Fleet Transport Magazine by Orla Sweeney

IRELAND'S LEADING COMMERCIAL VEHICLE MAGAZINE Inside!

BUMPER SUMMER EDITION

Volvo FH16.750 - Oceans of Power!

JUL/AUG 12

€4.50 inc.V.A.T.

REVEALED: New Iveco Stralis Hi-Way TELEMATICS: TomTom On-board PREVIEW: IAA Commercial Vehicles Show 2012 • Daimler Premieres MOTORSPORT: European Truck Racing Championship TRAILER: Kögel

STG £3.75

A Daimler Brand

Outstandingly capable in every bend – thanks to maximum precision. The new Actros. The new dimension of driving dynamics. Climb in, drive off, enjoy – the new Actros ensures you a driving experience that exceeds all those you’ve ever had. Experience the new engines characterised by their sheer power and superb refinement. The precise steering with which you master difficult situations safely. And the new suspension which smoothes out every uneven section of road with outstanding capability. Now at your authorised Mercedes-Benz dealer and at www.mercedes-benz.com/the-new-actros

2012

Motor Distributors Ltd., Naas Road, Dublin 12. Tel. (01) 4094 444

contents JUL/AUG 12 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, Cathal Doyle, Paul White, Jonathan Lawton, Donal Dempsey, Howard Knott, Jerry Kiersey, Rob Van Dieten, Ailbe Burke Photography: Jarlath Sweeney, Cathal Doyle, Paul White, Rob Van Dieten, Howard Knott, MKR, Newspress, Petronela Jipa Transit Media. Paul Sherwood Administration: Orla Sweeney, Denise Vahey, Advertising: Mary Morrissey, Orla Sweeney Design: Eamonn Wynne Printed in Ireland

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

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

Fleet Transport Official Irish Jury Member of the International Truck of the Year Award Fleet Transport represents Ireland on the Trailer Innovation 2013 and the European Transport Company of the Year 2012 adjudication panels.

www.fleet.ie

4 News • Fleet Transport EXPO 12 builds up • Donate to Tim Kelly Fundraiser • McArdles acquires Skeath Transport • DB Schenker sets up here • 46 tonne law laboured? • EC supports speed limiters • New fuel enhancing technology • Customs & Excise @ Dublin Port • TOP opens automated Service Station in Sligo.

26 Motorsport European Truck Racing Championship RoundUp

8 Cover Behind the wheel of the World’s most powerful truck – Volvo FH16.750 plus the Search for the Oldest Working Volvo truck

30 Bus & Coach • Wrightbus opens doors to StreetLite Max • Public Consultation on 2014 Public Bus Service Contracts • Coach Tourism Sector running at a loss.

10 New Fleet Sales by • Isuzu • Avia Truck and • Volvo Truck 12 Events • Junction 14 Mayfield celebrates • Bavaria City Racing, Dublin 13 Launch Pad I • New Iveco Stralis Hi-Way • trg established in Ireland

28 Environmental Renault Trucks trial Urban Lab I 29 Awards Inaugural Motorcheck.ie Fleet Car Awards 2012

32 Shipping & Freight News from the Maritime sector 33 Preview IAA Commercial Vehicles Show, Hannover, Germany 37 Fuel Prices / Safety Matters Petrol/Diesel costs plus HSA column

14 Regulation Innovations from Stoneridge explained

38 Finance Communication

15 Fleeting Shots Celtrak, Orbis/FedEx, Mercedes-Benz

40 Comment ‘Thinking things through to be competitive’

16 Launch Pad II Daimler permieres at the IAA CV Show 2012

42 Legal Drug Testing

18 Conference Your country needs you!

44 Opinion Debt Disappearance?

20 Tyres New Regulations and developments to benefit users

46 Materials Handling • New Safety Video • New Hiab Cab • Jungheinrich remains confident

22 Trailer Kögel trailers are on the move

47 Technical Diesel Engines – Part II

24 Telematics TomTom’s Products & Services

48 Soapbox A week in the life

25 Municipal Dennis Eagle Ireland is ready to collect business!

51-68 Fleet Van & Utility

TimoCom Transport Barometer – How it works:IT service provider TimoCom offers an online freight and vehicle exchange in which up to 300,000 international freight and vehicle offers per day are offered by 85,000 users from 44 European countries. As a reﬂection of the market situation the ratio of all freight and vehicle offers in the exchange is collected and displayed in the transport barometer as an average percentage for one month. The data can be displayed for the complete exchange (EU > EU) as well as for speciﬁc routes, for example from Ireland to England, from Ireland to EU and the reverse routes. A surplus in freight indicates a good capacity utilisation of the manufacturing companies. In reverse, low freight share indicates low capacity utilisation. Further details on www.timocom.com or from Sandra Pollak, TimoCom’s Account Manager Central Europe: Tel: +49 211 88 26 22 03 or SPollak@timocom.com. Data from 16-05-2012 to 14-06-2012

Fleet Transport is an official Patron of the Lets Do It Galway Volvo Ocean Race Campaign. FLEETTRANSPORT | JUL/AUG 12

NEWS 1

Fleet Transport EXPO 2012 – Driving Forward

our months after the launch of Fleet Transport EXPO 12, there is strong support for the exhibition with over 50% of the floor space already booked. Th is will be Ireland’s premium commercial vehicle industry showcase which will open its door on the 5th & 6th of November 2012 at the Citywest Convention Centre Dublin. In spite of the fact that this is the fi rst time an event of this nature has been staged in Ireland for decades and considering that the economic conditions remain challenging, current levels of enquiries indicate that Fleet Transport EXPO 12 will be a sell-out. The Fleet Transport EXPO will host a broad spectrum of exhibitors covering Commercial Vehicles, Fuel Efficiencies. Telematics, Tyre Management, Vehicle Finance, Driver Training,

TRANSPORT driving the commercial vehicle industry Material Handling, Road Security, Parts & Components, Accessories & Merchandising. Organiser Fleet Transport magazine is pleased with bookings from high profi le brands in the truck, van and associated services to date. Exhibitors at Fleet Transport EXPO 12 will benefit from an intensive Ireland and UK marketing campaign aimed at targeting every business involved in the commercial vehicle industry throughout the island of Ireland. Th is ongoing promotional campaign will ensure

that everyone involved in the transport and commercial vehicle industry will be aware of the Exhibitors at Fleet Transport EXPO 12, and the latest innovations, designs and launches offered prior to attending the show. Delivering more value to Exhibitors is core to the Fleet Transport EXPO 12 mission. A unique ‘value added’ benefit of Fleet Transport EXPO will be the provision of the database of all visitors who attended the show to Exhibitors only. Complimentary tickets to an exclusive networking event for Exhibitors will provide a key opportunity to target specific clients. To enquire about availability or book a stand please contact +353 (0) 94 9372826. Email info@ fleetexpo.ie or log on to www.fleetexpo.ie. Visitors to the show can register online free at www.fleetexpo.ie

Friends of Tim Kelly Medical Fundraiser

Mayo truck driver met with an almost fatal accident while at work last January which has left the Neale man disabled. Tim Kelly, married with three young children, suffered multiple injuries, internal and external which led to the amputation of his left leg above the knee. After spending long periods in hospital, Tim returns shortly to receive intensive physical therapy in preparation for the fitt ing of a prosthetic leg. A number of Tim’s friends and colleagues have come together to help raise funds to help the family with the ongoing medical expenses. A prosthetic leg costs up to €30,000 each and a patient will typically require 3 to 4 prosthetic legs in the fi rst five years. “Th is fund will be used strictly for the payment of medical expenses and will be managed by

two trustees of the committee,” said Tom Morrin, Chairman, Friends of Tim Committee.

The committee has planned a series of fundraising events in the coming months beginning with a Truck Run around South Mayo (starting and fi nishing at Ballinrobe Mart) culminating with a BBQ that evening. On 3 August a social night will be held at the Valkenburg Hotel, Ballinrobe with music, entertainment, auction and raffle. A Golf 3 Ball scramble and a Cross-Country Hack will be held later in the year.

“We appreciate how difficult it is to make donations at this time, however, we ask that you do help Tim, who has suffered such a debilitating accident in the prime of his life, to get some level of normal living again for himself and his family,” he added.

“Any contributions you can make to this worthy cause will be greatly appreciated and all donations will be acknowledged with a receipt,” added Tom. Cheques payable to: Friends of Tim. Bank Transfer Details: Allied Irish Bank, Ballinrobe A/c No: 05292015 Sort Code: 93 70 53

McArdle Transport takes over Skeath Refrigerated Transport

n its 45th year in business McArdle Transport Limited has acquired Skeath Refrigerated Transport Ltd as the Dundalk company enters the next phase of its growth strategy. The coming together of the two road transport and logistics solutions providers ensures the full time employment of 80 people. Rebranded under the McArdle Skeath name, its specialised range of services now extend to food, pharmaceutical, blue chip and dry goods transportation, refrigeration and storage. Air freight, deep sea and supply chain management now also form part of this broadened portfolio.

to every changing regulations,” said Michael McArdle, Managing Director, McArdle Skeath. “Our business and Skeath’s business were very compatible and we share the same visions and values which have evolved from listening to the needs of our clients.” Since the acquisition, McArdle Skeath has also made a significant capital investment in its fleet and in its storage division. A new warehouse at its 13 acre site based in Inniskeen has been constructed which brings total storage capacity to 20,000 pallet spaces.

Skeath Refrigerated Transport Ltd was established almost 40 years ago. Mark “The forming of McArdle Skeath has Pictured l-r are Micheál McArdle, Director, McArdle Skeath, Mark Skeath, Road Skeath joins McArdle Skeath as the new been significant for us and our clients, Freight Manager, McArdle Skeath and Micheal McArdle, Managing Director, company’s Road Freight Manager. especially at a time when the industry McArdle Skeath at the official announcement of the company's acquisition faces many challenges from fuel costs 4 FLEETTRANSPORT | JUL/AUG 12

NEWS II

Vote of Confidence by DB Schenker in Ireland

ollowing the opening of a new facility in Cork earlier this year, DB Schenker has expanded its business capability with the move to a new high bay warehouse in North Dublin. The new Logistics Centre at Furry Park, Santry covers almost 8,000 square metres. Currently DB Schenkers serves the large multinationals, especially in the Life Sciences, Consumer Export and Hi-Tech markets, from forwarding depots in Cork, Dublin, Leixlip and Shannon.

Schenker (Ireland) Ltd., said, “Th is investment demonstrates our confidence for future growth within the Ireland market where our client base demands top class facilities, to TAPA-A and IMB certified standards. Our staff continue to work extremely hard in a challenging environment to maintain and grow business. We are optimistic for the future.” As a result of the expansion DB Schenker in Ireland, which is a subsidiary of DB Mobility Logistics AG, (Berlin, Germany), expects to grow its workforce to over 160 people.

Commenting on the company’s latest developments, R ay Hennessy, Managing Director,

Introduction of 46 tonne GVW limit to be delayed?

“D

raconian proposals” is how the Irish Road Haulage Association described the conditions for transport operators to legally operate their trucks at 46 tonnes. Some of the ‘stipulated’ conditions include that the tractor unit must be registered on or after 1 July and must comply to Euro 6 engine emission standards. The vehicle must have Advanced Emergency Braking system, vehicle stability function and ESP Emergency Stability Programme.

attention and we have made it very clear that the industry is vehemently opposed to the draconian proposals. The only resolution to this matter which the IRHA would deem acceptable is that the existing fleet can avail of the 46 tonne on six axles without any changes to the current specification of equipment,” said an IRHA spokesman. “Minister Varadkar has been left in no doubt as to our position and has agreed to meet with the Association in the coming weeks to discuss further. It is however unlikely that the revised tonnage on six axles will be introduced on the 1st July as had originally been indicated,” he concluded.

“The Association has made representation to M inister Varadkar since the proposed conditions were first brought to our

EC recognises Speed Management Technologies to improve Road Safety

he European Transport Safety Council (ETSC) welcomes the European Commission’s recognition of Intelligent Speed Assistance (ISA) systems’ potential to improve road safety in the EU. The Commission stated ‘that Intelligent Speed Assistance (ISA) systems that inform the driver about the speed limit at any moment can contribute to improved road safety, since they may prevent the driver from inadvertently exceeding the speed limit.” A prerequisite for

the implementation of ISA is the provision of a digital database of all speed limits on the road networks. Intelligent Speed Assistance is regarded as ‘a mature technology’ by the ETSC and has campaigned for its wider application for years. “ISA can deliver impressive safety benefits. Research in the UK showed that advisory ISA can achieve up to an 18% reduction in fatal collisions and intervening ISA can achieve a

37% reduction in fatal collisions,” said Antonio Avenoso, ETSC Executive Director. The Netherlands has recently joined Sweden and Finland in mapping the speed limits on their public road network. “We hope that other countries will emulate the three front runners and that pan-European coverage can be achieved very quickly,” added Mr. Avenoso.

MIKE MURPHY INSURANCE GROUP an Aon company Working with the Irish Haulage Industry for over 35 years Just call us for a quote! Tel: 01 2932350 Fax: 01 2932360

The Insurance Centre, Sandyford Business Centre, Sandyford, Dublin 18. Email: info@mikemurphyinsurance.ie Web: www.mikemurphyinsurance.ie Insureforsure Ltd t/a M.Murphy Insurance Group is an Aon company and is regulated by the Central Bank of Ireland.

FLEETTRANSPORT | JUL/AUG 12

NEWS 111

Introducing ESE Fuel Enhancing Technology • Created and made in Ireland

n environmental device designed and made in Ireland has proven to successfully reduce harmful exhaust emissions and improve the performance of commercial vehicles. The ESE Fuel Enhancing Technology developed by Tom Gunn Sr. from Dublin generated additional energy from the diesel engine, which currently operates at 45% efficiency.

The consequence of this is that the fuel burns in a more comprehensive manner and due to this procedure the end result is a considerable reduction in smoke and particulates emanating from the exhaust system.” In reality a greater proportion of the fuel/carbon has been ignited, which in turn reduces the amount of unburned fuel dispersed through the exhaust (e.g. smoke/particulates).

The ESE device is designed to improve the efficiency of motor vehicles by burning fuel more effectively, however by doing so it more than qualifies as an environmental product as it is proven to reduce the volume of smoke/ particulates polluting the atmosphere.

The conclusion of this operation is that the diesel particulate fi lter (DPF) has a reduced volume of carbon/particulates to contend with and should lead to an extended life span.

According to David Heather, representing Care Products Ireland (ESE distributors), “the principle of the device is to use/burn fuel in a more efficient manner in the combustion chamber. For this to take place the ESE unit is installed in the fuel line after the fi lter but before the injector. When fuel passes through the unit its viscosity is reduced and in so doing it creates a misting effect as it enters the chamber.

The unit offers best results on engines that are Euro 3 or pre-Euro 3 emission controlled compliant. David noted that additional benefits accrue from the above procedure, namely: (A) Reduced carbon build-up within the chamber and exhaust system in general. (B) Increased torque leading to improved acceleration. (C) Smoother running. (D) Less downtime due to cleaner running of engine.

The ESE device can be fitted in 15 minutes at a cost of €2.50 per unit (+Vat @ 23%) with results revealed inside 20/30 minutes thereby providing evidence in the shortest possible time. The system has been subjected to many tests over the years of its development with very encouraging results, the most comprehensive of which was a test carried out by Waterford County Council. Th is involved ESE units being fitted to a fleet of ten diesel trucks with the end result showing an average of 20% reduction in smoke/particulate emissions. “Th is result is all the more commendable when it is realised that : (A) The fleet was very well maintained and serviced prior to the test. (B) The prevailing weather at the time (Winter 2010/2011) was most insensitive to any form of vehicle test programme,” stated David, who is the Sales & Marketing Executive at Care Products Ireland Ltd.

TOP opens Sligo’s first 24 hour Pay@Pump

usiness is brisk at Sligo’s fi rst, fully automated 24hour Diesel Pay@Pump service station at Henderson’s Motorpark on the Bundoran Road. Operated by TOP, the 24 hour facility will allow motorists to pay at the pump before refuelling, eliminating the need to queue in store. The site is unmanned, which will reduce running costs and these savings will be passed onto motorists, with competitive pump prices. The facility itself incorporates six pumps dispensing Diesel, Marked Gas Oil (Agri-

Diesel) and Kerosene home heating oil. Motorists can make payment at the pump using their credit card, Laser card or TOP Fuel Card before refuelling their vehicles. The majority of fuel cards will also be accepted. The fully automated site is very simple to use – motorists can simply park their vehicle at the pump they wish to use, insert their debit or credit card into the card reader, follow the on screen instructions and dispense their fuel. A full transaction receipt is also available by simply re-inserting your card into the terminal.

Customs & Excise to review Revised Opening Time Schedule

ollowing the three month implementation of a revised office opening hours timetable at the new Customs House, the Customs & Excise Unit of the Revenue Commissioners is conducting a Review Report. Haulage operators are invited to provide details with regard to any difficulties experienced with the revised/reduced availability of Customs officials within Dublin Port.

“For any member who is involved in Dublin Port traffic and where Customs intervention is required, there has been a narrowing of the available window within which to obtain clearance from Customs officials,” said a spokesman for the Irish Road Haulage Association. “If there is any information which members wish to submit to us in confidence with a view to feeing into the consultation process, please do so by calling 01 8013380.”

MIKE MURPHY INSURANCE GROUP an Aon company Working with the Irish Haulage Industry for over 35 years Just call us for a quote! Tel: 01 2932350 Fax: 01 2932360

FLEETTRANSPORT | JUL/AUG 12

9.27mpg! (But don’t just take our word for it)*

*Independent 44 tonne, 6x2 road test – Commercial Motor 8/12/11.

The price of fuel isn’t coming down. So MAN has been busy developing engines that use a lot less of it for you. As proved in the recent test of our TGX 26.440 by Commercial Motor, with a record-breaking 9.27mpg that put the MAN way ahead of its competitors. Add our MAN EcoStyle system, standard on every MAN truck with an R&M contract and helping operators save anything up to another 15% on their fuel bills, and you have a partnership that could stand the test of even these recessionary times. MAN economy... and you!

MAN Importers Ireland Ltd., Oak Close, Oak Road Business Park, Nangor Road, Dublin 12.

Tel: 01 419 1300 Fax: 01 419 1370 enquiries@mantrucks.ie www.mantrucks.ie

TEST

Volvo FH16.750

Volvo Truck's Very Gentle Giant We began our drive at Volvo’s’ UK headquarters in Warwick and once acquainted with the controls we set off - very gently. For despite it’s immense power the FH16.750 is a gently and somewhat understated truck to drive. There is no massive acceleration from the 16 litre engine, everything is just smooth and quiet. After a few minutes, we quickly realised that the power is used to make this a high productivity truck rather than a high-speed truck, and it is easy to see why it is gaining in popularity with the heavy haul and demolition fraternity. Drivers should sense a slight change for the better to their driving style. The 16.750 delivers its maximum torque of 3,550 Nm from 1,000 rpm and holds it through to 1,550 rpm. What is even more impressive is that the six cylinder develops 2,800 Nm of torque, which exceeds many other flagships at just 950 rpm. Meaning that when operating at not much over idling speed, Volvo’s 750 has more torque available than many other trucks have at higher engine speeds.

f the offer comes across your desk to drive the most powerful production truck in the world, postpone whatever you're doing, clear the diary and just ask where and when. Volvos’ move into the high horsepower race began some 25 years ago with the original FH16.470, which now seems tame in comparison. Since 1987, they continue to play leapfrog with competitors by releasing another up-rated version and returning to the top of the European power championship. As a feat of engineering, 750 hp in a road truck needs to be applauded, though it raises as many questions as it answers. Who needs it, who wants it and what’s the fuel consumption are the most Frequently Asked Questions. As the questions are valid they should be asked, and therefore deserve a valid answer. The answer to who needs it is realistically very few. The answer to who wants it is almost everyone. The fuel consumption answer we will come to shortly. For the manufacturer there are benefits to have the most powerful production truck in the world in your stable. Its street credibility radiates down onto the rest of the line-up, which can then bask in the prowess of their big brother. Also and possibly more important, it means that you're not the producer of the ‘second’ most powerful truck in the world – a title no one sets out to achieve. 8

FLEETTRANSPORT | JUL/AUG 12

As to the question, who needs such power? With the exception of those who desire the badge as a flagship, there is a genuine, if limited, market for FH16. Back home in Scandinavia, Sweden allows 25.25-metre long trucks to operate at 60 tonnes, as does neighbouring Finland, with some combinations permitt ed to run at 90 tonnes. Th roughout the world, many countries and regions allow heavier vehicle weights, such as the Eco-Combi trials around Europe, mining operations in South America, and we cannot forget the road-train market in Australia. When these markets combine with the normal heavy haulage sector, it appears that there is a place for high horsepower units. For the Volvo Group another positive is that they are able to offer customers a high powered road going truck, which compliment the Volvo Construction Range. At this stage, the FH cab is familiar to all, and with the exception of a few cosmetic changes, this 16 retains its own signature interior trim. It remains primarily the same cab since 1994 - and has of late begun to show its age. All of which now seems a litt le unfair, as Volvo Trucks led the field regarding driver comfort and living space before other manufacturers realised this was an important factor. Nevertheless, the Globetrotter XL remains a well-appointed workplace that also provides comfortable living for the long-haul driver. The cab issue will hopefully be addressed soon with the much-anticipated new version not too far away.

When negotiating the small villages and towns around the Warwickshire countryside, the truck made excellent progress with litt le effort required on the driver’s part. The other element contributing to good journey times, is of course the 12-speed I-Shift transmission, which is superb and handles the high rated torque perfectly. Even at a shade under 42 tonnes on some steep twisting hills around Warwick, I-Shift managed gear selection perfectly. We found the 6x2 very easy to drive on the smaller A roads of Warwick, with braking, steering and stability fi rst class, as one would expect from Volvo. The simple and effective Volvo Engine Brake produces 578 Hp (425 kW) retardation, reduces the need to use the footbrake dramatically, and will extend brake disc and pad replacements. Safety is always a priority with the Swedish marque and this continues to be the case. FH16 includes many safety systems as standard with a wide range of other features available as options - including a personal protection system for the driver. One question always posed about high power tractors in general, and the 750 in particular is the one concerning fuel consumption. Our fi rst impressions would indicate that the big Volvo is relatively frugal. It must be stated that this run was for driving impressions, and was not a calibrated fuel test, also our driving style would not lend to producing a positive result for any vehicle, as we were measuring driving performance. In addition, it would be unfair to assess any vehicle for fuel consumption over the particular test route covered, as it would be classed as exceptionally difficult.

TEST

The search is on for the oldest working Volvo truck in Ireland

n the throwaway society that is prevalent today, it’s good to know that some people still value long-term reliability and good old fashioned long life. Volvo Trucks have always had a reputation for staying the course and most people know of an old Volvo truck that is still earning its living. These four, six and eight wheeled ‘senior citizens’ of the transport world are not always seen at Shows and Rallies. Neither do they always feature in the pages of the press. They just keep rolling on.

However, with prudent use of I-Roll (Eco-Roll) and adopting an ecodriving style we believe that the 750 should not be dismissed because it might be excessive on fuel. In fact, all indications are that fuel figures from the on-board display might surprise some people. Nevertheless, we look forward to an opportunity to put the matter to rest with a calibrated run over our fuel economy test route. While the truck performs well on the A roads it comes into its own on the motorway, flattening out the hills effortlessly and almost in total silence. For long-haul European work especially to the more mountainous regions, and for operators with time sensitive schedules there is an argument for high horsepower tractors. While the truck is exceptionally powerful, the FH16.750 is a highly refi ned product and delivers this exceptional power in what could be described as a mannerly and polite way. Th is type of performance results in providing the driver with a confident and relaxed experience throughout the days work. The FH16.750 was launched to mark the 25th anniversary of the fi rst FH16 litre engine series. When introduced in 1987 the fi rst 16 series knocked out 470hp with 2,015 Nm of torque, which has since become what could be described as almost standard. During that quarter of a century engine manufacturers have wrestled with the Euro Emission regulations, and ever-increasing concerns over fuel consumption. The original engine was developed in a different era, when the Euro regulations were a thing of the future. Today’s FH16.750 has remarkably achieved a Euro 5 EEV rating, with exceptional performance.

That’s why the search is on at Fleet Transport as we look the length and breadth of our island for the oldest working Volvo truck. The emphasis being on ‘working’. So, if you own a cherished classic Volvo truck, be it an F86, F88, F89, F6, F7 or an F10, F12 or F16, that is still out there and earning its keep we’d like to hear from you. There are a few simple criteria you will need to check before you send us the details and hopefully a photograph of your ‘auld, but good’ Swedish Classic: 1. What year was it fi rst registered? 2. Registration mark / Chassis number? 3. Where did you buy it? 4. Model type and configuration? 5. Name and address of the owner? 6. Contact telephone number and email of the owner? 7. Where is it kept? 8. What do you use it for? 9. How often does it work on hire and reward business for you? 10. Date of next DOE test? 11. Date current road tax expires? 12. When did it last do a full day’s work for you? 13. What was the last load it carried? 14. What was the location of its last delivery? 15. Does it start on the key? The overall winner selected by the Irish Truck of the Year Jury will receive a stained glass painting of the truck together with a bag full of Volvo Truck branded merchandise plus the opportunity to have the vehicle displayed at the Fleet Transport Expo at Citywest Convention Centre, Dublin on 5/6 November.

So what’s next? Is this the end of the power race? Will other manufacturers be happy to leave Volvo sitt ing at the head of the table, or will Volvo Trucks wish remain in that seat. Could the day come that we test the Volvo FH16 @1,000 hp? For marine applications, the same Volvo D16 engine can be rated to produce 1,300hp. Back in 1987, a 750hp production truck would have been hard to imagine - 25 years later, we are driving it.

Spec Check Make Model Chassis Type Engine Rated Power Rated Torque Euro Rating Transmission Brakes Retardation Devices Drive Axle / Ratio Wheelbase Tyres Steer Axle: Second Axle: Drive Axle:

Volvo Trucks FH 16 Globetrotter XL Cab 6x2 DG16G750 (16.1 Litre, in-line six cylinder) 750hp (551kW) @ 1,550 – 1,800 rpm 3,550 Nm @ 1,000 – 1,550 rpm Euro 5 EEV – SCR , with AdBlue Volvo I-Shift , 12 Speed Discs all round - ABS, ESP Volvo Engine Brake – 578hp @ 2,200 rpm RSS 1360 Single Reduction / 3.40:1 4,100 mm Michelin XFA2 Energy - 385/55 R22.5 Michelin XFA2 Energy - 385/55 R22.5 Michelin X Energy FA2 - 315/70 R22.5

Wheels

Alcoa Durabrite Wheels

Text: Paul White - paul@fleet.ie

Please send in all the details as required above with some photographs to ‘Find the Oldest Working Volvo Truck’ by email to enquiries@fleet. ie or by post to Fleet Transport, D’Alton Street, Claremorris, County Mayo. Telephone 094 9372819

FLEETTRANSPORT | JUL/AUG 12 9

NEW FLEET

New Isuzu N-Series on the double!

arris Commercial Vehicle Ltd, Naas Road, Dublin 12 has sold a number of new Isuzu N-Series trucks to customers through sales executive, John Keogh.

John also mentioned about a recent deal done with Topline Mullingar Hardward for a new Isuzu N75.190 7.5 tonne GVW tipper with Palfi nger PK6500 crane.

Look out for Drainrite Ltd’s new Isuzu N75 7.5 tonner around the Midlands. The 190hp truck is fitted with a drain cleaning box body. Picture number 2 shows John McHale Building Services has taken to the Isuzu N series with its latest addition to the fleet fitted with a tipper body built by Griffith J Roberts and Palfi nger Crane.

Electricity replaces diesel power

nother two new Smith Newton electric 10 tonne trucks complete with Versalift hoists were supplied recently to ESB Networks with additional bodywork carried out by Monread Truck Bodies, Naas.

The Smith Newton electrics are being deployed to Dublin and Cork.

The Versalift hoists are powered from the drive batteries, but once raised they do not draw from the power supply. These have replaced two diesel trucks, which would have needed to have their engines running continuously while the hoists were raised. This represents a huge saving in diesel and a 100% reduction in tailpipe emissions.

Bord ná Mona fuels up with Avia

his is a new Avia D75 7.5 tonne recently delivered to Bord ná Mona, Derrygreenagh, Rochfortbridge, County Westmeath. It is fitted with a new Cahill dropside body and Palfi nger PK2900 crane.

Polonez scores with two Volvo FH13 trucks

or Adrian Rezmerita, owner of the Dublin based chain of Eastern European food stores Polonez, the purchase of two new Volvo FH13 4x2 tractor units, from Irish Commercials (Naas) was defi nitely made easier by the Volvo bumper to bumper warranty and access to the European Volvo Dealer Network. Currently Polonez operates a fleet of rigid and tractor units for distribution to their network of 27 shops throughout Ireland and for shipping produce from Eastern Europe. These two new Volvo’s are the fi rst new vehicles purchased by the company (established in 2004) and replace a retiring tractor unit of a different make. Adrian opted for the continental spec on the Volvo FHs which benefits from the comfort of the large Globetrotter Cab – specifically for the long haul trips his drivers will be making. Malcolm McKinstry at Irish Commercials sealed the deal with Adrian.

FLEETTRANSPORT | JUL/AUG 12

Text: Jarlath Sweeney - editor@fleet.ie

RENAULT

TRUCKS DELIVER

OPTIFUEL SOLUTIONS

Make your fuel work harder Renault Trucks vehicles deliver outstanding fuel efﬁciency across the range. When it comes to driving operating costs down, we’re in it together. Fuel eco counts.

www.renault-trucks.ie

FOR FURTHER DETAILS PLEASE CONTACT: Setanta Vehicle Sales

Surehaul Commercials

Croompark Truck & Trailer

Surehaul Commercials

Transport Services

Joe Curran Commercials

Shaw Commercials

Kelly Trucks

Dublin 12 T: 01 403 4555

Cork T 021 430 0200

Co. Tipperary T: 051 640194

Co. Meath T: 049 854 1114

Co. Limerick T: 061 602866

Co. Mayo T: 094 902 7250

Co. Kilkenny T: 056 883 8696 Co. Roscommon T: 071 963 7070

RENAULT TRUCKS

EVENTS

SPAR Texaco Junction 14 Celebrates its First Birthday

PAR Texaco Junction 14 – the landmark motorway services site on the M7 has announced on its fi rst anniversary that it is to create 20 new jobs and invest a further €500,000 in expansion of the premises. The fi rst birthday party event was attended by Michael Ring T.D., Minister of State at the Department for Tourism & Sport and Bobby Kerr, Gavin Duff y, Norah Casey and Niall O’Farrell of Dragon’s Den fame. The facility, which also includes Irish brands Supermacs and Insomnia, was opened last June by local businessmen and brothers Donal and Liam Fitzpatrick following an initial €7 million investment. The business has grown from 40 to 100 employees in this time and the owners are to begin Liam Fitzpatrick, Minister for State Micheal Ring T.D. & Donal Fitzpatrick cut the recruiting for another 20 positions to be fi lled over the next six months. birthday cake. They are also due to begin works on site expansion, doubling capacity for trucks and buses. Speaking to Fleet Transport at the event, Donal Fitzpatrick said, “We are very proud and thankful that the fi rst year has been such a great success, testament to the commitment of our staff and our customers who have shown us the utmost loyalty and support.” Liam Fitzpatrick added: “On our part, there is a great desire to keep pushing the boundaries, not only to maintain our footing as the best motorway services experience on Irish roads but to keep building a successful Irish business which provides employment locally.” Averaging 3,500 customers daily, the 24-7 site caters for all motorists travelling the country’s busiest routes between Dublin and Cork, Kerry and Limerick, providing essential motor way services to domestic and commercial customers with toilets and shower facilities, free WiFi access, Dragon’s Den Stars attended the first anniversary event where local Kildare businessmen, and charging points for electric cars. the Fitzpatrick brothers will create 20 more jobs and invest a further €500k on site expansion.

110,000 attend Bavaria City Racing Dublin

ver 110,000 people attended the Bavaria City Racing Dublin motorsport demonstration, held over the June National Holiday weekend despite unseasonably cold downpours in the capital. The event successfully transformed Dublin City centre into a spectacular race track providing hours of free non-stop entertainment. Over 70 vehicles were involved in the series of demo event including former F1 World Champion Jenson Button who wowed the crowds in his Vodafone McLaren Mercedes F1 car as did WRC, Superbikes, SuperCars, GP2, Drifters and Stunt vehicles. Also performing at the event were Giedo van der Garde (Caterham F1), Eugene Laverty (Aprilia), Adam Carroll (Le Mans Spyker), Aron Smith (Motorbase Performance), Eugene Donnelly (Mini WRC), Terry Grant (Monster Street Mania) among others. Peer Swinkels, Board Member of Bavaria N.V., commented on the fi rst visit to Ireland’s Capital: “We’re extremely proud of having been able to bring the top in motor sport to Dublin. After Rotterdam and Moscow, the city centre of Dublin and its remarkable locations offer a magnificent new décor to treat the crowd to a true Formula One spectacle. “

12 FLEETTRANSPORT | JUL/AUG 12

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

LAUNCH PAD 1

New IVECO STRALIS HI-WAY to soon hit the By-Ways

TRA LIS Hi-Way is the next generation of Iveco’s heavy-duty vehicle range. With the new STRA LIS Hi-Way, Iveco reinforces the company’s strategy to reduce total cost of ownership (TCO) for the customer. According to Alessandro Mortali, Head of Heavy Range at Iveco, “The STRA LIS Hi-Way delivers reduced fuel consumption, lower maintenance costs, enhanced reliability and quality, improved cabin ergonomics and driver comfort as well as optimised operational management.” He added, “The new STRA LIS maximises savings in all key cost areas. As a result, the total cost of ownership for the five to ten most common vehicle emissions decreases by up to 4%”. The STRA LIS Hi-Way features highly-innovative new engine technology – including the patented Hi-eSCR developed by FPT Industrial for Euro 6 - to meet the latest emission standards without affecting fuel efficiency. “The STRA LIS Hi-Way comes, furthermore, with a thoroughly redesigned cabin, advanced and integrated telematics systems, improved customers service tools, as well as state of the art road safety applications, explained Alessandro. The new vehicle generation has undergone extensive quality and reliability audits, with over 6 million kilometres of durability testing, and over 11 million kilometres of real-world driving exposure. The new STRA LIS is manufactured at the Iveco heavy vehicle production facility in Madrid, Spain. This plant was recently awarded one of the highest scores in worldwide quality ranking.

The main innovations in brief; The new STRA LIS comes with Cursor FPT Industrial engines, ensuring low fuel consumption and excellent performance. The unique High Efficiency SCR (HI- eSCR) catalytic reduction system makes the new STRA LIS the only heavy vehicle on the market to meet Euro VI emission limits without the use of EGR.

The carefully redesigned STRA LIS Hi-Way cab with improved ergonomics and comfort is the product of close cooperation with dealers and customers. The external restyling of the cab has focused on improving vehicle aerodynamics and therefore fuel efficiency, and features a new central grille and redesigned “air deflectors” and sleek bumper design, among others. Offering an all-round transport services solution for all operations and fleet management needs, the new STRA LIS adds to the already broad range on offer with the unique “Driving Style Evaluation” function; IVECONNECT, an exclusive IVECO system that incorporates in a unique device

infotainment, navigation, driving supports and fleet management services, and the IVECONNECT FLEET function that aids in fleet management. The STRA LIS Hi-Way incorporates the most advanced electronic systems available, such as EBS with the Brake Assistant function, Lane Departure Warning System, ESP, Adaptive Cruise Control, Daytime Running Lights, the new Driver Attention Support function and the Advanced Emergency Braking System.

trg develops its branch network into Ireland *New office opens in Dublin with major contract gain

eading logistics services company trg has opened a new office in Ireland as part of its ongoing development of its branch network. Having just recently opened an office in Dublin, the company has already secured a major contract opportunity that requires the provision of up to 40 drivers a day. Announcing details of the new office in Cloghran, Text: Jarlath Sweeney - editor@fleet.ie

County Dublin, trg’s Managing Director Wayne Clarkson said, “The team here is focused on developing new business opportunities to ensure that trg becomes a market force, both in the North and the South of Ireland. The immediate success of winning a new major contract has enabled the branch to hit the ground running and we are confident of adding many more contracts in the coming weeks.” “In the UK, trg has rapidly gained a reputation for

its service excellence and we are keen to develop this business opportunity in Ireland, focusing on bringing our skills and expertise to the Irish commercial vehicle market,” added Wayne. The new trg office is based at: Suite 12, Omega House, Collinstown Cross, Cloghran, Co Dublin and will be run by Pat Proudfoot, General Manager and Noel Billings, Recruitment Consultant. They can be contacted on 01 8447402 Fax: 01 8120015 FLEETTRANSPORT | JUL/AUG 12 13

REGULATION

Stoneridge tachograph systems save time and money

“F

rom the 6000 units currently in operation, the new Stoneridge SE5000 Exakt Duo has saved over 1 million hours in drivers working time,” stated Bob Greig, UK & Ireland Aftersales Manager during a presentation to transport operators hosted by Stoneridge sole distributors MMC Commercials. U.S. headquartered corporation Stoneridge is a world leading automotive systems provider and has its European headquarters based in Dundee, Scotland ever since it took over Veedor Root in 1984. With the days of the analogue tachograph coming to an end (as new trends replace old), Stoneridge has continued to evolve the digital tachograph. The latest version the SE5000 Exakt Duo is much easier to use and also provides a lot more data for driver and transport manager to digest and store. In parallel, Stoneridge has further developed its data downloading systems with a number of new products to market, as explained by Bob. Originally launched to comply with the ‘One Minute Rule’ legislation the SE5000 Exakt now comes with Duo Technology, which maximises driver and vehicle utilisation and allows drivers to easily handle directions from pre-planned schedules. Duo also includes the ‘Second Source of Motion’, which is a new EU Regulation that comes into force later this year. As and from 1 October 2012, all new vehicles over 3.5 tonnes will have this additional system fitted, which is aimed to improve security of the tachograph by requiring a second source of motion and thereby deterring the use of magnets on the gearbox. Bob did mention that a leading truck manufacturer turned down warranty claims on faulty transmissions due to the misuse of magnets. “New features on the SE5000 Exakt Duo provide drivers with real time information on their current situation including countdowns on drive and rest times, as well as giving useful warnings when nearing the driving limits such as 9 hours daily driving time, maximum daily driving time and weekly and bi-weekly drive time,” he explained. Bob added, “We know that over 75% of Drivers Hours offences detected by Enforcement Authorities are down to miscalculations on drive or break/rest times and so we designed Duo to help drivers manage these easily and keep within the Drivers Hours Regulation.” Stoneridge understands the importance to fleets of minimising costs and has developed a free on-line training programme to help fleet owners and drivers fi nd out about Duo and get started with digital tachographs. “These instruction videos and tutorials mean that as soon as a fleet switches to the SE5000 Exakt Duo, they’ll be able to reap the benefits of the new technology built-in,” said Bob. “It can pay for itself inside eight weeks,” he stressed. 14 FLEETTRANSPORT | JUL/AUG 12

Gains of up to 45 minutes have been achieved by drivers per-day, thanks to the fi rst ‘One Minute Rule’ tachograph from Stoneridge, especially those involved in urban deliveries. Hence the opening statement from Bob. And to make life even easier for fleet owners, Stoneridge has created Duo mobile, a free smart phone App that synchronises with tachograph and turns your phone into a second Duo display. Together with the free App Tacho Centre (which require the purchase of a Tacho Link Dongle) tacho data can be downloaded remotely. Digifobpro is a litt le rectangular box with a high-visibility LCD screen that makes it easier to view driver information by providing immediate access to driver card and VU (Vehicle Unit) data. “Furthermore, digifobpro allows you to selectively download data from your Digital Tachograph, saving time on unnecessary full downloads,” said Bob. “You can then transfer the data to your PC for on screen data management which includes speed trace information, faults and events and incremental and date ranged activity.” Using windows based PC soft ware, it holds data from up to 250 driver cards and VUs. “Optac 3 is the next generation of Tachograph Analysis from Stoneridge,” explained Bob. “Cost effective, flexible, easy to use, you can choose how you want to install the soft ware, on your PC, company server, or you can use it

on the web and you can choose what level and charge you want to enter at, making it suitable for owner – drivers up to large international fleets,” he explained. “If you already own a Download Tool or a Chart Scanner, you can choose to purchase the soft ware only. Whether your fleet is Digital Analogue or mixed we have the solution to suit you.” Optac 3 is available on a free trial to interested customers. Another development in connection with same is the digiDL, which works alongside any digital tacho. digiDL enables the operator to remotely download VU and driver data securely using GPRS technology. “So now, you can manage tachograph records from all vehicles in your fleet - no matter where they are in the world,” enthused Bob, like a true salesman. digiDL allows for an automated centralised data transfer, so you know exactly when and where you will receive your tachograph information. All you have to do is have a company card placed in a card reader connected to the Internet. Then, using GPRS connectivity, vehicle fitted with the digiDL sends encrypted tachograph data to your company card at scheduled times. One company card can be limited with up to 300 vehicles. First introduced in 2006, digiDL has been worked on continuously and the next phase according to Bob is the inclusion of a tracker facility, which answered a question from the floor by one of the attendees at the presentation.

Tim Cronin, MMC Commercials; Noel Devitt , MMC Commercials/Stoneridge; Eoin Hickey, MMC Commercials/ Stoneridge & Bob Greig, Stoneridge. Text & Photos: Jarlath Sweeney - editor@fleet.ie

FLEETING SHOTS

Celtrak shortlisted for Irish Field Service Awards 2012

alway owned and based GPS Vehicle Tracking Solutions company Celtrak was recently shortlisted in the Irish Field Service Awards 2012 held in the Guinness Store House, Dublin.

Celtrak’s clients who voted for them included local companies such as Eventus, Hynes Plant, Walsh Waste along with national companies Greenstar, H.S.E. Roadbridge. International companies Thermo King, Driveshield and Balfour Beatt y Utilities Ltd., were also in support. “We are delighted to be the first GPS vehicle tracking company shortlisted in the Irish Field Service Awards. It means so much that our clients voted for us as they voted based on their experience with our Service Department,” stated Joe McBreen, C.E.O. Celtrak. CELTRA K-Joe McBreen CEO, Paul Donnellan Technical Support,

The Irish Field Service Awards are presented to companies that have demonstrated both operational and field service excellence in the past year. Celtrak, which provides its systems to over 30 countries worldwide, was shortlisted in two client voted categories – Exceptional Service – Individual Engineer (Paul Donnellan) Caroline Geraghty Customer Support & Marey Devlin Customer and Exceptional Service – Service Department. Support

ORBIS Ireland hosts its third annual charity Plane Pull

he third annual ORBIS Plane Pull 2012 at Dublin Airport, kindly supported by FedEx Express and The Dublin Airport Authority, saw teams of 25 pull a FedEx Airbus A300 weighing an incredible 85 tonnes over 12 feet, the equivalent of dragging 21 elephants or 42 family cars! The event saw the teams compete to see which group could pull a FedEx Airbus A300 airplane the fastest across the required distance. The plane pull challenge is made up of corporate entities, service organisations and groups of individuals – all motivated to try something new, have fun and help raise money for the sight saving charity that does such valuable work amongst populations affected by the blinding disease trachoma in Southern Ethiopia.

this blinding disease – and restore sight to the most rural villagers in Ethiopia.

Over a third of children in Ethiopia are affected by trachoma, a blinding yet completely preventable eye disease. The funds raised from the Plane Pull will help ORBIS Ireland to reach its vision to eliminate

Since 1982 ORBIS has treated more than 15 million people for blindness related diseases in 89 developing countries worldwide. This has been achieved through the teaching of sight-saving skills

to thousands of eye care professionals aboard the ORBIS Flying Eye Hospital and in local hospitals. These professionals, in turn, have passed on their expertise to tens of thousands more. Full details can be found on www.orbisireland.ie.

Mercedes-Benz appoints Motorpark Galway After-Sales Dealer

ne of Galway’s longest established motor dealers, Motorpark Limited on the Headford Road, has been appointed the new After-Sales dealer for Mercedes-Benz light commercial vehicles.

Mercedes-Benz Commercial Vehicles Aftersales Manager David Smith described Motorpark as ‘an

With this appointment, Motorpark and its highly professional technical team will provide the vehicle service and parts requirements for Mercedes-Benz light commercial vehicles owners in Galway and region. All LCV models wearing the ‘triple-star’ badge will be covered including the top-of-the-range Sprinter, Vito, Vario and the soon-to-be-launched Citan.

ideal partner for Mercedes-Benz in providing an excellent level of service to our loyal commercial vehicle customers.’ Meanwhile, the 750,000th vehicle from the current Mercedes-Benz Vito van and Viano passenger model series has rolled off the production line at the company’s Vitoria plant, located in the heart of the Basque region in north west Spain. It will be delivered to a customer in Belgium. The Vito and Viano have been manufactured in Vitoria since 2003.

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FLEETTRANSPORT | JUL/AUG 12 15

LAUNCH PAD 1

Daimler to Star at IAA

Commercial Vehicles Show in Hanover

hether its trucks from MercedesBenz and Fuso, buses from Mercedes-Benz and Setra, vans from Mercedes-Benz – they will all represent Daimler’s innovative leadership at the forthcoming International Motor Show for Commercial Vehicles (IAA) in Hanover this September.

“The joint aim uniting all brands and product ranges is to produce both extremely efficient and at the same time very eco-friendly transport vehicles: Daimler supplies the cleanest and most economical trucks and buses with Euro VI emissions standards as well as extremely economically-efficient and eco-friendly vans. For instance, the new trucks and buses have

lower fuel consumption than their predecessors despite the Euro VI emissions standards – a brilliant engineering achievement. And last but not least, numerous new features are increasing our lead in the field of safety and assistance systems,” stated a Daimler spokesman in the lead up to the event.

New Mercedes-Benz Antos – In a Class of its Own in short (S) and medium (M) design. The mediumlength variant is also available as a super-flat CompactSpace cab, for example for trucks with a refrigeration unit attached. Depending on the model, the engine tunnel is just 320 mm or 170 mm high. The medium-length cab optionally has a folding bunk 2000 x 600 mm in size and an all-around curtain, ideal for longer breaks or an occasional overnight halt. Interestingly, in the optional cab variant with an additional middle seat, the central section of the instrument panel has been moved towards the front of the vehicle to provide extra knee-room. The parking brake lever and the air vents have been repositioned accordingly.

he Mercedes-Benz Antos will take centre stage in Hannover as it makes its world premiere. With its new Euro 6 engines in accordance with future emissions standards as well as other tailor-made solutions, it is the first truck to be specially designed as a vehicle for heavy-duty short-radius distribution and is perfectly equipped for a wide variety of uses. The new Volumer and Loader versions achieve record figures for payload and loading height. At the same time, the Antos is a premium truck setting new standards in safety and comfort for deliveries and distribution.

The new Mercedes-Benz Antos, is the first specialised truck series for heavy-duty shortradius distribution. Whether it’s food, domestic heating fuel or municipal transportation, with a permitted gross vehicle weight of 18 t to 26 t, the Antos is at home when it comes to regional transport. The model range including the highlyspecialised Loader and Volumer models. The Antos’ trump cards also include a wide range of engines compliant with the Euro VI emissions standard, fully automated transmission and the user-friendly cab. The design of the new Mercedes-Benz Antos is unmistakeably similar to that of the new Actros for long-distance transport. But the Antos has its own identity. The width of the cab, which is 2.30 metres, also contributes to this. Together with the wide chassis, the Antos is dynamic and broad-shouldered in appearance. The cab of the new Mercedes-Benz Antos is available as ClassicSpace

16 FLEETTRANSPORT | JUL/AUG 12

The new Mercedes-Benz Antos is available with a wide selection of BlueEfficiency diesel engines. The range includes three responsive inline sixcylinder engines compliant with the Euro 6 emissions standard with a 7.7-litre, 10.7-litre and 12.8-litre displacement. Power stretches from 175 kW (238 hp) for lighter applications as a solo vehicle, up to 375 kW (510 hp) for heavy-duty truck/trailer combinations and tractor/semitrailer combinations. All engines feature common-rail injection and exhaust gas recirculation. Treatment of the exhaust gases is by means of SCR technology with AdBlue injection and a downstream oxidation catalytic converter and a particulate filter. Power transmission is by means of a fully automated and fast-acting Mercedes Powershift 3 transmission with eight and twelve gears. The creep mode of the transmission is particularly important in short-radius distribution, with its high proportion of urban routes and manoeuvring operations at tight unloading areas: with a pullingaway gear or reverse gear selected, the driver can control the speed of the new Antos using the brake pedal alone. The full availability of all safety assistance systems familiar from the Actros in short-radius distribution too is typical of the new Antos and of MercedesBenz standards. The electronic brake system EBS with disc brakes all round, highly-effective engine brake, anti-lock braking system ABS and acceleration skid control ASR all come as standard, as well as the stability control assist.

LAUNCH PAD 1 The new Antos range is as diverse as its fields of application. There are two and three-axle tractor units with wheelbases ranging from 2,650 mm to 4,000 mm. Chassis are available in eleven wheelbases from 3,700 mm to 6,700 mm in a 300-mm pattern. In addition to the two-axle chassis, the Antos is also available in a three-axle variant with a trailing axle as well as a trailing axle with twin tyres.

Antos Loader: a payload record for tractor units The Antos Loader is the fi rst tractor unit for 40-tonne vehicle combinations to be below the 6-tonne limit for unladen weight – and this is even with an engine that is compliant with the Euro 6 emissions standard. As the Antos 1835 LS with the ClassicSpace cab, aluminium wheels and super single tyres on the rear axle, it weighs approx. 6,000 kg.

Loader/Volumer: the first usage-specific models Together with the new Antos, Mercedes-Benz introduces usage-specific models for specialist transport in heavy-duty short-radius distribution. Mercedes-Benz uses the term Loader to describe payload-optimised variants. They achieve record values for unladen weight and payload.

Antos Volumer: low load height The advantages of the Antos Volumer include an 80mm lower load height than was previously available. Customers can choose from a wide selection of cab models. In addition, buyers have the choice between different sizes of fuel tank – depending on whether the focus is to be on the payload or range.

Actros: new versions & features

Vito E-CELL crewbus: E-drive for passenger transport

The new Mercedes-Benz Actros continues to be the most economically-efficient truck for longdistance haulage. It now comes with the third generation of the unique Active Brake Assist and the new Predictive Powertrain Control (PPC) links GPS information about routes with the transmission system that enhances fuelefficient driving. The Actros is also appearing with additional versions as Volumer and Loader as per the new Antos.

Mercedes-Benz Vans: Citan premiere Mercedes-Benz Vans has expanded into a full-line supplier with the new city van called Citan. The Citan, based on the Renault Kangoo is another world premiere at the IA A for commercial vehicles. Behind the attractive new look are features typical of the brand whether it is the drive, chassis, interior or the great variety of different versions and equipment, the new Mercedes-Benz Citan provides an economically-efficient answer to the questions raised by city logistics.

The Vito E-CELL crewbus is the fi rst sevenseater with a purely electric drive and it is the next stage in the evolution of the successful Vito E-CELL. It will go into series production, will be offered in 16 countries throughout Europe, has no exhaust emissions and is therefore extremely suitable for carrying people especially in areas that are particularly emissions-sensitive.

The next world premiere is contributed by Daimler Buses with its Setra brand: the new Setra ComfortClass 500 will make its debut at the IAA for commercial vehicles. The product range is raising the business segment for coaches to a new level: aerodynamically perfected in every detail and with an emotive design full of new ideas for both the passenger area and the driver’s cockpit, as well as an abundance of safety systems and a new economical drive with Euro 6 emissions standards, the new ComfortClass 500 underlines the well-known Setra motto: “Best in Class”.

The Mercedes-Benz Citaro, a world best-seller among regular-service buses, shines with a new drive system which reaches the Euro 6 standards as well as att ractive features which offer a comfortable ride. A great number of improvements have helped counteract the increased weight and lower the fuel consumption to a previously unprecedented level.

The Mercedes-Benz Sprinter will be coming to the IAA with a new seven-speed automatic transmission which is unique in the van class – it combines comfort with economic efficiency and dynamics. BlueEfficiency technology is sett ing new standards in economic efficiency and cleanliness. With the additional functions of the ESP safety system, it is noticeably increasing its lead in this sector.

Text: Jarlath Sweeney - editor@fleet.ie

ollowing its successful world premiere at the Tokyo Motor Show last November, the new Fuso Canter Eco Hybrid will be ready for introduction into international markets by the third quarter of this year. This new version, which replaces the original model launched in 2006 offers further advancement and innovation in relation to fuel efficiency and driver comfort. New Fuso Canter Eco Hybrid will now be available in left-hand drive as it was only produced in righthand drive heretofore. Th is is a result of the positive response it received in markets such as Australia, Ireland, the UK and Hong Kong outside of its homeland in Japan where over 1200 units of the fi rst generation were sold.

Daimler Buses: World premiere of the Setra ComfortClass 500

Citaro: Conforming to Euro VI emissions standard

Sprinter: even more comfortable, dynamic and efficient

Fuso Canter Eco Hybrid enters Phase Two

Results of trials held in London from 2008 to 2011 have contributed significantly to the further development of the new Fuso Canter Eco Hybrid. Developed at Daimler’s Global Hybrid Centre (GHC) in Kawasaki, Japan, one of the significant improvements made to the new Fuso Canter diesel/electric hybrid is the fitting of the Duonic dual-clutch transmission. The fi rst of its kind to have this type of an automated gearbox in a hybrid. According to Albert Kirchmann, President of Mitsubishi Fuso Truck & Bus Corp the new Fuso Canter Eco Hybrid will enable the brand to further extend its position as a leader in alternative drive systems. “We continue to invest heavily in alternative drive technologies in order to ensure that we are ideally prepared for stricter emission regulations not only in the trial markets (North America, EU/Asia) but also worldwide. The Fuso Canter Eco Hybrid is one of the cleanest vehicles in its class. The new hybrid truck’s nitrogen oxide and particulate emissions are 30 percent lower than the limits set by Japan’s current emission standard (JP09), which has been in effect since 2010. When compared to the current Fuso Canter with a conventional diesel engine, moreover, the hybrid version uses more than 25 percent less fuel during a Japanese driving cycle,” he said.

FLEETTRANSPORT | JUL/AUG 12 17

Ken McManus led Ireland’s bid to host the International Federation of Airline Pilots’ Association Conference. Due to a successful bid, 1,000 delegates will travel to Ireland in 2013, with a value of €1.4 million to the country. Working with the Fáilte Ireland team, Ken was able to pull it all together. He received a full range of complimentary practical supports and ﬁnancial assistance. Ken showcased the country and enabled his Association’s international proﬁle to soar too.

To become a Conference Ambassador visit www.meetinireland.com/conferenceambassador or call (01) 884 7169

CONFERENCE

Your Country Needs Your International Conference –

Become an Ambassador for Ireland Conferences worth €23m already secured for Ireland this year alone with a potential further €113m being pursued

osting an international conference is great for your reputation with colleagues overseas. Hosting it in Ireland is great for everyone. That’s where Failte Ireland comes in. By becoming a Conference Ambassador, Failte Ireland will give you all the assistance you need to bring your association or society’s conference to Ireland Through the Conference Ambassador Programme, Fáilte Ireland encourages and supports both Irish and international associations to host their international meetings and conferences here in Ireland. As part of this programme, a wide range of professional supports can be made available to you, including fi nancial as well as practical assistance. Highlighting the benefits of such a programme, Keith McCormack Fáilte Ireland’s Head of Business Tourism said -

“We are a very small organisation, only a thousand members, so it was a real coup for us to get this conference to raise our profi le internationally, and also a vote of confidence for Ireland at this time.”

“Th is scheme is bringing real results - delivering business and benefits to this country’s economic recovery. Since the start of the programme in 2009, our dedicated conference team has identified and recruited 335 ‘conference ambassadors’ with the potential to bring in conferences worth millions to the Irish economy. So far, our ambassadors have already netted conferences worth €23m

“I fly aeroplanes for a living and had no idea how to even begin the bidding process. When I arrived at the Fáilte Ireland offices, they had an exact spec on the conference requirements, provided financial assistance, practical assistance also with bid documents and presentations….we couldn’t have done it without Fáilte Ireland.”

The work is on-going and currently we are fi nancially supporting work towards winning a further 158 conferences which, if realised, will provide a potential €113m boost to the Irish economy”. And its good news for your association’s delegates - newly compiled Fáilte Ireland research shows that nine in ten overseas conference delegates registered a “very satisfied” rating for their experience of Ireland as a destination for international conferences and almost 85% said that they would certainly recommend Ireland as a conference destination. Most also stated they would return to Ireland for a holiday or short break in the future. When you host your conference here, you give delegates a taste of that unforgett able and uniquely Irish mix of expertise and friendliness. We have some of the most acclaimed facilities in the world, with an eclectic choice of the newly built convention centres and stadia, side by side with our historic venues and castles. We also have an unparalleled richness of culture

to be explored, either within the context of a conference itinerary, or a day or two either side of the event. Ken McManus, International Director for Irish Air Line Pilots Association is a Conference Ambassador. Ken is responsible for the Irish Air Line Pilots Association hosting the International Federation of Airlines Pilots’ Associations in 2013. They are expecting 700 International delegates, with a potential value of €1m to the Irish economy.

Anyone can be a conference ambassador. If you have influence over your international colleagues, then Fáilte Ireland can help you. So whether you’re looking to organise a small and intimate meeting in unique surroundings, or a worldclass conference with 8,000 delegates, we’ll be on hand with any help you might need. If you would like to gain international recognition from your colleagues and host your international conference here, become a Conference Ambassador. Call us today, and bring your conference home. Contact Orla or Azeta on 353 1 8847 169/189, or see: www.meetinireland.com/ conferenceambassador

FLEETTRANSPORT | JUL/AUG 12 19

TYRES

Tyre Labelling – Regulation 1222/2009 ‘Does Exactly what it says on the Label’

n hearing of yet more European Directives for road transport, operators will undoubtedly become glassy eyed and search the desk for some form of pain relief medication. However in this case there is no need, as these Regulations are to help truck and bus operators, by requiring tyre manufacturers to provide operators with specific product information. Under the scope of the Directive, tyres must be labelled so they display figures for three measurements which include rolling resistance, wet grip, and road noise. The Regulation 1222/2009 applies to all tyres sold in the European Union irrespective of where they were manufactured, and comes into effect on 1 November 2012. However manufacturers can label their products on a voluntary basis from the end of May 2012, and many have opted to do so. The label uses a similar format to the one used for domestic appliances such as fridges and washing machines. Both rolling resistance and wet grip are measured from ‘A’ to ‘G’ with ‘A’ being the best performing. As a guideline ‘The Association of the German Rubber Industry’ believes that tyres designated with a ‘C/C’ rating or above are classed as having very good performance. Tyre noise is displayed in decibels (dB) and the lower the figure the better. Noise level is also displayed as a pictogram showing a speaker emitting three bands representing sound waves. The fewer number of bands coloured in black the lower the noise. A tyre rating of 70 dB fills one band, whereas 75 dB would fill all three bands. As a comparison, normal conversation between two people in an office would register approximately 60 dB. Each of the three aspects measured carry different levels of importance for different operators. Rolling resistance is one aspect that can dramatically affect fuel consumption. Tyres with good rolling resistance co-efficient will save fuel, but will only save fuel when the vehicle is moving, and the more it moves the greater the potential to save. So lower rolling resistance is more important to long haul coach and truck operators. These tyres will not provide the same benefits for vehicles operating in city or urban settings. In reality operators could discover that the brand of tyre they have been fitting for years has good (low) rolling resistance but poor wet grip, and another brand may be more suitable and possibly cheaper. Measuring only three factors, its arguable that the

label does not provide all the information necessary. Although the information that is provided, could influence an operator’s decision to choose one brand over another, it will help operators to strike a balance between the purchase price, and the basic critical performance figures that manufacturers must now readily display, making cross brand comparisons simpler. Goodyear Dunlop is one manufacturer opting to label its products ahead of the November deadline. The company’s ‘Marathon Long Haul II’ series, have performed well in independent testing. Goodyear’s Marathon Long Haul Trailer (LHT II) achieved an ‘A’ rating with the Marathon steer and drive tyres rated at ‘B’ and ‘C” respectively. The ‘A’ rated LHT II, is a major breakthrough for operators as the rolling resistance of trailers accounts for approximately 50% of the total vehicle. Boris Stevanovic (Marketing Director Truck Tyres) believes running a 2+3 combination on the full Marathon Long Haul II Series, or what Goodyear now call their ‘Dream Team.’ “Offers outstanding fuel economy and now thanks to the new EU labelling regulation, operators can see this

for themselves.” A key factor in the equation for any transport operator, is to understand what you are measuring any given set of tyres against. While it is impossible to determine exactly what the tyre will endure throughout it’s life on the road, it is possible to begin with a well regarded product, to establish a benchmark by which other tyres can be measured, and here the new regulation will help operators make the right choice for their particular type of work. Goodyear’s Arthur De Bok welcomed the introduction of labelling, but was keen to highlight that the “label does not reveal everything about a tyre's performance or environmental credentials.” Mr De Bok is correct in what he says and the labelling system may not yet provide all the information everyone requires - however it is a good first step. For the ordinary operator getting accurate and relevant information about the tyres they buy has always been a difficult grey area. The well designed and clear format of the new label will go some way to separating the grey into black and white.

MIKE MURPHY INSURANCE GROUP an Aon company Working with the Irish Haulage Industry for over 35 years Just call us for a quote! Tel: 01 2932350 Fax: 01 2932360

20 FLEETTRANSPORT | JUL/AUG 12

TYRES

Bill Schafer Commercial Director Truck

‘Michelin’s Talking Tyres’ (London (GB) June 2012)

Jean-Claude Pats M.D. Michelin Bus & Truck Tyre Europe

Michelin’s Jean-Claude Pats also commented about the introduction of tyre labeling in a presentation in London. Similarly he believes regulation 1222/2009 “is a good move, but there is not enough information, as the label measures the tyre when it is new and not over its life.” He understands that while tyres appear to be expensive, they only account for 2% - 3% of a vehicle's running costs. However he is keen to point out that poor maintainence is very expensive, and Michelin’s figures calculate that a 10% under inflation can increase fuel consumption by 15% over a correctly inflated tyre. A figure which can increase to a possible 50% at 30% under inflation. Supported by data from Michelin’s call-out service he states “that 75% of breakdowns are caused by ‘leaking tyres’ which then fail, with often expensive results.” Although the issue of poor maintainence can be solved by simply improving maintainence. Michelin’s findings show that many fleets do not check tyres everyday, and some never monitor until they need replacing. Mr Pats “accepts it's very difficult to have a true understanding of the tyre wear in a company.” However Michelin now has the answer. With the introduction of ‘talking tyres,’ - meaning tyres fitted with ‘Radio Frequency Identification’ (RFID). New Michelin tyres fitted with an RFID Tag, are able to feed information to a hand-held device which records all data related to that tyre through its serial number and then stores it on the companies computer system. The miniature tag embedded in the side-wall and the hand held data loggers, has taken Michelin seven years to develop and has covered over six billion kilometers in testing. To see the system in action we were given a hands-on demonstration at one of Michelin’s most high profile customers in the UK. Stagecoach’s West Ham depot is home to approximatly 286 buses and is one of the busiest in the UK. The RFID system has helped Stagecoach dramatically reduce the amount of time required to check each wheel of the company's fleet, which doing manually they approximated at eleven Text & Photos: Paul White - paul@fleet.ie

minutes, compared to the four minutes using RFID. They also believe that the information gathered is far more accurate than the previous pencil and paper method, and the system can be used by anyone as it requires no technicial expertise. Michelin’s RFID will reduce the costs associated with tyre maintainence and provide a wealth of information about what exactly tyres are costing the company. This Jean Claude Patts believes is what the customers and Michelin need “when people have the information to genuinely understand, they choose Michelin. On the true perormance of tyres and facts Michelin is winning. ” The RFID system is impressive and is no doubt the future for all vehicles across the board. Currently it's best suited for vehicles which work on a daily ‘return to base’ operation. When the next step ‘remote downloading’ becomes available, the applications for RFID become almost limitless, especially for the large fleet trailer operators. Michelin are currently working with vehicle manufacturers to move this idea forward, so it may not be as remote as we might think. FLEETTRANSPORT | JUL/AUG 12 21

TRAILER

Kögel’s Investment Pays Off * Series of new products and innovations set to premier at IAA CV Show

ince Kögel trailers was taken over by Ulrich Humbaur in 2009, the Burtenbach company, whose roots go back 75 years, has benefited from new investment in products and people. As Germany’s number three trailer manufacturer, Kögel is fast catching up on Krone and Schmitz Cargobull, gaining market share from the top two, despite the declining market in its homeland and across the EU. Mr.Humbaur made his name and fortune designing and building trailers for the automotive and light commercial industries, and still does from his Gersthofer headquarters where 500 employees are based producing 50,000 trailers per year, culminating over €100m in turnover. With the acquisition of Kögel, total staff numbers now top 1,500 that produce 65,000 vehicles with a €500m turnover. Production facilities are located in Burtenbach, Niedercunnersdorf and Duigen (Germany) with assembly plants based in Chocen (Czech Republic) and near Istanbul, Turkey. The Duigen plant is the latest piece of the Kögel jigsaw to be put in place, which allows the manufacture of walls and plates in-house plus supply to third party customers such as Rohr. At the helm in Burtenbach is Thomas Henkel, Chief Executive Officer who came to the position from a senior role at Humbaur. A number of colleagues followed suit which have injected new impetus and enthusiasm in Kögel. In its 2011 fi nancial year Kögel achieved above average growth rate - with orders doubling to 12,000 units - up 130% - much better that its competitors. Up to May of this year, its market share increased from 11% to 20% in Germany, eventhough the overall market is down 5%. Target markets for further growth will centre towards the BRIC countries - Brazil, Russia, India and China. For now Kögel has no plans to re-enter the UK and Ireland markets. Last year at Trailer 2011 held in Kortrijk, Belgium, Kögel premiered its latest Tipper 22

FLEETTRANSPORT | JUL/AUG 12

trailer to a very interested audience. For the forthcoming IAA Commercial Vehicles Show in Hanover, Germany in September, expect to see a whole range of new products, some of which will be in contention for the Trailer Innovation Awards held in conjunction with the event. Fleet Transport was invited to the beautiful Bavarian countryside to see the new Kögel trailers in advance of the Show. Kögel’s extended portfolio now includes a new refrigerated trailer called Cool-PurFerro Quality, the new CNG trailer that carries Natural Gas tanks to extend the distance the tractor unit can travel on this alternative fuel. Then there is the Hybrid Quick Opening Mechanism that save both time and money when loading/ unloading goods, while the Mega Light TIR offers more payload and simplified customs bonded traffic. The Mega P55 provides three metre internal height from its overall 4m height and fi nally the LongPlex is a new longer trailer concept that adapts to the shape and size of the load carried. KÖGEL COOL PURFERRO QUALITY Apart from offering up to 200 kilogrammes more payload, this new premium refrigerated box trailer for the chilled and frozen food sectors offers more flexibility and is more suitable for general use. Taking over two years to develop, the new Cool brings lots of innovation to this specialised area.Improved air circulation and thicker insulation help to reduce running costs, and owners/operators will also appreciate its low tare weight of 7.390 tonnes. The low noise aluminium floor now fitted also incorporates special fastening options to secure carraige of paper rolls for example. Internal height has increased to 2,670 mm. PurFerro Quality is guaranteed now that Kögel has its own sandwich panel competence centre in Duigen, Lower Saxony. The ‘Pur’ equates pure, clean and polyurethane while the latin word ‘Ferro’ refers to the steel top layer of the panels. Any refrigeration unit supplier can fit its system thanks to Kögels ready prepared climatex air

cooling system. KÖGEL CNG TRA ILER How does a Natural Gas powered truck extend its travel distance from 300 kilometers to 900 kilometers? With Kögel’s new CNG trailer, of course! The fi rst of its kind, the standard semitrailer (in this case, a curtainsider) acts as an additional storage unit for the Natural Gas containers. “Carriers do not only benefit from the clearly extended range but also from the lower life cycle costs and reduced CO2 emissions,” said Volker Seitz, Head of Communications at Kögel. Up to 12 ( if not 16) tanks can be fitted in the pallet box on both sides of the trailer that can also slide out for operational and maintenance requirements.When asked about the payload penalty, Volker was quick to point out that this CNG Module adds 524 kilogrammes in deference to a full pallet box which weighs in at 800 kgs. Fast and simple coupling ensures instant connection from trailer to truck for the stored CNG to back up the tanks on the tractor-unit. Truck manufacturers in this field have expressed keen interest in the concept according to Volker but the company has yet to talk to insurance fi rms. KÖGEL HY BR ID QUICK OPENING MECHANISM In setting new standards in the area of pneumatic tarpaulin with a new quick opening mechanism, Kögel saves operators both time and money. With this engineering feat, it just takes 30 seconds to draw the curtain, tensioning it with the winding shaft and the locking points close automatically via a rotary switch. To open it takes a mere 6 seconds longer. Just the winding shaft needs to be released before the frame and the tarpaulin. The hybrid element comes in as opening and closing can be done both pneumatically and manually. When fitted to the Kögel Cargo trailer a throughloading width of over 11 metres is available. The Kögel Mega will offer this ingenious system this Autumn.

TRAILER

Cool PurFerro Quality

CNG-Trailer gas tanks

Quick-opening mechanism 4m Mega

Mega Light TIR rear

KÖGEL MEGA P55 In keeping to the four metre height regulation, Kögel is the only German trailer manufacturer to offer a 4 metre trailer with an internal height of 3 metres. The height optimised Mega with a semi-trailer coupling height of 91 cms uses a combination of low sized tyres and a reduction in the throat from 90 to 55mm. A tare weight starting at 6.4 tonnes means that high levels of payload are possible. Loading and unloading stacked pallet cages is simple thanks to the mechanicalhydraulic lifting roof.As the straps are intergrated into the roof tarpaulin, they cannot get tangled up when loading and unloading.

Text: Jarlath Sweeney - editor@fleet.ie

Tipper 27m3

KÖGEL MEGA LIGHT TIR A Customs bonded TIR version of its Mega Light curtainside trailer is now ready for International hauliers with tarpaulin tensioners for domestic transportation, or with a Customs seal for crossborder operations. With a low tare weight of 5.740 kgs and with an internal height of 3 metres, three pallet cages can be stacked on top of each other. As per the Mega in standard form, there are no straps hanging down into the loading area when the roof is opened because they are integrated into the roof liner. Load security is provided by 9 pairs of lashing rings in the perforated external frame, and with two pairs in the front wall. Mega Light comes in 1 tonne less unladen compared to the standard version.

KÖGEL TIPPER TRA ILER With a bigger load capacity of 27m3, the new Tipper trailer enters the marketplace with different sidewall thickness combinations due to its modular system. The screwed/bolted/bonded joint technology features heat-treated Hardox 450 steel and 1,670 mm high side walls. Materials such as composite or carbon fibre are planned to be added as a lighter alternative. Its 48 degree tipping angle ensures quicker unloading.

FLEETTRANSPORT | JUL/AUG 12 23

TELEMATICS

TomTom Business Solutions – much more than Navigation

omTom was founded in 1991 and is the world's leading provider of Navigation products. With its Global Headquarters in Amsterdam it has 3500 employees and sell its products and services in over 40 countries. TomTom is much more than a ‘Sat Nav’ provider. In the industry it is recognised as the fastest growing supplier of telematic products to the fleet sector. TomTom technology is fitted to a billion cars in the world currently and is busy chasing business in the remaining estimated 1.5 billion cars on global roads today. TomTom offers a variety of service options to fleet operators. At a basic level there is the mapping and navigation, and by using their various platforms fleet managers can monitor driver behaviour and improve driver efficiency particularly in the area of fuel use. As a company it is focused on delivering savings to truck and bus operators. So focused in fact that it identifies the product it is selling to operators in one simple word - Profit. TomTom says that whatever product or service it provides, the savings achieved will appear on operator’s bottom line as pure profit.

Going the Telematic Route Up to a few years ago companies involved at telematics were often put on the back foot trying to defend the installation and cost of a telematic system. Now it is well accepted in the industry that telematic systems are not only self-financing but with litt le effort they can become a profit centre for any business. TomTom has many case histories of medium to large size fleets that have delivered significant fuel cost reductions in a short period of time. One of the keys to success for any company when they choose to monitor their fuel is driver involvement and reward. Most of us would be nervous of any system that would periscope its way into every corner of our job so any new system should not be intrusive or introduced as a threat. Monitoring a person’s performance should have a coaching benefit to it so as to allow a person improve. A driver’s job has many variables but the old adage of ‘what can be measured can be improved’ is relevant. From a driver's point of view there is a fl ip side to this coin. A lot of the inefficiencies on the road can be created by the planning in a transport office. A TomTom system can be integrated with other company packages (freight packages) with the focus of the search light turning back to traffic planners. Companies can get started relatively easy and for litt le cost with a TomTom system. With a control box and the eco Plus system installed for less than €600, and a monthly fee of around €15 per vehicle (depending on volume), some companies have reported full recovery of the cost in less than twelve months. Applications within the TomTom family include Worksmart, Vehicle Tracking, Job Dispatch, Navigation, Sustainability 24

FLEETTRANSPORT | JUL/AUG 12

Management Reporting, while EcoPlus reduces fuel consumption, CO2 emissions and driving risks.

Insurance Companies Traditionally one of the big problems that affected the relationship between insurance companies and transport operators was that premiums were based on fi nancial transactions and financial market performance whereas the performance of the product was and is based on the occurrence of events. Insurance companies were slow to recognise that the frequency of these events could be reduced by risk management. Information taken from the various Tom Tom systems can offer operators a clearer view of where they need to improve their risk management in terms of driver behaviour and maintenance. Having identified this bank of relevant information, TomTom has helped Insurance companies to improve their processes to identify good and bad risk. More importantly pro-active operators will see a reduction in premiums. Already in The Netherlands, TomTom has teamed up with one insurance broker so that good practice is rewarded with reduced premium. While insurance companies have improved the way they calculate risk in the past few years, in the future they will fi nd it difficult to argue with factual information distilled from a telematic system.

Eco Driving TomTom use a three pillar approach to its Ecodriving program. 1. Optimise vehicle utilisation to reduce total mileage. 2. Promote eco friendly driving to improve fuel economy. 3. Measure your success to manage change. While these three pillars are the foundation for savings, what will cement them together is effective communication between the driver and his or her office. We have focused on the driving style already so let us assume we can rely on his or her concentration there. Tests and monitoring suggests that up to 16% of mileage could be eliminated by better planning. A change in mindset and the management of operations will likely be necessary, but look at the potential savings to be made.

What next? For a company to get the benefits of a TomTom system they need to invest. Firstly put some money in a system that will give them, fleet management, traffic planners and drivers information on how they are doing their business. Now comes the hard bit, they need to invest time and effort to change their habits to improve their profitability. As they yearn for change and improvement they can rely on TomTom to improve the tools with fresh innovation. If we consider what the last ten years have brought in terms of telematics and the information available to operators and drivers, it is almost impossible to imagine what the next ten years will bring. Telematics have no boundaries.

Text: Sean Murtagh - sean@fleet.ie

MUNICIPAL

Dennis Eagle officially launched in Ireland

pleasant and relaxed atmosphere was the order of the day for the official launch of Dennis Eagle Ireland at the Setanta Vehicle Sale’s premises on Dublin’s Longmile Road. The event was attended by representatives of the waste and recycling industries, as well as senior managers from Dennis Eagle, newly established Dennis Eagle (Irl) and Setanta Vehicles Sales. A fi ne array of Dennis Eagle vehicles with some unusual axle configurations provided an appropriate backdrop. Three of which were painted in a stunning electric blue livery making the Ros Roca Olympus body shine in the sun - before it began to rain. Although the rain was not a problem, as shelter was available in a somewhat unusual form, inside a tastefully fi nished hospitality suite contained within an Olympus bodied Dennis. Another eye-catching vehicle was the new Dennis painted in the familiar Panda Waste colours. Martin Ryan of Dennis Eagle (Irl) explained that the “truck was one of the thirty new vehicles ordered from Dennis Eagle (Irl) by Panda.” The contract is the largest ever placed by Panda, and confi rms Dennis’s position as a major provider of ‘low entry cabbed’ vehicles to the municipal services sector in Ireland.

Pictured at the launch of Dennis Eagle Ireland were Kevin Else, Dennis Eagle; Sean Loft us, Setanta Vehicle Sales; Robin Turner, Dennis Eagle & Harry Nash, Setanta Vehicle Sales.

Dennis’s success in Ireland has been mirrored in a number of other European countries, with some significant orders. A joint venture with Renault Trucks sees Dennis vehicles marketed in France as the ‘Renault Access‘, and recent orders have made noteworthy inroads, and also in Belgium and Italy. Dennis Eagle’s Kevin Else said “We are very pleased with orders for this year,” and “with developments further afield, where Dennis Eagle has strengthened its position in Australia and South Africa.” Both Sean Loft us and Harry Nash of Setanta were delighted with the number of people who turned up - and with the days events. Sean is confident “the brand will continue to grow, as we keep producing waste which must be handled.” Another feature of the day was that Sean Loft us invited Garda Brendan Condon of the Garda Traffic Corps to give a brief presentation on vehicle standards, impending changes in legislation, and issues the Corps have come across at roadside checkpoints. In addition Garda Condon also helped to clarify some points regarding Driver CPC and axle weights. Combining the experience and support network of Setanta Vehicle Sales, with the well-earned reputation of Dennis Eagle Vehicles, the brand’s success looks set to continue.

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

FLEETTRANSPORT | JUL/AUG 12 25

MOTORSPORT

High-Horsepowered Battle continues in the 2012 European Truck Racing Championship

oing into Round 4 of the European Truck Racing Championship in Nogaro, France, current Drivers Champion Jochen Hahn (Castrol Team Hahn Racing) was trying to protect his slender lead in this year’s 10 Round/40 Race Series. With 150 points on the board, Hahn had an 8 point advantage over experienced charger Antonio Albacete (Equipo Cespa) with MKR Technology’s Markus Oestreich (Renault Trucks Racing) next on 115 points. Northern Bohemian’s MKR Technology’s team of Oestreich and Adam Lacko are the run-away leaders in the Team Championship with a 117 point lead over fellow MKR prepared Renaults of Markus Bösiger and Anthony Janiec (Pnew Bösiger – Team 14) Round 2 Mizano, Italy woke up to the loud roars of the European Truck Tracing Championships just a week after the opening round at Istanbul’s G.P. circuit in Turkey. In the main cup race on the Saturday, 2011 Drivers Champion Jochen Hahn brought home his Team Castrol Hahn

MAN TGX fi rst to record his fi ft h win of the season. Again Spain’s Antonio Albacete (in the all red Equipo Cespa MAN TGX) fi nished next with Martin Oestreich (MKR Technology Renault Trucks Racing Premium) rounded off the podium placings. In the following Honda Cup Race Hahn’s invincibility ended. Victory was taken by former champion David Vrsecky (CZE) in the American style Buggyra ahead of hard challenging Markus Oestreich. Albacete was third. Hahn was given a drive through penalty for infringements. To clearly demonstrate that the playing pitch is levelling off somewhat, Day 2 witnessed a great ding dong batt le all through the two races held. Rain showers added to the challenge and excitement with Antonio Albacete winning ahead of Hahn with Oestreich again third. Damp track conditions greeted drivers for the fi nal race of the day, which mixed up the running order again. David Vrsecky crossed the fi nish line chased by Oestreich and Hahn. Round 3 Jarama, Spain’s oldest race circuit was put into action at short notice for the third and

fourth rounds of the European Truck Racing Championships. Albacete was the original track programmed for the 10 Round (40 Race) Series but due to economic problems at the venue, the event was cancelled at short notice. Former Champion and leading challenger to Jochen Hahn’s retention of the Championship, Antonio Albacete, is from Madrid and knows the Jarama circuit well. Despite this Hahn, with support from Castrol and MAN in the TGX race truck, secured a lights-to-flag victory from pole position. Race 2 saw Albacete (Equipo Cespa MAN TGX) take the upper hand to take a higher step on the podium from race I. Renault Trucks Racing’s leading driver for MKR Technology Markus Bösiger made a similar move in reverse – 3rd Race I and 4th Race II. David Vrsceky in the bullnosed Buggara fi nished 3rd in Race II behind Mika Makinen in another MAN. The next day Hahn with his mechanical problems solved from the previous 24 hour was back to winning ways on the opening race followed by Oestreich and Albacete. Race 4 with the revised grid in operation saw Mike Mäkinen (Finland) take his maiden win in the EU Series with Albacete taking second with MKR’s Markus Bösinger in third place. Round 4 Round Four at Circuit Paul Armagnac at Nogaro in Southwestern France began with Antonio Albacete controlling the Super Pole a mere 0.1 seconds better than Jochen Hahn and followed by the three Renaults in the order Bosiger, Oestreich and Lacko. In the 12 lap race for maximum points, only Markus Bosiger traded his position with Markus Oestreich, while the rest of the top 5 remained unchanged. The day’s Handicap race brought more smiles for the MKR Technology’s Renault Trucks Racing with Adam Lacko fi nishing second after starting

26 FLEETTRANSPORT | JUL/AUG 12

MOTORSPORT

fourth, picking up both positions on the opening lap and crossing the line behind the eventual winner, Dominique Lacheze of France. Even though the fi rst two drivers fi nished the race with litt le threat to their positions from behind the Handicap race provided more entertainment for the spectators thanks to some crashes. The Finnish driver Mika Makinen fi nished third with the remaining two MKR drivers, Oestreich and Bosiger, crossing the line sixth and eighth respectively. European Champion Hahn was fi ft h.

Text: Jarlath Sweeney - editor@fleet.ie

The Championship race on the Sunday was best remembered for a major incident on the fi rst lap which took out Markus Oestreich. Albacete drove superbly to stay ahead of Jochen Hahn to take the top step of the podium with Lacho third. Incidents marred the Handicap race which elimiated Rene Reinert (MAN) and recorded Anthony Janie (Pnue Bosiger Renault) crossing the line fi rst with Javier Marriezcurrena (MAN) second. Oestreich worked hard from the back of the grid to take a well deserved third. Albacete,

Lacko and Vrsecky were punished with a drivethrough Pit Lane penalty. Heading into Round 5 at Donington Park for the British Truck Racing Prix, Antonio Albacete has closed the gap to Hahn to the closest margin - 1 point - 186 versus 187, with Markus Oestreich next closest on 140 points. MKR Technology has stretched its lead in the Team Championships.

FLEETTRANSPORT | JUL/AUG 12 27

ENVIRONMENTAL

Renault Trucks Urban Lab 1: an experimental vehicle for urban distribution

rban Lab 1 is a new Renault Trucks project designed to improve goods distribution in towns. Developed with the bodybuilder Gemco E-Trucks B.V, this experimental vehicle opens up new possibilities in the field of urban distribution by bringing the loading/unloading down to ground level. “Electrifying the transmission from the powertrain modifies the truck’s architecture and allows greater freedom in defi ning the way the body is built and used. What makes the Urban Lab 1 so distinctive is that its suspension system makes it possible to lower the entire truck to ground level. Th is makes loading and unloading goods much easier and as much as one third quicker compared with a similar operation on a conventional vehicle,” explained Bernard Modat, Renault Trucks Global Brand SVP. He continued, “The transport operator obviously benefits from this since it allows the truck’s operational potential to be fully optimised. The concept will also benefit urban environments in general since, by reducing the length of time the truck is stationary, it is able to free up the delivery area more rapidly.”

An experimental vehicle, the Urban Lab 1 is one of several concepts Renault Trucks has been testing to improve goods distribution in towns as part of the joint transport system projects being carried out by the LUTB (Lyon Urban Truck&Bus) competitive cluster and the CityFret programme. It is part of a research programme involving a variety of partners which seeks to find ways of satisfying the needs its customers and the general public have now or will have in the future. “At present, more than eight out of ten Europeans live in towns. Their demands as consumers to receive deliveries quickly and efficiently are as strong as their demands as citizens for a better quality of life. Trucks have a vital role to play at the heart of this dichotomy" added Bernard. As a manufacturer, Renault Trucks aims to put the right truck, with the right energy in the right place. That is why it is offering the broadest

possible range of urban vehicles so that trucks can be as closely adapted to their assignments as possible.” Renault Trucks also offers a range of Clean Tech vehicles, running on alternative energies (electricity, hybrid and CNG) which is constantly being improved. The French brand (owned by AB Volvo) is also involved in a certain number of experimental projects aiming to optimise urban goods transport in the future, carrying out its own research work, particularly with this electric urban distribution truck, the largest in the world, currently undergoing operational tests for one year in Lyon.

Th is vehicle is based on a 16 tonne Renault Midlum DXi 5 and offers a payload of 8 to 9 tons according to version. It is driven by two latest generation “wheel motors” in the rear axle which are supplied by a generator coupled to a 4.5 litre Deutz Diesel engine. A battery pack enables the vehicle to travel in “all-electric” mode and thereby keep noise level to a minimum during fi nal approach phases. The lowering and raising of the truck and its bodywork is carried out by a specific suspension system equipping the front and rear wheels. Th is operation is activated when the vehicle is at a standstill by means of a switch in the cab. 28 FLEETTRANSPORT | JUL/AUG 12

Text: Rob Van Dieten - rob@fleet.ie

AWARDS

German brands dominate inaugural Motorcheck.ie Fleet Car Awards 2012

6.06.2012 - German auto brands dominated the inaugural Motorcheck. ie Fleet Car Awards 2012 held at a Networking Luncheon event at the Europa Academy, Swords, County Dublin. Volkswagen, BMW and Audi were honoured in the C Segment, Executive & Estate and D Segment Premium categories respectively, with Skoda elected the best in the business in the D Segment.

Business being the appropriate word here as the significant contribution made by the corporate/ f leet car sector in Ireland has finally been acknowledged. Mark Richardson who acted as M.C. for the awards ceremony, highlighted the major role played by the company car user. “Whilst the retail market faces a serious downturn, business in the fleet sector continues to be vibrant,” he said. “It is high time this important element of the Irish motor industry was recognised in its own right and the fact that almost 29,000 company vehicles will be replaced over the next two years, marks its significance,” he added. A presentation by Deirdre Sinnott from the Health & Safety Authority outlined the importance of fleet car owners and operators in having a Driving for Work policy. Outlining the employers role, Deirdre insisted that "the risks which employees

face and create for themselves and others, while on the road (driving or working) as part of their job, are managed, within the framework which they already should have in place for managing other aspects of safety, health and welfare at work." She added, "Almost half of all reported workplace deaths (42%) involve a vehicle from 2003 to 2010." Deirdre then mentioned standard items that should be specified for working drivers such as seat belt reminders, air-conditioning, Bluetooth, ESP, Tyre Pressure monitoring, driver fatigue monitoring, speed warning systems etc. After lunch, the announcement of the prize winning cars were made having gone through a thorough assessment by the expert jury, all of which are involved in this specialised area of the motor industry. Out of the eligible 94 company cars selected, 21 were shortlisted.

“Yes, we are very pleased with the positivity and enthusiasm shown by the car brands involved in the awards and for their att andence at the Networking Luncheon. The judging panel must be complimented for their dedicated and focused approach to their role, all of which led to a very successful event.”

“We are delighted to be associated with the fi rst running of the Motorcheck.ie Fleet Car Awards,” stated Cathal Doyle, Deputy Editor, Fleet Car magazine. “We wish to thank the car brand distributors for their co-operation and support. Congratulations to the winners Volkswagen, Skoda, Audi and BMW and we wish them continued success,” he added. Shane Teskey, Managing Director, Motorcheck.ie, expressed his delight with the day’s proceedings,

Volkswagen Golf - Motorcheck.ie Fleet Car C Segment Award 2012 Winner

Skoda Superb - Motorcheck.ie Fleet Car D Segment Award 2012 Winner

Audi A4 - Motorcheck.ie Fleet Car D Segment Premium Award 2012 Winner

Orla Sweeney; Fleet Car Magazine, John Donegan; VW Group Ireland, Shane Teskey; Motorcheck.ie and Denise Vahey: Fleet Car

Model Sasha, Orla Sweeney; Fleet Car Magazine, Shane Teskey; Motorcheck.ie, Jason Mallon; Skoda Ireland, Denise Vahey: Fleet Car and model Julie

Model Sasha, Orla Sweeney; Fleet Car Magazine, Shane Teskey; Motorcheck.ie, Andrew Doyle; MD, Audi Ireland, Denise Vahey; Fleet Car and model Julie

BMW 5 Series - Motorcheck.ie Fleet Car Executive Award 2012 Winner

BMW 5 Series Touring - Motorcheck.ie Fleet Car Estate Award 2012 Winner

Motorcheck.ie Fleet Car Awards 2012 – Winners C Segment - Volkswagen Golf D Segment - Skoda Superb D Segment Premium - Audi A4 Estate - BMW 5 Series Touring

Model Sasha, Orla Sweeney; Fleet Car Magazine, Shane Teskey; Motorcheck.ie, Austin Behan; BMW Ireland, Denise Vahey; Fleet Car and model Julie Photos: Paul Sherwood

Model Sasha, Orla Sweeney; Fleet Car Magazine, Shane Teskey; Motorcheck.ie, Austin Behan; BMW Ireland, Denise Vahey; Fleet Car and model Julie

Executive - BMW 5 Series FLEETTRANSPORT | JUL/AUG 12 29

BUS&COACH

Wrightbus open doors to StreetLite Max

ollowing the successful launch of StreetLite, the new Midi-Bus from Wrightbus, the Ballymena company has just launched a 11.5 metre version called Max. “The StreetLite product range is specifically designed to address the growing requirements of our customers and the new 11.5 metre Max variant delivers greater fuel efficiency, combined with the increased seating capacity associated with a larger bus,” said Mark Nodder, Managing Director, Wright Group. “Our target was to produce a high capacity lightweight bus, which was more economical to own than any similar vehicle,” he added. The 11.5 metre StreetLite Max is 2445mm wide and 2990mm high. It provides a maximum seating capacity of 45 and an overall carrying capacity of 70. Compliant with all current and proposed EU vehicle legislation, the new vehicle is fully certified to European Community Whole Vehicle Type Approval and ECE Regulation 107.

available to order immediately. First deliveries are expected by this Autumn. “The level of initial operator interest in the new variant is particularly pleasing,” continued Mark Nodder. “Feedback from our trials was extremely positive and we believe that this new vehicle challenges conventional thinking in the bus market.”

Cummins provides the power through its 4 cylinder iSBe Euro 5 138kW/155kW diesel mated to the Voith D8245E 4 speed fully automated gearbox with integral retarder. From successful trials conducted with high profi le operators, an impressive 10-13 mpg was recorded. Significant interest has already been shown by major customers and the new passenger carrier is

In common with smaller StreetLite buses the new 11.5 metre Max model features daytime running lights, front crash protection and high visibility brake lights. The StreetLite Max also has a better turning circle than heavy duty single deck competitors. In addition operators will benefit from a Wrightbus ten year structural warranty and a 12 year design warranty. “We’re extremely proud of our new StreetLite Max,” added Mark Nodder. “The 11.5 metre vehicle bears the quality hallmark of Wrightbus and is challenging the traditional boundaries between the midi and full size single deck segment.”

Public Consultation on 2014 Public Bus Service Contracts

he National Transport Authority has launched a public consultation to seek the views of the public and interested parties (including users of the public bus services) on the approach to be adopted in relation to new contracts for provision of public bus services. A consultation document is available, and a questionnaire has been designed. Responses are sought before 5 p.m. on 11 July. In accordance with the relevant legislation,

direct award contracts for bus services for the discharge of public service obligations were awarded by the NTA to Dublin Bus and Bus Eireann for an initial period of 5 years from 1 December 2009. New contracts for the provision of these bus services are required to commence from 1 December 2014. The NTA is considering whether to undertake one or more procurement competitions for the award of part or all of these contracts, or it may decide to directly award

part or all of these contracts to the existing contracted parties. The purpose of this public consultation is to seek the views of the public and interested parties (including users of the public bus services) on the approach to be adopted in relation to these new contracts. Log on to www.fleet.ie under Fleet Bus & Coach to download the document and questionnaire.

Coach Tourism Sector running at a loss – Failte Ireland report

major report by Failte Ireland into the coach tourism industry shows the entire sector is running at a loss. It suggests “average daily hire-out rates do not cover running costs once fi xed costs are factored into the calculations.”

the number of tourists in the country are down,” he added. “Last year the Government cut the rate of VAT for hotels and restaurants, but has increased VAT for coach companies. It’s blatantly unfair and not healthy for the tourism industry generally. Our visitors deserve the most modern and comfortable coaches when touring Ireland, but because of high fuel taxes, coach companies cannot replace their vehicles, and the national fleet is ageing rapidly.”

Entitled Coach Tourism: A Sectoral Study, the study drew upon a confidential questionnaire sent to 66 coach tour operators listed on www.discoverireland. ie. Follow-up case studies of a smaller number of coach operators were taken by an accountant who examined the finances of those companies. “The study makes grim reading, but is not a surprise,” states Gerry Mullins, Chief Executive of the Coach Tourism & Transport Council. “It confi rms what we have said for some time; that coach tourism is going through a particularly difficult period, and that the ever-increasing tax burden placed on coach tourism companies 30 FLEETTRANSPORT | JUL/AUG 12

The Failte Ireland Report shows that since 2006 is unjust.”

•

“Fuel is our biggest input, and the cost of diesel has shot up in recent years because of Government policy. We can’t be expected to pay more and more in fuel tax while our rates and

• •

The number of coach touring visitors is down 16% Hire-out rates are down 5% A litre of diesel has risen 108% (following the removal of the Excise Rebate). Text: Jarlath Sweeney - editor@fleet.ie

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SHIPPING & FREIGHT

A new beginning for boat building in Castletownbere

he completion and delivery of the workboat ‘Orchid’ marks a new beginning for Castletownbere’s fishing related vessel building activity. Castletownbere, County Cork is one of Ireland’s major fishing harbours and is home to a large trawler fleet and fish processing facilities. The Fisheries Development Board, Bord Iascaigh Mhara (BIM), for many years operated a significant boat building operation there but this closed during the 1990s with the decline in the Irish based sea fishing activity. The ‘Orchid’ is a 16.5 metre long work vessel designed to service the aquaculture facilities off the Southwest coast operated by Marine

PORT PORTALS The Marine Institute will host its third annual ‘SmartOcean’ Workshop with the objective of “Getting more from our Marine Resources through Technology” on 2 - 3 July coinciding with the Volvo Ocean Race finale in Galway. The first day’s activities will be at the Institute’s facility at Oranmore while the second day will be in Galway Docks. Galway Harbour Company has agreed to pay a €30,000 dividend to the State for the 2012 financial year. This makes Galway the third Port Company to pay dividends to the State, following Dublin and Cork. The commitment has been welcomed by Transport, Tourism and Sport Minister, Leo Varadkar.T.D. Port, Chief Executive, Eamon Bradshaw, announcing the dividend move, confirmed that the harbour will incur significant cost outlays in 2012 due to the planning application to An Bord Pleanala for the new Port of Galway.

over 270 people directly in Ireland and works with more than 800 local suppliers across its coastal locations. Commenting at the launch of the new vessel, Michael O’Shea of Beara Iron Works, builders of the ‘Orchid’ said that production of the vessel was a huge leap forward for the company and had generated huge interest from aquaculturists from both Ireland and overseas and the company hopes that this will lead to further orders. Harvest Ireland, a member of the Marine Harvest Group, the world’s leading Seafood Company and the largest producer of farmed salmon. The company’s Irish facilities are located at Fanad, County Donegal, Clare Island in Clew Bay and in Bantry and Kenmare Bays. The Company employs Port of Cork’s Sean Lemass deepwater terminal at Ringaskiddy has been expanded and further developed. The Port company has invested €2.9 million in a new container compound and the purchase of a new electric Rubber tyred Gantry (RTG). The investment has been spurred by the success of the Maersk Line weekly container service direct from Central America. This new service has enabled the Port of Cork to greatly increase efficiency both in imports and exports and it sees a return of the banana trade with Fyffe’s to Cork which has not been seen in the port since the 1980’s. Port Chairman, Dermot O’Mahoney, speaking at the formal launch of the new service said: “Over the coming months, we will be embarking on new projects to continue to grow our facilities and to attract more services such as this to Cork.

Beara Iron Works joins a growing cluster of Irish based builders of support vessels for the fish farm, wind farm and other offshore activities including established names such as Arklow Marine Services and the Cork Harbour based, Safehaven Marine.

responsible for Scottish and Manx waters. Funding for all three organisations has been based on the payment of ‘light dues’ by vessels calling to Ports in these islands and with, in the Irish case, additional funding from the Irish Government. From 2015 the CIL will have to be funded entirely from light dues collected at Irish Ports and the Irish taxpayer. It is currently reckoned that, at present rates there will an annual shortfall in funding of €4 to €5 million and studies are underway on addressing this.

Eurotunnel will purchase three ferries from the liquidator of SeaFrance, the French railway company, SNCF, which owned Cross Channel Ferry Company. The company plans to charter them to an independent company partly staffed by former SeaFrance employees. Existing service operators on the Dover Straits and Stena Line, an unsuccessful bidder for the vessels are likely to challenge this sale at the EU Commission.

The European Shippers’ Council has welcomed the decision of the European commission to defer the extension of the planned emission control zone for shipping to all EU waters including the Irish Sea and the Mediterranean. Low emission limits will apply in English Channel and North Sea waters from January 2015.

Brendan Keating, Port of Cork; Liam Flemming, Maersk Dermot O’Mahoney, Port of Cork and Con Connolly, Fyffes.

Commissioners of Irish Lights (CIL) to split from Trinity House. The CIL has, since its foundation, been part of a grouping of light and other aids to navigation authorities, covering the waters around Great Britain and Ireland along with Trinity House which covers English and Welsh waters and the Northern Lights Commissioners which are

And, finally, a Ship Tunnel! The Norwegian Ministry of Fisheries and Coastal Affairs is considering a proposal to bore a two kilometre sea tunnel through a headland on the country’s west coast. The proposed tunnel would cost about € 300 million to build but would cut the voyage time for the ferries that ply the rocky coastline, a region notorious for bad weather and high seas.

MIKE MURPHY INSURANCE GROUP an Aon company Working with the Irish Haulage Industry for over 35 years Just call us for a quote! Tel: 01 2932350 Fax: 01 2932360

32 FLEETTRANSPORT | JUL/AUG 12

Text: Howard Knott - howard@fleet.ie

PREVIEW

Commercial Vehicles: Driving the future profitable,” he stated.

igh-ranking national and international representatives of the road transport industry provided information about innovations and developments in the world of commercial vehicles at Europe’s most important workshop for the media in the build up to the 64th IAA Commercial Vehicles, which will take place in Hannover, Germany from 20 to 27 September. Under its slogan “Commercial vehicles: driving the future,” Matthias Wissmann (pictured), President of the German Association of the Automotive Industry (VDA), stated that the event has more exhibitors and a greater floor area than two years ago as the global market for commercial vehicles remain on course for growth. “The slogan stands for the enormous drive for innovation in the industry and the great efficiency of commercial vehicles. The “drivers of the future,” for example the new and clean Euro-VI engines, will be on display at the IAA. The IAA will have exciting world premieres. We expect to see new ideas for optimising aerodynamics. We will experience the progress in alternative commercial vehicle drive trains – ranging from natural gas and hybrids to hydrogen and electric mobility. Innovations will also be presented that bring even greater safety.” “Commercial vehicles are the backbone of modern industrialised societies. In Europe commercial vehicles carry around three quarters of all freight traffic. All the other modes of transport – inland shipping, aircraft and the railways – are dependent on trucks. Modern commercial vehicles ensure that the supermarket shelves are full, and deliver goods ordered on the Internet directly to the consumer. Commercial vehicles remain indispensable,” stressed Mr. Wissmann at the International Press Workshop attended by 150 journalists in Frankfurt am Main.

But “this year the conditions have become rougher.” The commercial vehicle industry was feeling how the national debt crisis in some European countries was affecting demand. However, the severely affected markets (Greece, Italy, Portugal and Spain) amounted to only around 15 per cent of the entire sales volume: “Over the year 2012 we therefore expect new registrations of heavy trucks (over 6 t) in Western Europe to total between 256,000 and 250,000 units. That would be a drop of 2 to 4 per cent compared with last year. The sooner the finance markets can be stabilised, the faster the commercial vehicle markets will regain more dynamism,” the VDA president said. Yet we should not restrict ourselves to looking at Europe. Matthias added that the global truck market over 6 tonnes would continue to expand in 2012, climbing by 5 per cent to 3.27 million. He continued: “The US market is especially dynamic; it is expected to increase by around one fi fth to 366,000 vehicles in 2012. This benefits in particular the German group brands, which have a market share of around 30 per cent.” The markets in Russia, Japan and India were also continuing to expand. Owing to the introduction of a new exhaust standard, Brazil was seeing a temporary fall in its figures. In the medium term, however, Brazil still had growth potential. China, the world’s largest commercial vehicle market, with well in excess of one million units, was having a break from expansion this year with a slight drop (of 3 per cent). “In the medium term, however, growth in China will continue,” Wissmann explained. Mr. Wissmann was optimistic, saying, “In the coming year of 2013 once again increasing dynamism may be expected – if the debt crisis has been overcome.” He added that current consensus forecast suggested growth of 0.8 per cent for the euro zone in 2013, and this would also mean that demand for commercial vehicles would pick up somewhat. Modern trucks, he continued, had an “exemplary” ecological footprint, and this also applied to emissions of classical air pollutants. “Under the new Euro VI standard, commercial vehicles operate virtually pollution-free,” It was therefore all the more important that the policy-makers

now rapidly decide on the new tolls, so that the transport companies would have clarity for planning their investments. This had to include a separate, lower toll category for Euro VI vehicles, so that differentiation of emissions reflected in the truck tolls could also exert its ecologically positive effects with Euro VI. The former MEP called for an intelligent European transport policy to encourage smart innovations in all modes of transport, and drew attention to the concept of the long truck: two longer trucks transport the same volume as three conventional trucks. This offered potential savings in fuel and CO2 of up to 30 per cent. The long truck was therefore a “true eco-truck,” the VDA president underscored. Initial experience from the field trial in Germany showed that transport efficiency rises considerably. Wissmann added that the long truck could easily be used in conjunction with the rail network: “It is a partner of the railways in intermodal transport.” He also spoke in favour of allowing cross-border transport in the EU using long trucks: “If two Member States are agreed, Brussels should not get in the way. The line up of high profile speakers was impressive from Andreas Renschler (Daimler), Dr. Georg Pachta-Reyhofer (MAN), Heinz-Jurgen Low (Renault Trucks), Dr. Bernard Krone (Krone), Akhat Urmanov (Kamaz), Prof. Dr. Horst Oehlschlager (Volkswagen Commercial Vehicles) and Rudolf Kuchta (MAN Bus). Throughout the day long event held at the Sheraton Frankfurt Congress Hotel, interesting discussion emerged from the topics presented by the guest speakers.

The commercial vehicle industry had emerged from the severe crisis of 2009 stronger than it was before, the VDA president said, adding: “The last two years have seen a great recovery. In Western Europe, sales of heavy commercial vehicles in 2011 climbed to around 262,000 units, which was a rise of 31 per cent compared with the crisis year of 2009.” The van markets, too, were “back in their stride,” Wissmann said. “However, it was not solely the markets that contributed to this development. The commercial vehicle industry has become even tougher and is reaping the benefits of its hard work. With new products, leaner processes and even better services on offer, manufacturers and suppliers have become more efficient and more FLEETTRANSPORT | JUL/AUG 12 33

PREVIEW Daimler’s Commercial Vehicles Chief, Andreas Renschler’s topic was “Freight Transport in 2025 - Truck Performance in the Future.” "What I really want to talk about today is the following: While it’s true that our sector has come a long way over the last few decades in terms of cost efficiency and new technologies, we can no longer keep doing things the same way if we want to be able to meet the challenges of the coming decades. Instead, we have to greatly accelerate our efforts. It all begins with the question of who I’m referring to when I say “we.” In other words, who’s being addressed here? Well, first of all, “we” clearly refers to truck manufacturers. We have to keep supplying the right technologies and products in the future as well. Still, if you ask me, we also have to broaden the definition of our sector. That’s because “we” also increasingly means suppliers and body manufacturers, and oil companies and political decision makers. With this in mind, I’d now like to address the topic at hand more specifically: The question is: What will the truck of the future have to be able to do and what do we need to do together to make sure it can do it? Admittedly, this is a difficult question. And there are thousands of issues that one could address in this respect. The lack of qualified drivers, for example, is one of our customers’ concerns that we could spend an entire evening discussing. I would therefore like to focus today on three factors that will shape the truck of the future. Although they are only examples, they show that our sector will have to be better networked than it has been to date if we want to master the challenges of the coming years - and that means we will have to think more often on several levels at once. Firstly, the development of forward-looking technologies. Secondly, the development of the markets. And thirdly, access to high-quality fuel. Technology Let’s start with the first factor: It’s clear that trucks built for the future need sustainable technologies. Trucks must be made safer and more efficient if an increasing number of them are going to be on the road. And there will be more trucks on the road in the future; that much is certain. Experts predict that global market volume for trucks over six tons GVW will increase by more than twothirds between 2011 and 2025. According to the OECD, road freight transport will more than triple worldwide by 2050. That’s no reason to panic, though, because we’re already well on our way to where we need to be in terms of both safe and clean technologies. Continually improved safety systems ranging from proximity control to Brake Assist are transforming trucks into more intelligent vehicles. A truck equipped with the latest brake technology can now even automatically stop in front of stationary obstacles. Here in Europe, the new Euro VI standard will reduce NOx emissions by a further 80 percent compared to Euro V. Indeed, we’re now dealing with maximum levels that are barely measurable. Nevertheless, we’ve got the technology for Euro VI. And this is a major task that we as a sector have to 34 FLEETTRANSPORT | JUL/AUG 12

continue to address, as we look for ways in which we can further reduce CO2 emissions in a targeted manner. Although I haven’t made any agreements with my colleagues, I would nevertheless say that it’s a realistic target to try to reduce fuel consumption in Europe by a further ten percent by 2030 - in other words, down to around 23 liters per 100 kilometers. Doing this won’t be easy; instead, it will require a tremendous effort by all of us. What’s more, we can’t do it on our own. Tyres, for example, play a major role - and not just in the Formula 1 series. Additional fuel savings of around two percent could be achieved for trucks just by reducing rolling resistance. Obviously we can’t expect tire companies to take such measures in advance for individual truck manufacturers. Still, I’m convinced that if we work together as a sector, we can ensure that these measures pay off as a whole. • Aerodynamics is another area where we can make substantial improvements to truck fuel efficiency. Consider the boat tail: Our calculations show we can achieve a four to five percent reduction in fuel consumption if we install such a component on the end of a semitrailer. Still, the real challenge is first to convince our customers that an efficient trailer will save them money, and secondly, to work with body manufacturers to persuade Governments that this is the right approach. The latter aspect is important because such an extension would make a semitrailer around 40 centimeters longer than the maximum permitted length of 16.5 meters. We therefore need a new regulation - and one that also applies to all of Europe. And that’s exactly where the problem lies: Governments are justly insisting that fuel consumption be reduced further - through CO2 limits or other measures. But new ideas sometimes also need new framework conditions so that they can have a chance of becoming successful. Unfortunately, the permissible dimensions for trucks in Europe are now more than 25 years old. However, providing the right framework conditions means more than just setting emission limits and dimensions. Incentives are also required so that new technologies can be successful on the market. Take hybrid technology, for example, which can increase a truck’s fuel efficiency by an estimated 6.5 percent. But customers will have to be able to afford this technology before that can happen. And as long as our development costs remain immensely high, alternative drive systems will not be profitable for our customers. But what use are environmentally friendly trucks that nobody will buy? We therefore have to expand our understanding of the industry and work together to find solutions that extend beyond the truck itself. But the industry is currently also discussing new concepts for freight transport as a whole. These concepts could substantially reduce the strain on the environment; they range from platooning, in which several linked trucks travel behind each other, all the way to freight rail lines that run parallel to busy highways. For us as a manufacturer, though, it’s clear that regardless of whether we’re talking about more efficient conventional engines or alternative drive systems, we will continue to invest in new technologies. We are doing this not only because regulations are moving us away from the Euro VI era and toward the CO2 age. More importantly, we are doing so because that’s what

our customers expect of us: They want to operate their businesses profitably, respond to their own customers’ pressures regarding a sustainable supply chain, and ensure their efforts are recognized by the public. Market development The subject of customers brings me to the second factor that will shape the truck of tomorrow: longterm market development. At this point, you may be asking yourself why I’m addressing markets now after having first talked about technologies. After all, it’s market demand that determines which technologies we offer. The answer to this can be found in the emerging markets, which, in the coming years, will increasingly demand technologies that were developed for the triad and are well-established there. The trend in the triad itself is clear: Fuel efficiency is becoming more important to customers because fuel is the largest component of their operating costs. However, this development is no longer limited to traditional markets, as we have been increasingly observing the same trend in the emerging markets. And as prosperity increases in the new markets, the demands customers make on their trucks will rise as well. This means such markets will become quite dynamic. The low-price segment is already starting to contract in Russia, India, and China, and the modern domestic segment is, in turn, expanding. Trucks in this segment are simpler and more robust than typical triad trucks. They also offer owners much better quality and fuel efficiency than the cheap vehicles they’re replacing - and they do so at competitiveness prices. In other words, more companies in the emerging markets are now beginning to understand the importance of total cost of ownership - and thus sustainability as a key business factor. Emission standards around the world are also converging, which means all these markets require the same technologies. This technological leap forward poses a huge challenge to truck manufacturers in the emerging markets. But for us in the triad it represents a huge opportunity because we can exploit our experience and expertise from Europe in the new markets, and we can pass this know-ledge on to others as well. In this sense, the business model of a global truck OEM enables synergy effects to increase year after year. The demand is there in any case. But it’s also true that even if we can supply the best technologies and the markets want them desperately, nothing will work unless one other condition is also met: Clean fuels have to be available. We need to adopt new approaches in this area as well. Fuel quality This brings me to the third factor for shaping the sustainable truck of the future: High-quality, sulphur-free fuel - available everywhere. We know from the triad markets that the more advanced environmental technology becomes, the higher the quality of the diesel fuel consumed will have to be. The problem is that this condition is least met exactly in those countries that need to catch up the most in terms of ecological efficiency. Take China - the biggest truck market in the world. This is where the greatest potential exists for making global road freight traffic cleaner - but

PREVIEW we can barely exploit it yet. The reason is that the Chinese government has already postponed the nationwide introduction of Euro IV three times because suitable fuels are unavailable. The lack of such fuels in Brazil is also hampering the launch of Euro V in that country. It’s clear that customers need to be able to afford the better and therefore more expensive fuels before anything can happen. The oil companies

Reduction of fuel consumption and CO2 emissions - Dr. Georg Pachta-Reyhofen "Aerodynamically optimized vehicles are the future" Dr. Georg Pachta-Reyhofen, CEO, MAN SE & CEO, MAN Truck & Bus AG began by reiterating what Mr. Renschler stated in relation to the constant effort and investment made by Commercial Vehicle manufacturers to reduce harmful exhaust emissions over the years along with the development of alternative fuel and power sources such as diesel/electric hybrids and increased use of Natural Gas. Natural gas as a clean source of energy for buses has been established in a large number of markets all over the world for many years now. Extracting, cleaning and transporting the fossil fuel with the lowest carbon content require comparatively little energy. Furthermore natural gas still boasts the highest CO2 efficiency of all fossil fuels in the “well-to-wheel” comparison. In improving the efficiency of road goods transport special attention is being paid to long-haul transport by truck; here, because of the high annual mileages, measures to cut consumption have an extremely positive effect on the climate and cost balance. Instruments that can come into play here are electrification of auxiliary drives and their operation on demand, thermal management (recuperation of heat), hybridization, tyres with low rolling resistance and permanent tyre pressure monitoring, improved aerodynamics and intelligent transport management. This array of instruments must be assessed in terms of potential benefit, cost, technical feasibility and other general conditions (e.g. availability of alternative fuels, IT infrastructure).

Heinz-Jürgen Löw, the new President of Renault Trucks also cited Fuel consumption as the key challenge for future transport. "How can we keep the travel or fuel costs as low as possible? He asked and commented diesel price development is threatening the existence of the transport industry! Apparently, the upward trend in the development of fuel prices is irreversible! What does that mean for transport businesses? With some 30%, the share of fuel costs has become the key factor in the TCO, the Total Cost of Ownership, for every transport business - apart from the labour and the non-wage labour costs. And at the same time, literally every cent matters in this industry. An increase of just one cent in diesel prices leads to additional costs of €320 for every single vehicle, with an average consumption of 32 litres per 100 kilometres and an annual mileage of 100,000 kilometres. This might not sound too dramatic. Given a fleet of 20 trucks, however, this adds up

need to upgrade their equipment in these markets so that they can produce the required amounts of sulfur-free fuel there. The truck industry is now having very constructive discussions with the oil industry on the subject of biofuels, and I believe we need to cooperate more extensively on the issue of fuel quality as well in the coming years. Because despite all of our successes, we can’t simply continue as in the past. Our industry has also changed fundamentally. So my most important

message for today is that if we all don’t want to come out on the losing end of things in 2030, we need to start changing the way we think now. The truck of the future will have to be safer, cleaner, and more efficient, as well as more networked and more flexible than trucks are today. This will require a “permanent state of innovation” - and in this regard, I believe IAA 2012 will once again demonstrate that we manufacturers don’t need to be spurred along in this regard."

In fact great potential for further reductions in the fuel consumption of long-haul trucks lies in aerodynamics.

of about 0.3 - a figure on a par with that for cars. A slim front, softly curving lines on the cab, which also features a curved rear wall - the streamlined appearance of the MAN Concept S is radically different from the cubic exterior of conventional trucks that roll along our highways today. If the potential detected for the Concept S is actually to be tapped, the tractor and the trailer will need more space in the horizontal in order to achieve an interior and a load capacity of the usual size. Modifications to the road infrastructure will not be necessary for this.

Today the drag coefficient (cW) of a semitrailer tractor is over 0.5. This means that conventional forward-control trucks have reached a level of aerodynamic efficiency that, given the statutory regulations on vehicle heights and lengths, can hardly be improved any further. This can be shown using the example of the latest model change from the MAN TGA to the new MAN TGX range: with considerable effort designers and aerodynamics experts managed to reduce the cW figure by about 4 per cent - more than this could not be achieved in view of the limited space for the driver’s cab, which within a length of 2.30 meters has to provide sufficient working and living space for two drivers. Beside this the rising demands relating to engine cooling, air-conditioning, vehicle soiling and aero-acoustics have to be taken into account as well. This balancing act was achieved by a host of optimizations to details of individual parts that are usually not noticed by the untrained eye. A decisive influence on the aerodynamic quality of a semitrailer train is exerted by the ram pressure at the front of the vehicle (reduction of the frontal area), an airflow around the vehicle that is as undisrupted as possible (avoidance of flow breakdown) and reduction of the partial vacuum at the rear of the vehicle (aerodynamically tapered rear). Two years ago at the IAA MAN impressively demonstrated the aerodynamic potential of semitrailer trains with its Concept S, which was inspired by the flow topology of a dolphin. A tractor extended by 80 centimeters and a semitrailer with tapered rear together achieve a sensationally low drag coefficient to €6,400 and with 50 vehicles, this means the incredible sum of €16,000. Due to a price difference of just one cent! And we are facing daily jumps of often 10 to 15 cents per litre. Therefore it is hardly surprising that the lowest possible fuel consumption has become the key decision criterion when it comes to purchasing a new truck, although this still hasn’t hit home with some transport companies... And this is what deeply affects us as manufacturers. We, the makers of means of transport, are clearly required to offer solutions in terms of fuel consumption optimisation. Let me put it a little more dramatically: vehicle manufacturers and the transport industry have a common destiny! And this has been true for a while now. Let me back this with some examples: Every kilogramme of weight that is to be moved requires energy. This is the reason why we pay utmost attention to a low dead weight and thus an optimised payload ratio when designing new vehicles. But conventional trucks also offer a lot

The fuel saving that can be realized through improvements to the aerodynamics will, however, depend on the route profile: if the semitrailer train travels at constant speed on easy highways, the drag accounts for just under 40 per cent of total tractive resistance. A reduction of the drag coefficient cW = 0.5 to about cW = 0.3 would permit a 15 per cent reduction in fuel consumption. Even on mediumdifficulty highway sections, where the drag accounts for only 20 % of total tractive resistance, there is still a potential saving of 10 per cent, and even on very difficult highway stretches 5 per cent is still possible. In view of the potential improvements in efficiency offered by other, technically much more elaborate measures these figures are impressive. Against the backdrop of the current debate about CO2 and high fuel costs it would be irresponsible to ignore these advantages offered by aerodynamics. This also applies to the discussion of new vehicle concepts such as the “Euro-Combi”. It is therefore time for politicians at both national and European level to take a serious look at relaxing the statutory limits on lengths to make further improvements in efficiency possible in road goods transport too. of space for improvement. Man - or rather the well-trained and eco-friendly driver - plays a key role in the reduction of fuel consumption. This is where the manufacturers offer specific tools. Drivers trained in economic efficiency driving an optimised vehicle - this is a promising synergy when it comes to reducing fuel consumption. In the last few years, vehicle makers invested billions into the development of modern drive trains. I daresay that no other industry sector is subject to so much regulatory pressure while setting a comparable pace in R&D! The true challenge is to ensure operators a consistent performance level under these difficult conditions. The latest Euro VI and other results show that the fight against motor-induced environmental pollution is not always in line with the target of fuel consumption reduction. Therefore, an important slogan for the future will be: to use the right vehicle with the right drive system FLEETTRANSPORT | JUL/AUG 12 35

PREVIEW for the respective transport task at the right time and place! That is why we as manufacturers must not just concentrate on the development of new models. In the future, we will need to focus on an ever-growing diversification of transport means. This holds true in particular with a view to the different drive systems. In this respect, the use of electric light vehicles will be of special interest for urban distribution and delivery, while hybrid or gaspowered vehicles will have a future in the medium range and for regional transport. In terms of long

“Will urban delivery vehicles and vans soon be running on electricity?” Prof. Dr. Horst Oehlschlaeger - Commercial Vehicle Development, Director of Concepts, Simulation, Product Data Management, Volkswagen Commercial Vehicles The worldwide economy is dependent on today’s infrastructures and mobility, in the transport of people and of goods alike. The price of the success of the automobile is that the automobile industry today is called upon to answer the question of what future mobility concepts will look like, such as will allow for a shift in the long term to vehicles which are powered by a renewable source of energy. The outline conditions are defined: The vehicle will need to be clean in terms of environmental engineering, at the very least with low emission values, if it is to meet the growing demand for use within and outside the urban context, and at the same it must be flexible and affordable. From today’s point of view electro-mobility has best chances to become futures favourite drive. Up to then this leads to transition scenarios, with ever more efficient combustion engines and lightweight construction techniques and fossil and alternative bio-fuels, and hybridized or plug-in-hybridized vehicles, and on to alternative forms of drive and propulsion. This will require, above all, social and political consensus to change our concepts of mobility and transport, as well as major resources in innovation and finance on the part of the automobile corporations.

distance, however, optimised combustion engines will continue to play a vital role for a long time.

of this month or the introduction of a “trolley bus technology” for trucks!

Our task as manufacturers to optimise and newly develop drive systems is, however, only one part of it. This needs to go hand in hand with a significantly enhanced traffic management and with the maintenance and expansion of the required infrastructure. By this, I certainly do not mean the installation of an overhead network on German motorways as the German Advisory ouncil on the Environment seriously proposed at the beginning

The reduction of fuel consumption will continue to be the key challenge for future transport - more than ever before. A challenge that by far no longer affects vehicle makers and engine manufacturers only, but which involves urban and traffic planners just as IT developers and users, system operators, the transport industry and also car park operators and last but not least politicians who need to establish the relevant framework conditions."

131 years ago, and Lohner-Porsche demonstrated the first practical vehicle with electric wheel hub motors as long ago as 1900. There is a great deal of support for the view that, at least around and within the global conurbations, the future could belong to electro-mobility, quite simply from the environmentally political necessity of no longer emitting any more CO2 into the growing towns and cities. Urban delivery vehicles in particular, thanks to their conceptual advantages, and their operational scenarios, make ideal electric vehicles. Travel routes which are repeated every day, and the return to the yard in the evening, with the appropriate charging station for “filling up” overnight, recurring routes which daily come to less than 50 kilometres, preferential rates in city toll or environmental zones, almost soundless drive systems, making it possible for inner-city deliveries to be made at what have hitherto been unusual or even prohibited times, exemption from CO2 taxes and levies, and, last but by no means least, low operating and maintenance costs, all make urban delivery vehicles and vans predestined for electrification.

any emission advantages over efficient combustion engines.

The changes which derive from this in terms of the individual and commercially mobile society are still at the threshold, even though the first electric car with rechargeable battery was presented as long as

This is the way the future looks, or something similar to it, for the electrically powered urban delivery vehicle - lightweight construction with maximum use of space, a forward looking electric drive, and extremely small turning circle. The light commercial vehicles which are already electrified today are only transitional concepts to genuine electro-mobility in the inner-city service and goods sector. The new concepts for the CO2 -free electric vehicles will include, without fail, current generation from 100% renewable energy sources, because otherwise, from the point of view of sustainability, overall they will not provide hardly

“We Carry the Load” - Dr Bernard Krone, Chairman, Bernard Krone Holdings

steels and the combination of different materials such as light alloys and carbon fibre.

Dr. Krone began his address by also looking into the crystal ball. Under the heading ‘ Energy Efficient Transport Technical Trends in Semi-trailers’, he cited a number of actions for the semi-trailer industry which will have to be undertaken between now and 2030 such as increased use of trimodal traffic ( sea, rail and road transport), telematics and better networking of load and route. With regard to concepts and energy conservations, Dr. Krone mentioned extra long vehicle combinations, better aerodynamics and new forms of energy for solar power and hydrogen cells.

Dr. Krone compimented designers working in the automotive industry in improving aerodynamics particularly in car design. “ Thanks to the accomplishments of the engine and tyre developers, who forever continuously work on further sustainable saving of energy in every form. We, the manufacturers of bodies, trailers and semitrailers, the part that is indeed attached, built-on, or saddled-on, are self-confident enough to say: “We carry the Load”

On one of his powerpoint slides, his weight reduction proposal clearly demonstrated what can be achieved through light-weight construction methods. Up to 1300 kgs can be done through use of high-strength 36 FLEETTRANSPORT | JUL/AUG 12

By optimising laterial and rear flow path together with side coverings, wind resistance on semi-trailers can be dramically improved. He went on to explain Krone’s new Energy Efficient 38 tonne tractor/ trailer combination which yields a 25 tonne payload through two 10 tonne axles instead of 3 x 9 tonne

The question remains, which formed the title of this lecture: “Will urban delivery vehicles and vans soon be running on electricity?” The answer is yes, they are running on electricity, but initially only in a diminutively small proportion, and primarily, among many users - beside from the benefit of experience with this concepts - largely for reasons of image. And it will not be “soon”, in the sense of in the short term coverage of the market. Or at least not in the sense of a genuine alternative to the efficient modern combustion engine, which is still performing very well and wide accepted by the customer as well as from society. Nor will competitive economic performance from the priceperformance point of view be attainable as long the combustion drive will undertake development achievements as well. But against this background of steadily rising transport operations with corresponding CO2 emissions, and particularly with regard to delivery transport in conurbation areas, for the future the battery electric drive, in lightweight vehicles specifically designed for this, will provide an almost ideal form of vehicle propulsion drive. With the initiative of the German “National Platform for Electro-mobility”, a start has been made towards providing political support for this route to the future. A market perspective for light commercial vehicles with electric drive is possible to make good economic sense - vehicles which could be on the road and under way with zero emissions in many towns and cities by the end of this decade.

axles. Reduced rolling-resistance is optimised through side-skirts in tightly secured curtains and low rolling resistance tyres. In summary, Dr. Krone looks for a change from the Legislators in Brussels, “Legislators must leave us enough room to breath, i.e minor deviations in length, height and weight, then together with the truck manufacturers, we can fulfil our tasks not only proctecting the environment, but also of supplying people with what they want, on time. Currently we have indications that the European Commission views an extension of the vehicle length by 500 positively. The condition is: The extension in vehicle length must only serve the purposes of improved aerodynamics and must not be used to extend the usable load length. We hope for publication and entry into force before the end of the year.” Text: Jarlath Sweeney - editor@fleet.ie

FUEL PRICE UPDATE (Week 26) Country

Currency

95 Lead Free

98 Lead Free

Diesel

Country

Currency

95 Lead Free

98 Lead Free

Diesel

Albania

ALL

178.00

190.00

174.00

Lithuania

LTL

4.73

4.80

4.43

Andorra

EUR

1.227

1.285

1.114

Luxemburg

EUR

1.333

1.376

1.183

Austria

EUR

1.407

1.589

1.345

Macedonia

MKD

78.00

80.00

67.50

Belarus

EUR

0.688

0.702

Moldova

MDL

16.67

17.07

15.67

Belgium

EUR

1.641

1.682

1.450

Montenegro

EUR

1.340

1.370

1.250

Bosnia-Herzegovina

BAM

2.40

2.50

2.40

Netherlands

EUR

1.759

1.824

1.419

Bulgaria

BGN

2.47

2.63

2.49

Norway

NOK

14.53

14.93

13.11

Croatia

HRK

10.27

10.64

9.56

Poland

PLN

5.79

5.99

5.67

Czech Republic

CZK

34.90

37.80

34.50

Portugal

EUR

1.617

1.741

1.418

Denmark

DKK

12.59

12.99

11.15

Romania

RON

5.68

6.29

5.72

Estonia

EUR

1.275

1.315

1.235

Russia

RUB

29.67

32.20

29.50

Finland

EUR

1.613

1.659

1.475

Serbia

RSD

146.00

144.30

France

EUR

1.531

1.585

1.349

Slovakia

EUR

1.541

1.409

Georgia

GEL

2.25

2.30

Slovenia

EUR

1.414

1.439

1.296

Germany

EUR

1.529

1.626

1.387

Spain

EUR

1.360

1.480

1.300

Greece

EUR

1.639

1.800

1.451

Sweden

SEK

14.43

14.93

14.19

Hungary

HUF

449.00

443.00

Switzerland

CHF

1.790

1.838

1.827

Ireland

EUR

1.599

1.499

Turkey

TRY

4.21

4.28

3.64

Italy

EUR

1.750

1.881

1.630

Ukraine

UAH

10.90

12.20

9.72

Kosovo

EUR

1.23

GBP

1.320

1.401

1.373

Latvia

LVL

0.927

0.957

0.877

USA

USD

0.985

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Safety Matters . . . . Safety Matters . . . . Driving for work - Vehicle Technology

riving is one the most dangerous work activities. Research indicates that in Europe, 6 out of 10 work accidents resulting in death are road collisions, including both crashes while driving for work and commuting crashes. [Eurogip 2009]. 42% of all workplace deaths reported to the HSA from 2003 to 2010 involved a vehicle. From 1996 to 2010, there were 4,413 fatal, 14,638 serious and 99,062 minor road collision involving cars. Vans were involved in 511 fatal, 1,513 serious and 9,492 minor road collisions. Trucks were involved in 846 fatal, 1,563 serious and 6,284 minor collisions [Road Collision Statistics]. Many of the victims were driving for work. For many Irish workers, their workplace is their vehicle. Spending long days behind the wheel means they are more at risk of collision involvement than recreational drivers. Employers therefore must put in place all ‘reasonably practicable’ measures so that work related driving is as safe as possible, workers are competent to drive safely and that vehicles are safe and fit-for-purpose. Such measures will more than pay for themselves by reducing human injury, work disruption, damage and uninsured costs.

Employers that provide vehicles to workers must make sure that employees are properly trained in their use. It is essential that managers and drivers understand what in vehicle technology can and cannot do how to use it safely and the potential risk of misusing it. An increasing number of vehicles, especially fleet vehicles, are fitted with devices designed to help the driver drive safely. While these different technologies can, if used properly, reduce the risk of drivers crashing, they can also increase the risk (e.g. by distracting the driver) if not used properly. Different technology communicates with drivers in different ways, and it is crucial that drivers understand what the vehicle is ‘telling’ them. Vehicle technology is progressing quickly, and new technologies are constantly being introduced. This will bring many improvements to the safety and environmental performance of vehicles. However, it will also have major effects on the way we drive and on the way in which the vehicle interacts with the driver. Employers need to be aware of the way their vehicles are changing and how this affects their drivers. Employers should incorporate the selection and provision of vehicle technology into procurement policy. They should be effectively assessing the

www.hsa.ie benefits and risks of providing the technology. They should make sure staff are educated, informed and trained in the safe use of the vehicle and the technology within it. Employers should monitor the effects of new technology on work effectiveness and driver safety performance. Finally, have you got any of this technology fitted in your vehicle fleet? • Air conditioning • Airbags • Head Restraints • Anti-Lock Braking System (ABS) • Electronic Stability Control (ESC) • Brake Assist • Tyre Pressure Monitoring Systems • Adaptive Cruise Control • Lane Departure Warning Systems • Blind Spot Information System • Driver Fatigue Monitoring • Reversing and Parking Aids • Adaptive Front Lighting Systems • Seat Belt Reminders • SpeedWarning Devices • Alcohol Interlocks • Event Data Recorders Do you know what it is for? How it should be used? Are you consulting with workers? For more information go to www.hsa.ie/ drivingforwork

FLEETTRANSPORT | JUL/AUG 12 37

FINANCE

How Accountants can communicate financial information to transport owners

urrently the majority of meetings accountants are having with their clients in the transport and logistics industry, like many other sectors, involves imparting bad news. Outlined below are eight key points that your accountant should relay in order to offer the best advice. 1.

Tell it straight. If the fi nancial information means bad news then it’s the accountant's responsibility to tell it as it is, don’t hide the facts, and while the owner may want to bawl at you for giving the information, the owner defi nitely will bawl if they feel crucial facts are hidden from them. People in business, and especially transport, are used of making tough decisions, as accountants are not afraid of telling the truth, it’s what the fee is paid for.

Don’t exaggerate the news and don’t blame anyone. An accountant must be objective about the situation and present the facts as they are, and not your opinions on these facts.

Have all the available facts. If you are presented with facts by your accountant, he/she should have the relevant detail to support the key information presented. It’s quite realistic to ask your accountant the basis of his/her fi ndings and how the situation can be addressed.

Don’t surprise the client. If it’s bad news the accountant should give the opportunity to access key areas prior to the meeting so that constructive work can be done to rectify the situation.

Your accountant should speak from a position of confidence and trust. If you don’t have trust in your accountant and the information he/she is providing then both parties have a serious issue. Your accountant should have the confidence in the information supplied and an understanding of you and your business to support you in the future.

38 FLEETTRANSPORT | JUL/AUG 12

Accountants sometimes do not know or understand their customer and the type of information and level of detail that they can absorb when imparting fi nancial information. How accountants access or alter the type of information presented depends on the client. What accountants must realise is that the KPIs for various transport sectors differ greatly. Informing a transport operator that marketing is a weak element of the business and how the local Garden Centre has addressed the problem is not relevant to a transport operator. Another annoying feature of some accountants is that he/she may specifically complicate detail so as to hide the fact that their core knowledge of the subject is poor.

Don’t allow your accountant just to outline the problems, get them to provide some of the solutions. When your accountant provides you with figures it's easy to break the Profit and Loss into three sectors, a) Turnover b) Direct Costs and c) Overheads. Your accountant should have the knowledge to review your business and give constructive advise as to which of the three sectors you have a weakness in (it could be all three) and how best to address the situation.

Accurate and Timely Information. Your accountant needs to give accurate information. If you pressurise him or her on time scale to close and report, then information that is incorrect will not benefit the business in any way.

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COMMENT

Think to be competitive

ou may recall that the main thrust of last month’s article related to the need to establish a Railway Regulation system to cover, infrastructure and operational activities, particularly in the new environment that Ireland has to comply with when the EU Rail Transport Policy Directives come next spring. Minister Varadkar is, understandably, reluctant to get into developing another new quango, and may be looking around for options that would manage the business of transportation in Ireland and the various modes involved on a rational and cost effective basis. No sooner had Fleet Transport hit the news stands than Cyril McIntyre, the man who had been for so long the public voice of Bus Eireann, sent in a very interesting contribution to the whole discussion. He demonstrated, yet again, that there is nothing new under the sun and that a very similar idea had surfaced in a 1948 Government backed transport study, the Milne Transport Enquiry. In this report, to quote Mr. McIntyre, “Milne recommended that a Central Highways Authority be charged with responsibility for building and maintaining all highways, including the railway permanent way, major roads between towns, and the canals. The Central Highway Authority would be funded by increased duties from all commercial vehicles, privately owned or not, and by a levy on rail and canal revenues... public transport operators would pay a levy determined by the relationships between road tax and petrol duties which they paid and gross revenues that they earned”. The Department of Transport could do worse than dig out a copy of this Report and think about Milne’s conclusions and how they were reached. It is a short mental hop to this whole series of matters surrounding the absolute need for every aspect of Ireland Inc’s business and administrative activity to run at maximum efficiency. Speaking at a recent US Embassy backed Conference, Taoiseach Enda Kenny pointed out that Ireland had regained its position as one of the world’s top 20 countries for competitiveness in the IMD World Competitiveness rankings. The development of exports of goods and services is the only likely path from the current recession, and this is good news. But has the message got through to all arms of the State machine and those who seek to influence it? I am far from convinced that it has done.

From where I'm sitting - Howard Knott Drogheda, thus, indeed, facilitating the traffic to the downriver Port there and helping to make the County Louth Port more competitive and driving down shipping costs for locally based exporters and importers. Peter Scallan of Celtic Linen, a serial Fleet Transport Awards Environment category winner, mentioned the effect to Statutory Instrument (S.I.), no. 366 of 2008, proposed for 1 November 2013. Th is will prohibit the use of any vehicle/trailer combination in excess of 4.65 metres on Irish roads from that date. Its implementation is likely to be followed the following year by an EU inspired limitation of 4.0 metres high.

I am not just thinking of such things as the outburst from the National Bus & Rail Union (NBRU) responding to plans to make Bus Eireann more competitive and put it into a place in which it can pay its way through the development of its business. For the NBRU the priority was the maintenance of overtime and perks for the employees, the ’get out there into the marketplace and compete message’ did not seems to register. That could all be the cut and thrust of industrial relations negotiation, but a greater worry would appear to be continued belief that the only way to ease traffic flow is to build more and bigger highways. Take the case of the Slane By-pass plans. How much time and cash has been wasted on this one with Reports and Studies and all the rest? Surely the grossly underused M1 and M3, both close to the Slane road provide a rational answer? Taking the tolls off those roads would be a lot cheaper than planning a new N2 and would also have the spin-off of decongesting

Units in the Celtic Linen's current double deck trailer fleet are 4.67 metres high. The company has used smaller wheeled units that would get under the 4.65m limit, but has safety and cost concerns. On implementation of the S.I., the numbers would work out for the company’s present business profi le with the displacement of nine daily double deck trailer routes with seventeen single deck routes at an increase of 73% in fuel, driver and other costs. These increases will impact on hotels, hospitals, canteens using the services of Celtic Linen and of its competitors who are faced with a similar problem, and would undermine efforts to be more competitive. Consider also that, though double deck trailers are currently used mainly for domestic distribution and imports of clothing, foodstuffs etc., the presence of such vehicles and their use through Great Britain currently offer potentially reduced transport costs for certain Irish exporters. The 4.65m idea came from the perceived need to eliminate railway bridge strikes by high vehicles. The majority of such incidents are construction vehicle related and there is nothing to suggest that a licensing system for operators of high sided vehicles would not avoid such incidents. Such a system seems to work well in the HGV restricted area and there is no doubt that a rational basis for the issue of such licences could be developed by the Irish Road Haulage Association (IRHA) and others. Th is would also protect this aspect of Competitive Transport from the impending EU regulation. Surely the mission Statement for every Irish located business – and sports team - has to be, “We must think things through and be competitive”.

MIKE MURPHY INSURANCE GROUP an Aon company Working with the Irish Haulage Industry for over 35 years Just call us for a quote! Tel: 01 2932350 Fax: 01 2932360

40 FLEETTRANSPORT | JUL/AUG 12

Text: Howard Knott - howard@fleet.ie

LEGAL

ROADSIDE DRUG TESTING

riving under the influence of alcohol continues to be a matter of daily concern, and all drivers are accustomed to the fact that they may be required to take a ‘breath test’ either in the normal course of a roadside check or, of course, following a road traffic accident. Drivers of commercial vehicles travelling in France are, from 1 July, required to carry an unused test kit in the vehicle. The nominated equipment is the ‘0.5% norme Francais, (NF) Breathalyser Kit’.

to trade, particularly if the insurance company decline cover on the basis that the employer took no reasonable precautions to avoid the problem.

There is, however, a growing realisation that the number of drivers taking drugs prior to driving appear to be on the increase. Although Enforcement Authorities are aware of this, so far, enforcement has not been easy. Although cannabis continues to be widely available, the number of manufactured drugs, the so-called recreational drugs, increases at an alarming rate. Th is despite the continuing success of the Gardai in catching large drug imports.

The increasing concern of Enforcement Authorities about the number of accidents in which the effect of drug taking may have been a cause has led to the development of ‘roadside’ testing ‘kits’. In Ireland the Authorities have recognised the problem for some time. Minister Varadkar has issued a press release confi rming that changes will be made to the legislation, in particular the Road Traffic No 3 Bill, to authorise the use of roadside kits. It is, of course, already an offence to drive under the influence of drugs, and Section 11 of the Road Traffic Act 2010 authorises the Gardai to carry out roadside impairment tests when the use of drugs may be established. There are already officers of the Garda trained both to carry out roadside drug tests and also to train others.

Picture Newspress

Unlike cannabis, which has a very distinctive smell when it is smoked, the only indication that a recreational drug has been taken may be the behaviour of the person affected and, in many cases, the change in behaviour may not always be immediately apparent.

The transport operator, of course, has not only a duty of care in relation to the safety of his own employees but also a duty of care in relation to members of the public who might be affected by the driver of one of his vehicles. In the event that one of an operator’s vehicles is involved in a serious accident it is now inevitable that the enforcement officers will extend their inquiries into the training and supervision provided by the operator. When it is suspected that a contributory factor to an accident may have been the abuse of drugs by the driver then it is likely that the enforcement officers will want to see: • Notices displayed in the company’s premises warning employees of the dangers of drug abuse. • Evidence of training sessions dealing with the issue of drug abuse with a list of those who attended. • Evidence that all employees have been encouraged to report any signs of drug abuse. • Evidence that disciplinary action, including dismissal, has been taken against drivers who may appear to have been involved in the taking of ‘recreational’ drugs. It may be argued that, in a small company with only a few employees, it is simply not practical to introduce formal training and supervision procedures. The reality is that, as recreational drugs become more and more available, every driver, whether in a large or small company, needs to be reminded of the dangers of both drug and alcohol abuse. The Garda have a Road Safety Unit who can be contacted at traffic@garda.ie who will be happy to give advice and who may be prepared to send an Officer to talk to the company. As with all health and safety issues, the employer has to balance the cost of implementation of the required systems against the ‘value’ of the risk. To put that into perspective it should be remembered that the cost of a claim following a serious accident may be sufficient to end a company’s ability 42 FLEETTRANSPORT | JUL/AUG 12

Text: Jonathan Lawton - jonathan@fleet.ie

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OPINION

Should Debt Forgiveness really mean Debt Disappearance?

hen I was a teenager one of the great mysteries in history for me was why World War II lasted so long and how the wisdom of the great European and World leaders could not resolve the differences that existed between their nations and their smaller neighbours? Was territory so important that years of suffering were allowed to be inflicted on so many? Territory and the methods of acquiring it became the subject of the War. Is the present financial crisis much different? Debt is the new territory as countries do the opposite now. Furiously they are avoiding extra debt as other countries try to avoid paying it. Is debt now the new subject of a World War with a financial dimension. Debt between private individuals and companies can cause difficulty so you can just imagine when debt between countries arises how complex the issue will become. Let us look at the problem debt causes at lower levels. It is becoming acceptable to talk about debt forgiveness and the almost God given right people should have to walk away from borrowings that are unlikely to ever be paid off. Whatever mechanism the banks and the Government put in place to accommodate debt forgiveness it will be fraught with controversy and without doubt be open to abuse. From listening to media commentaries you can sense that people are looking forward to it as a possible solution to all their problems. It is not that long ago since some people were smugly looking forward to a recession thinking they were well positioned to cope, boy did they get an eye opener. In any regulation change it will be interesting to see how and if businesses will be treated differently than private individuals. Currently in business a company that has hit hard times or has suffered some catastrophic event can avail of limited liability on its debts. You simply close your doors, call a meeting of all the people you owe money to, help appoint a liquidator who will collect up what money that is owed to the company, sell what it owns and then divide it up equally. Sounds simple and fair. Well simple for sure, but maybe not so fair. If you are one of the people owed money you may take the view that you had made a lot of money from the troubled company over the years. Look, you got caught for the last cheque, get over it, it is very tolerant and decent of you. What happens if the amount you are owed threatens the future of your company, it is not so funny now. Maybe they were in opposition to you and for a few years have savaged you in the market place, that is ugly. We are now seeing the ugly face of limited liability emerge. It can get worse, you hear the company has re-emerged in the market place with the same customer base, same staff and if it is a transport company the same trucks. If you are close to the situation as a creditor or competitor your blood will absolutely reach boiling point when media reports will champion this new restructured company because of the amount of jobs that were saved with no reference to the fact that your employee’s future may have been jeopardised. Unfortunately this type of activity often referred to as “Phoenix” is becoming popular in the haulage sector. A number of incidents have occurred in the past year that have definitely been an abuse of limited liability. It is and will continue to be a challenge for legislation, banks and enforcement agencies to nail down the point at which availing of limited liability becomes fraud. A good starting point for them would be to not assist it. Here is the key point. Any company that wants to reignite themselves by using limited liability face one critical factor, continuity of service. If you finish work on Friday, close your company later that evening you need to be back at your customer's door on Monday morning as if nothing happened except a new name. To do that you will need all the lease agreements on your trucks changed and a new operators licence reflecting all the changes. Unlikely it can be done, so the company was either trading illegally on Friday or Monday. Are there guidelines for banks or Enforcement Authorities for dealing with this situation. Any new debt forgiveness arrangements for companies should take these situations into account. A bank may agree that they will do what they have to to protect their investment although with so much state involvement maybe they should rethink that point of view.

View from the Operators Desk by Sean Murtagh banks will absorb the offending amount, which will possibly be replenished by the state. So if you are a bank customer and taxpayer the debt will reappear twice as you will pay it in your tax and bank charges. It is a bit like the Lotto in reverse. You pick the winners and then go and sell tickets to everybody knowing they have no chance of winning. So now that we see the difficulties debt causes on the ground how will it be resolved at European and Government level? In the past it has taken some catastrophic events to conclude disputes and war about territory. Two questions now face world leaders - what steps should to be taken to bring financial normality and stability to the world - and are they brave enough to do it? For the rest of us we hope the answer to both those questions is yes and that whatever action is taken, it will be fair. It worries me though, if this was World War II, there are still two years to go!

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Debt forgiveness is an unusual phrase. Most people think it means Debt “Disappearance”. In the case of private mortgages what will likely happen is the 44 FLEETTRANSPORT | JUL/AUG 12

Text: Sean Murtagh - sean@fleet.ie

IMPORTANT NOTICE Reminder: All Professional Bus and Truck Drivers

DON’T FORGET YOUR ANNUAL 1 DAY DRIVER CPC TRAINING All professional bus and truck drivers (those who drive for a living) must have a Drivers Certificate of Professional Competence (Driver CPC). If you held a full bus driving licence before 10th of September 2008 or a full truck driving licence before 10th September 2009 you are automatically entitled to Driver CPC. If you’re a new bus or truck driver you’ll have to pass the Driver CPC examinations. Important All drivers (new and existing) are required to retain this qualification by attending one refresher training day per year in each five year period. If you drive trucks and buses you need to attend six days of refresher training in each five year period. For more information visit www.rsa.ie Tel. (096) 25000; or locall 1890 50 60 80 Email: cpc@rsa.ie

Greater... Volume, Design and Technology

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DENNIS EAGLE (IRELAND) LTD. 20 Parkmore Industrial Estate Longmile Road, Dublin 12 e: martin.ryan@dennis-eagle.ie T: 01 460 5224 F: 01 460 0120

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MATERIALS HANDLING

New video is an essential guide to forklift chain safety etchworth-based FB Chain Ltd has produced a short video that guides the viewer through the various stages involved in checking a forklift truck’s chain for wear using one of the company’s unique chainwear gauge tools.

be measured to within one quarter of one per cent. Chain elongation is the most common cause of chain failure and the ability to monitor it accurately allows an engineer to assess if a chain is likely to need to be replaced before his or her next review of the truck is due.

Peter Church, FB Chain’s Managing Director, explains: “Our new video gives easy to follow guidance on how to get the best results from the chainwear gauge – and gives handy hints along the way – and highlights key points to consider when using the product to ensure that a lift truck’s chain is in safety working order. The introduction of the new video means there’s no excuse not to start using this accurate and easy-to-use tool straightaway!”

“Checking a lift truck’s chain for wear is essential because excessively worn chains can be lethal. There is no better precision tool on the market for monitoring chain wear than our professional chain wear gauge.” FB Chain’s chainwear gauge is widely recognised as the most accurate, reliable and simple to use tool of its kind on the market. Unlike other makes, the FB gauge allows chain elongation to

FB Chain Wear Gauges have been sold in over 40 countries throughout the world since they were first launched. The new video can be viewed online at www. chainweargauge.com

Cargotec’s new Hiab cab offers better visibility to increase loading efficiency and safety

rane drivers in timber handling value view and comfort and last month, Cargotec launched its new Hiab cab with better visibility at the KWF Tagung in Bopfi ngen, Germany. Many cabs have limited visibility in certain, vital angles. Th is makes it hard for drivers to see where to place the timber during loading. As a consequence, valuable time is lost. With the new Hiab cabin a quick glance is enough for the driver to spot where to put the load and if traffic is approaching. “By slimming down the lift ing device extra space was created which was used to make the cabin notably more spacious and then we put in the very large windows”, said Jukka Soini, Business Support Manager for Hiab

designing the new Hiab cabin. “There is plenty of room in this cabin and I have a great view of the entire working area. Also, the seat is really comfortable and the controls easy to reach,” said Ismo Viitanen, one of the field test drivers and owner of P.O. Viitanen Ky in Finland.

Loglift and Jonsered at Cargotec.

Other details of the new cabin are impoved insulation, robust handles and door locks - and the front door shield curtain, which can be put in place using just one hand. The air conditioning device has been placed well covered under the cabin floor in order to reduce the height. The new cabin will be available for Hiab Loglift and Jonsered cranes.

Easy access to levers and large buttons on the control panel were also top priorities when

Jungheinrich is well Positioned for the Future

he Jungheinrich Group maintained its course for growth successfully in the fi rst four months of 2012. The business trend benefited from the high level of capacity utilization, in particular at the Moosburg production site. The company was optimistic about the continued course of the fiscal year at its Annual General Meeting on 12 June. The world material handling equipment market remained stable at a high level in the first four months of 2012. Irrespective of the deterioration in the economic environment - especially in Europe - global demand amounted to 324,000 forklifts (330,000 units in 2011), 46 FLEETTRANSPORT | JUL/AUG 12

falling short of the size the market had in the previous year by only about 2 per cent. Overall, Europe experienced a decline of 4 per cent despite the rise in sales volume in Eastern Europe, whereas North America posted an increase of 7 per cent. Asia’s market volume contracted by a mere 1 per cent. Worldwide, the high level achieved by warehousing equipment, Jungheinrich’s main customer base, was surpassed once again, by 1 per cent. Forklift trucks with IC engine-powered drives recorded a decline of 5 per cent.

Text: Jarlath Sweeney - editor@fleet.ie

TECHNICAL

Diesel Engines - Part I1

n the last edition Ailbe Burke looked at engine design and layout along with an introduction to the four stroke cycle of a Compression Ignition engine. Th is month he further outlines the operation of the engine with an emphasis on the main mechanical components such as the cylinder head, pistons, liners, crankshafts and camshafts. In figure 1 there is a Caterpillar (CAT) diesel engine being prepared for reassembly. Look at the engine block in the bottom of the picture and see 6 pistons and liners. Th is means the engine is a 6 cylinder and the fact that the pistons and liners are in a straight line means it is a straight 6. Again take a look at the two pistons in the middle of the block and you can see recesses. These recesses are for the start of combustion of the diesel and hot air, and as the compressed hot air and diesel rapidly increases in pressure the combustion processes expands out to cover the whole of the piston crown.

Figure 2 shows a cross section of a cylinder head with an inlet and exhaust valve. If you note the angle of the valve seating the inlet valve has a lesser angle than the exhaust valve this is due to manufacturer designing which gives a better swirling of the air coming in to the cylinder for the induction stroke and faster exhaust extraction on the exhaust stroke. The surface area taken up by the inlet valve is also greater than the exhaust valve this is because itâ&#x20AC;&#x2122;s harder to get air volume in to the cylinder than push it out as a spent exhaust gas. Figure 3 Camshaft The doubling of the number of teeth on a camshaft gear to that of a crankshaft means the camshaft will only run at half the speed of the crankshaft . Th is is for engine manufacturers to time the fi ring of the pistons to their preferred sequence. When talking about firing order of a four cylinder engine it means that in one full revolution of the crankshaft 360 degrees, the engine will fi re four times, or every 90 degrees. In a six cylinder engine the engine will fi re six times in a full revolution or every 60 degrees.

The cylinder's head is held up by a lift ing crane and the stems protruding upwards with coil springs att ached are the top of the valves in the cylinder head. There are 12 valve stems altogether so that would mean one exhaust and one inlet valve per cylinder. Some cylinder heads could have 4 valves per cylinder, 2 exhaust and 2 inlets.

Figure 2 Cylinder Head Cross Section

Figure 1 Caterpillar In order for a compression ignition engine (Diesel Engine) to work it needs to have air introduced to the piston and cylinder and this is done by opening a inlet valve to let the air fi ll the cylinder as the piston is on the downward induction stroke. The air is then compressed by the piston on a upward (compression) stroke which increases the heat of the air to about 200 degrees Celsius. As the piston is about to fi nish its upward compression stroke, diesel is injected into the hot air causing the mixture to burn rapidly which in turn causes a rapid expansion of the burning gas forcing the piston downward on the next revolution. Th is is called the power stroke. At the end of the power stroke the piston comes back up again to force out the burnt gases through an exhaust valve, exhaust stroke. Text: Ailbe Burke

So how are these valves opened and how are they timed to open at the correct moment? Well the answer is a camshaft (Fig 3). In this image you can see the camshaft lobes in green; they are designed and positioned to open the valves the correct distance and for the right amount of time at the right time. Th is is known as valve timing, and this timing is done by making the number of teeth on the camshaft double the number of the crankshaft . The crankshaft is the shaft designed to attach the pistons via connecting rods (Con Rods). These con rod connections to the crankshaft are staggered so as two pistons will be paired with each other. Because the camshaft is quite a distance from the crankshaft in an overhead camshaft arrangement, a chain or intermediary gears are needed to provide a connection between the crankshaft and camshaft . The camshaft shown in figure 3 is of a four cylinder engine note the 1st and 4th pistons and the 2nd and 3rd pistons are positioned together. The piston arrangement is designed that way to bring an even balance to the fi ring sequence of the engine. A common fi ring order or combustion order of a four cylinder engine is 1,3,4,2 and in a six cylinder it could be 1,5,3,6,2,4.

Looking at the fi ring order of the four cylinder engine it would proceed in the following manner. As number 1 and 4 pistons are rising together, number 1 could be on the compression stroke both valves closed and number 4 pistons on the exhaust stroke. If 1 and 4 are on an upward stroke then 2 would be on its intake stroke and 3 on the power stroke. The reason why these fi ring order arrangements are used is to provide for smooth running of engine and the more cylinders you have the smoother the engine you can get. Th is is due to shorter time gaps between the power strokes. In the next issue Ailbe Burke will look at the air intake and fuelling of the CI engine.

Information supplied by Department of Mechanical & Automobile Engineering, Limerick Institute of Technology, Moylish, Limerick.

FLEETTRANSPORT | JUL/AUG 12 47

SOAPBOX

A Week in the Life of an Irish Haulier

oday I listened to a very capable Minister for Transport handling tough questions on Newstalk about the Ryanair bid for Aer Lingus. Not for the first time did I wonder at Ministers who have spent so much time looking after State owned transport interests whilst ignoring the private road transport industry. To quote the Minister from a recent speech, “there will always be a haulage industry” but many hauliers ask “Minister what are you doing to make sure there will be?” We hauliers serve primarily Ireland's small businesses, we are 4,500 hauliers owning 16,000 trucks hauling 60 to 70% of all that moves on this island. Regulatory issues arise almost without notice i.e. Cabotage, there is no partnership between Government and ourselves, and there is confl ict between regulator and the regulated. The greatest challenge the Irish Road Haulage Association (IRHA) needs to meet is to win the understanding of both the public and our Minister of our vital role in the past and more particularly in the future. Change is becoming ever more prevalent and all that at a time when both the economy and ourselves are under the greatest strain.

Additional road tolls and taxes were Irish €140, Euro Vignette €64, German tolls €176, Irish tolls €33.80, Ferries; Rosslare to UK, Denmark to Sweden, Norway to Denmark and a return trip through the Channel Tunnel coming out at about €2,200. So before paying the drivers wages and expenses or a penny towards the cost of the truck the costs rise to €5,000 plus, and we still have to make a profit? To get to Heimdal and back and make a profit included the following; no load from Norway as it is outside the EU, a load from Denmark to Holland, then a load of Dutch toys for Dublin and fi nally a load from Dublin to Shannon arriving home on Tuesday night.

The Irish Road Haulage industry has from these humble beginnings risen without song or dance and succeeded in taking on the challenges of gett ing the exports and imports of the most openly traded economy in the world's to that market. Governments know all about Aer Lingus, Aer Rianta (now DA A), CIE, B + I, Irish Shipping, to all of which they gave and some are still giving millions of taxpayers money, while at the same time giving them rights to protect them from any sort of competition. Ministers on behalf of Government have fought to protect these entities from going out of existence, fought the EU to protect them from unwanted EU legislation. Ask yourself when you last heard a Minister standing up in Dail Eireann and praising the success of the road haulage industry in delivering to the world, I can’t. We have a Government Department devoted to the preservation of State monopolies whilst at the same time allowing costs and hindrances such as the Cabotage ruling to be piled on top of the haulier.

Over the years I have marvelled at the entrepreneurial skills and self-reliance of the hauliers I have met in the IRHA, I think both the Minister and the public would as well if the stories were told? Two such members are Eoin Gavin, a young man running his own company having sprung out of his father's business and Pat O'Donovan who is now the patriarch of a fourth generation business (founded before the State). Eoin recently completed a job for an Irish Creamery in the South-Western corner of Ireland to get a load of butter to Heimdal 7080 in Norway, (Heimdal for the information of readers is north of the Arctic Circle). It is almost as far away as it gets, so how do you get it there? The distance to Heimdal from Kerry is 3036 kms and by the time the truck had returned to its base at Eoin Gavins home in County Clare it had covered 6375 kms, it used in the region of 2,500 litres of fuel and been away from home for 12 days. The fuel was bought in Belgium at €1.06 plus VAT thereby giving the Belgium Government the benefit of the tax content as the fuel in Ireland cost €1.20 plus VAT, an additional €350 which for some could be the difference between getting the work or not, or worse, not selling the butter?

they liked in haulage, the licence bought for £1200 was att ached to an adjoining town so he had to buy a house there for £700. The licence was restricted to Munster but had the added att raction of allowing two counties in Leinster to be included, such were the restrictive practices the State provided to protect its own transport provider.

Looking at the manifest of a week's work for O”Donovan Transport’s fleet shows a variety of loads and destinations that is a microcosm of Irish indigenous industry. Loads of fi sh from Castletownbere to Barcelona and Madrid, groupage to Renne, frozen fi sh from Dingle to Vigo, dry freight to Liverpool, more to Manchester, loads of steel to London (the Olympics), and yet more steel to Liverpool. Coming back we have everything from stone to onions (yes that’s how we get those delicious Spanish onions on our shop shelves). Given the system under which Pat O’Donovan’s father John (Jack) bought his licence in 1955 highlights the entrepreneurship that courses through O’Donovan Transport’s culture. At that time only the State in the form of CIE could do what

If the Shannon Cargo Hub were to develop, where is the logic of decreasing the ability of the native haulier to serve it by increasing fuel and road taxes? Those such as the Dutch who have made their country into the worlds leading transport nation are incredulous when I tell them what is happening here in road transport and simply disbelieve what appears to be the requirements being put on trucks before we are allowed to run at 46 tonnes when they are running existing lorries at 60 tonnes. It is time to end the isolation of thinking that we hauliers are mere “motorists”, we are the arteries by which Ireland's exports flow, surely that merits deeper thought? What Ireland's transport industry needs, and former Minister Dempsey was giving the matter consideration, is the Irish equivalent of the HIDC (Holland International Distribution Council) bringing together joined up thinking to the totality of all our requirements to help employ more of our citizens and make Ireland a happier, successful country.

MIKE MURPHY INSURANCE GROUP an Aon company Working with the Irish Haulage Industry for over 35 years Just call us for a quote! Tel: 01 2932350 Fax: 01 2932360

48 FLEETTRANSPORT | JUL/AUG 12

Text & Photo: Jerry Kiersey - jerry@fleet.ie

Celebrating FTA Ireland’s birthday!

Since the foundation of FTA Ireland two years ago the organisation has established itself as the trusted voice of the Irish logistics industry. This success wouldn’t have been possible without the support and engagement of the Association’s members. Members include:

If you would like more information about FTA Ireland, or are interested in becoming a member, please visit www.ftai.ie or call us on 01 8220040 Delivering safe, efficient, sustainable logistics

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