propositions to our brokers and to existing and prospective clients. Pictured at the announcement of the Fleet Transport Irish Truck of the Year Award 2015 in association with RSA Insurance are Seamus MacGabhann, Key Account Manager, Sales & Marketing, RSA Insurance and Jarlath Sweeney, Group Editor, Fleet Transport Magazine.

Sprinter joins Irish Olympic Team

he Olympic Council of Ireland (OCI) has taken delivery of a MercedesBenz Sprinter minibus intended for use by the many national sports federations accredited to the OCI. The vehicle, dressed in Team Ireland livery, was presented to the OCI by the International Olympic Committee (IOC) as part of their Olympic Solidarity programme.

?extensively used by Ireland’s many Olympic sports federations for transportation to competitions at home and abroad.

Speaking at the handing over of the vehicle, IOC representative Dieter Kuehnle said that it would be

At the presentation of the vehicle to Pat Hickey (right), President of the Olympic Council of Ireland were (left to right) Fergus Conheady, Sales Manager Mercedes-Benz Commercial Vehicles, Stephen Byrne, CEO Mercedes-Benz Ireland and International Olympic Committee representative, Dieter Kuehnle. www.fleet.ie

6 | NEWS 111

Parcel Motel success wins Nightline Global Innovation Award

reland’s premier independent delivery company has beaten off international competition to land another innovation award for its nationwide network of parcel lockers. Nightline scooped the InPost Excellence prize in recognition of the ‘virtual address’ and returns services launched as part of Parcel Motel. It was chosen from all the companies operating locker terminals developed by InPost in more than 20 countries across the globe. Parcel Motel General Manager Orla Sheils said that being singled out for distinction in a sector which was increasingly renowned for novel delivery initiatives vindicated Nightline’s approach.

“Having our efforts applauded by industry peers adds to feedback from consumers and retailers that we have a system which is convenient, different and very, very effective. More than being something which offers Irish shoppers speed and simplicity of delivery in a manner which overcomes the primary difficulty in buying from UK retailers, it offers those very same brands a unique way of engaging with a rapidly-growing e-commerce market. We are constantly acquiring new subscribers and new

cost of a domestic consignment. Last year, Nightline added to that development by rolling out an initiative developed with CollectPlus as a means of allowing consumers across Ireland to use their local Parcel Motel to return unwanted goods bought online to UK retailers. Despite commencing operations without being offered as a delivery option by any e-tailer, Parcel Motel has built up more than 100,000 subscribers. It distinctive green and blue-liveried units are present in all of the Irish Republic’s 26 counties. John Tuohy, M.D. Nightline (centre) receiving the Award

retail partners all of whom are eager to take advantage of the benefits which Parcel Motel represents for them.” As part of the launch of Parcel Motel in July 2012, Nightline took the decision to introduce a ‘virtual address’, allowing consumers to nominate the fi rm’s Belfast depot as a destination for goods bought from UK retailers in order to avoid surcharges incurred in direct shipping to the Irish Republic. The items are then delivered to shoppers’ preferred Parcel Motel units at the

Nightline received its award during InPost’s Global Forum, a conference to discuss the role of parcel lockers in supporting the continuing growth of e-commerce. The event was addressed by delegates from across western and eastern Europe, South and Central America. Earlier this month, InPost announced that it had agreed partnerships with major supermarket chains in the UK and Italy to install hundreds of the terminals at their premises.

Cavan company keeps the wheels turning for bus and train operators

ounty Cavan company, Gem Oils, has been awarded a major contract by Translink, operator of Northern Ireland’s bus and rail network. The business, to supply the majority of the lubricants for the organisation’s buses and trains, is worth €730,000 per annum to Gem Oils. Helen Milligan, commercial director of Gem Oils, comments: “This is great news for Gem Oils and our 16-strong team. The Translink tender accounts for a sizeable percentage of our turnover so it is a significant win for us. We have been contracted for three years with the possibility of extension for a further two years and we are delighted to secure this business. “Before we won this tender, we had worked with another company to provide Translink with our products but are delighted to now be the major provider of lubricants to the company, with our dedicated team servicing all the buses and trains. One of the strengths of Gem Oils, which has

hundreds of companies of all sizes which provide a variety of goods and services to Translink. “Gem will now be providing the majority of lubricants for the Translink fleet of buses and trains, including the cross-border Enterprise train & Goldline bus services”

Philip Martin, Materials Manager of Translink and Helen Milligan,Commercial Director of Gem Oils.

been operational since 1962, is our reputation for excellent customer service and we look forward to continuing this tradition with Translink.” Neil Bowers from Translink adds: “We have a very stringent and cohesive tendering process and welcome applications from any company which can meet our demanding criteria. We work with

Helen finishes: “It is a great boost for our company to be chosen in the competitive Translink tender process. Gem Oils owns and operates its own fleet and the company’s central location on the island allows us to supply customers the length and breadth of Ireland and Northern Ireland and we are keen to grow our business further in both jurisdictions. Our County Cavan facility has the largest storage capacity for lubricating oils in Ireland which enables us to service clients of all sizes, from smaller companies to major operators, like Translink, quickly and efficiently.” Gem Oils is a family-owned company operating from custom-built premises in Regaskin, County Cavan.

Bridgestone sole supplier to Caulﬁeld Transport

r idgestone I rela nd has announced that it is now the sole tyre supplier to Caulfield Transport, a company which employs 50 staff and has over 100 trucks. Specialising in the white/brown goods sector since 1995, Caulfield Transport is based in Little Island, Cork and Baldonnell, Dublin. Conor Curran, National Fleet Executive, Bridgestone North Region, says, “Bridgestone is

FLEETTRANSPORT | JUL/AUG 14

delighted to partner with Caulfield Transport, a

successful Irish company with unbeatable expertise in the transport of white and brown goods. We will be supplying our new R-STEER, R-DRIVE and class leading M729 tyres to Caulfield Transport along with the new R168+ Trailer tyre. John O Regan, Chief Mechanic at Litt le Island has achieved 272,000km’s on the R-STEER and over 480,000km’s on the M729 and estimates that these tyres will reduce their fuel bill and operating costs considerably going forward.”

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8 | INTERVIEW

“New Daily a main pillar of Iveco’s growth plan,” - Lorenzo Sistino, Iveco Brand President

s part of the CNH Industrial 5-year Business Plan, Lorenzo Sistino, Iveco Brand President stated in Detroit recently that the new Iveco Daily is one of the main pillars of the Italian brand’s product offensive. “In the light (commercial) segment, the launch of the new Daily will allow us to expand our share mainly in the rear-wheel drive area – that accounts for 50% of total market. Our objective is to confirm our leadership in chassis cabs while substantially increasing our presence in single-wheel vans, thanks to our brand new product concept. The main customer requirements here are payload, cargo capacity and manoeuvrability – and we are best in class in all three,” said Mr. Sistino. “New Daily comes with re-designed architecture and extended van capability. In the coming years we will exploit the opportunities of this new vehicle with continuous improvements and product portfolio extensions.” “Th is will include the Daily 4x4 in 2015 plus Natural Gas and full Electric powered versions. Next year also the European made new Daily will also be exported in Asia and Pacific (targeting the ‘premium’ part of the segment). Th is same model will be localised in Latin America starting in 2017, while our China made semi-forward and cab-over light vehicles will also be marketed in Middle East and Africa. In order to best exploit the market potential of our extensive product pipeline, we also need to leverage our network capillarity." "Our Business Plan sees us focusing on:• the increase of Daily sales points in Europe (with the support selected Fiat Professional dealers in the areas where we need to improve our presence); • coverage extension in Africa and Middle East; • the reinforcement of our heavy truck network in Latin America; and; • new synergies with the Group Joint Ventures in Asia and Pacific – that will expand Iveco’s direct presence."

new Daily is tailor-made in every sense, it has been developed in 200 base versions and can deliver 8,000 factory-made combinations. All this is the outcome of a heavy commitment in human and fi nancial resources. Total investment including product development and industrial expenditure, amounts to €500 million.” “The reason is simple, we are not talking about a restyling or a new engine, we are talking about a new generation vehicle – something that in our industry happens every 15 years. Moreover, this is not just a new product – but two, developed on the same platform but with a different purpose. Thanks to this investment, we can offer the best chassis cab on the market and a van born to be a van.”

provide the best performance for every mission. Daily is truly a global vehicle, marketed in 110 countries in the world with the same name and sharing all main features. A brand within a brand.” In its 36 years, Daily has sold over 2 million units in Europe, 90,000 units in Latin America, and 420,000 units in Asia and Pacific (mainly China, for a total to date of 2.6 million Dailys worldwide. “A success based on the choice to be always true to our customers, consistent to Daily’s technical principles (body on frame, rear-wheel drive and engines of industrial derivation), global in scope but also strongly focused on local requirements. Daily’s record efficiency index suits European roads and cities and its record fuel economy (over 5% savings versus former model-up to 14% on urban missions with the optional EcoPack) suits cost-sensitive European customers.”

Having spent 15 years with Fiat Professional, Mr. Sistino was well aware of the competition from Iveco with the family owned brand. “The Daily was a strong competitor in chassis cabs – nearly unbeatable – but it was weaker in vans. Its trucklike features made it less adapt to urban deliveries and less appealing to class B-licence drivers. To change all this and become competitive also in the van sub-segment, a turnaround was needed in balance, proportions and driveability. And this is exactly what we have done now. We now have a van born to be a van. Th is is how we have managed to be better, measurably better, than our best competitor, the Mercedes-Benz Sprinter. We score either above or at the same level in all benchmark categories, the most important of which is payload capacity – 100 kilos more!” To summarise the new Daily range, Lorenzo concluded:- “The all new Daily is easier to drive, easier to load, even more capable and efficient, lighter than the best unibody rear-wheel drive competition and it hasn’t lost any of its technical exclusivity, strength and personality.” “I truly believe that this is the best Daily ever!”

“Customers can maximize performance as the

“The Iveco Daily has been a fore runner in the European light segment, and a leader for 36 years. Every Daily generation has set new market standards. In 1978, the fi rst Daily introduced a new Light Commercial Vehicle (LCV) concept, with truck derived chassis, rear wheel drive and independent front suspension. In 1999 the second generation completely renewed its platform and powertrains; it was the fi rst LCV ever to adopt Common Rail diesel engines. All this brought us the ‘International Van of the Year’ award in 2000.” “For the first time we have designed two different frame layouts – with new specific wheelbases to FLEETTRANSPORT | JUL/AUG 14

Text: Jarlath Sweeney - editor@fleet.ie

Attention all Truck Drivers

Have you completed your 5* days of Driver CPC training? If so, you should apply for your Driver CPC card now! Q. How do I apply? A. If you have a Digital Tachograph card you can apply for your Driver CPC qualiďŹ cation card by giving the RSA permission to use the photograph and signature details that you previously submitted. To avail of this option you need to text the following three pieces of information to 51444 (low cost text). 1. Driver Number - this can be found at item 5 on the paper Driving Licence or item 4d on the new plastic card Driving Licence. 2. Y which signiďŹ es Yes. 3. Surname e.g. 123456789 Y Smith (Please insert a space in between Driver Number and Y and Surname) If you do not have a digital tachograph card, you should contact your Driver CPC Training Organisation for an application form or alternatively contact the RSA at the address below. * Drivers who also hold a bus category on their licence and wish to maintain both truck and bus CPC must complete 6 days of training in each 5 year CPC training cycle.

For further information, please contact:

5144

1234

5678

9YS mith

PLEASE NOTE: As and from the 10th of September 2014 all professional truck drivers are obliged to carry a Driver CPC card when they are driving.

Driver Education Section, Road Safety Authority, Moy Valley Business Park, Primrose Hill, Ballina, Co. Mayo Tel: (096) 25000; local 1890 50 60 80 email: cpc@rsa.ie www.rsa.ie

10 | COVER

Mercedes-Benz Atego 1018

y t i ! C r e k c i l S Mercedes-Benz Atego at Dublin Airport

he trials and tribulations of the city truck driver were experienced recently in and around the Capital. Traffic congestion, road works, wayward pedestrians and cyclists and not to mention careless car drivers all lead to a stressful day for the delivery person. The priority is to get the job done, regardless of these collections of obstacles combined with a serious lack of loading/unloading bays. Therefore, the only place a driver can get respite is through driving the vehicle. It has to be comfortable to drive, easy to get in and out of and have an effective ventilation system to keep the driver cool when under this constant pressure. Of course, the running costs have to be kept to a minimum too. All these att ributes and more are to be found with the latest version of the Atego distribution series from Mercedes-Benz. Th is model, the 1018 – the 10.5 tonner with 180hp is one of four main weight categories on offer from the triple-pointed star brand in this duty class. The range begins at 7.5 tonnes, and moves beyond 10.5 tonnes to 12 and 15 tonnes from where the newly developed Antos takes over at the heavy distribution end from 18 tonnes GVW. Along with Euro 6 engine development, the Atego also sports a fresh face keeping it in line with the latest Mercedes-Benz truck family

FLEETTRANSPORT | JUL/AUG 14

identity. New grille, bumper and the installation of Day Time Running Lights give it a distinctive appearance, while inside is more akin to its big brother the Actros, with similarly designed dash and switchgear but with a smaller diameter multi function steering wheel specified. A rotary switch on the steering column engages the automated drive on the Powershift 3 and the handbrake moves up to the centre dash area from next to the driver’s seat on the engine tunnel. Storage facilities have improved also. Th ree main cab types are available, the S-cab Classic Space (Day), the L-cab Classic Space (Day/Rest) and L-cab Big Space (Sleeper). There is also a 7-seat crew cab version which is made at the Customised Trucks facility at Molsheim in France. The real beauty of this rigid unit is the two step entry and exit, a major advantage for drivers in this field. Consider all of the times these people have to get in and out of their vehicles. Th is must be done correctly and safely as in years to come, back and knee troubles may haunt them. New high-torque 4 and 6-cylinder engines have been developed for Euro 6 with the 5.1 litre generating up to 231hp and maximum torque of 900Nm. The 7.7 litre has a top output of 299hp and 1200Nm. Mated to this drivetrain is a new engine brake which boasts 235kW with a 300kW option. Fuel savings of up to 5% compared to its predecessor have been recorded, which is

welcome. A choice of 6, 8 and 9-speed manual transmissions are offered, but in reality the 6-speed PowerShift 3 (PS3) auto is the way to go. As experienced on the Dublin City drive, gear-changing is swifter, smoother than the Telligent automatic gearshift used previously, and there is no need to preselect the next gear like before either! Mercedes-Benz PS3 comes with an economy driving programme as standard. It incorporates various driving modes which are designed to enable precise, straight forward handling and fuel efficient driving in virtually any driving scenario. With the Atego, Mercedes-Benz worked on reducing maintenance and repair costs by extending service intervals that include oil change, brake wear. Depending on the intensity of the application, maintenance intervals can be extended to 120,000 kms. The Drive Six of Dublin’s Fair City’s landmark sites were visited during the four-hour trek across the Capital. We began at one of Ireland’s busiest distribution hubs in Sandyford Industrial Estate. Gett ing accustomed to the Atego didn’t take too long, even though things have changed around a bit on the dash, etc as explained earlier. Along the M50 heading South, the cruise was set at 80 kp/h with 1,400 set on the rev counter. Meant

COVER | 11 Mercedes-Benz Atego at the O2

Mercedes-Benz Atego at Croke Park

to state earlier that with the new positioning of the PowerShift 3 auto gear changer is on the right stalk on the steering column, this is where the exhaust brake is engaged from also. With 3.0 tonnes on board (through 3 full IBC tanks of BlueCat AdBlue), there was no issue here as power to weight ratio, with the 180hp from the 4-cylinder Euro 6 unit was well up for the job. PowerShift 3 impressed with its smooth, slick gear change, much better than the Telligent system used here-to-fore. No going back now. Visibility around the 2.3m wide cab was good, with wide mirrors helping the cause. You never know just where these cyclists will pop up! First stop was at Dun Laoghaire for a quick photo where most of the ferry traffic transits in and of the port. From there it was to the Aviva Stadium, the home pitch for Irish rugby and soccer (Cover picture). Parking for HGVs was minimal, so pity goes to the delivery people here. Taking the route from Ballsbridge towards Dublin Port was interesting as some low bridges led us to take some detours, despite being only 3.5m high. These railway bridges were 11’5”, 10’8” and 12’8”, so too risky to chance turning the box body into an open top version. A stop off at the O2 Point Theatre was done quickly as parking was minimal here also. Time for a bite to eat at the newly developed Topaz Service Station at Dublin Port was advised by committed navigator, Fergus Conheady, Sales Manager, Mercedes-Benz Commercial Vehicles. Busy spot this with drivers in and out all of the time, some staying to eat. Not much comfort though, as one of the satellite channels was blaring out repeated news at a high pitch. Only so much one can take. Outside on the nearby roundabout, truck and trailer traffic trundled along at a non-stop pace, like caterpillars in a convoy. Back through city centre to head towards Croke Park, another significant new stadium development from recent years. To us Mayo GAA fans, not a happy hunting ground. Too many appearances, too many defeats and disappointments. Some day in our lifetime, hopefully. By the time we had Text & Photos: Jarlath Sweeney - editor@fleet.ie

left this hallowed ground of late for the Dubs, my navigator had stopped boasting and slagging. Last leg of the journey was to another significant new build and redevelopment which is Dublin Airport and its majestic Terminal 2. Another quick pit stop style photo carried out here, before the Traffic Police recognised us on camera and alerted the ground staff . After the four hours clocked behind the wheel, the stresses and strains of the city delivery driver were appreciated. The smoothness of the drivetrain on the Atego was a great help to reduce the burden. And its efficiency in gett ing the job done with litt le effort was noted. From the 107.5km driven criss-crossing the city, an average speed of 27kp/h resulted in an impressive 18.3 L/100k (12.85 MPG). A good day's return for a good truck. Th is Atego is made for the job.

Spec Check Make/Model: Engine: Power: Torque: Transmission: Brakes: Wheelbase: Suspension: Cab: GVW: Fuel Tanks: Body Work: Items Fitted:

Mercedes-Benz Atego 1018 5.1 litre 4-cylinder Euro 6 177hp/130kW 750 Nm 6-speed Mercedes-Benz PowerShift 3 Discs all round/Exhaust brake ABS 4.22m Front and Rear: Leaf Springs (Parabolic) S-cab Classic Space (2.30m wide) 10.5 tonnes – unladen 5780kg – payload 4720kg 180 litre +100 litre (diesel) 25l AdBlue Cafco Box Body-566m long – 2.56m wide, 3.5m high Roof Hatch, Heated Mirrors, Cruise Control, Daytime Running Lights www.fleet.ie

12 | NEW FLEET

13 Mercedes-Benz Actros in 18 months for Dixon International

eigning Fleet Transport Irish Haulier of the Year 2014, Dixon International, now has thirteen Mercedes-Benz Actros in its expanding fleet with the recent addition of five new Actros 1845 Big Space tractor-units, factory painted in Dixon International's new distinctive navy livery. These new trucks were ordered with the optional Mercedes-Benz Predictive Powertrain Control, its award winning innovation that brings Adaptive Cruise Control to a new level, and can save an additional 5% in fuel as it automatically adjusts vehicle performance in relation to the terrain and road topography. Commenting on the new deal, Mercedes-Benz Commercial Vehicle Sales Manager, Fergus Conheady said, “Mercedes-Benz is proud to deliver these trucks to such a high profile customer and knowing how well the Actros performs under operating conditions, we look forward to growing our relationship with Dixon

Dixon International Managing Director, Michael Dixon (centre) is pictured taking delivery of five new MercedesBenz Actros with Mercedes-Benz Commercial Vehicles Sales Manager, Fergus Conheady and Stephen Byrne, Chief Executive, Mercedes-Benz Ireland.

International for many years to come.” Dixon International, also a former winner of the Fleet Transport International Haulier of

the Year Award in 2012 and 2013, is a family run business, based in Swords, North County Dublin, specialising in national and international haulage since 1979.

Half-Score of new Citroën vans to score for McMahons!

cMahons has just put into operation its impressive f leet of ten new Citroën Berlingo vans which will compliment its existing line-up of delivery and sales vehicles across its nationwide branch network.

largest independent Builders Providers. Pictured at the handover are Mark McMahon, Managing Director of McMahons with Damien Mulcahy from Mulcahy Car Sales in Ardcroney, Nenagh, which supplied the vans to McMahons.

These ten new Berlingo LX 1.6 HDi with 75 bhp vans will ensure that McMahons, establ ished over 180 years ago, can maintain its excellent customer ser v ice which has led the firm to become Ireland’s

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Sprinter to deliver more for Caterway

ollowing the purchase of two MercedesBenz Sprinter 313 LWB vans last year, Caterway Ireland Ltd, one of Ireland’s leading wholesale suppliers to the catering industry has increased its fleet with the recent addition of five new Sprinter 316s.

With roots tracing back to the 1940s, Caterway now employs over 50 people from its base in Halston Street, Dublin 7 (behind the Four Courts) at the heart of the fruit and vegetable market and serves a customer base ranging from large catering fi rms to independent retailers, hotels, restaurants and hospitals.

Supplied by M50 Truck & Van Centre, MercedesBenz Commercial Vehicle dealers in Dublin, the new panel vans can be seen on Irish roads fi nished in the company’s distinctive dark green and yellow livery.

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FLEETTRANSPORT | JUL/AUG 14

Text: Jarlath Sweeney - editor@fleet.ie

The New Atego

The benchmark in short radius distribution. • Stability Control Assist as standard • Mercedes PowerShift 3 for all performance classes • (QWLUHO\ QHZ IRXU DQG VL[ F\OLQGHU LQOLQH HQJLQHV ZKLFK PHHW (XUR 9, VSHFLÞFDWLRQV • Extending market leadership in the 6.5 t to 16 t GVWR segment • New design, new equipment, new safety systems

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14 | REPORT

Almost 30% of Driver CPC Trainers no longer training

s the Driver’s Certificate of Professional Competence (DCPC) draws to the end of the first complete five year cycle which began in 2008/9, the Road Safety Authority (RSA) invited training organisations and CPC trainers to a series of information seminars to review certain issues around the delivery of training, and to launch its new CPC Training Handbook. The day was to address a number of topics surrounding DCPC, and one such matter was that of identity cards for trainers. Although this process began before the end of 2013, Michael Dolan (ADI Chief Examiner) of the RSA explained the reason cards had not been issued was that “only 20% of trainers had replied to the request”. On a similar theme it appears that approximately one-third of the 167 training organisations who originally registered to deliver CPC are no longer doing so.

Course evaluation is always a difficult area, and both CAS and the Road Safety Authority are aware that the forms can only be handed out at the end of what is a long day. At this time it is reasonable to assume that many drivers will write anything to get out quicker, and this assumption is supported by the way the sheets are marked. A new course evaluation sheet is being developed, and the declaration drivers sign as to their attendance, may in future become statutory declaration.

The Authority urges drivers to have their training completed and registered in good time to ensure they receive their DCPC card before the September deadline. Mr. Dolan highlights that it is an offence not to carry the DCPC card and the offence is subject to a possible fine of €1,000. Currently there are a large number of cards waiting to be issued to drivers already compliant, and these cards will be released nearer the deadline. Michael added that, “all drivers who complete their training by 1 September will have their card in time.” There was some good news for new drivers entering the transport industry as the Authority appreciates the cost involved in obtaining a licence from sitting the Driver Theory Test to obtain a Learner Permit. Which, of course, is followed by an additional Theory Test and case studies for Driver CPC and was discouraging new entrants. It will now be possible when moving from a ‘B’ licence to combine the truck and bus theory tests at one sitting. Alternatively a driver can choose either a truck or bus theory test, and then return to take the outstanding truck or bus module within two years. Overall the changes could save learners up to €180.00 over the present format, and is to be welcomed. It was indicated that at some point in the future it may be possible to integrate the Driving Licence and the Driver CPC Card. This again would be a welcome development, once there is a cost saving for drivers. The information sessions were also attended by Competence Assurance Solutions (CAS), the independent company charged with monitoring the standards of training centres and delivery of training. Dr. Charles Johnson of CAS gave an overview of the 2013 figures which showed 7,396 courses were completed in the year, with a total of 83,182 drivers trained. Dr. Johnson also commented on the course evaluation forms which participants complete at the end of each training session. The evaluation forms should be returned by the training body to the RSA once completed by drivers. While there is no compulsory requirement to do this, it is accepted as good practice, and only 16% of forms were not returned. Of the completed forms sent back - 7% state the DCPC courses are good. 91% state the programmes are good to excellent, and the remaining 2% believe the courses are poor.

FLEETTRANSPORT | JUL/AUG 14

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

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16 | FLEETING SHOTS

Transformer star the big attraction at Truckmania

ptimus Prime, the most iconic transformer robot of all time, was the star attraction at Truckmania, the newest family fun event at the National Motor Museum in Beaulieu, southern England.

Based on the American Peterbilt 360, Optimus greeted 5,500 visitors alongside hundreds of trucks and a wide variety of activities for all to enjoy. There was also a range of vintage and veteran commercial transport vehicles brought along by Bournemouth & Poole Preservation Society as well as a collection of traditional Bedford trucks. World famous monster truck Bigfoot also wowed the crowds with two daily action packed displays, demonstrating its sheer size and power in the Monster Truck Arena. Bigfoot driver, JR Adams, took the truck through a series of gravity-defying stunts, culminating in a spectacular car crushing display which left a line of cars, smashed into the ground like flattened tin cans. Mini World in the Grand Marquee, which re-created trucking scenarios on a small scale, attracted a lot of attention, displaying an incredibly detailed, to-scale miniature landscape with remote controlled model-sized trucks and commercial vehicles recreating trucking scenarios from construction sites to road networks and transport depots.

MOO..VE Over Ernie!

emember ‘Ernie, the fastest milkman in the West’, comically depicted by Benny Hill? Well now he has a real competitor as Milky, a V8-powered milkfloat delivers creamy full fat power on Falken High Performance Tyres. With a rising number of petrol cars switching to electric power, a 1961 Morris milkfloat shows that going from electric to petrol has its merits. Sporting Falken’s latest WildPeak’s and Linam van tyres, Mel Smith’s milkfloat packs powertrain with a 3.5litre Rover engine mounted behind the driver. Ahead of a Summer season of car shows and events, Team Falken’s drift driver Matt Carter got behind the wheel to churn up the dust at a test at Banbury Plant Hire’s yard.

“Compared to my 600+bhp Nissan competition car, this was still more of a pig than a cow to drift ,” says the former British Drift Champion. “With no seat belts or doors, it was a case of hanging on rather than hanging the tail out!” Much of the history of ‘Milky’ is not known to Oxfordshire-based Mel Smith, but it is believed that the conversion was undertaken by a wealthy enthusiast to tow a speedboat around London.

Ruck meets Truck!

ales international and Scarlet's rugby star Scott Williams fulfilled a boyhood dream by converting his on-pitch skills onto the race track at Pembrey Circuit, as the centre player took to the wheel of a monster 1,200bhp racing truck ahead of the second round of the 2014 British Truck Racing Championship. Self-confessed petrol head Williams grew up around motor sport, w ith his grandfather regularly taking him to Pembrey to watch the thunderous trucks as a young lad. After receiving expert tuition and guidance from former European Truck Racing Champion and ten-time British Truck Racing Champion Stuart Oliver, Williams sett led himself into the driving seat and prepared to take to the track in the 5.5-tonne Team Oliver Racing Scania P-series tractor-unit – a 16-gear six-cylinder turbocharged diesel engine with water-cooled FLEETTRANSPORT | JUL/AUG 14

the sport and I had complete confidence in his abilities. There’s so much power and for the size and weight of the thing, it certainly shift s!

brakes that is capable of accelerating from 30 to 100mph in an eye-watering six seconds. “What an amazing experience!” the 23-year-old enthused. “Stuart’s driving was just awesome; he had the truck going sideways and we were flat-out round the back of the circuit. It was tremendously exciting and very much on the edge, but Stuart is a multiple champion in

“When we swapped seats, it took me a couple of laps to get used to everything as I’d never driven anything even remotely like this before, but once I did it was absolutely brilliant – an incredible adrenaline rush! “The thrott le and brakes are so sensitive, and I did have a litt le heart-in-mouth moment where I went off onto the grass and could see the tyre wall coming towards me pretty quickly. All I was thinking at that point was, ‘I’m sitt ing in a £100,000 truck and I’m going to have to get my cheque book out!’ “Thankfully, I managed to straighten it back up. I thoroughly enjoyed the whole day and I owe a big ‘thank you’ to Stuart for teaching me the tricks of the trade and allowing me behind the wheel. Hopefully I can have another go someday...” Text: Jarlath Sweeney - editor@fleet.ie

TRUMPET CALL | 17

"European Directive for Mobile Workers needs clariﬁcation"

significant number of complaints have been received in FTA Ireland from operators who have had determinations made against them in the Labour Court under the Organisation of Working Time Act 1997 (OWTA).

We sought legal advice on how this situation has arisen, and what effect it has on operators who comply with EU Regulations for mobile workers. While the legal situation is very complicated, it can be summarised as follows: 1. 2.

Mobile workers were excluded from the provisions of the OWTA when it was enacted. This exclusion was ended with the signing of SI 817/2004.

European guidelines for mobile workers, which were set down in Directive 2002/15/EC, were codified in detail in EU Regulation 561/2006. These explicitly define the Working-Time regime that applies to mobile workers; and EU Regulations supersede National laws under the EU Treaties. Successive Transport Ministers introduced SI 2/2005, and SI 36 of 2012, in order to bring Irish legislation for mobile workers into line with EU Regulations. However, the Labour Court, in numerous cases since the Goode Concrete case (DWT0934) in 2009, have taken the unilateral view that mobile workers are covered by the OWTA. Although the provisions of EU Reg 561/2006 are more onerous (in most respects) for employers than those of the OWTA, the decision of the Labour Court to stick to the OWTA exposes employers (who are compliant with EU law) to the possibility of adverse findings in the Labour Court. The following lists possible issues that could arise for the employers of mobile workers because of failure to enforce EU laws: • Breach of the OWTA for reduced daily rest (permissible under EU Regs, not permitted under the OWTA). • “Failure to keep adequate records” finding under the National Minimum Wage Act: Due to the Labour Court’s rejection of the tachograph as an instrument for measuring working time. • Restriction in length of night working for mobile workers; eight hours under OWTA, ten hours under EU Regs. • Misinterpretation of what constitutes “rest” could lead to a breach of the 60-hour week, or the 48-hour average week. • An adverse determination due to misapplication of Sec 17 of the OWTA: This requires 24 hours of changes to the working day be given, in employments where there are no fi xed starting or finishing times. This is a practical impossibility for much of the transport business. • Determinations of payment of wages below statutory minimum wage: This could occur where the calculation of “rest” is different to EU Regs.

We wrote to the Labour Court in December 2013 to ask it to clarify its position on EU Regulations. It has yet to reply. We made a presentation to the Joint Oireachtas Transport Committee in April, who gave us a sympathetic hearing, but nothing more as yet. We have met with the Department of Jobs, Enterprise and Innovation in May, which is looking into the matter. While FTA Ireland acknowledges the efforts of the Transport Minister to set matters straight with SI 36/2012, the fact is that the Labour Court is ignoring this legislation. And although the issue is primarily one for the Minister for Jobs and Enterprise, the Cabinet is collectively responsible for this mess. The governing law for all mobile workers in the EU is set down in EU Reg 561/2006, which came into effect on 1st January 2007. Seven and a half years is more than enough time for Ireland to get its Act in order. Over to you, Minister.

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This list is not exhaustive, and further issues could arise where the Labour Court continues to ignore EU Regulations. As late as the 14 May 2014, in Mikulskis Vs Grange Transport (MWD 1414), the Labour Court declared “…the Court does not accept that the tacograph (sic) charts are evidence of the Complainant’s working hours.” The misspelling was not a typo, as it appeared three times in the Labour Court determination. The fact that staff in the Labour Court not only reject tachograph evidence, but cannot even spell the word, does not bode well for employers. The Road Safety Authority (RSA) provides guidance to employers on compliance with Directive 2002/15/EC. Our advice is that this guidance is correct. As the RSA and the Gardai are responsible for roadside enforcement, operators have no choice but to comply with this guidance.

by Neil McDonnell, General Manager, FTA Ireland

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18 | HEAVY HAUL

Mercedes-Benz SLT ‘Brains and Brawn in Balance’

Mercedes-Benz Arocs SLT

emand for transport at the heavier end of the haulage industry has arguably declined more than some other areas. As budgets were reined in, many large infrastructure projects were cancelled or postponed, which obviously affected operators whose business relies on moving the big stuff. Yet recent figures show that across Europe there is a positive upwards trend in the market for heavy transport, with particular demand coming from the energy sector, especially wind farm installations. As demand for heavy transport increases, Mercedes-Benz may have timed the launch of the latest version of its heavy-haul SLT range very well. The ‘Schwerlasttransport’ (SLT) or heavy-duty transport truck, is developed by a special build unit and subsidiary of Mercedes-Benz, Custom Tailored Trucks (CTT) in Molsheim (France). Interestingly, over 20% of all Actros trucks produced at the Mercedes-Benz factory in Stuttgart pass through CTT to be adapted in some manner for customers. So special builds are nothing new to the team at the French facility. While SLT is rated for 250 tonnes, it is also designed to work in a combination of up to three units capable of moving up to three times that weight. The SLT comes in two versions, and is based on the distinctive Actros and Arocs models. Actros SLT comes with the GigaSpace and BigSpace cabs, on air suspension and is aimed at highway heavy transport. The Arocs SLT is available with BigSpace and StreamSpace cabs, comes with steel suspension, and has the off-road capabilities to target the more robust work environments. Chassis configurations for Actros are 6x4 with a wheelbase of 3400 mm or 4000 mm, and 8x4 with 4000 mm. Arocs offers a wider selection from 6x4 at 3300 mm to 8x8 at 4850 mm. Previously the heavy haul sector needed power, and lots of it. Today with an abundance of engines and power ratings unimaginable a few years ago, the thinking has somewhat changed. It is readily acknowledged that power for power sake is often wasteful, and the use of less powerful engines applied more prudently delivers greater efficiencies. The 15.6 litre OM473LA does just that. The BlueTec 6 engine is available in three horsepower ratings 571, 578, and 625hp (380, 425, 460 kW), with torque ratings of 2,600, 2,800 and 3,000 Nm respectively. All engine options generate their maximum power at 1,600 rpm, and maximum torque from 1,100 rpm - which is just a shade above idle speed. While there are larger and more powerful engines available, the 625 hp OM473 remains within the top flight of road going power units, and is well suited to FLEETTRANSPORT | JUL/AUG 14

the task. As we said, what the sector needs is not simply big power. It’s the clever application of the available power that is important and here the new Mercedes-Benz SLT excels. It is generally acknowledged that while Automated Manual Transmissions (AMTs) work well, for this type of operation a torque converter transmission is the accepted norm, as many believe a standard AMT with dry plate clutch cannot cope with the rigours and stresses of the exceptional heavy work. However for its new SLT range, Mercedes-Benz has opted for an AMT, and proudly states that it offers the only automated 16-speed for heavy haul tractors. The standard transmission for SLT is the automated manual G280-16 with PowerShift3. For this application Mercedes-Benz has improved shift times by 20% which is highly significant when you are trying to pull 200 tonnes up a steep hill. So, how can SLT be rated to pull 250 tonnes while using a standard, although improved AMT? It is all to do with the new and unique Turbo Retarder Clutch (TRC), which works to transfer power gradually to the road wheels. TRC combines a hydraulic start-up clutch and a retarder into one component, and is only engaged during the moving off period. Once the combination is moving the TRC disengages and

HEAVY HAUL | 19 the driveline reverts to a conventional dry plate system. For starting on steep gradients or when manoeuvring, compressed air prefills the hydrodynamic clutch housing with fluid for ease of starting. On the test drive we were allowed to stop the SLT Arocs weighing 170 tonnes on an 8% gradient and hold the truck on the thrott le pedal. We were then able to let the truck roll backwards or ‘abseil’ down the same hill - and then hit the accelerator pedal. While this goes against the better nature of the driver the TRC quickly took control, gently slowing, and then stopping the descent. Once stopped and with TRC fully engaged, it began to move the 170 tonnes slowly up the hill and soon began to change up gears and make good progress. What is most surprising is how little time the TRC is engaged for. Moving off from a standing start on an 8% incline grossing 170 tonnes, the small green light only remains on for a few seconds. Once the light has gone off normal drive is returned, and the truck performs like a regular Arocs or Actros. Unlike the regular hill start devices found on other models where after a couple of seconds the brakes disengage, the hill-hold on SLT will not release the brakes until the engine has developed sufficient torque to move the truck forward. Like a torque convertor the TRC will allow the SLT to creep forward or in reverse. An especially important feature necessary for the extreme slow speed manoeuvres common at this work. On the downhill sections the TRC performs equally as well when attempting to slow and stop these immense weights. Here the SLT combines the High Performance Engine Brake with the additional power of the TRC to deliver a total stopping power of 979 hp (720 kW). Of course the effort needed to slow these weights generates a great amount of heat, and to deal with this, the SLT has an additional cooling tower located behind the cab. Mercedes-Benz assure us that even in temperatures of 50°c, overheating is never a problem. Along with the ease of driving, SLT also comes with ease of living. One unfortunate aspect of heavy

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

haulage is the waiting. Many transports can only be undertaken at night which can mean long periods of killing time before the driving teams arrive. So having somewhere comfortable to spend the waiting time is certainly welcome, and the big cabbed SLT has the options and the space available to make the waiting tolerable. Space is always at a premium and we all like our privacy. There is also a version of SLT which Mercedes-Benz describe as a ‘semi-heavy’ version which comes without the TRC. Interestingly TRC is available on other Mercedes-Benz truck configurations, and we had the opportunity to try the system on a regular 8x4 Arocs 4145 tipper loaded out to 41 tonne. On a 20% incline in heavy rain, the eight-wheeler was completely untroubled by the glass-like smooth stone surface - or the weight. At this, the lighter end of the work TRC may only be financially viable for the more extreme operations. Though the benefits it can deliver in safety and driveline wear should be recognised. There is a contradiction with SLT in that its presence makes it one of the most impressive truck combinations on the road - yet it is one of the easiest to drive. We drove a selection of SLTs with different loads ranging from cranes and machinery, to test weights which tipped the scales at 170 tonnes gross. The Turbo Retarder Clutch (TRC) makes it as easy to drive as a regular Actros. With the latest version of SLT Mercedes-Benz has delivered an exceptional piece of engineering for the heavy-haul sector. All of which is good news, though with such easy driving can be easy to forget what is coming behind - though you are quickly reminded when you check the mirror. Mercedes-Benz Actros SLT

www.fleet.ie

20 | ECONNOVATION

‘Not waiting for the future to arrive’

Moving with Gas Power - Naturally!

hile most people in Ireland have heard of Celtic Linen, few would be aware of the company’s history or values. The small family business originally formed in 1926 is still in the same hands over eighty years later, and that today the ISO 9001 accredited company operates the second largest single site laundry facility in Europe. It’s also highly probable that few people are aware that Celtic Linen’s environmental policies seriously affect how it operates. The company’s environmental ethos was clearly recognised when Celtic Linen was awarded the Fleet Transport Environmental Award for 2010 and 2011. Its efforts in integrating environmental policies into a business is a perfect case study of how good environmental planning can improve a company’s operation, and improve the bottom line. The business handles around one million items per week for a wide and diverse client base throughout Ireland. To ensure customers receive clean linen, Celtic’s fleet of over sixty-five vehicles, from small vans to double deck trailers operate 364 days per year. The transport division does not just deliver finished articles to the customers. The transport department’s biggest customer is Celtic Linen itself, as the laundry must be continuously fed with raw material for cleaning. Without a constant supply of material for cleaning, the business ceases to operate, meaning that Celtic Linen is highly reliant on reliable road transport. The laundering of over one million items per week requires a vast amount of energy. So anything Celtic Linen can do to reduce energy consumption makes good business sense, and is commendable environmentally. Its efforts to reduce energy consumption extends to all areas of the business, and one important area was transport. For all operators the cost of fuel and fuel consumption is a major

Pic Pic ictur cttu tur u eedd (lur ( r) Sea Seeaan O’ O’’Ke Keeeeff K Keeff ffe, e, D Dep eppot ot M Manag Man age ggeerr,, Ce Cel Cel e tic tiic L Liinen nnen Co Corrk; rkkk; Sy Syzm zmo m n Grze mo rzeeggo rz gor oorrzzek eekk, Ceeellttic Cel C tiic ic L Liinen ne Dr D iive ver;; Be Beenn Hu Ben Hudso uddso dsson, n, Bor Bor o dG Gais aais is is N Neetwo etwo two works r s an rk and Daann Fit Fittzpa Fitzpa zpatri zp ttri rriicckk Str SSttrate trrat aate teggic giic Pllann P Pla nni nni ning ng M Man anag aage ge r, ge r, CN CN CNG NG G Boordd Ga Gaai s Netw Gai t ork orr s. s FLEETTRANSPORT | JUL/AUG 14

consideration. T hough many feel there is little they can do other than try to make savings. Celtic took an alternative approach believing that investment was necessary, and in 2010 the company purchased their first electric truck, an Avia Smith Newton. The truck is now four years old and to date has performed reasonably well. Nevertheless if we consider how little battery technology for commercial vehicles has progressed over the last five years, there is little incentive to justify a further costly investment in electric vehicles. So the answer must lie elsewhere, and the Wexford company believes the answer may be found by running its trucks on Compressed Natural Gas (CNG). Celtic Linen’s fleet is predominantly Iveco, and the company has a long and positive relationship with the Italian manufacturer. This is a fortunate coincidence, as the Italian manufacturer has a long and positive history developing gas powered vehicles. We asked Killian O’Sullivan, Manager at Celtic Linen about its choice of truck, he says, “We run a lot of Ivecos, they are by far the largest supplier of vehicles here. We have had a very good experience with them and they were very willing to work with us, also the gas project is very advanced in Italy.” Equally important was the relationship between Celtic Linen and the local Iveco dealer Gethings Garages of Enniscorthy. Clive Gethings played a pivotal role in the project, and made sure that all went to plan during the pre-delivery and aftersales periods. Although the truck has no exceptional maintenance requirements, Clive ensured that Gethings' staff were trained by Iveco on any issues that may be relevant. Iveco is a leader in the design and supply of gas powered commercials and has an impressive selection of models. The model chosen was a 4x2 Eurocargo powered by Iveco’s 6 litre Tector engine. The 220 hp engine drives through a six-speed manual transmission and comes with a standard rear axle ratio of 4.10:1. One important factor with the choice of Iveco is that the Eurocargo is built as a gas powered truck, an aspect which has many advantages. Although since this Tector engined Eurocargo is designed to run on purely gas, it has no backup fuel source if it runs out of gas. In the same way a diesel has no alternatives if it runs out of diesel. Neither vehicle will run out of fuel if you keep filling it up - and therein lies the problem in Ireland with CNG. There are several ways to look at alternative powered vehicles, and all suffer from

ECONNOVATION | 21

the chicken and egg syndrome to some degree. Because they are unique and uncommon, they are expensive. This in turn prevents operators from investing which would make them less uncommon and unique, which in turn would reduce production costs making them viable. This is unfortunate as Iveco’s CNG Eurocargo is a good truck to drive. It is quite smooth and performance is on par with an equivalent diesel. The initial capital investment is also not seen as a major concern as the potential return on that investment can be significant. What is preventing operators from investing lies with the issues of infrastructure and price stability. In a similar manner to the chicken and egg debate around CNG vehicles, the same applies to the debate around gas infrastructure. Some believe it’s a case of ‘build it and they will come.’ However the cost of building it - (it being a nationwide infrastructure to supply gas) is not cheap and cannot be done overnight. The other difficulty is nervousness over price stability. For companies like Bord Gáis Networks to develop an infrastructure or for transport operators to invest in CNG vehicles, makes perfectly good sense. On paper it is a viable economic and environmental proposition. Yet to suddenly have all benefits taken away with the swift stroke of a Government Minister’s pen on budget day is unthinkable. This was the dilemma facing Celtic Linen. Nevertheless it continued with the concept and as Killian O’Sullivan says, “Throughout the project it has been well supported by all concerned. Especially Iveco, Bord Gáis and the local main dealer Gethings Garages, without whose support the project would possibly never have got off the ground.

of tanks from six to eight. When this takes place the Eurocargo can be used on other routes where it is expected to return savings close to 30% over an equivalent diesel. Killian is keen to point out that the long term strategy is to have the nine doubledeck trailers being pulled by CNG powered trucks on its daily scheduled runs. This would bring immense savings to the Wexford company and help to secure important indigenous employment in the area. However this can only become viable when natural gas is available in the Wexford area - and this won’t happen until May 2015. When the fuel is available on site, then real progress can be made. Though Killian O’Sullivan is cautious when he notes, “What could blow this out of the water very quickly is a change in policy on taxation.” While remaining fearful of the Minister’s pen wavering ominously over the price of gas, Celtic Linen has pressed on. The company must be admired for its courage to continue with the project and invest heavily in vehicles and infrastructure, despite the lack of support from the powers that call on indigenous Irish companies to be innovative. Celtic has established that running a CNG powered Iveco Eurocargo is viable proposition. The truck delivers the product and the savings, and the savings are significant in both financial and environmental terms. Spec Check Make/Model

Iveco Eurocargo ML120EL20 CNG

Chassis/Cab

4x2 Rigid Body / Day Cab

Although the CNG Eurocargo is only in service since February, Celtic Linen is very pleased with the performance to date, and have high expectations of what it may deliver in terms of savings for the company. With being in service for such a short time there is not enough data to confirm what savings maybe realised. Though initial indications would point to approximately 25%.

Engine/Displacement

Iveco Tector / In-line 6 Cylinder / 5.88 litres

Power/Torque

220 hp / 650 Nm

Transmission

ZF 6S700 Manual Six-Speed

Front Axle

Iveco 5845 I-Beam

Currently Celtic’s Eurocargo is based in Cork because this is the only location with a fast fill CNG point sited at the Bord Gáis facility. With a range of 350/400 Kms the truck is somewhat restricted to dedicated operational cycles. Although just like any diesel, to extend the range simply requires more capacity and this is being addressed by Iveco who is in the process of increasing the number

Rear Axle

Meritor MS08-125 Hypoid

Brakes

Discs all round, ABS

Standard Tyre Size

245/70 R17.5

Fuel Capacity STD

6 Tanks 480 litres

Text: Paul White - paul@fleet.ie

Photos: Paul Sherwood

www.fleet.ie

22 | MILESTONE I

DENNISO DENNIS ON Dynasty

“Pulling ahead after 50 years”

t the recent Multimodal Show at the NEC, Birmingham, George Dennison was busy meeting and greeting old friends and customers. The co-founder of Dennison Trailers had even more pep in his step this year as 2014 marks the 50 th Anniversary of the Irish and English based trailer manufacturer. Although day-to-day management is now under the control of senior management with some of his siblings involved, George is still doing what he loves best, gett ing out there and making contact with people. An extremely modest man who can be duly very proud of the many achievements. Th is up front att itude has been very beneficial in the success of the company over the years and how it deals with and looks after its customers. In reminiscing over the 50 years, George recalled the many ups and downs, which have been recorded in a specially commemorated booklet called ‘Moving with the Times’, highlighting the many milestones of the company which began trading in 1964 under the name of Dennison Brothers, selling used vehicles. George and his late brother, Jim along with Bill Courtney became a serious contender in the industry two years later when Dennison Trailers Ltd was formed and began trading in Glengormley, County Antrim. Their fi rst trailer made out of second-hand parts and components was built in a small workshop in Ballyclare, given to them by Dennison’s father, William, a garage owner in Queen Street,

FLEETTRANSPORT | JUL/AUG 14

Belfast. Soon after the fi rst tandem trailer was built in November 1966, the business began in earnest with demonstration trailers touring the country far and wide. Major orders followed and by November 1969, the 1000 th trailer was produced. The next decade saw expansion plans move ahead with an extension to the Antrim Road plant. Another major development happened then also that would significantly change the direction of the company, with Crane Fruehauf coming in to buy a 51% shareholding. A lasting move across the Border was fi nalised with the purchase of a site in Naas in 1971. Before this, satellite assembly was conducted in Dundalk. “In that decade the company was producing between 1,000 and 1,100 trailers north and south of the country,” stated George. Dovetailing these developments was the establishment of Dennison Commercials, run by Jim, Wilson and George Dennison. Having acquired the Volvo Trucks franchise, expanding the dealership in Naas (Irish Commercials) and Cork (McCarthys) followed. In 1975, the balance of shares in Dennison Trailers was sold to Crane Fruehauf and as part of the deal, Dennisons had to cease building trailers for 5 years. Other interests at that time included trailer rental, crane hire and additional car and truck dealerships in the North. But the biggest undertaking surely was entering the highly competitive world of truck manufacturing. From 1976 a production facility was set up in Rathcoole (outside Dublin) and the fi rst 4x2 tractor bearing the Dennison name was sold to Sean

MILESTONE I | 23 Th ree gge gen e eratioon s off the t Deennni th niison i so son on ffaamil mily

Dennison Trailers : 50 year timeline October 1964: November 1964: June 1965: September 1966: November 1967: November 1969: December 1969: January 1970: August 1970:

1970: 1972:

McQuaid from Roscommon in 1977. 250 trucks were built, mostly with Rolls Royce power and SISU cabs. Gardner engines were also a popular choice with just one with Cummins Power supplied. High interest rates as the country entered a recession period put paid to this division and the factory closed in 1981. Thankfully there are still some prime examples of these highly regarded trucks around that feature prominently in the history books. The company’s interest in Irish Commercials and McCarthys were sold to the dealership’s management as work began on rebuilding its trailer business. A new site was purchased in Naas which is where Dennisons’ Irish headquarters is located today. Five years later in 1988 came the move to expand in England with a site bought in Lancaster. However, after two years of production, the facility was ‘mothballed’ as the trailer market collapsed. A year later, it reopened following the design and development of the sliding skeletal trailer which turned out to be the mainstream product for the company ever since. Continuous uptake in business led to investment in improving production efficiencies and higher quality fi nished products at its facilities on both sides of the Irish Sea. The product line expanded with tipping trailers (+ sliding) and curtainsiders joining the range. At all times, the fi nished product had to prove its merit, be it through reliability, durability and safety. That ethos embedded in each chassis from day one still remains today. Dennisons’ achievements has not gone unnoticed with awards coming from Commercial Motor magazine, Fleet Transport and more recently German-Irish Chamber of Industry, Commerce & Enterprise, the latter the “Best Emerging Exporter” title. George can look back with satisfaction but can also look forward in the same vein as the family dynasty remains at the helm. His nephew James (Jim’s son) is UK Managing Director, while George’s son David is Innovation Director based in Naas and daughter Jane is the Legal Director/Company Secretary. Aidan Kinsella is the company’s CEO. 43,000 trailers in 50 years and counting, Dennisons with its motto “We’re right behind you” is looking forward to the next 50 years.

Text: Jarlath Sweeney - editor@fleet.ie

1973: 1975: 1976:

June 1977: 1981: 1982: 1988: 1989: 1991:

Dennison Brothers established First trailer produced Antrim Line site at Glengormley purchased Dennison Trailers Ltd formed First tandem trailer built 1,000 trailer built New 10,000 sq. ft. factory built 51% of company sold to Crane Fruehauf Dennison Commercials formed with Volvo Trucks dealership for Northern Ireland. New 6,000 sq. ft. factory built in Naas Irish Commercials formed with Volvo Trucks dealership McCarthy Commercials established in Cork (Volvo Trucks) Remaining shares sold to Crane Fruehauf 6,500 trailer produced Truck production begins in Rathcoole, Dublin First Dennison truck built with Gardner engine sold to Sean McQuaid Truck production ceases after 250 built New site in Naas. 8,000 sq. ft. factory constructed UK site purchased in Lancaster 10,000 sq. ft. factory built Lancaster factory closes. Sliding skeletal trailer developed Dennison Tanker Leasing starts up

1992: 1996: 1999: 2001: 2002: 2004 – 2007: 2012:

2014:

Dennison Trailers Company re-established Lancashire factory reopens Site at Naas extended Sales Depot opens in Felixstowe Lancaster plant extended with new ofﬁces New sliding tipper trailer developed Further facilities expansion in Ireland and UK Following EU Whole Vehicle Type Approval (WVTA) the 40,000 th trailer produced 50 th Anniversary, 43,000 trailers later!

www.fleet.ie

24 | IVOTY CONTENDERS I

Citroën van customers can rely on new Relay • Creative Technologies door hinges are now used. Similarly, the sliding side load doors have benefited from reinforced rails, re-designed runners and improved door locks – all of which raise durability and security standards. For the record, the intense programme involved covered over 4 million kilometres in actual road tests in all terrains and temperatures. The doors have been opened and slammed 500,000 times, which is equivalent to 10 years intensive use, while the new sealing mechanisms have been put underwater over 1,000 times. It was even put through a dust tunnel over 5,000 times! Underbody improvements include re-designed shock absorber mountings for reduced road noise. Braking performance has been optimised with dimensional and tolerance changes; these have reduced operational noise as well as improving braking performance.

hat is required by today’s van user other than to collect, carry and deliver loads? 21st Century panel vans are no different that any of their predecessors in that they are essentially an empty box on wheels. That’s true, but elements such as low operating costs, superior safety and comfort levels are now required. Th ink of the long periods that the driver sits behind the wheel or the amount of times that this person has to get in and out of the vehicle. Hats off to all of the manufacturers that have put all of these essential ingredients together. From the numerous new van launches this year, it is hard to differentiate one from another in terms of what is the best out there. Of the 10 or so new vans set for arrival during 2014, 5 of them are totally new with the others evolutions of successful previous generations. That could be a starting point for some customers when it comes to vehicle replacement. Other factors are just how good is the dealer network and the

FLEETTRANSPORT | JUL/AUG 14

knowledge of the sales representatives within? What is the aftersales back-up like? Parts availability and price? The new Citroën Relay is one such evolution. Designed and co-produced by its programme partner Fiat Professional and fellow French sister brand Peugeot with the Ducato and Boxer respectively, the Relay benefits from a serious facial refresh which is a litt le more distinctive than its relations. Its striking new grille with chrome Chevron bars set it apart. As with the others, the new large, multi-piece front bumper minimises accident damage and reduces repair costs. Together with the Peugeot Boxer, the Relay has gone through the hoops in terms of preproduction tests to ascertain the quality and strength of its redesigned components such as the new doors and suspension. High use, high stress items such as the rear doors have been reinforced and higher strength

Total Cost of Ownership (TCO) is the buzz word in the van business now too, having been much in focus in the HGV/PSV sectors for years and PSA Peugeot/Citroën is singing from a high here with their HDi diesel engines that are more economical than ever – 15% less fuel consumption and related CO2 emission while their drivetrain has its service levels extended. PSA power through four revised HDi and e-HDi engines with 2.2 litre displacements adequately cover the needs of operators offering 110, 130 and 150hp with the 130 e-HDi with Stop/Start technologies. Similar to the Boxer, the Citroën Relay covers from 3.0 tonnes GVW to 4.05 tonnes in panel van forms offering 4 load volumes from 8 to 17m3 through 3 roof heights. Payloads range from 1140-1995kg. For chassis/cab versions there is a choice of 3.5 tonne and 4.05 tonne versions as well as a 3.5 tonne GVW 7-seat crew cab chassis. Both the driver and the crew will benefit from the new furniture and fitt ings designed and installed in the new Relay. The new cab and dashboard layout features a dropdown

IVOTY CONTENDERS I | 25

While at the Relay launch, drives in the new Berlingo Electric were available. The smoothness and quietness of the drivetrain impressed most.

and 8 choices of load volumes. All units are matched with 6-speed, all synchromesh manual gearboxes. Fuel savings have been pencilled in at 1.3L/100km on the new units. All-new Relay models feature dark grey/black and red seat cloth while the most significant feature is the 5-inch colour LCD screen for the multimedia system and optional reversing camera. Electronic Stability Control is standard as is Antilock Braking System with Emergency Braking Assistance. The former can be upgraded with Intelligent Traction Control and Hill Descent Control. A Lane Departure Warning system option is also available.

Door hinges and runners have been upgraded

desk unit, steering mounted audio controls and Bluetooth connection. Up to 13 in-cab storage areas are positioned all around including the handy 22-litre overhead compartment. No need to stuff newspapers/magazines on the front of the dash anymore– a trait in the sector as we know that blocks the airflow to demist the windscreen. In all there are 4 length types, 3 heights (roof)

At the world premiere of the new Relay at the recent Commercial Vehicle Show, Jeremy Smith, Citroën’s Head of Commercial Vehicles & Business Sector Operations commented; “When it goes on sale in the third quarter this year, new Relay will build upon the success of its predecessor which, even at the end of its production life, is still delivering high sales volumes. We expect the wide choice of new Relay variants – all offering class-leading load carrying practicality and low cost of operation, coupled with even higher standards of equipment – will increase its popularity with both national fleets and Small and Medium Enterprise (SME) businesses.” At the special presentation for the International Van of the Year Jury at the PSA Peugeot Citroën Design Headquarters in Paris, leading members of the technical and design team addressed the attendees on the main pillars of the Relay project which focused on design, smart technologies,

TCO and comfort as outlined above. Test Drives Two of the three versions of the new Relay made available to us were driven around the heartland of South West Paris on the afternoon of the presentation to the International Van of the Year Jury. Sporting the patriotic colours of red, white and blue, both of the former were standard wheelbase, roof height 3.0 and 3.33 tonnes, powered by the PSA 130hp HDi diesels while the latter was the 3.5 tonne LWB medium height roof with the 150hp power rating from the 2.2 litre HDi. All had 6 speed transmissions and were unloaded. The 150hp driven first displayed plenty of power, although up through the gears the drivetrain seemed a litt le noisier than the 130hp unit driven later. Both presented excellent driver comfort, with the suspended seat fitted in one a better proposition. The SatNav installed in the centre console was easy to read while the Lane Detection system kept us on the straight and narrow. Last year Citroën sold around 40,000 Relays and the objective for the next full year is to reach 45,000 units. 95% of its sales are to Business-toBusiness customers. According to Ludovic Musy, Head of Total Cost of Ownership at Citroën; the enhanced quality and new style will help to increase residual values. The extension of service intervals to 48,000 kms or every 2 years will also help this cause. Price table is available on www.fleet.ie

Citroën Vans – Historic Timeline • More than 80 years of expertise and innovation 1930 Boulangère van and C4 van 1935 Tub - Sliding door 1948 H Van – Flat floor 1951 AZU – 1st front wheel drive small van 1974 C35 1975 Acadine 1981 C25 1985 C15 – First small diesel van 1995 Jumpy/Dispatch - 1st compact van 1996 Berlingo - 1st small van with integrated styling 2007 Nemo - 1st compact small van 2008 Berlingo II - 1st small van with 3 cab seats Text & Photos: Jarlath Sweeney - editor@fleet.ie

www.fleet.ie

26 | IVOTY CONTENDERS II

Vivaro! Opel’s road to LCV success stars of the show are the new 1.6 BiTurbo diesel engines,” as he described it, “Which have two objectives – reduce CO2 and increase ongoing performance – and we delivered on both, offering best in class fuel efficiency and low Total Cost of Ownership (TCO),” he said. On the latter, service intervals have been stretched by 1 year or to 400,000 kms. Other elements of the hi-tech developments (collaborated, it must be said with its partners in LCV – Renault) include Stop/ Start system, which along with the new engines help to bring down the CO2 emission levels to 149 g/km and reduce the fuel consumption by more than 1 litre per 100 kilometres to an average 5.7 L/100km. Also featured are regenerative braking, advanced fuel injection and improved thermal management, which means that the engine warms up faster from cold, thereby allowing the Stop/Start technology to operate earlier than normal.

ll change at Opel’s Commercial Vehicle Division, and much for the better. There are a lot of positive things happening at Rüsselsheim these days. No sooner had we the first appearance of the all new Vivaro, followed by the introduction of more powerful engines in the Movano than it was announced that the LCV Division has a new Head.

and it looks like will easily surpass the 83,000 units sold last year. With steady and structured progress, we can meet the 150,000 unit target by 2022. Ambitious, you might think, but investment in the right people that are more LCV focused will bring this about. Already we have taken on 20 to 80 more employees who will explore new markets and improve sales in existing territories,” he stated.

Steffen Raschig made his debut alongside the new Vivaro at the CV Show in Birmingham recently and has set out ambitious targets for the brand. All part of the bigger objective in Opel’s turnaround by 2022. Steffen, who came from General Motors’ Chevrolet Europe, sister brand to Opel, has defi ned the project into three key areas – compass, people and product. “Like a compass, we know the position we are in right now, but for us at Opel, LCV is where we are going to,” he said. “To meet the Drive! 2022 growth plan we need to almost double sales of our commercials. Presently we are heading in the right direction as in Quarter 1 2014, we increased market share to 3.6% (up slightly)

The third element was all about product. “With the introduction of the new Vivaro and upgraded Movano, our business model line up has been freshened considerably. Investment in restructuring the Luton plant, where the Vivaro is made has reached around €100m.

FLEETTRANSPORT | JUL/AUG 14

Vivaro is an incremental cornerstone,” he concluded. By the way Vivaro is No. 2 in the UK, Italy and Greece. Charles Klein, Executive Chief Engineer at Opel’s LCV Division said that he was pleased to share the intelligent technology featured in the new Vivaro that will serve customers well. “The

Charles, a native of the United States, mentioned about the larger load volumes and innovations such as the extended load length accessible under the passenger seat from the load bay area. Th is is called FlexCargo, whereby up to 4.15m in length for the LWB version is obtainable, 3.75m in the SWB. With the extra 216mm added to the Vivaro’s overall length, load volumes have increased to 8.6m3 and 5.2m3 for the LWB high roof and the SWB standard roof respectively. Lars Steinweg, Group Marketing Manager LCV explained the different variants from standard Panel van to Crew Cab to 9-seater Combi and Platform Cab (chassis/cab). He spent some time explaining about the totally revamped interior (that has litt le or no bearing on the outgoing model), with a redesigned bulkhead that allows the seat more adjustment. Mentioning adjustments, the steering column has fore and aft movement. Every nook and corner along the dashboard and side panels has some sort of storage area, so whether it’s bott les, iPads or documents, they can be neatly stowed away or placed conveniently for use. Note also the back of the centre seat which folds down to become a mobile office.

IVOTY CONTENDERS II | 27

S ffen Ste en R as asc schhig ig ig

Connectivity to the outside world can be done through the Bluetooth connection while the USB and SatNav systems help to get the driver to his/her destination less stressed. Driver assistance items installed include cruise control, speed limiter, Tyre Pressure Monitoring and rear view camera, ABS, EBD and ESP while the convex mirror on the passenger’s sunvisor helps to reduce blind spots. Lars concluded his presentation that the Vivaro competes in the D-Segment which makes up 22% of the LCV market across Europe. And with the ongoing upswing in this sector, continuous success augurs well for Vivaro. “With almost 600,000 units built since its market launch in 2001, that’s around 50,000 units per year, the Vivaro currently accounts for around 10% of sales in its segment, making it the top performer in Opel’s LCV portfolio. Order books are now open for the new second generation.” Malcolm Ward, Executive Design Director at Opel described the form philosophy of the new Vivaro, harking back to 2009 to when the Insignia made such an impact on the direction Opel was taking with its vehicle design, be it car or commercial. Trademark elements, such as the ‘blade’ side profi le and the ‘wing’ Daytime Running Lights feature strongly on the new Vivaro. Despite being a joint venture design (with Renault) Opel DNA is clear throughout.

Even with the interior, Malcolm described the cabin’s design as “functional, premium quality and car like.” Opel of course! The two new turbo diesels were driven over 220 kms on selected routes south of Munich to reach the overnight destination of Egern on Lake Tegernsee. One prominent trait carried over from the original Vivaro was how ‘car like’ it is to drive. Now with the new driveline, the Vivaro is even smoother. That’s regardless of whether it was the 1.6 CDTi BiTurbo 2900 (120hp) (driven fi rst) or the 1.6 CDTi (90bhp) with single turbo. Their fuel returns (on the loaded vehicles) were impressive too, with 7.1 L/100 to 5.5 L/100 km recorded along the motorway and along country roads, as we call them. There’s an Eco button to be pressed into action for further gains if required. Where to fi nd fault? Well, very litt le really. Just that the pull out drinks holder in the centre console needs to be a litt le deeper to stop bott les

from falling out and that the gear indicator in the dash needs to be a litt le bigger. It would be great too, to have the SatNav directions in this centre dash area as well as the map mounted in the centre console subjects the driver to become a litt le distracted. “We are especially excited that the new Opel Vivaro is coming to market this summer as it is the most important sure-fi re success in the Opel commercial vehicle portfolio and part of our broad model offensive. The new Vivaro will come with a new design, new functionalities, new engines and new technologies and this clever allrounder will continue to play a key role within its segment,” said Laura Condron, Senior Brand and PR Manager at Opel Ireland. Prices start at €23,590 excl. VAT.

Opel Vivaro – In Brief • Two body lengths and two roof heights • 216mm longer than predecessor • L1H1: 4,998/2,283/1,971 mm (length/width with exterior mirrors height) • L1H2: 4,998/2,283/2,465 mm • L2H1: 5,398/2,283/1,971 mm • L2H2: 5,398/2,283/2,465 mm • Variants: Panel van, Combi, Crew van, Platform cab • Engines: Two Turbo diesel engines, four output levels • Transmission: 6-speed manual

BiTurbo technology for Opel Movano too! Using the same twin-turbo principle as on the new Vivaro 1.6 BiTurbo engines, the Opel Movano’s 2.3 litre CDTi diesels offer more power and efficiency. Higher ratings of 136 and 163hp the 4-cylinder commercial units are now available with impressive torque values of 340 and 360 Newton metres respectively. Productivity and efficiency have improved with the higher low-end torque and lower emissions, down 39% on the straight turbo versions. Fuel economy is better too in these fi nal phase Euro 5 blocks by as much as 1.5 L/100 km (or 18%). In addition, Stop/ Start technology has been included in this 3.5 tonner available in Ireland in either front or

scenic drive around Tegernsee Lake south of Munich. On board the 163hp F3500 single rear wheel version, the drivetrain moved along smoothly as one would expect. Good low-end torque below 1,000 rpm in third enabled un-laboured pull back. With 163hp, which is 13hp/10Nm better than before, gett ing to the most productive speed is faster. That said, the standard turbo units now boast an extra 10hp while maintaining the same fuel economy. rear-wheel-drive. These new att ributes were put to the test on a

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

Inside, the latest Movano has got the new large convex mirror in the passenger sunvisor to improve all round visibility. www.fleet.ie

28 | IVOTY CONTENDERS III

Future proofed, that’s the new Renault Traﬁc

s the headline goes it has to be, as new van developments take a while, just like Trafic II, its predecessor, which made its debut over 13 years ago. At that time, it made a statement and stood up to the challenges from both operator and competition alike. New Trafic III has raised the bar once more and with innovative technology and ingenious creativity, new Trafic will stand the test of time.

Together with its new look and slightly longer body, Trafic III has two trump cards – the new 1.6 litre dCi single and Twin-Turbo engines and clever interior design to suit all applications and customers’ needs. From a driver’s perspective the Trafic’s cab interior will not just be used for getting to and delivery from A to B. All around the cab there are various aids to help improve efficiency. Renault describes it as a mobile office. First of all, is the adjustable tablet cradle on the centre console which hosts iPads, iPods and galaxy, etc to allow immediate access. Then there is the smartphone cradle, nearer to the steering wheel which is also adjustable for height and width. When the nearest passenger seat back is folded down, the mobile office is open! Incorporated here is a detachable A4 clipboard holder, which can be fi xed in place to face the driver or passenger while the backrest itself accommodates the laptop. For the new R&GO system, iOS and Android users can download the

R&GO application to their smartphone or tablet to provide access to navigation, telephone commands, multimedia fi les and vehicle trip information. Alternatively, the Media Nav built in to the centre dash area, offers touch-screen infotainment with instant access to navigation, radio, music files and telephone commands. From comfort and practicality aspects, the newly designed contoured driver’s seat has added lateral support and features height and lumbar adjustment as standard. Plus an armrest. New Trafic offers market leading stowage capacity with 14 different areas amounting to a total capacity of 90 litres. For added security of valuable items there is 54 litres of storage underneath the seat. Smart solutions in the load area have been created too. The additional flap under the passenger bench allows carriage of items up to 4.15m length in the LWB version while the internal roof-rack offers a safer and more secure option. As with its co-developed van the Opel Vivaro, the load volume has increased due to its slightly longer dimension – 5.2m3 on the SWB and 6m3 on the LWB. Th is means that 3 Europallets can be transported on the SWB version.

New versus old Trafic FLEETTRANSPORT | JUL/AUG 14

The Drives A three hour drive in the 115hp 1.6 dCi (single turbo) in a loop north of Copenhagen passed away effortlessly – not only mainly due to the smooth drivetrain but also thanks to the numerous speed restrictions from 30–50-80 kp/h along the run towards Helsingor to the east over to Frederiksvaerk in the west and back through Hillerød. We had plenty of time to take in the scenery! Further merits of the 1.6 litre dCi 140hp Twin-Turbo were discovered on the 100km coastal route chosen on Day 2! Power in abundance, even with the 450kg load secured behind us. As a passenger for some of the driving, I noticed the absence of grab handles for both occupants, which are still necessary in this modern era. Renault says it drives like an MPV and it does – better than before. My co-driver also liked the digital Speedo readout and missed it when we came to drive the two new Master vans also featuring Twin-Turbo technology in its 2.3 litre dCi block. Both the Energy 135 and 165 were given a short run around the Docken area of the rejuvenated region of the Danish capital. The higher horsepower on offer will appeal to many, especially the express courier service providers and long distance carriers, particularly in the new RWD L4 high volume version. Suspension settings on either Trafic or Master could not be faulted.

IVOTY CONTENDERS III | 29

Traﬁc’s new 1.6 dCi Energy with Renault Formula 1 technology Renault Sport F1’s ongoing engine development that powers successful Grand Prix winning race cars such as Red Bull has its DNA embedded into Renault’s new 1.6 dCi diesels. Taking the top step on the podium is the new Energy dCi Twin-Turbo engine that bring together performance and economy. Customers and operators who are used to having 2.0 litres and above as the standard displacement for medium size vans, need no fear of this downsizing measure. It is the future, with more power and torque on tap, the drivetrain is match perfect for this size of van. Others will follow. Drawing on Renault’s Formula 1 expertise, the new 1.6 litre TwinTurbo Energy dCi 120hp and dCi 140hp comes with Stop & Start technology and a new regenerative braking system called Energy Smart Management (ESM). But that’s not all from the Renault Sport F1 team, as the new 1.6 dCi Energy Euro 5b+ power plants use an advanced air intake custom chamber and special surface treatment of the cylinders to reduce friction while the transfer of water through the cylinders is circulated evenly around. All these developments combined achieve more power while using less fuel – almost 6 mpg better, which is significant. Emission levels have been reduced by 35% and when the Euro 6 comes on stream next year, CO2 emission will be further decreased (using SCR/AdBlue systems). According to Renault, up to 47.9 mpg can be achieved. “Basically, the double stage turbo charging allows for flexible driving and instant pick-up, even under load, all the while giving more power at high speeds,” explained Gilbert Piquet, Compact & Large Vans Chief Vehicle Engineer. Renault’s new Energy dCi Twin-Turbo engine has benefited from Renault’s F1 expertise, breaking new ground in the realm of downsizing with the introduction of Twin-Turbo technology for its diesel Energy engines. This technology allows the same performance to be achieved as a two-litre powerplant while at the same time cutting fuel consumption by up to 15 percent (compared with the dCi 115 available for Trafic II). Based on the Energy dCi 130, it employs a number of technologies derived from the brand’s successful involvement in Formula 1:

A selection of classic & vintage Renault vans were on disply at Docken

Transverse water flow system for enhanced engine cooling, U-Flex piston rings for a better trade-off between friction and lubrication, Diamond Like Carbon (DLC) super-finishing to minimise friction. Other new technologies shared by both the single turbo and TwinTurbo versions contribute to improving the engine’s strength and bringing down fuel consumption thanks to more efficient combustion and reduced friction: • Reinforced aluminium pistons, • Softer piston rings for less friction, • Enhanced water flow through the cylinder head for more efficient cooling, • Helical Slide Honing (HSH) for improved bedding-in at the factory. This means that customers are able to benefit from the performance of their new Trafic from the get go. “The first low inertia turbo provides high torque from low speeds to give greater responsiveness when pulling away and restarting while the second turbo takes over at higher speeds and provides more power for constant smooth acceleration,” he added. In essence, more torque at lower revs.

Among the interesting Master and Trafic range exhibits were the new Campervan versions Text & Photos: Jarlath Sweeney - editor@fleet.ie

A standard variable geometry turbo charger is used on the 1.6 dCi 90 and 115hp units also available along side the new Energy engines. www.fleet.ie

30 | IVOTY CONTENDERS IV

Nissan’s Zero Emission programme continues with e-NV200

‘I

nnovation that Excites,’ Nissan’s latest advertising slogan not only transcends from its new Qashqai, latest Juke and soon to come Pulsar but more particularly through its Electric Vehicles (EV). The second generation Leaf has just been joined by the e-NV200 as a multi-purpose zero-emission commercial vehicle. Both the Leaf and e-NV200 are closely related in terms of their EV technology but commercial business users can benefit from financial incentives and low running costs. Although based on the 2010 International Van of the Year winning Nissan NV200, the e-NV is far more than a simple conversion of the existing internal combustion powered sibling. Nissan has significantly re-engineered and restyled the NV200 to create its first pure electric light commercial. Although the e-NV uses a number of key elements from the Leaf, some 30% of its components are unique to the panel van. Visually, there are front and rear styling changes, its chassis has been reengineered and strengthened, the interior has been revised plus the battery pack and a higher capacity regenerative braking system has been installed. Following a comprehensive pre-production test

FLEETTRANSPORT | JUL/AUG 14

programme, the e-NV200 is ready to market and will be sold as a panel van, 5-seat passenger Combi and a more family oriented Evalia version (in certain markets only). Nissan is targeting the urban load carrier/delivery operator and taxi firms to take up the initiative. Load volume is identical to the standard NV200 at 4.2 cubic metres but the e-NV’s payload capacity is greater with up to 770kg possible. Two standard Europallets can be accommodated with access by twin sliding doors and a choice of rear door openings. Critical to its success is its driving distance between charges and the e-NV200 has a homologated range of 170 km, that Nissan says is considerably more than the average 100 km that 70% of urban based fleets travel daily in their business. In Europe, 35% of urban vans never travel more than 120 km per day, according to the Japanese brand. Significant too is that speeds up to 120 kp/h can be achieved, unlike others. There are a number of methods to recharge the batteries – overnight (in 8 hours) using a 16-amp single-phase 3.3kW charger, but this time reduces to just four hours if the optional 6.6kW/32-amp charger is fitted. During the day, if required, the

e-NV can be quick charged up to 80% capacity within 30 minutes. “The engineering changes we have made have produced much more than a good electric van… it is a fantastic van by any standards. Drivers will want to get behind the wheel of e-NV200 not just because it produces no emissions, but also because it is so good to drive – the ride comfort, the acceleration, the refinement and the ease of use are all far ahead of what they are used to,” said Guillaume Carter, Senior Vice President, Sales and Marketing for Nissan Europe. As we reported previously, the e-NV200 will be built in Barcelona, Spain for global markets. “There is a change in the air,” said Jean-Pierre Diernaz, Director of Electric Vehicles for Nissan Europe. “We believe e-NV200 will genuinely change the make-up of light van and taxi fleets as well as changing the environment in the heart of our cities. All of the 200,000 vans sold per year which never cover more than 100 km a day in their lifetime, could be replaced by e-NV200 without ever needing to stop to refuel during their working day. This simple fact, combined with the

IVOTY CONTENDERS IV | 31 low running costs, capabilities and comfort make this a truly game-changing vehicle.” Nissan is confident that the e-NV200’s business case is strong. For a start, its payload has not been affected compared to the diesel. Apart from the zero emission and ultra low noise in operation, its smooth vibration free gear-change free drivetrain ensures a less stressed, more relaxed and therefore a safer driver. Offering 40% lower servicing costs, and up to four times cheaper to fuel than diesel commercials, the EV also has fewer moving parts, e.g. no engine oil, fewer filters, no belts and no clutch to replace while the brake pads can last much longer due to the regenerative braking effect. As well as financial incentives offered by many Governments subsidizing the purchase of electric vehicles, fleet customers may be able to avail of other grant aid to make their own ‘fuel’ through renewable energy installations through solar, wind or biomass. Another benefit is the positive public relations image that running an Electric Vehicle, especially if it’s liveried up. The e-NV200’s advanced telematics means that a different approach is required to gain its maximum potential. Nissan has established a number of EV specialist dealers in its network around Europe to run driver training programmes to ensure fleet operators/ drivers fully understand all aspects of the vehicles. They will also explain recharging techniques and explore the benefits of the Smartphone–based telematics available. What about the charging infrastructure? Well, Nissan has donated hundreds of Quick Chargers to Governments, City Authorities, service stations and other outlets across Europe. And as part of an EU backed investment programme, 74 rapid chargers have been installed covering more than 1,100 km of national roads that links five seaports and international airports, running the full length and breadth of the UK and Ireland. Trials with prototypes and pre-production models enabled Nissan’s engineers to investigate real time data feed back from each vehicle. Blue chip fleet operators such as FedEx, British Gas (in London) Coca Cola, DHL and the Japanese Post Office unanimously described the trials as “an overwhelming positive experience.” As a result, British Gas was the first to put forward a significant order. By 2017, 10 percent of its total commercial fleet of 16,500 will be electric and 100 e-NV200s will have been delivered by the year-end to start the programme. British Gas had one problem with the test vehicles. According to Colin Marriott, Head of Fleet, the drivers were very reluctant to hand their e-NV200s back at the end of the trial! Comparing like-with-like, the e-NV200 has its own distinctive look with notable changes at the front in contrast to the diesel version. Its EV face adds 160 mm to the vehicle’s overall length and its flat under-floor enhances its aerodynamics. Distinctive blue-tinted arrow-shaped daytime running lights are to be found within the sleeker low energy LED headlamps, while the clear rear light lenses are different too. To accommodate the 40 mm wider front track required by the electric powertrain/chassis

assembly provided by the Leaf, e-NV200 has more pronounced wheel arches and an extended sill. Overall width increases by 60 mm to 1755 mm, but in all other aspects the body is identical to NV200. For this wider track, 15” wheels are used instead of 14” and there are more colours to choose from also. The most notable difference is the revised instrument panel which uses LED displays to deliver vital information to the driver. A digital speedometer dominates the gauge with three EV essential displays underneath: a power meter, showing power consumption and state of energy regeneration, a battery discharge meter and a state of charge meter, giving an indication of available range. In addition, a scrolling multi-function display gives an economy read-out along with battery state of charge, overall the trip mileages and tyre pressures as well as date, time and outside temperature. It also includes a battery long-term state of health meter. Warning lights include a battery temperature indicator with an amber warning of high temperature, which turns, to blue at low temperatures. Practical features include improved storage facilities. Test Drives in and around Barcelona Driving the conventional diesel version of the NV200 after a long spin in the e-NV was like stepping back in time. Not that there was anything wrong with the 1.5 litre dCi powered van, just that we were spoilt with the smoothness, silence and sheer ease of driving the all-electric version. One could never grow tired of driving this zero emission vehicle.

After traversing the city scapes of Barcelona and somehow managing to avoid the ever changing mopeds (from every angle) we got to a new underground car park at the Boqueria market. Here, a standard charge point was located that allowed plug-in for either 4 or 8 hours duration, facilitated by a pre-paid card that once scanned, started to pump the energy back into the battery pack. As we headed back towards the airport, a quick pit stop at a service station to where a Quick Charge facility awaited. Within 10 minutes, 4.2kWh, 20% charge (from 60-80%) was generated to bring us back to base without a hint of anxiety. Barcelona is well equipped for this type of vehicle and with the city willing to supply the business and taxi community with e-NVs, the electric revolution will soon hit Catalonia! Additional Facts • Life of battery pack is estimated at 100,000 kms • 5-year warranty is offered • Stay connected to the e-NV with Nissan Carwings that engages the electric vehicle with your Smartphone or PC to get the most out of the van • Did you know that Nissan produced its fi rst light commercial 80 years ago – the Datsun 10T Pick-up truck 1934? • The low noise levels for the e-NV200 peaks at 26dB • In the forthcoming Euro NCAP crash tests, Nissan expects the e-NV200 to achieve 3 stars for this version with improved rating on future modified models • Cost to run per 100 kilometres is around €2.00 • e-NV200’s chassis is reinforced to accommodate and protect the battery pack • Estimated average price across the EU will be €25,000 all in, less Government subsidies.

Working out from the big flower market at Mercabarna Flor, near the airport, we took a roundabout, prolonged route to the Moll Pescadors at the site of the water sports for the 1992 Olympic Games. Instant take off, one of the many positives from Spec Check EV technology was suitably Make & Model tamed with the strong pull Motor back from lifting the throttle. Power Energy regeneration is Torque gained here as is to when Energy type the brake is pressed. A close eye was kept on the range Transmission distance available through Drive the easy to read figures on Battery the dash. This element can Voltage be improved on using the Capacity ‘Eco’ button and ‘B’ button, Number of Cells both located in the centreBattery Charge Time console. Brakes As well as the effortless Tyres driving experience, comfort GVW levels were enhanced by Payload the supportive seating and Range/Speed/CMAX through the continuously Acceleration free flowing transmission. Maximum Length The second run was in the Maximum Width panel van which took in two Maximum Height charging points en route. Cargo Volume

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

Nissan e-NV200 Van/5-seat Combi AC Synchronous 80kW/109 bhp 254 Nm @ 10,500 rpm Electricity – Zero CO 2 Automatic Front Wheels Laminated Lithium ion 360V 24 kW hours 192 7/4 hours (+ 30 mins) Discs front and rear 185/65 R15 2220 kg 770 kg 170 kms/123 kp/h 14 seconds (0-100 kp/h) 2040 mm 1500 mm 1358 mm 4.2 cubic metres www.fleet.ie

32 | FUEL PRICES (WEEK 27) / SAFETY MATTERS Country

Currency

95 Lead Free

98 Lead Free

Diesel

Country

Currency

95 Lead Free

98 Lead Free

Diesel

Albania

ALL

199.00

188.00

Lithuania

LTL

4.71

4.81

4.47

Andorra

EUR

1.259

1.318

1.120

Luxemburg

EUR

1.360

1.405

1.204

Austria

EUR

1.398

1.568

1.326

Macedonia

MKD

81.00

82.50

68.00

Belarus

EUR

0.683

0.690

Moldova

MDL

18.47

18.87

17.67

Belgium

EUR

1.673

1.715

1.470

Montenegro

EUR

1.370

1.400

1.270

Bosnia-Herzegovina

BAM

2.40

2.50

2.45

Netherlands

EUR

1.861

1.929

1.519

Bulgaria

BGN

2.53

2.71

2.58

Norway

NOK

16.15

16.90

14.61

Croatia

HRK

11.04

10.22

Poland

PLN

5.49

5.74

5.36

Czech Republic

CZK

36.20

35.63

Portugal

EUR

1.658

1.771

1.411

Denmark

DKK

12.41

10.75

Romania

RON

6.34

6.99

6.29

Estonia

EUR

1.344

1.384

1.294

Russia

RUB

34.33

33.82

Finland

EUR

1.635

1.690

1.473

Serbia

RSD

153.90

155.90

France

EUR

1.559

1.607

1.350

Slovakia

EUR

1.521

1.372

Georgia

GEL

2.20

2.27

2.22

Slovenia

EUR

1.498

1.532

1.377

Germany

EUR

1.565

1.604

1.387

Spain

EUR

1.448

1.571

1.348

Greece

EUR

1.697

1.830

1.347

Sweden

SEK

15.18

15.68

14.72

Hungary

HUF

418.00

423.00

Switzerland

CHF

1.793

1.847

1.828

Ireland

EUR

1.559

1.489

Turkey

TRY

5.10

5.11

4.45

Italy

EUR

1.817

1.695

Ukraine

UAH

14.80

16.38

14.50

Kosovo

EUR

1.20

1.19

GBP

1.314

1.405

1.361

Latvia

EUR

1.301

1.343

1.256

USA

USD

1.035

Safety Matters . . . Safety Matters . . . Managing your Grey Fleet drivers!

mployers need to familiarise themselves with the risks that their employees face and create when using vehicles for work or when working in the vicinity of moving vehicles. Th is includes employees using vehicles in the “Grey Fleet” category. What is the Grey Fleet?

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Grey fleet is simply the term used to describe any vehicles that do not belong to or leased by the company, but which are used for business travel. Th is might include a vehicle purchased via an employee ownership scheme, a privately rented vehicle or a vehicle privately owned by an employee. When they are driven on company business, often in return for a cash allowance or fuel expense, these vehicles then become considered part of the ‘grey fleet’ – and as such fall under the responsibility of the employer.

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Employers have a legal duty to effectively manage risks and prevent avoidable harm at work, this includes driving for work. Under the Safety Health and Welfare at Work legislation, employers owe the same duty of care to employees who drive vehicles within this Grey Fleet category as they do to employees, who drive company owned, leased or hired vehicles. What can employers do to manage the risk? Employers need to consider the following in assessing Grey Fleet related driving risk: •

The Driver; Fitness to drive, License &

• •

Insurance requirements The Vehicle; Well maintained (valid NCT?), Fit for purpose, adequate safety features. The Journey; Necessary for the business, in line with company policy (Routes, mobile communications use, etc.)

Employers should draft, communicate and implement a Policy which covers the use of Grey Fleet vehicles for business use. Th is may include a requirement for driver declarations which cover the topics listed above. Further information Information on managing Driving for Work issues, including Grey Fleet, can be accessed via the HSA’s Work Related Vehicle Safety, landing page: htt p://www.vehiclesatwork.ie or by contacting the Workplace Contact Unit at Lo-Call: 1890 289 389 (between 9am and 5pm, Monday to Friday).

34 | HEALTH MATTERS

Stoned on the Road

annabis – an illicit drug commonly regarded as innocuous with widespread and increasing usage.

Two of the American States have legalised the use of recreational cannabis recently, and it will be interesting to see what impact this will have on their road accident statistics, as this psychoactive drug is known to cause impairment of driving skills. The Authorities in these States are having to come to terms with “safe” levels of this drug, and deciding on a maximum measurable level of cannabis in the blood allowed when driving – the decision was 5 nanogrammes per millilitre of blood. The template used for this was that of the alcohol regulations, but there is no simple parallel with alcohol, as cannabis has two main ingredients – the “active” one, which disappears rapidly from the blood and the “inactive” one which remains in the blood circulation for three to four weeks after the last cannabis use. How quickly the active ingredient leaves the blood stream depends fi rstly on the manner of ingestion of the drug, - smoking a reefer, or eating a pot cookie (maybe on an already full stomach) - and secondly the amount of the drug taken. If it is decided that the “active” ingredient is the only one legally measurable, in the case of a serious accident – there can be a long delay between the timing of the accident and the collection of the blood specimen. Th is, of course, means that even though the person involved in the accident has been on cannabis, the blood specimen was not taken in time to confi rm that fact. Driving is a complex task and requires concentration and focus on many things simultaneously. Th is is crucial to the ability to drive and cannabis has been found to impair this ability to multitask. It affects the decision-making ability, causes some sedation, a feeling of detachment, and creates a lack of focus. An example of this would be that a cannabis user is driving down the road, keeping to the rules of the road, thinking that he/she is in control, when suddenly a child runs out in front of the car. The driver is just not able to take in that information, process it, make a decision on the appropriate course of action to take, and then implement that action. As it would be difficult to measure the amount of impaired driving skills relative to the quantity of cannabis taken, it is probably advisable to have a zero tolerance of this drug in drivers.

In order to do that there must be sufficient will to legislate sensibly in the fi rst place and then to implement those laws, by having increased state laboratory facilities, sufficient trained personnel to carry out the various tasks involved, taking the blood specimens at the scene of the accident, etc. As with the famous “Section 49” part of the Road Traffic Act, analysing the blood may be just the beginning of a long legal trail, so it would be important to get this correct from the beginning. If this substance is liable to cause accidents, as a result of the user being euphoric (on a high), unaware of their limitations, too detached to care, then it has to be brought to the notice of the public that drugged driving is as bad if not worse than drunk driving – and that the effects of this so called innocuous drug can last for four weeks after the last dose of the drug. It seems ironic that the calls to legalise cannabis are on the grounds that it is a non-alcoholic way of relaxing and socialising.

When there are still components of cannabis found in the blood of users up to four weeks after they have stopped taking the drug, it must be assumed that their brains are still being exposed to a wash of cannabis which is still causing impairment of their driving skills - so, it would be reasonable to legislate with these factors in mind. Th is is an illegal drug in most jurisdictions and as it was found that with the improved prosecution of drinking drivers the number of alcohol related deaths on the road was reduced dramatically, so a similar ruling on cannabis might achieve a further reduction in motor vehicle injuries and deaths.

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FLEETTRANSPORT | JUL/AUG 14

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

SHIPPING & FREIGHT

| 35

Stena Line launches Cherbourg route

n 31 March, Stena Line took over the operation of Celtic Link Ferries, the three times weekly Rosslare to Cherbourg ferry route. Following the takeover the former ‘Celtic Horizon’ was re-named the ‘Stena Horizon’, but the schedule for the service remained unchanged.

John Lynch also commented that Summer bookings are very good on the LD Lines weekly service to St. Nazaire and onward to Gijon in Northern Spain. “It is very exciting to see the naysayers proven wrong and that there is enough business for three players on the Rosslare/ France Corridor. We are also pleased that despite competitive pressures from elsewhere, Rosslare’s pre-eminent position as the Port of choice for Ro-Ro freight customers on the Continental direct corridor remains intact. This is important for International trade not only into and out of the South-East, but the whole island, as Rosslare’s hinterland for the continental corridor extends to the whole island,” he explained.

At the formal launch event held in Rosslare and attended by key representatives from the travel and freight industries, Ian Davies, Stena Line’s route manager (Irish Sea South) said: “Since we acquired the route from Celtic Link Ferries in March a lot of hard work has gone into integrating the Rosslare-Cherbourg service into John Lynch and Ian Davies at the Stena Rosslare/Cherbourg service launch event. the Stena Line brand of operational standards and industry leading customer service. I’m delighted to say that in a between both regions,” he concluded. Stena Line Respected industry publication ‘Ferry and Cruise relatively short period of time we have managed has integrating booking arrangements for the Review’ recently published speculation that Stena to make the transition and are now in a position to service. Log onto www.stenaline.ie or phone Line might purchase the vessel currently sailing officially launch our new service.” He went on to +353 1 204 7777. for DFDS Seaways on the English Channel as the say, “Having a direct connection between Ireland ‘Dieppe Seaways’ on completion of its present and the Continent is a strategically important Speaking to Fleet Transport, Rosslare Europort charter. This is a sister ship of the ‘Superfast’ twins milestone for Stena Line on the Irish Sea. We General Manager, John Lynch commented, operating the Belfast/Cairnryan route and its have received a tremendous amount of positive “I welcome Stena’s takeover of Celtic Link’s deployment on the Dublin/Holyhead route would feedback from the travel and freight industries Cherbourg service as an important mark of its enable the ‘Stena Nordica’ to be shifted to the since we announced the purchase of the route. commitment to Rosslare. While acknowledging Rosslare/Fishguard route displacing the veteran Already we have seen encouraging growth in the great development of the service under Celtic ‘Stena Europe’. The magazine further concludes travel and freight volumes. Against a backdrop Link’s stewardship, competitive pressures are that the arrival of the ‘Dieppe Seaways’ on the of an improving economic climate in Ireland and increasing and it is good to have an international Central Corridor, which has accommodation the Continent, we believe our new service will go player of Stena’s capabilities, experience and for 1900 passengers as against 400 on the ‘Stena from strength to strength and we are pleased that professionalism to continue the service and to Nordica’, will spell the end of Stena Line’s last we have been able to secure the long term future develop it into the future.” fastcraft service, that linking Dun Laoghaire of this important commercial and cultural link with Holyhead.

Minister Varadkar launches Heads of Bill to reform the Port Sector

n launching the heads of the Harbours (Amendment) Bill 2014 Minister Varadkar said, “Th is is an important bill for the Ports sector, which plays a major role in the Irish economy. The National Ports Policy encourages each Port, whether small or large, to develop its full

potential to ensure that they can all contribute to further growth in the Ports sector. Transferring the five Regional Ports (Drogheda, Dun Laoghaire, Galway, New Ross and Wicklow) to Local Authority management at a future date will be the best way to protect their future and ensure good governance.”

Rosslare Europort, though it is a designated Port of National significance (Tier 2 /EU Comprehensive Network) is not subject to the Harbours Act and the new Bill will not affect it. Rosslare Europort is a business unit of Iarnrod Éireann.

Captain Robert McCabe, Director of the Commissioners of Irish Lights (CIL) is appointed President of the Nautical Institute (NI)

he Nautical Institute, the International representative body for maritime professionals with 6,500 members worldwide, has elected Captain Robert McCabe, Director of Operations and Navigational Services for the Commissioners of Irish Lights as President of the Nautical Institute at its AGM in Sydney, Australia on 17th June 2014. Congratulating Robert on his appointment, Yvonne Shields, Chief Executive of CIL commented on the importance of the Nautical Institute,

who are dedicated to ensuring high standards of professionalism and competence across the shipping industry. “Safety and Service are watchwords for both the Nautical Institute and CIL and it is a great opportunity for Ireland and for CIL to have Robert McCabe at the helm of such a key international body which has the potential to influence this vital global industry during a period of great change and opportunity. I am delighted that Robert has been honoured with this two year term and CIL are committed to supporting him to the fullest extent possible throughout”. www.fleet.ie

36 | MILESTONE II

Kögel Trailers

‘Eighty years old and still bouncing’

o mark 80 years in the trailer making business Kögel Trailers held an open day at its Burtenbach facility just south of Munich. The carnival like event drew over 5,000 people to tour the factory and partake in the day long celebrations. To att ract 5,000 people of all ages to a trailer factory, says a great deal about the Kögel name. Considering on the same day there were a number of other celebrations taking place, not least a Civic Reception for the newly crowned Bundesliga Champions Bayern Munich. Kögel began business in 1934 and has grown to become one of the most respected names

in trailer production throughout Europe, with over 1,000 employees and reported sales of €275 million for 2013. Burtenbach is one of five plants operated by Kögel. Other locations include NeuUlm, and Duingen in Germany, Chocen (CZ), Istanbul (TR) and the company also has a major presence in Moscow and St Petersburg. When combined, the plants give Kögel the capacity to produce over 20,000 trailers per year. A figure they expect to steadily increase in the future as economies appear to be stabilising. Looking back over the 80 years, many features of the modern trailer we take for granted were developed by Kögel. Innovations such as the first refrigerated semi-trailer with a plastic

construction and the first swap body with support legs are two such examples. Th is trend for innovation continues with the development of Kögel’s 14.9 metre ‘Euro Trailer.’ The Euro Trailer increases overall vehicle length to 17.8 metres, and offers another alternative in the long running debate on operating longer trailers. The contentious issue of vehicle dimensions was to be the subject of the keynote address delivered by the local Member of the European Parliament, Mr. Markus Ferber. Markus supports the principle of longer trailers such as Kögel’s 14.9 metre models, which increases the accepted length by 1.3 metres. However rather than being resolved, Mr. Ferber’s speech would indicate that within the Parliament the issue of vehicle dimensions is becoming increasingly complex and divisive. Although confl icting agendas are not just the preserve of the EU Parliament, within individual member states like Germany, there are different regulations between the Provinces (Lander). What this means is that while longer trailer combinations are allowed to operate in certain provinces, they cannot in other regions within the same country. At present there is no resolution on the horizon, which makes it difficult for operators to invest with confidence. Other high-profi le guests on the day included Michael Greis and Jochen Hahn. While not a household name in Ireland, Michael is a local and national hero in Bavaria having won a gold in the Biathlon event at the Winter Olympics. At the celebrations Kögel announced their continued support for Michael and the National team. A more familiar name is that of three time FIA European Truck Racing Champion (ETRC)

FLEETTRANSPORT | JUL/AUG 14

MILESTONE II | 37

Volker Seitz, Communications Manager at Kögel

Jochen Hahn. In addition to continuing their sponsorship for Michael Greis, Kögel announced its continued support for the truck-racing champion until the end of the 2015 season. The 2014 season started at the Missano circuit end of May when Hahn set out to achieve a fourth title. Considering the recent withdrawal of the MKR Renault Team from the ETRC, ‘Fleet Transport’ spoke to Jochen and asked him for his thoughts on the forthcoming season and the future of the European Championship in general. “I am determined as ever and have no real concerns about the future of the ETRC. While the companies representation is not highly visible, its support is still present and on that basis I remain very positive.” Kögel will be hosting numerous events throughout the year to celebrate its 80 th

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

anniversary. However, one highlight on the 2014 calendar will be the IAA Commercial Vehicle Show in Hannover this September. While giving nothing away, Communications Manager at Kögel, Volker Seitz stated, “We will be revealing some interesting new developments for trailers in Hannover, and a visit to the Kögel stand will be worthwhile.”

Mr. Markus Ferber MEP

Possibly the biggest att raction on the special celebration day was not a Kögel trailer, it was a truck or at least a truck shaped bouncy castle. The immense red coloured replica MAN 6x2 (on air) entertained the young, and not so young throughout the day. Just what every birthday party needs - even if you’re 80 years old!

Jochen Hahn

www.fleet.ie

38 | REVIEW I

CeMAT 2014 – World’s Flagship Intralogistics Fair

ith over 1,000 exhibitors (58 percent from outside Germany), CeMAT which ran from 19 to 23 of May at the Hannover Fairgrounds, had something for everyone directly or indirectly involved in the materials handling and logistics industry. CeMAT is considered to be the world’s flagship intralogistics fair with live displays and demonstrations of complete logistics solutions and products in several Halls plus an open-air site. Here we review just some of the vast array of innovative equipment showcased.

Actil Swedish company Actil was promoting its range of specialist warehouse trucks for seated or standing operation, low-lift trucks, order pickers and high lift pallet trucks.

Bendi Gary Griffin – IMH, France, Robert van’t Westeinde – Feyter, Holland and Tony Hall from the UK were pleased with the reaction to the Bendi articulated forklifts which were making their debut at CeMAT.

Bolzoni/Meyer Rotators and paper clamps were just some of the extensive range of att achments on the Bolzoni/ Meyer stand. Load volume detection through electronic sensors on the clamp, and automatic clamping force adjustment through dedicated soft ware were being highlighted.

Butt Among the products on display from Butt was its mid-axle loading ramp typically used for head-on loading and unloading from trucks and containers. Optimum positioning of the ramp is possible due to the centrally located swinging axle which reduces the need for manoeuvring.

CESAB The CESAB B800 range of heavy duty electric counterbalanced trucks has a lift capacity range up to 8500 kg. CESAB’s unique IMD mast technology also provides excellent visibility and is suitable for use both inside and outdoors.

Clark Clark had a troupe of ‘street acrobats’ on its stand to att ract visitors. Their amazing stunts which was accompanied by a running commentary that certainly gained the crowd’s attention.

FLEETTRANSPORT | JUL/AUG 14

REVIEW I | 39

Combilift Monaghan manufacturer Combilift was demonstrating the features of its straddle carrier which is one of the latest additions to the company’s ever growing range of materials handling equipment.

Goupil French company Goupil Industrie manufactures a range of electric and hybrid powered utility vehicles, with multiple design options making them suitable for a wide range of applications from street cleaning to deliveries in confi ned areas.

Hangcha Chinese forklift manufacturer Hangcha was keen to highlight its status as the sixth largest manufacturer in the materials handling equipment sector. Tow tractors have now been added to the range.

Anhui Heli Perhaps the most recognisable name in the Chinese pavilion was Heli which is one of the longest established producers from that emerging country and now making an impact on the European market.

Hubtex The latest electric multidirectional sideloaders DS 27 and DQ 30 E which have been recently launched as three-wheel vehicles were on show at the Hubtex stand in the live demonstration area.

Jungheinrich Jungheinrich premiered a tugger train system which includes two new series 5 tow tractors with drawbar pull of up to nine tonnes, as well as type GTP and GTE trailers which can handle numerous transport requirements making the production process leaner.

Kalmar Kalmar introduced a new G-generation electric forklift which marks its entrance into the 5-9 tonne counterbalance market. The G-generation concept aims to improve synchronicity between truck and driver thereby increasing productivity.

Mariott i The compact range of machines from Italian manufacturer Mariott i are able to work in tight places where no other forklift can operate. Capacity ranges from 400 kgs to 1300 kgs.

Milsco In addition to some new seat designs, Milsco, whose Sales & Marketing Manager is Limerick lady Patricia Novakovic, announced the launch of the Milsco APP which offers a direct link to the Milsco and Jason websites, including some conversion and project management timing tools, as well as information on the new VersaStyle series seats.

Still The Still stand was undoubtedly one of the most impressive at CeMAT. The vast array of forklift s and power pallet trucks – not to mention its ‘after party’, drew a constant stream of visitors. Text & Photos: Joe O'Brien - joe@fleet.ie

Terberg Kinglifter I ndu st r y vetera n Harald Meyer was as enthusiastic as ever in promoting the new ‘scissor’ reach mechanism of the growing range of Truck Mounted Forklifts from Dutch manufacturer Kinglifter. www.fleet.ie

40 | REVIEW II

DAF Trucks

Harrogate International Centre 29 - 31 May 2014

Montracon

he Tip-ex Show at Harrogate’s International Centre continues to prove popular with thousands making the annual pilgrimage to the beautiful Yorkshire town. Tip-ex 2014 was all the more enjoyable with the outdoor displays area bathed in glorious sunshine. Inside the exhibition halls were further examples of trucks, trailers and equipment for people to examine and discuss with the experts. The event which incorporated Tank-ex for the first time, is a great opportunity for manufacturers to show their sector specific vehicles to tank, tipper and bulk transport operators.

Thompson’s Hotbox

Wilcox

DAF Trucks The fi rst stand we came across inside the doors was DAF Trucks. The Dutch manufacturer was showing two Euro 6 models from its vehicle range. First up was a 400 hp construction version of CF, and an interesting 250 hp tipper version of the new LF Series. The LF tipper with a Thompsons body generated a lot of interest during the show and which some might take as an indication the construction sector is improving. Montracon Montracon’s display inside the exhibition hall was simple yet effective. The name speaks for itself and the company products are well known. Centre to its display was a steel bodied tri-axle tipper offering a capacity of 57.3m3. The Hardox/Domex body on the Montracon chassis was running on MercedesBenz weigh-master axles. Also being exhibited was the new Montracon machine carrier.

Schmitz Cargobull

SAF VSE

Wilcox Montracon also featured prominently on the Wilcox Trailers stand. Wilcox is known for its high quality bodywork and the company displayed a range of beautifully finished tipping and walking floor trailers. The trailers were equipped with HYVA rams, Keith Walking floors, Mercedes-Benz Airmaster axles, Haldex braking and Rubborlite wiring and lights. All these quality components were mounted on Montracon chassis which had been fabricated in Mallusk.

Stoneridge

TruckMinder

FLEETTRANSPORT | JUL/AUG 14

Thompson’s Hotbox Th is clever idea can provide an ideal targeted solution for repairs to roads, car parks, sports areas, or industrial sites or business parks. Thompsons Patchmaster has a carrying capacity of 2.4 tonnes of hot asphalt and can be either be mounted on or towed behind a small truck or van. SAF VSE The component producer was on hand to show recent developments in its development in rear steered axles. SAF VSE and distribution partner IMS has made significant progress in trials with a number of high profi le companies including Argos. The new axle has also been on test in Ireland operating with a well known co-operative in the Munster area. The trial is now nearing an end, and initial performance data is very encouraging. Schmitz Cargobull The well known German trailer producer displayed two new trailers. Both were 10.5 metres long and offered a choice of a steel half-pipe or aluminium square bodied. The half pipe version of the SK.I 24 SL trailer has a capacity of 55m3, while the aluminium square bodied has space for 48m3. Both trailers sit on Schmitz’ welded chassis and have Schmitz Roots running gear. Stoneridge Yet more developments in the world of the Digital Tachograph. Stoneridge has just launched the latest version of the well received SE 5000 Exakt - the Exakt 5000 Duo2. Possibly the greatest improvement is the Duo2‘s ability to calculate working time for the Working Time directive. Stoneridge is clearly showing the importance of specifying vehicles with a Tachograph that suits operators needs, rather than just accepting what comes from the OEM. TruckMinder The TruckMinder system does not, as the name would imply mind the truck. However, it does mind the diesel, the batteries and the complete catalytic converter including DPF. With a ready market for expensive Euro 6 exhaust systems and the precious metals within, many transport operators have become victims of component Jost Edbro

REVIEW II | 41

Iveco

Transport Support One regular theme running through the event was that of safety. Th is related especially to safety when operating on sites and in urban areas. There were many companies present providing solutions for blind spot assistance and proximity warning systems. Transport Support was one of those companies whose products range from a simple Fresnel Lens to stick on the nearside window, to the most advanced electronic audio and visual aids.

Fuso Trucks

Fuso Trucks Although a member of Daimler AG, Fuso Trucks has always managed to carve its own position within the German corporate giant. Interestingly the largest selling commercial vehicle in the Daimler portfolio is the Fuso Canter. Although the Canter 7C15 was shown on the MercedesBenz stand, it was present on its own merit and arguably apart from the heavy tippers there is no other vehicle that typifies the municipal/utility industry more than Canter.

Harsh Sheeting systems provider Harsh was promoting their ‘Roll n Go’ lightweight covering device for rigids and trailers. The electrical system can be operated from inside the cab by remote control or by the more traditional manual method. Harsh estimates that the weight for its Roll n Go is 158 kgs for a rigid and 223 kgs for a trailer. The company also has some novel ideas for covering skips and other types of open bodied vehicles.

Hino

Mercedes-Benz Axles With sector specific models like the Arocs in its portfolio Mercedes-Benz was also present in numbers at Tip-ex. However we were curious about its stand with a selection of axles including the Airmaster which was being shown at Harrogate to the weight conscious tipping sector. The Airmaster axle replaces the need for air tanks by storing the compressed air within the axle housing itself and saves about 50 kgs.

Renault Trucks

Volvo Trucks It was hard to enter the exhibition hall without noticing the two stunning Swedish models placed provocatively in an effort tempt any passing tipper-driver. The Swedish models in question were Volvo’s FH, and a powerful 540 hp FMX eight-wheeler. The impressive Swedes had little to do other than look the part - which they managed with effortlessly.

Muldoon Trailers Further into the exhibition we found the award winning trailer manufacturer Muldoon Trailers of Dungannon. The company was showing its popular and accomplished side-winder rear-steer solution for trailers. The innovative system works well because it solves a complex engineering problem simply, and does so in a reliable manner. Muldoons engineering solutions have received many awards, including the Fleet Transport Trailer Innovation Award 2012.

Muldoon Trailers

Iveco Few could pass the muscular profile of Iveco‘s latest construction range the Hi-Track Trakker without climbing the steps to get a closer look. Appealing to the hardened tipping fraternity is not always an easy thing to do. Though Trakker appeared to do just that, and customer’s impressions matched those of the Fleet Transport Awards jury when Trakker was voted ‘Fleet Transport Irish Construction Truck of the Year 2014.’ The striking colour also got a big thumbs up.

Renault Trucks The unusual launch colour of the new Renault Truck Range Construction Series may have been a cunning plan. At the Renault Truck stand it was interesting to watch people entering the hall and catch their fi rst sight of the of Range C. Painted in Hanson’s brilliant white livery, they were completely taken aback at the powerful elegance of stunning eight-wheeler. In Harrogate Renault Truck’s new Range series won many admirers with the truck appearing to exceed all expectations.

Harsh

Jost Edbro The renowned hydraulic and component producer was out in force at the Harrogate show. Edbro was presenting the new CS07 and CX07 tipping rams for the 7.5 to 10 tonnes applications. Along with the CS/X 07 models, Edbro also presented an updated version of the CS18. The new model which will enter production this year claims to save 25 kgs on the previous model, while increasing safety tolerances.

Hino In the UK market Hino has created a niche for itself by providing work vehicles with superb reputation for reliability. Their work as an equipment carrier has gained a following in certain sectors, and it was good to see a very strong and high profi le display from the Japanese brand. Different models were on display both inside the halls and on the outside the exhibition halls.

Transport Support

theft. Truck Minder can be configured to trigger alarms in several ways including on a smartphone and can significantly reduce the risk of fuel and parts loss.

Volvo Trucks Mercedes-Benz Axles

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

www.fleet.ie

42 | TELEMATICS

SEAI at Irish Rail Inchicore ‘Let’s Talk Telematics’

f you take the top five suppliers of vehicle telematics into a room and ask them to explain their systems, you will get a lot of information. Although with many such presentations the information important to your operation is often hidden in what you’re not being told.

the systems begin to diverge when we move into the area of measuring fuel consumption. Most systems will combine information from fuel cards or yard fi lls, and reconcile this figure with the fuel consumed by the vehicle, with measurements being taken either from the CANbus or directly from the ECU.

The event hosted by Sustainable Energy Authority of Ireland (SEAI) at the historic Irish Rail Works in Inchicore, invited the main telematics companies to individually present their product to an audience, which included a diverse range of vehicle operators from the public sector. Th is made for an interesting day, because the needs of public sector bodies, can be difficult to quantify and can differ greatly from the regular truck or bus operators. Arguably the requirements of regular transport operators are somewhat easier to work with.

First to the podium was Blue Tree Systems. If a company’s list of clients reflects on how its product or service performs, then Blue Tree would appear to be performing at a high level. The list includes many of the most well-known transport and logistics operators in Ireland and some of the largest in Europe. Blue Tree has also developed markets in the USA and more recently Australia.

Many of these public service bodies operate large fleets, though the vehicles will rarely cover the same mileage as transport companies and their working life may be based on time. Nevertheless these bodies are required to achieve energy savings of 33% between 2009-2020. So it was interesting to fi nd out what the great age of telematics could do for them - if anything. In addition it was interesting to discover what in reality modern telematics can do, outside simple tracking and fuel measuring. As one would expect, the five systems share many features and functions. At their most basic all systems will track the vehicle and measure fuel consumption. GPS tracking will identify a vehicle’s location without difficulty. However

FLEETTRANSPORT | JUL/AUG 14

Blue Tree claim fuel reductions of up to 20% can be achieved, and while it is helping to save the fuel it can automate your tachograph management. The company can support its claim with convincing case studies that confi rm the savings. Importantly the data gathered by the system can be reproduced in many different report formats. Th is allows for easy to read reports to be created with selected data, relevant to the driver or person involved. Transpoco is an Irish company with its head office in Swords, County Dublin, and the business has achieved significant growth since being formed in 2004. Transpoco’s Andrew Fleury brought some simple facts to the rostrum, which clearly validate the benefits of telematic systems. Andrew asked the audience how much more fuel does their worst driver use compared to their best driver. The answer, “The gap between the

best and worst driver in a company is not less than 20%.” However the issue does not just rest with fuel consumed. By extension if the gap is 20% there are additional maintenance costs and importantly an increased risk of damage. Andrew says, “The highest fuel consuming vehicle is driven by the poorest performing driver, and is usually the unsafest vehicle.” Andrew notes that the fi rst 8-9% improvement is easy to achieve, though it takes time to instil the culture and ensure the improvements are continued. Importantly the Transpoco system can also record the driver walk around. Once a driver identifies themselves with the fob it is assumed that the driver has completed the checks, and this is logged into the system. On the global stage Ireland performs well in the development of vehicle telematics. It appears to be something we excel at, and Fleetmatics of Dublin is a perfect example. The company which is listed on the New York Stock Exchange is number two in the global rankings. Currently it services over 22,000 customers, and its system is running in over 470,000 vehicles with thousands more being added every month. The company describes the latest update to its platform, ‘Fleetmatics Reveal’, as a game changer in the provision of vehicle telematics. The real time, view anywhere programme can be specifically tailored to the customer’s needs.

TELEMATICS | 43

Sales Director at Fleetmatics Paul Carroll was quite upfront with the audience when he was asked about the company’s success in tendering for contracts. Paul said, “Overall we have lost more than we have won, we are not the cheapest, and we do not win on price.” Paul is keen to explain, “The typical return on investment with a Fleetmatics system is two to five months.” He continues, “That 30 to 40% of new business for Fleetmatics comes from customers migrating from other systems.” Andy Cozens of GreenRoad was also honest when addressing the audience. He began, “Your drivers are the key to success in any telematics project.” An important point meaning that regardless, any system will bring some savings though it’s the drivers who will make it a success. There is often resistance to a system being introduced, and Andy believes the secret to successful implementation is transparency - allowing all drivers to see all data. “When there is transparency there is no need to fear.”

Simon Murray, Group Sales & Marketing Director and Mervyn O'Callaghan, Group Managing Director, eDrive.

Technology is now a normal part of life and Andy estimates that in any company there is a mix of people who react differently. 40% of drivers actively engage and use GreenRoad to self improve. Another 40% he describes as the ‘just leave me alone’ type who work well, and don’t have any problem with the system. The remaining 20% are just difficult people, but can be changed and GreenRoad will clearly highlight where the changes need to be made. The final presentation was from eDrive Fleet in partnership with TomTom. Again the client list is an impressive who’s who of the transport and logistics industry. All presenters were asked similar questions about their systems and one important question related to data security and ownership of that data. For eDrive Fleet, data security is not an issue because of its partnership with TomTom. TomTom is ISO27001 accredited regarding data security, and TomTom’s platform achieves a higher stability rating that many of the worlds largest on online companies, including YouTube, Amazon and Yahoo. Importantly they say, “You are the administrator from day 1 – you own the data, and you decide who has access.” eDrive Fleet demonstrated how the world of telematics has surpassed what is now simple vehicle locating, tracking and measuring fuel consumption. The systems now include a host of other functions for example gritt ing roads in winter, or the weighing of bins when collecting refuse. When considering the capabilities of modern telematics its range of functions can appear limitless. Though the question must be asked, do

you need limitless? It may be that you only need a simple track and trace GPS system. In that case there is no point in investing in the latest high tech fuel saving wizardry if you only cover a small number of kilometres per year. For regular transport operators covering greater distances, then different criteria apply, and the system will work for them. Whether you need the most hi-tech system available or possibly nothing at all, depends on many factors and a strict cost benefit analysis is critical. The public sector is charged with delivering energy savings. Transport is one area where savings can be made, and to date many of these bodies have already made significant progress. It is a positive move that they promote telematics companies with a strong base in Ireland, and it is worth noting that while a number of these companies are global players they are all indigenous Irish companies. The Public Sector is an interesting barometer when measuring the value of systems and service providers. There is immense pressure on purchasing managers to get it right. Th is means they must find the most suitable system for the job in question, and acquire it at the best value for money which includes all servicing and maintenance agreements. Which just happens to be exactly what the private sector wants to achieve.

Do you want to know exact fuel consumption? Fuel level in the tank? Digital tachograph status? Ruptela Ireland can help you!

Ruptela Ireland Ltd Phone: +353 858503393, +353 867766177 E-mail: ev@ruptela.com

www.ruptela.com Text: Paul White - paul@fleet.ie

www.fleet.ie

44 | PREVIEW

65th International Commercial Vehicles

“Commercial Vehicles –

Matthias Wissmann, President of the German Association of the Automotive Industry (VDA)

igh ranking representatives from the European commercial vehicle industry informed the media from around the world of the latest innovations and developments that will be exhibited at the 65th IAA Commercial Vehicles (CV) Show next September in Hannover, Germany. At a special pre-Show Workshop event in Frankfurt, Matthias Wissmann, President of the German Association of the Automotive Industry (VDA), stated that he was pleased that the commercial vehicle market was on the rise again but was extremely critical of the plans to broaden the German toll system (Maut) and the EU’s plans to regulate CO2 emissions on commercial vehicles. The former MEP stated that in the period up to April, the Western European market for heavy commercial vehicles (over 6 t) in particular had grown by 3 per cent, i.e. more than was expected based on pre-buy effects of the Euro 6 standard. Mr. Wissmann expressed his concern of the plans to extend the truck toll (Maut) across Germany’s national roads, as it will mean much higher costs per truck kilometre. “If this is implemented as it stands, the tariffs for national roads will be more than double those for motorways. That would have considerable structural-policy impacts – principally if, as planned, tolls are introduced on all national roads from 2018. It would harm parts of the country that are structurally underdeveloped. We therefore propose that initially the motorway toll should continue to apply to four-lane national roads,” the VDA President underlined. "By the year 2018 the overall effects of the toll for national roads could be analysed precisely." As stressed by the majority of speakers at the IAA CV Workshop, the main challenge for commercial vehicle manufacturers was to achieve further reductions in fuel consumption, and therefore in CO2 emissions but Mr. Wissmann is not pleased in the manner that the EU Commission is going about it. “Heavy-duty commercial vehicles cannot be compared with passenger cars or vans, for which the EU already has CO2 regulations. The commercial vehicle business is like a football team. FLEETTRANSPORT | JUL/AUG 14

It has not only defenders, but also midfielders and strikers. The variety of models among heavy trucks is so large that there cannot be any ‘standard CO2 value’. The range goes from tipper trucks on construction sites to delivery vehicles and all the way to long-distance haulage trucks. Then there are also urban buses and coaches. Many vehicles are tailor-made for the customers. Very many factors affect consumption – trucks vary in size, weight, usage, mileage, operating conditions and especially their loads,” Mr. Wissmann explained. “It is the market that for many years has ensured continuous reduction in fuel consumption by heavy commercial vehicles – without the help of the CO2 regulation. The forwarders calculate very carefully, right down to the last cent, and therefore demand even greater efficiency from their trucks. Trucks already exist that consume only one litre of diesel for each tonne of goods transported over 100 kilometres when operating at high capacity utilisation in long-distance transport,” Wissmann emphasised. He spoke in favour of greater flexibility in vehicle dimensions, better aerodynamics and additional vehicle space for alternative drivetrains: “These are also ways we can bring down CO2 emissions.” Turning to the world’s most important trade fair for transport, mobility and logistics, Matthias emphasised, “In three months the 65th IAA Commercial Vehicles will kick off in Hannover. The preparations are running at full speed. We already have a large number of registratrions, so all the major manufacturers and very many suppliers will be present when the IAA opens its doors in Hannover on 25 September. Of course attention will focus on the many world premieres – for which the IAA slogan is absolutely tailor-made: ‘Driving the Future’.”

Speaker I Dr. Wolfgang Bernhard, Head of Daimler Trucks & Buses & Chairman ACEA Truck Committee

Topic: More efficient, quieter and cleaner - How trucks perform – today and in the future

“Transport is the backbone of a prosperous economy,” opened Dr. Bernhard. “In the EU27 the transport sector alone grossed €540BN in 2010 and 90% of all goods is transported by trucks and vans across Europe.” On the commercial vehicle industry he said that the EU sector is world-leading and competitive with a €70BN annual turnover and having over 3.6M people employed. With regard to efficiency, Wolfgang stated, “that the EU truck industry has come a long way particularly in reducing fuel consumption and emissions while at the same time increasing payload capacity, increasing performance and increasing safety.” “All stakeholders must join forces to further CO2 reductions,” he stressed, centering on the various factors that determine CO2 emissions such as the vehicle, trailer, tyres, fuel, the transport company, road infrastructure and reducing the age profi le of the trucks. “The European truck industry has done its job in combating the growing truck transport growth in ton-kilometres while seeing a reduction in incident fatalities involving trucks. Daimler has been the leader in introducing safety assistance such as Electronic Stability Control (2000), Lane Departure Warning Systems (2001) and three stages of Automated Emergency Braking since 2006. Connectivity is becoming a vital part of the industry as connected trucks will have to communicate with each other, with customers, the haulage company, the producer or manufacturer of the goods, the driver of course and finally, the traffic infrastructure,” was his concluding remarks.

Speaker II Anders Nielsen, CEO, MAN Truck & Bus AG

Topic: Fuel Efficient Commercial Vehicles for every purpose – focus on customer benefit Mr. Nielsen made three significant points at the beginning of his presentation:- (i) Cost efficient transport is basis for trade and growth; (ii) Efficient transport is the basis for a competitive economy; and (iii) Affordable transport is required to ensure competitiveness and wealth of Europe. He then explored the challenges and trends of the

PREVIEW | 45

Motor Show, IAA Hannover, Germany

– Driving the Future”

Dr. Wolfgang Bernhard, Head of Daimler Trucks & Buses & Chairman ACEA Truck Committ ee

transport industry currently such as the pending strong growth in volumes, rising energy costs as well as legislation/regulations, safety and security issues. Increasing transport demand challenges all modalities to optimise while increasing energy costs and regulatory overkill endanger cost efficient transport. Anders continued by stating that while customers need flexible and segment specific transport solutions, currently commercial vehicles offer efficient transport for all customer segments – be it city deliveries, urban/rural distribution, municipal, construction or long haul. Now more than ever, Total Cost of Ownership (TCO) is a factor with fuel and CO2 reduction as they are in the self interest of the customer and the market. According to the displayed graph, Diesel and Driver costs amount to 70% TCO. The two evolutions of the MAN TGX EfficientLine from 2010 and 2012 has managed to cut fuel consumption by 3L/100km equating to €6,500 to the truck owner. In expanding on Dr. Bernhard’s pointers on furthering CO2 emissions, Anders added that less empty running, more driver training and better route planning is required. “Commercial vehicle OEMs take their responsibility seriously and will work on solutions for further CO2 reduction.”

Speaker III Bernhard Mattes, Chairman Management Board, Ford-Werke GmbH

Topic: Challenges in the global light commercial vehicle markets “70 million letters, 11,000 relocations and more than 100 kilograms of various goods per capita and much more is what commercial vehicles carry day by day in Germany alone!,” stated Mr. Mattes. “It is hard to imagine the corresponding number of parcels and letters, tools, spare parts and food, this workload amounts to across Europe and in other continents on a daily basis. Without commercial vehicles – and especially without Text: Jarlath Sweeney - editor@fleet.ie

Anders Nielsen, CEO, MAN Truck & Bus AG

vans – our whole life and the economy around the world would stall.” “Of course, a standstill is as bad for the automobile manufacturer as it is for economy. The enormous importance of commercial vehicles can, therefore, be brought into a concise formula: They are the backbone of the economy and of our prosperity. Or put another way, the opposite of standstill.” “That applies especially for vans. To be more specific, the light commercial vehicles with a maximum permissible weight of 3.5 tons. Vans will reach their destination even in tight inner cities; they are highly flexible, extremely versatile and nearly as quick as passenger cars. Therefore, we have been experiencing quite a boom in recent years.” "The number of light commercial vehicles produced in the past year e.g. has risen again over the previous year – by nearly 4% from around 17 million to 17.7 million units." "About ten years ago, the number of light commercial vehicles produced world-wide was around 14.8 million – i.e. in the course of one decade the demand has increased by a fi fth!" "The global upswing is mainly driven by the increase in transport volume. And this trend is set to continue. A forecast by the “World Business Council for Sustainable Development”, e.g. is expecting a triplication of the global transport volume between 2000 and 2050." "The bigger part of this additional volume will be carried on the roads in the future as well." "Especially the megatrend of urbanisation will trigger massive changes. Even today more than half of the world’s population lives in cities, with an upward tendency."

which was previously mainly reserved for heavyduty vehicles or rail transport. Their enormous flexibility, speed and cost effectiveness make the decisive difference." "To be on the road day by day, to deliver goods to shops, to arrive at warehouses just-in-time within the big cities and agglomerations requires a different kind of vehicle than before. Many forwarders tend to split their truck loads at a much earlier stage in the supply chain onto several light vans for delivery. The idea is to increase the logistics’ flexibility and dependability." "Another critical trend is the expanding e-business. This sector’s growth rates are gigantic. In 2016, the Internet will contribute 3.2 trillion Euros to the G20 countries’ economy. That is nearly twice the amount of 2010. The global e-commerce market in the B2C segment alone has now reached a volume of around 900 Billion Euros and in most countries still sustains a double-digit growth!" "The van manufactures feel the effects of this change in all its aspects. The market environment and the conditions in recent years have changed considerably and this process is set to continue." "It is therefore, absolutely vital to permanently monitor the wide range of challenges. That starts with changing customer requirements and the increasing connectivity to the rising average age of professional drivers." "Taking a closer look at these challenges we note, the van market’s challenges are in many aspects similar to those that mobility in general is facing and Mr. Mattes covered environment demands such as reducing CO2 emissions and fuel economy, the take-up on telematics and benefits of same. He predicts that in 2016, over 430,000 light commercial vehicles will be sold - up from 260,000 from 2013."

"The trend towards the van, however, is mainly due to the massive changes in the urban and interregional transport of goods. That means, vans are now increasingly used in overland transport, www.fleet.ie

46 | FINANCE

Financial BeneďŹ ts of Team Building

ccountants working in the transport industry are often asked the fi nancial reasoning of large businesses investing considerable sums of money in team building and team development. Surely the secret of fi nancial success in transport is the ability to minimise costs and maximise revenue and then gain the fi nancial surplus tax efficiently? The captain of a good team, or the boss of a business that operates effectively with team spirit will pick a group with various talents and abilities. The boss may be able to do all jobs in the business, but for the overall success of the business some work must be delegated, either because of time constraints or because the technical nature (or mundane nature of work) is best done by others. Most small to medium transport firms are family businesses, they operate a top down approach to management, and a proven belief that all workers must be supervised in order to get acceptable returns for wages paid. No outside party or employee will have a share in the business and it's preferable to own 100% of a small low margin entity than be a stakeholder in a larger entity where control is diluted. Financial gain is possible by building a team culture even in a medium sized Irish transport business whereby all employees have respect for one another (often itâ&#x20AC;&#x2122;s the employees who lack respect for employers who have to weather a difficult fi nancial period). Having a team culture means the workload of surveillance and checking is replaced by a group ethos where the business results and survival are in the hands of all employees, and these people get feedback on how they are performing and how the business is doing, and there is a culture of pride in the business.

financial gain of 100% supervision without the extra hours and the drain on any one individual. If you can create a work environment where bottom line is maximised and it's not fully dependant on any one individual, you have created a far more valuable entity, a far more enjoyable work environment , and an entity that will weather fi nancial difficulties far better. The biggest single issue in creating a team environment in transport is changing the boss mentality on how the business should or could be run. Dependant on what you see as the future for your business and the ultimate size and value of your business, the development of both a management team and workforce team are crucial in this process.

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The economic benefits of team building are lower maintenance and fuel costs, stronger customer retention, business leads, elimination of theft , lower staff turnover and agreed work practices and productivity. Multi-national companies take work groups and place them in an environment where they have to assist one another to overcome challenges and succeed. It is very interesting to see five Senior Managers cast into a boat and sail under the instructions of a teenage girl who is stronger, quicker and more resourceful than the five executives, collectively they have to work together and take instruction from an expert. Team leaders in business, as in sport, are determined, clear minded and assertive but not aggressive. Even in rugby losing the head by the Captain shows weakness and often ultimately the match. Having a business operate as a team, with an assertive team leader (the boss) gives the FLEETTRANSPORT | JUL/AUG 14

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48 | COMMENT

Gateway - a stairway From where I'm sitting to ....? Howard Knott

n 28 May, Anthony Coleman, along with Lisa Rutt le and the rest of the team at the Mid-West Regional Authority (MWRA) hosted what turned out to be a landmark Freight Logistics workshop. It was a ‘Weastflows’ project Sustainable Freight Gateway for the Limerick/Shannon Region Stakeholder event, and att racted a large attendance from within the region and elsewhere in Ireland and the UK. Work that the MWRA has done shows that two per cent of all companies within the ‘Gateway’ region are believed to be primarily engaged in some form of freight logistics operations with over 18,000 people employed in the sector. The road infrastructure capacity of the ‘Gateway’ is estimated to have increased by 65% since 2002 and 85% of road freight tonnage carried within the region is moving within the local area. Currently, there is no rail freight movement within the “Gateway”, though work currently being done by Iarnród Éireann with the backing of Shannon Foynes Port Company would indicate that this situation will change. Shannon Airport is presently the second largest airfreight hub in Ireland and is responsible for the movement of two per cent of freight moving in the region. Any fears that the event might become too academic and risk losing people’s attention were dispelled by the typically robust contribution from the podium from IRHA President, Eoin Gavin. He took the opportunity to remind the audience, and particularly the newly elected County Councillors within the region of the great success of the suspension of tolls from the Limerick Tunnel during the month of November last, bringing at least 70% more HGV traffic through the Tunnel and out of the City streets. Since the re-imposition of the tolls the traffic situation has returned to normal, with all the associated noise, air and visual pollution on the Dock Road and elsewhere in the city. I thought that it was particularly interesting, with the regional focus of the Workshop that the HGV traffic which was most affected was the local traffic running short distances within the area and where the toll cost is a significant proportion of the rate for the job. Eoin went on to speak about the whole State imposed web of costs applied to the haulage industry in Ireland and how, increasingly, they are significantly out of line with competitor hauliers from elsewhere. Dan Fitzpatrick of Bord Gáis Networks made a very interesting contribution to the whole Road Freight “greenness” debate. His main focus was on Natural Gas powered vehicles (CNG) and I was very surprised with his statistic that results of studies of HGV’s using Compressed Natural Gas (CNG) as their principal fuel were returning significantly lower fuel costs than those using diesel grossing up to a cost saving of over 30 per cent. Taking all the installation costs and extra spend on truck purchase much of this saving is eaten up in the early years but the figures are an indication of the progress that is being made and the validation that the owners of 16 million CNG powered vehicles worldwide are not wrong. Speaking, as he was, close to the heart of the Irish Dairy industry, Dan’s comments on the potential use of bio methane as a renewable transport fuel were particularly interesting. Farmers, milk processors and milk product exporters are moving rapidly to take advantage of world demand for milk based products and the fi nish of the CAP output restrictions within the next year. So, along with the fact that the big ‘plus’ of the Irish dairy product is that the catt le are basically natural grass fed throughout the year, unlike the situation in competitor countries, must mean that it is a “no-brainer” to push ahead very rapidly with the development of systems for methane collection and its inclusion in the CNG product. In Sweden some 65% of gas used in transport comes from bio methane, Germany has a 20% target for 2020. The benefits of Natural Gases seem to be so obvious, you have to wonder why it is such an effort to get the proposed terminal at Foynes licensed and operational and, of course, to get the Corrib Gas Field up and running. However, the most significant outcome of the Workshop was the proposal FLEETTRANSPORT | JUL/AUG 14

Pictured (l-r) Patrick Edmond, Shannon Airport Authority; Eoin Gavin, President IRHA; Martin Morrissey, Shannon Foynes Port Company; Glenn Carr, Irish Rail and Denis Hoctor, Shannon Transport. Credit: MWRA and Sean Curtin Photography.

that a Regional Freight Forum should be put into action without delay to make freight transport in the region, cleaner, quieter and more economical. That would be a real defi nition of a Sustainable Gateway.

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50 | LEGAL

Think ‘MEP’

s this is written the country is about to elect, or, in some cases, re-elect, its members of the European Parliament. Once the elections are over it appears that the interest in the activities of those MEP’s substantially diminishes even though, as a country, we are increasingly affected by the Regulations that emerge from Brussels. No industry is left untouched but, in particular, the transport industry is affected by a constant flow of regulatory controls emanating from the European Commission (EC). In many cases these EC Regulations take some time to emerge as enforceable legislation with the result that, by the time the legislation appears, the original regulation has been forgotten.

On the 6 June 2000 EC Regulation 2000/30/EC was published. Th is directive provides that there will be unexpected roadside checks of commercial vehicles, with a further requirement that, when a defect is found on a non-resident vehicle, that fact will be reported to the appropriate authority in the Member State in which the vehicle is registered. To ensure unanimity of approach Annex 1.10 to the Directive sets out a sample of the checklist that is to be used. There are 12 items on the list: • Braking system and components • Exhaust system • Smoke opacity (diesel) • Gaseous emissions (petrol, natural gas, or LPG) • Steering linkages • Lamps, lighting and signalling devices • Wheels/tyres • Suspension (visible defects) • Chassis (visible defects) • Tachograph (installation) • Speed limiting device (installation) • Evidence of fuel and/or oil spillage The result of the inspection is to be recorded with any observations and, of course, the name of the inspecting officer. 2000/30/EC is now effective and each Member State is required to produce copies of all the roadside inspections at two yearly intervals from 1 January 2013. Th is means that the results of roadside checks in some other country may lead to action by the Licensing Authorities up to two years after the event. It is entirely probable that not many operators are aware of this.

will then be able to present those views to the relevant committee. As members of the EC the people of Ireland have a right to be involved in any discussion about changes to the legislation, and the opportunity for involvement exists. It is too late to complain about changes after they have been put into effect, and the haulage industry is perhaps more guilty than others of making complaints after the event. Your MEP is there to give you a voice, make use of that opportunity.

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All of this underlines the real importance of keeping track of events in Europe and, no less importantly, of making sure that you have a voice when matters affecting the haulage industry are under discussion. Some operators may be members of organisations that routinely send representatives to EC meetings but all operators, whether or not they have a relevant membership, will have access to their local Member of the European Parliament (MEP) and it is that MEP who will provide the voice. Initially, therefore, operators should identify their MEP and then invite them to visit their company. Such a visit should achieve three things. In the fi rst instance the haulier will be able to explain the nature and detail of the business, including details of the European operations. It sometimes appears that MEP’s do not realise the amount of capital needed to support even a modest transport business. Secondly, the operator should be able to demonstrate the extent to which EC legislation impacts on the running of the business. That is not to say that all EC legislation is bad, but rather to ensure that the MEP understands how the EC Directives affect the operation. Meetings in Brussels can seem to be far removed from the reality of an Irish business. Th irdly, a meeting should provide the opportunity to establish a personal relationship with the MEP in the hope that, when any new legislation that will impact on the transport industry is raised in Brussels, there will be an opportunity to discuss the likely effect of the proposal with the MEP, who FLEETTRANSPORT | JUL/AUG 14

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52 | OPINION

“Big Shoes to ﬁll at the View from the Operators Desk by Sean Murtagh - sean@fleet.ie RSA Chair”

ay Br y ne, Road Safet y Authorit y (R SA) Chairman, is stepping down having completed seven years in the position. When he took on the job I thought it was a brave move for someone that had completed a very successful broadcasting career to then move into a position sometimes perceived as political. Although it was not mainstream politics he was gett ing into, there would be a risk of getting caught up in a political cesspit. Indeed when Gay was appointed he put down a strong marker saying that if he was ever compromised or mislead by his political or administrative masters, not only would he walk, but he would tell whatever had to be told. In hindsight this signal of intent by Mr. Byrne sent a sign to the Department of Transport and the Government that he was serious about the job. His working relationship with the RSA Board and in particular the then CEO, Noel Brett always looked like it was solid. On a few occasions he might have appeared to have gone on a solo run but on closer examination it was obvious he was combining his broadcasting ability and ‘Media Nose’ with the resources of the RSA to get a message to either the Authorities or the public in a way that made them sit up and listen. Both Gay Byrne and Noel Brett will have left the RSA as a well established agency of the State and having made a significant progress in reducing death and injury on Irish roads. In general the public have a good and trusting relationship with the RSA. Transport operators, however, (both truck and bus) deal with the RSA on a different level. For vehicle operators the RSA is an Enforcement Authority and that will be a different relationship, sometimes difficult and occasionally fractious and a discussion for a different day. Both Noel Brett and Gay Byrne have said that there can be no complacency when it comes to road safety, but as we all know, every year brings new challenges. 2012 was a record year in terms of reductions of road deaths, 2013 and so far 2014 have seen some slippage in the numbers and a slight increase in fatalities. A new challenge now faces us all as road users. As the economy improves and the roads get busier the last thing we want is the number of incidents to increase at the same level. One way this could be done is to take a lead from the airline industry, in the way they investigate accidents and give the facts back to the industry so that they can learn from, and prevent the next incident from happening. A comment that Gay Byrne will understand because of his interest in aviation was one made by Herb Keller, founder and CEO of Southwest Airlines in America, over twenty five years ago. At an industry Conference in 1985, he told an audience of Aviators that maintaining the current safety record would not be good enough, “If we do not improve our safety record” predicted Keller, “given the predicted increase in the number of people flying and extra fl ights there will be in the next twenty years, we will have the equivalent of a large jet crashing every week.” Fortunately, the airline industry rose to that challenge. Deaths from plane crashes have more than halved in the intervening period in spite of a significant increase in the numbers flying. Th is is the challenge that faces us all as road users in the next few years. Shortly after Gay Byrne fi nished the Late Late Show he wrote a piece in the Sunday Independent about an encounter he had with a man who FLEETTRANSPORT | JUL/AUG 14

was cycling in Adare, County Limerick. Gay was on his way to Kerry and stopped off for something to eat. While standing on the footpath an elderly man approached him, stopped and dismounted his bike. Without any formalities he said, “We thought we were sick of you on the television, but it is great to see you back on the radio.” He mounted his bike and disappeared into the West Limerick sunshine. Gay was a bit taken aback at this ‘inverted’ compliment. Whatever about his return to Lyric FM radio, I think most people will be happy that he took the role as Chairman of the RSA. Just like when he left the Late Late studio he left big shoes to fi ll, it will take big feet to follow him in his esteemed role as Chairman of the RSA. Safe Journey Gay.

Channel Tunnel Twenty years ago last May, Queen Elizabeth and President François Mitterrand opened Eurotunnel or as we now refer to it as the ‘Tunnel’ and drivers call it the ‘Train’. Two decades on and after many fi nancial restructures, the Tunnel is still only operating at half capacity. Although volumes are increasing, the company has not yet paid Corporation Tax. While freight traffic is increasing, the tunnel operators are more keen to expand the through passenger trains linking cities like Manchester, Birmingham in England and others to cities further south like Marseille, Bordeaux in France. It would seem that this strategy will be no good for haulage companies as train operators and Eurotunnel use train slots to compete with the airlines.

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54 | REVIEW III

Mondello Truck Show 2014

Big interest was also generated by the rows and rows of top quality trucks competing in the static displays from operators and drivers from all over the island of Ireland together with entries from Scotland and England.

Fast becoming Ireland’s Premier high-horsepower event!

Thrilling Truck Racing

he 2014 Mondello Truck Show, in its second year since being reestablished is growing in stature and fast becoming Ireland’s premier event of its type. There are many unique aspects to the annual extravaganza of all things road transport that took place last weekend (5/6 July) at the County Kildare motor racing venue. The Mondello Truck Show not only brings together truck brand distributors, transport operators and drivers plus the trade element but also the on-track action. Taking centre stage around the National circuit was the visit of the British Racing Trucks where a number of leading contenders from the 2014 Championship enthralled the audience with their driving skills in keeping

their high horsepowered racing trucks on the tarmac around the tricky track. A special treat this year was having the ever-popular motor-racing driver Tommy Graham pilot one of the race trucks during the Sunday rounds. Also on track; the Irish Time-Attack Championship, Ireland’s Fastest Courier competition, the Stop & Go challenge and a special Irish Drift Championship Drifting Demo kept visitors entertained, like at no other Truck Show. The event was a record breaker too in that it established Ireland’s longest truck convoy with 234 heavy commercials lined up around the full length of the Mondello Park track.

Various makes and models of leading truck brands from the big names of the British Truck Racing Championship (BTRA) went head-to-head or should that be door-to-door from the big names from the British Truck Racing Championship (BTRA) which got the spectators’ pulse racing with a spectacular demonstration of high-speed sideways action. Their 1,100hp engines revved hard and loud, slip-sliding around the circuit and left the packed Grandstand in awe. Notable front-runners were Steve Thomas (MAN TGA), Chris Levett in the ex-MKR Renault Premium, Steve Powell in the Foden Alpha and multi BTRA Champion Stuart Oliver in the Scania P1150 with MAN power. Other visiting drivers, which also made an impression were Ben Horne (MAN TGA), Steve Rothery (Foden Alpha), Simon Reid (Iveco Stralis) and Adam Bint in the Volvo White. Unfortunately, for Dave Jenkins, another former champion and leading contender in the BTRA Series the engine in his MAN TGX came to a sudden halt during the practice laps on day one. Having driven practically every type of motorracing vehicle around the National, International & Rallycross circuits at Mondello Park, Tommy Graham has finally reached his mantle with first drives in a full-blown race truck. The benefit of superior knowledge around the Donore circuit was an advantage for the Rallycross racer from nearby Prosperous who recently recorded a memorable win in Pembry in this 350hp MKII Ford Escort. Sitting into Steve Powell’s Foden Alpha for the practice run brought out a weary smile from the local Sand & Gravel merchant. But it was nothing after the inaugural ten laps or so around the National circuit. He was ecstatic; stating that he never experienced an adrenalin rush like it. “It was unbelievable, a most fantastic experience and some sensation stepping out of the truck after these first few laps. With a good knowledge of the track here, I managed to control the high powered race truck by keeping it in 3rd gear most of the time around.” Later in the day, Tommy went one step higher with a run in the ex-MKR Renault Premium of Chris Levett, which secured wins in last season’s FIA European Truck Racing Championships.

"B ""Bi Bit i diff ffere ff reent nt to to Tom Tom mmy my Graham's MA MAN M AN TG A TG A 8 x4 x4 tip tippper ti ppeer" FLEETTRANSPORT | JUL/AUG 14

REVIEW III | 55

Top Notch Trucks

candinavian truck brands Scania and Volvo took the lion’s share of the main prizes on offer in the Static Display Competitions at the Mondello Truck Show reflecting on their dominant position in the Irish marketplace. Proving that the Mondello Truck Show is returning to its former glory, the number of truck entrants in this competition was up 30% on last year. The most sought after prize – the Top Truck Award which was presented to Kiernan Transport’s Scania R620 6x2 tractor unit and Muldoon grain tipper trailer was well received by the show attendees. Th is stunning truck pays special tribute to Paddy Kiernan, a member of the Cavan based transport family business who died tragically in a car accident last year at a tender age of 23. Two versions of the new Volvo FH series took first places in the Best 2014 and Best 2013 Awards with Carlingford’s Carlin Transport’s Volvo FH500 and Dublin’s Trevor Ratcliffe’s FH16.750 (last year’s Top Truck) collecting these trophies while Pat Keogh Towing Services (Dublin) lifted (pun intended) the fi rst prize with his Iveco Stralis 480 in the newly created Best Recovery Truck category. With a mixed fleet of Scania and Mercedes-Benz, Hendrik European (Dublin) was favoured by the judges in the Best Fleet class while Island Transport (Cork), another loyal supporter of the Mondello Truck Show

from past to present, had the Best Rigid with the Scania R420 6x4. H&E Crilly’s (County Louth) new Volvo FH500 with matching livestock trailer was a popular choice as the winner of the Best Combination (Tractor-Unit/Trailer) category. The Renault Magnum 480 of Shane Grant (Dublin) was chosen as the Best Owner Driver’s truck with Frank McKnight’s Volvo F12 victorious (again!) this time as the Best Senior Working Truck. Th is Newry based tractor-unit was a former prize winner back in 1989 in the early days of the Mondello Truck Show. Best Customised Truck was the Scania R560 from Kennedy International (Kildare) with Cavan’s Jupiter Transport’s new Scania R560 selected as the Livery of the Year winner. For the second year in a row K Mackin International’s pristine Scania 141 4x2 tractor has won the Best Vintage title and the Banbridge company also scooped the Mondello Special Award for the extensive restoration work undertaken on the Scania 143 Centurion.

out their favourite truck with Trevor Ratcliffe’s Volvo FH16.750 winning most votes and received a special trophy by Fleet Transport. Five of the voters of this high-spec 6x2 tractor-unit will receive a special truck related prize at the Fleet Transport Awards event on 2 October next at Citywest Hotel, Dublin. For the fi rst time ever, the event had a fundraising element, with Enable Ireland the beneficiaries. Commenting on the high standards of the trucks presented in the various categories at the Show, Jarlath Sweeney, Group Editor at Fleet Transport said, “Great praise deservedly goes to all of the entrants in the impressive way they really look after their trucks. We appreciate the time and effort made by all of the drivers and their helpers in turning out such high quality trucks for judging. Some of the trucks had clocked up huge mileage and it is a credit to the drivers on how well they look both inside and out.”

The final category and another addition to the line up for this year was the Best Light Commercial, which was presented to Damien Duggan’s classic Toyota Hiace drop-side. Mentioning LCVs – congratulations to Deliver-It from Trim, County Meath on winning Irelands’ Fastest Courier Competition for the second year in a row! Visitors to the Show were asked to pick

John Morris, Managing Director, Mondello Park added, “It was great to see that the number of entries is up on last year’s event and that the standard of the trucks presented were higher than ever. Even though we added a number of new categories this year, we will look on expanding the class listing even more next year, due to competitor’s requests. Congratulations to all of the category winners and a round of applause to all of the entrants for their great effort.”

Best 2013 Trevor Ratcliffe Transport's Volvo FH16.750

Best 2014 - Carlinn Transport's Volvo FH500

Best Combination - H&E Crilly's Volvo FH500

Best Customised Truck - Kennedy International's Scania R560 (centre)

Best Fleet - Hendrick European (Scania & MercedesBenz)

Best Light Commercial - Damien Duggan's Toyota HiAce

Best Owner Driver - Shane Grant's Renault Magnum 480

Best Recovery - Pat Keogh Towing Services' Iveco Stralis 480 (left)

Best Rigid - Island Transport's Scania R420 www.fleet.ie

56 | REVIEW III

Best Senior Working Truck - McKnight Transport's Volvo F12 (right)

Best Vintage - K. Mackin International's Scania 141

Livery of the Year - Jupiter Transport's Scania R560 (right)

Top Truck 2014 - Kiernan Transport's Scania R620