Fleet Transport Magazine Summer 2009 by Orla Sweeney

IRELAND'S LEADING COMMERCIAL VEHICLE MAGAZINE Inside!

International LoneStar U.S.TRUCK OF THE YEAR 2009 • Silver Award for Reynolds Logistics - European Transport Company of the Year 2009 • European Transport Barometer Survey Results • Feature: Heavy Haulage / Abnormal Loads • Test Drive: Renault Premium Lander 8x4 • Plus: Materials Handling, Logistics,Trailer, Show/Event Reports etc.

JUNE ‘09 €4.50 inc.V.A.T.

STG £2.80

contents JUNE 2009 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 Editor: Jarlath Sweeney Contributors: Sean Murtagh, Gerry Murphy, Cathal Doyle, Paul White, Jonathan Lawton, Donal Dempsey, Howard Knott, Jerry Kiersey, Creels, Joe O’Brien. Photography: Jarlath Sweeney, Gerry Murphy, Cathal Doyle, Paul White, Jonathan Tyner, GB Truckpix, Tim Stonton. Cartoons: HandEye Studios, Tony Colley. Administration: Orla Sweeney, Denise Vahey, Helen Maguire. Advertising: Mary Morrissey, Orla Sweeney. Design: Eamon Wynne.

4 News Truck Security needs upgrading • Changes to disability transport regulations in Northern Ireland • New rail freight service from West to East • Announcing Irish Haulier of the Year 2010 • European Silver for Reynolds Transport • Irish Exports fall • CV registrations decline across the EU • Ford updates the Transit & Transit Connect • VW Caddy goes ECO! 8 Cover Navistar’s International LoneStar – North Amercian Truck of the Year 2009 10 Survey Results of the European Transport Barometer 12 New Fleet Despite the recession there are some new truck sales going on

16 Report The Energy Show, RDS, Dublin 17 Awards Announcing the Fleet Transport Irish Truck of the Year 2010 in association with Castrol

32 Finance Surviving the downturn 33 Materials Handling Warehousing Options 34 Comment West on Track Conference, Claremorris 35 Review Multimodal Exhibition, NEC, Birmingham 36 Times Past Heavy Haulage from days of yore 38 Fleeting Shots Snap Shot news clips

40 Tyres Interview with the top brass @ Continental Tyres 43 Event Volvo Ocean Race – Galway Stopover 44 Logistics Latest from this part of the industry

21 Knights of the Road Newsletter of the Irish Road Haulage Association

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.

30 Legal Driving Tired

39 Trailer News from Schmitz Cargobull, Kogel and Gray & Adams

14 Test Renault Premium Lander 410.32 8x4

18 Feature Heavy Haulage & Abnormal Loads

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

www.fleet.ie

29 Fuel Prices Diesel & Petrol costs from around the globe

45 Environment Sustainable Transport Future Conference, Dublin Castle 46 Soapbox Jerry Kiersey has his say!

P 14

P 38

P 46

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

FleetTransport | JUNE 2009

NEWS 1

More Truck Security Required

arious European studies continue to reveal that att acks on trucks, their drivers and loads are constantly increasing. About 60% of all att acks on trucks take place in parking or service areas. Th is issue was the main topic at the fi rst International ‘Truck Parking Conference’ held in Brussels. More than 4,000 vehicles over 3.5 tonnes are stolen annually across Germany, Britain and the Benelux Countries.

the pan-European Internet Platform called TRUCKInform and the Project LABEL for certificate and classification of service stations and parking areas, which are co-fi nanced by the Commission.

With a total budget of €10.9m one of the objectives of the SETPOS Project is to construct fi ve ‘exemplary’ truck parking sites - Truck Etape, Valenciennes, France; Autohof Wörnitz, Germany; Ashford International Truck Stop, England; Resthof Uhrsleben, Germany and Verviers Pneus Liege, Belgium. In the SETPOS Project, 38 participating partners have come together to produce a Best Practice Handbook and developed an EU-wide intelligent information, parking guidance and reservation system. Information on 3,000 stations and stops are available on-line at www.truckinform.eu

European Parliament representatives, informed the 200 attendees from all over Europe on the fi nal phase of the SETPOS Project (Secured Truck Parking Operator Services) for greater security at truck parking areas.Also included in the programme was

Changes to transport regulations in Northern Ireland around disability discrimination

he Equality Commission for Northern Ireland has published a consultation document on its draft Statutory Code of Practice on the draft Disability Discrimination (Transport Vehicles) Regulations (NI) 2009. The Code aims to explain the new duties on transport providers which will come into force later this year. Transport providers will be under a legal duty not to treat disabled people less favourably than other service users, and to make reasonable adjustments to make their services accessible. Transport services affected include: buses and coaches, taxis, trains, rental vehicles and breakdown / recovery services.

The Equality Commission is keen to hear the views of any interested parties. If you are interested in making your views known, a copy of the consultation pack can be obtained after 8 June 2009 from Oonagh Smyth, Equality Commission for Northern Ireland, Equality House, 7-9 Shaftesbury Square, BELFAST, BT2 7DP.

The consultation pack is also available on the Equality Commission website www.equalityni. org and can be made available in an alternative format such as Braille or audio tape on request. The closing date for responses is 25 September 2009.

Alternatively you can request a copy by email (osmyth@equalityni.org) or by telephone 02890 500664.

IWT to run freight train service from West

lans are being finalised between International Warehousing & Transport and Iarnród Éireann to meet the 1st August start up date of a new rail freight service from Ballina (Mayo) to Dublin Port. IWT Commercial Director Colin Dunne informed Fleet that the new service will facilitate local manufacturers such as Coca Cola and Hollister Healthcare and will also be available to other freight forwarders in the region.

The announcement was made by Transport Minister, Mr. Noel Dempsey T.D., at the West On Track Rail Conference held in Claremorris. Initially, the new Intermodel Service (which links up with the Westport – Dublin line at Claremorris) will run once a week, increasing to three trains per week within two months. Eventually, subject to take-up a daily service is on the cards. 45ft and high cube containers will be accommodated.

Irish Haulier of the Year 2010 sponsored by Schmitz Cargobull

et your applications in for the Fleet Transport Awards Irish Haulier of the Year 2010. Transport companies or individuals licenced in Ireland are eligible to enter. For the 2010 programme there are twelve categories. Log onto www.fleet.ie for full details. Entries close on June 30th. Apply now!

4 FleetTransport | JUNE 2009

Gordon O'Keefe K&L Deliveries receives his Irish Haulier of the Year 2009 Award

NEWS II

European Silver for Reynolds Logistics

eynolds Logistics (Dublin) was awarded runner-up in the inaugural European Transport Company of the Year 2009. Deemed as the ‘Champions League’ for European Road Transport Operators, Reynolds Logistics represented by company Chairman, Joe Reynolds and Managing Director, Andrew Reynolds impressed the 17 person Jury at the Finals held in Amsterdam on May 7th. Up against the 'best of the best' from 14 countries across Europe, Reynolds came a close second to eventual winners Van Maanen from The Netherlands. Belgian company Van Moer fi nished third. Topics covered in the ‘Final’ interviews included Finance, Information Technology, Environment and Customer Satisfaction.

Representing Ireland as Fleet Transport Irish Haulier of the Year 2008, Reynolds Logistics’ core business is the distribution of petrochemical and chemical bulk products throughout Ireland and the British Isles. The company strives through engineering innovation and business process modelling to develop more efficient and more economical methods of distributing products on behalf of its clients. Organised by Truck Europe, the aim of the European Transport Company of the Year contest is to ‘award a transport operator whose management skills, professionalism and image can be considered as an example to follow for the whole European Road Transport industry.’ A delighted Joe Reynolds said after the prize presentation held at the Grand Hotel Krasnapolsky, “I would have loved to have won it, but to come second in Europe means a lot to our company and I’m very proud. We’ve come a long way. We compete in an extremely difficult field, where our main competitors are some of the largest companies in Europe – Hoyer, DHL & Wincanton. We want to be able to compete with them, which is a fantastic thing, but also then to be judged at a high level is a validation of our position.” He added, ”Marketing for us, because it’s the nature of our client base is very subtle. There is litt le point in advertising in the Economist, Financial Times and the Irish Times. So consequently we know our customers, we know our potential customers, so it depends on the validation of our services what we do is very important. So ultimately the Fleet Transport Award and the European Award are most significant to us. Yes, I’m delighted for all our

staff and management team. You know without them, we couldn’t do this. We are very happy. And someone mentioned that there are 850,000 hauliers in Europe and we’re number two – in that sort of number it makes you very happy." Mercedes-Benz Ireland has praised Reynolds Logistics on its success in achieving second place in the European Transport Company of the Year 2009 Awards. Adding their voice to the flood of congratulations received by the company, Commercial Vehicles Sales Manager, Fergus Conheady joined-in congratulating Joe and Andrew Reynolds and the Reynolds Logistics team on their success in being chosen from a field of 14 companies put forward for the European title. Commenting, he said: ‘Mercedes-Benz is proud to be a major supplier of heavy commercial vehicles to Reynolds Logistics. Their success in securing such a prestige award is testament to the quality of service and very high standards employed by Reynolds Logistics in the operation of their business.”

Joe Reynolds, Andrew Reynolds and Jarlath Sweeney pictured at the European Transport Company of the Year Awards in Amsterdam.

Foreign Direct Investment required to stem fall in Irish Exports

“F

oreign Direct Investment must now be renewed and invigorated to ensure a return to sustainable economic growth,” that was the call from John Whelan, Chief Executive, Irish Exporters Association on announcing that Irish Exports fell by almost 10% in the fi rst quarter of 2009.

Total exports for the first quarter of 2009 stood at €33.78 billion down from €37.38 billion in the same period last year. The Irish Exporters Association (IEA) says that unless the Government provides some additional stimulus for the sector that the prognosis for the full year is that exports will continue to decline at an accelerated rate leading to substantially increased unemployment in the sector.

Fluctuations with Sterling, a 21.3% fall in sales to China, along with a sharp drop in turnover in the transport sector (by 30%) drove the biggest dent into our export trade, apart from our Financial Services of course (down 50%). In order to assist with a quick turnaround Mr. Whelan stressed that non-wage costs such as energy prices together with utility and administration fees must be reduced in line with our EU competitors.

FleetTransport | JUNE 2009

NEWS 111

Commercial vehicle registration sales decline continues

urther job losses in the motor industry are likely as passenger car and commercial vehicle sales slide across the EU. Quarter 1 2009 figures released by the Association of Commercial Vehicle Industry (ACEA) reveal that sales of new light and heavy commercials have dropped by 35.6% over the same period last year. Over the first quarter, van registrations across the EU dropped 35.3% with all major markets suffering. The situation with Heavy Commercial Vehicles is not good, significantly suffering the affects of the economic crisis recording a minus of 41.5%. Buses and coaches also experienced a reduction in demand by 20%.

Recent research shows that almost 5,000 jobs have been lost in the Irish industry over the last 6 months, and that negative trend is likely to continue across Europe, judging by the lack of orders reported by leading manufacturers such as Scania and Volvo. At present, Scania foresees no change in the demand for vehicles in the coming quarter. “In most European markets, the truck population has a relatively low average age, and many transport companies have low utilisation of their vehicle

fleets, which is sharply slowing investments in new vehicles,” stated Leif Ostling, President & CEO, Scania. The VW Group owned company has subsequently introduced a 4-day working week at all of its Swedish operations. Leif Johansson, President & CEO of AB Volvo is a little more optimistic, “The climate was very different in the Group’s markets in Europe, North America and Asia. Adjusted for currency movements, sales fell by more than 4% to SEK 56 billion (£4.72bn) in a historically weak quarter. However, I continue to be optimistic about the future possibilities for the Volvo Group – we have the products that customers want, as evidenced by continued high market shares, and we are active in industries characterised by long-term growth.”

The situation is even more serious in Ireland according to the Society of the Motor Industry (SMI). More recent data reveals that the downturn continues with Light Commercial Vehicle registrations for April 2009 down 66.32% (926 v 2749). When compared to 2008 year to date figures at 4,410 this sector is 78.13% down on the first four months of last year (20,165). Heavy Vehicle registrations are fairing even worse – down 78.43% Volvo has launched the Globetrotter XXL – a special-sized cab for Norway only on April 2008 figures and back almost as the country has own special length regulations for heavy goods vehicles. This 75% for year to date.

Mentioning Asia, Toyota’s HGV arm Hino suffered large losses in Quarter 1 2009 to indicate the global spread of the downturn. A loss of 61.84 billion Yen compared to a profit of 22.18 billion Yen sees the Japanese truck brand go into the red for the first time since Q1 2001.

extended cab version was only previously available in Australia.

Ford Refreshes Transit Connect & Introduce ECOnetic to Transit range

ince launch over 600,000 Ford Transit Connects have been sold across the EU. To co-incide in becoming the fi rst commercial vehicle under the Blue Oval’s ‘One Ford’ Global policy, the former International Van of the Year winning Transit Connect has got a makeover. As it hits 50 market countries in four continents (including the US this Summer) the Connect and its sister passenger version the Tourneo has been updated to fit into the Ford ‘Kinetic Design’ family. The revisions include revised bumpers, grille and mirrors along with car-like interior-inspired by the S-Max, Ford’s successful MPV.

Performance and efficiency are the highlights of the ECOnetic Transit. Based on the SWB FT280 model, almost 40 mpg and CO 2 rating of 189g/km can be achieved from this Euro 5 2.2 litre, 115PS Duratorg TDCi. Other interesting elements to entice the ‘Green Van Man’ is a gear shift indicator and 110km/h (70mph) speed limiter.

VW’s Environmentally Friendly Alternative

f you are looking for a greener alternative to a petrol or diesel powered light commercial vehicles but an electric powered vehicle doesn’t meet your requirements, you might want to take a look at Volkswagen’s latest offering – a Caddy powered by natural gas. A full factory built conversion, the Caddy EcoFuel uses a specially converted 2.0 litre petrol engine to run on Compressed Natural Gas (CNG) or Bio-Methane offering significantly better fuel economy as well as lower emissions. A separate

FleetTransport | JUNE 2009

reserve tank also allows it to run on petrol with a combined range of about 560 km. Perhaps the biggest obstacle to its success will be the availability of fuel. At present there are only two Bord Gais locations – in Cork and Dublin – where CNG can be obtained. Prices have yet to be fi nalised but expect the VW to retail for approximately €19,000. A full test of the Caddy EcoFuel will be available in the next edition of Fleet Van & Utility.

COVER

International LoneStar voted U.S. Commercial Truck of the Year

udged by a panel of journalists from leading truck publications in North America, the International LoneStar was selected as the inaugural ATD Commercial Truck of the Year. The announcement and presentation was made at the American Truck Dealers (ATD) 2009 Convention and Exposition in Washington. “Based on a number of criteria, i nc lud i ng desig n, innovation, cab quietness and space utilisation, it beat off opposition from Freightliner, Cascadia Kenworth T660, Mack Titan and Peterbilt Model 386,” said past ATD Chairman, George Grask, on announcing the winner at the Gaylord National Resort and Convention Centre. “With a strik ing , aerodynamic appearance a nd brea k t h roug h functional innovations inside and out, the LoneStar is the result

of extensive customer research and automotive – inspired design – a new truck that changes the game for today’s trucking professional,” went the citation. “It creates a new category of Class 8 trucks called “Advanced Classic,” in which technology and innovative styling converge with next-generation

aerodynamic design to deliver superior fuel efficiency. LoneStar also sets a higher standard for comfort – through improved ergonomics, an industry-leading suspension, advanced electronics and a whisper-quiet cab.” “We’re excited about LoneStar being named ATD Truck of the Year,” said Dee Kapur, President, Navistar Truck Group. “Since the earliest stages of development, we were confident we had a winning truck unlike anything else on the road. Drivers don’t have to compromise with the LoneStar. They can have it all – looks, efficiency, comfort, functionality and productivity.”

International LoneStar provides driver comfort, serviceability and aerodynamics that deliver improved fuel economy. Inside the LoneStar offers a work environment that converts to a living space. A fold down bed style bunk allows conversion from a sofa to a full 42-wide bunk with a one-piece spring matt ress. The living area is defined by optional hardwood flooring or carpeting and driver’s seat with optional massage feature. Automotive-style features include: Standard ABS, roll stability traction control and Bluetooth integration for hands-free phone use. The truck can be equipped with 42 different accessories.

Next year, ATD will present two Awards in that it will recognise the best Medium (Class 3-7) and Heavy-Duty Trucks (Class 8) sold in the United States.

Freightliner Cascadia

Kenworth T660

Mack Titan 8

FleetTransport | JUNE 2009

Peterbilt Model 386 Text: Jarlath Sweeney – editor@fleet.ie

SURVEY

Driver Training and tyres are key areas for investment – European Transport Barometer 2009

or European hauliers, the most common focus of investment in the fi rst half of 2009 will be driver training and tyres as they seek greater efficiency in their day-to-day operations. Perhaps unsurprisingly, areas least likely to see investment include more capital intensive investments such as trucks and trailers.

Investment in Technology remains vital Nearly one-third of haulage companies surveyed stated that they will be increasing their investment in IT and Telematics in the fi rst half of 2009 for their operations compared to Q4 of 2008.

Share of hauliers increasing investment in H1, 2009 by type of investment

Investment in IT and Telematics by European Road Hauliers in the First Half of 2009

Increasing Investment Compared to Q4, 2008

Investment Compared to Q4, 2008

Share of Hauliers (%)

Driver Training Tyres IT and Telematics Safety Equipment ‘Green’ Technologies Vehicles Trailers

44.0% 37.8% 31.3% 27.2% 24.0% 23.7% 19.7%

Decreasing Investment Maintaining Investment Increasing Levels of Investment

4.3% 64.4% 31.3%

Average Change in Investment

-1.05%

Source: Analytiqa/European Transport Barometer 2009 Of the 3,900 road transport companies across Europe that took part in the research, undertaken by Analytiqa, 44.0% stated that compared to Q4 of 2008, in the fi rst half of 2009 they will be increasing their investment in driver training. Th is investment is seen as vital if hauliers are to increase productivity from their existing operations, boosting efficiencies in terms of the utilisation of both in-cab technologies and fuel consumption in their driving habits.

Investment in Driver Training by European Road Hauliers in the First Half of 2009 Investment Compared to Q4, 2008

Share of Hauliers (%)

Decreasing Investment Maintaining Investment Increasing Levels of Investment

2.2% 53.8% 44.0%

Source: Analytiqa/European Transport Barometer 2009

Over one-third (37.8%) stated that compared to Q4 of 2008, over the fi rst half of 2009 they will be looking to increase investment in tyres.

Investment in Tyres by European Road Hauliers in the First Half of 2009 Investment Compared to Q4, 2008

Share of Hauliers (%)

Decreasing Investment Maintaining Investment Increasing Levels of Investment

4.5% 57.7% 37.8%

Average Change in Investment

0.21%

Source: Analytiqa/European Transport Barometer 2009 10

FleetTransport | JUNE 2009

Source: Analytiqa/European Transport Barometer 2009

Although the overall levels of investment are forecast to decline (by just 1.05%) this is a result of a minority of hauliers cutt ing their IT budgets, some cutt ing them almost completely. There are, however, many more hauliers that are expecting to increase their IT expenditure, though not necessarily by large amounts.

“The crisis can be a good opportunity for hauliers as our clients seek greater efficiencies. Technology plays a huge part in that. You simply cannot survive without it.” - Leading European Haulier March 2009 On a positive note, almost 70% involved in the panel said that they will not be making any changes to their levels of investment in safety equipment. Over one-quarter of hauliers (27.2%) did report, however, that they will be increasing their investment, (as compared to Q4, 2008) in seeking ways to reassure customers of their capability and reliability to fulfi l their logistics requirements.

Investment in Safety Equipment by European Road Hauliers in the First Half of 2009 Investment Compared to Q4, 2008

Share of Hauliers (%)

Decreasing Investment Maintaining Investment Increasing Levels of Investment

3.2% 69.6% 27.2%

SURVEY Being ‘green’ also brings financial benefits Almost one-quarter (24.0%) replied they will be increasing their investment in environmentally friendly technologies. Th is investment is seen as important for a number of reasons, not least the beneficial impact upon the world in which we live. Additionally, hauliers are fi nding that by being ‘green’ there are positive fi nancial and business implications. They are boosting the efficiency of their operations (by improvements to scheduling or fuel consumption etc) and also better positioning themselves to green conscious customers and clients that are looking to outsource their transport requirements to ‘environmentally aware’ hauliers.

Investment in ‘Green’ Technologies by European Road Hauliers in the First Half of 2009 Investment Compared to Q4, 2008

Share of Hauliers (%)

Decreasing Investment Maintaining Investment Increasing Levels of Investment

2.7% 73.3% 24.0%

When it comes to investment in trailers, over 80.0% of hauliers stated that compared to Q4 of 2008, they will not be increasing their levels of investment in the fi rst half of 2009. Overall, however, there is forecast to be a 0.59% decline in trailer investment in the fi rst half of 2009, as compared to the amounts invested in Q4, 2008.

Investment in Trailers by European Road Hauliers in the First Half of 2009 Investment Compared to Q4, 2008

Share of Hauliers (%)

Decreasing Investment Maintaining Investment Increasing Levels of Investment

12.4% 67.9% 19.7%

Source: Analytiqa/European Transport Barometer 2009

European Transport Barometer 2009

Source: Analytiqa/European Transport Barometer 2009

76% of hauliers will not increase investment in vehicles in H1, (Jan - June 2009) 15.0% of transport operators across Europe will be further decreasing their investment in vehicles, which of course is at already record low levels. Nearly two-thirds of hauliers are remaining un-moved by the continuing economic decline, choosing to neither cut expenditure any further, but not make any new investments.

In partnership with Truck Europe and leading trade magazines across Europe (including Fleet Transport) Analytiqa (www. analytiqa.com) undertook extensive research in order to obtain the core data for the 2009 report. Over 3,900 responses were analysed to identify Business Growth by Volume and Value; Changes in Fleet Sizes; Reasons for Changing Costs and Profits; Future Volume and Profit Forecasts; Future Investment Strategies – in the midst of a global recession, how hauliers are trying to improve their profits.

On a more positive note, almost 24.0% of hauliers expect to see an increase in their investment in new vehicles in the fi rst half of 2009. Bear in mind, however, that this ‘increase’ in investment is building from an extremely low base of almost zero investment levels at the end of 2008. The hauliers that are looking to make investment in the fi rst half of 2009, most often only at very small levels, are seeking to take advantage of financial deals offered by dealers and manufacturers on both new and used vehicles, desperate to provide incentives to boost declining sales.

Investment in Vehicles by European Road Hauliers in the First Half of 2009 Investment Compared to Q4, 2008

Share of Hauliers (%)

Decreasing Investment Maintaining Investment Increasing Levels of Investment

15.0% 61.3% 23.7%

Average Change in Investment

0.48%

Source: Analytiqa/European Transport Barometer 2009

Van Moer Transport (Belgium) finalist European Transport Company of the Year 2009 Van Maanen (The Netherlands) European Transport Company of the Year 2009

FleetTransport | JUNE 2009 11

NEW FLEET

Manvik secures Iron Mountain contract

aste handling solution provider Manvik Ireland has won a fleet contract with Iron Mountain to supply high spec vehicles for secure document collection.

Manvik was awarded the contract following a competitive tender process; Iron Mountain cited Manvik’s experience and superior facilities as key factors in its decision.

Iron Mountain (part of Global company Iron Mountain Inc) provides an information destruction service, which involves the secure shredding of data held on a variety of media such as paper, CDs and DVDs. The five-year deal, which is valued at €750,000, will see Manvik provide Iron Mountain with 15 vehicles ranging from Ford Transit Connects to 7.5 tonne DAF LF Series models on a contract hire basis as well as ongoing maintenance. All vehicles are specially adapted to facilitate confidential document collection and are custom fit with climate control, thermal lining and a high security locking system.

“We are delighted to be working with such a long-established company as Iron Mountain,” said Declan Murray, Managing Director, Manvik Ireland. “Given the potential Irish and UK fleet requirements of Iron Mountain winning this contract opens the way for Manvik to build up significant market penetration in this fastgrowing business area, which is vital for our growth, particularly in the current sales climate.”

Martin Ryan, National Sales Manager and Declan Murray, Managing Director, Manvik Ireland.

Hanley stretches Scania fleet

oel Hanley receiving the keys of his new Scania R560 LA 4x2A Topline from Deirdre O’Connor representing AOC Commercials Ltd. This will bring Noel Hanley’s fleet of Scania trucks to fifteen, which consists of a mix of both rigids and tractor units. Th is high spec 3.9 metre wheelbase Scania R 560 tractor unit comes complete w it h Xenon Headlights and Durabrite alloy wheels.

Fuso to the Fore!

urphy’s Truck Centre, Ballymount, Dublin has recently supplied the following Mitsubishi Fuso trucks to various customers to highlight the versatility of the Canter range. Sam Hire 18 x 3.5 tonne Mitsubishi Fuso Canters with dropside bodies Dunlaoghaire / Rathdown County Council Fitted with a wood-chipper body, this 7.5 tonne (145hp) Canter will be busy all year round. Duff y Brothers Salvage Based near Murphy’s Truck Centre, Duff y’s specified this 7.5 tonne 180hp Canter with Tilt and Slide body. Gold City Produce Th is 7.5 tonne 145hp (7C14) Fuso Canter has a refrigerated curtainside body fitted with VTR supplied cooler unit.

Iveco & Hino sales by Harris Truck Centre

SB Networks continues to renew its f leet and pictured here are two new Iveco Eurocargo 140E22 4x2 rigid trucks (from an order of 12 units) that are destined for Sligo and Louth respectively. All are fitted with Versalift boxes and rear mounted HIAB cranes. Monread built the bodies. Another deal done by Harris Truck Centre (Dublin) was with Abhann Logistics, Raheen Business Park, Limerick, which has just taken delivery of a new Hino 500 Series (1826 model) 4x2 curtainsider.

CASEY BANNER 12

FleetTransport | JUNE 2009

Fleet Transport Irish Haulier of the Year Awards 2010 Entry Form Name: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Position: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Company Name: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Company Address: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Telephone: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Mobile: . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fax: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Email: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Website: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . No. of Vehicles: . . . . . . .

Category Entering - Please tick boxes Irish Haulier of the Year (Overall) National Haulier of the Year International Haulier of the Year Owner/Driver Haulier of the Year Own Account Transport Operator of the Year Regional Transport Operator of the Year Pallet Network Member of the Year

Livery of the Year Safety Award Environment Award Transport Manager of the Year Technician of the Year Services to the Transport Industry Award

‘I have read and understood the terms and conditions of entering the 2010 Fleet Transport Awards’. Your Signature: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Please send completed Entry Form plus additional material (Include Road Freight Carriers Licence where applicable) by Monday 30th June 2009 to Competition Secretary, Fleet Transport Awards 2010, D’Alton Street, Claremorris, County Mayo. Tel: 094 93 72819 Fax: 094 93 73571 Email: marian@fleet.ie

Bookings To avoid disappointment, book your place now by completing the form below or alternatively email marian@fleet.ie or telephone 094 93 72819. A table of 10 is €650.00 + VAT • Fee includes pre-dinner drinks, 3-course dinner and awards presentation. A single place is €70.00 + VAT • Fee includes pre-dinner drinks, 3-course dinner and awards presentation. Cancellation Policy ‘One calendar month (5th September 2010) or more prior to the event a full refund is given. Thereafter no refund is given. All cancellations must be made in writing to Fleet Transport Magazine, D’Alton Street, Claremorris, County Mayo and the booker should not assume this cancellation has been actioned until they receive written confirmation. In the event that this function is cancelled by Fleet Transport, a full refund will be made of any booking fees paid. However, if the event is postponed for reasons beyond the direct control of Fleet Transport, this booking will be transferred to the revised date of the Event and no refund will be due. Booking Form: Company: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Name of Contact: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Address: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Telephone Number: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Email address: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Table or individual bookings: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Please charge my debit/credit card the amount of €

Laser, Mastercard, Visa, Electron & Maestro

Expiry Date: / CVV No. Card No. Signature: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Date: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Terms and Conditions: • Any licensed haulier or own account Transport Operator is eligible to enter in the Fleet Transport Awards 2010, established to honour excellence in operation or services to the transport industry. • Entries must be received by Tuesday 30 June 2009 and will not be returned. There is no entry fee. • All entries will be treated in strict confidence and are judged by a panel of experts from the industry. • The completed entry form can be accompanied by a 1000 word document outlining further details on your company and its operations. Photographs and customer testimonials can be included. • A short-list will be published in the September edition of Fleet Transport Magazine (published 4th September). • Short listed candidates will be called for interviews on Wednesday 9 and Thursday 10 September. A five minute video or Powerpoint presentation will be welcomed on the day of the interview. • The decision of the Adjudication Panel is final and no correspondence will be entered into afterwards. Award winners are permitted to promote the prize in their advertising campaigns (subject to certain criteria). • Confirmation of receipt of entries will be sent out to all applicants. Award entries received after the deadline date will not be included in the competition. • Presentation of the Awards will take place on Monday 5 October 2009 at an awards dinner at the Marriott Johnstown House Hotel, Enfield, County Meath.

TEST

Renault Premium Lander 410.32 8x4 Optidriver+

ithout doubt, the last few years have seen improvement to construction vehicles that were previously unimaginable. No longer are the ‘shovels with wheels’, the poor relation of the transport industry. Until recently the idea of applying state of the art technology to vehicles spending most of their working life up to their nether regions in muck and sometimes worse – seemed pointless. Nevertheless, why should the owners of construction vehicles, not benefit from the advances made in fuel economy, emissions levels and reduced maintenance as much as their long haul counterparts? Likewise, why should the driver of an eight wheeler not deserve to have his or her working day made as undemanding as possible? It is a number of years now since Renault Trucks recognised a niche market, and set out to design a specific heavy duty off roader, which resulted in ‘Kerax’. The French manufacturer's construction offering Kerax has since become a well-respected truck which has gained serious street credibility in a sector where the ability to do the job is the only yardstick. In Lander, Renault has produced a vehicle, which may appear similar in many ways to Kerax. However, where Kerax is a heavy duty off roader, with on road capabilities, Lander is an on road highway truck with off road capabilities; both models have an almost endless range of chassis and drive-train configurations to cover any type of work. Our test vehicle was an 8x4 Premium Lander – 410.32 with the DXi 11 litre engine and ‘Optidriver+’, 12-speed automated transmission. Sitting on the chassis was a Thompson Sandmaster body – loaded with washed sand and weighing in at 31.82 – tonnes gross.

FleetTransport | JUNE 2009

From first impressions, the Lander looks positive and purposeful, while managing to remain stylish. The clean lines and rounded corners should make for easy cleaning and a bumper split into three sections will ease the costs of replacement body parts when the inevitable knocks and scratches occur. Th ree well-placed steps, which are wide and afford good grip, allow easy access to the cab, which feels bright and spacious. Once inside it's clear Renault has struck the right balance with the interior trim, combining practicality and driver comfort - with enough functional storage to cater for the typical days work. A high ground clearance gives excellent forward visibility, and the well-placed mirror arms provide a fi rst rate view to either side. Also, the fitting of a see through panel in the near side door which helps to reduce the blind spot, is a defi nite plus. The high spec driver’s seat provides a comfortable driving position with the good solid support needed for off road work. Improved steering adjustment allows a clear view of all gauges and meters, which are well placed and easy to read even when working off road. With the exception of the parking brake, which is placed slightly too far behind the driver, which would benefit from swapping locations with the tipping gear mechanism, all other controls and switchgear appear to have been located with input from drivers who have actually operated this type of vehicle. This includes radio and cruise controls mounted on the steering wheel, and the spacing of footbrake and throttle pedals, which we have found on some previous models to be placed too close together. A small but important point, when trying to manoeuvre on a site, wearing heavy/ muddy safety boots.

After selecting ‘Drive’ the 11-litre power unit moves the 32 tonne Lander away effortlessly, and works its way up through the 12 speed transmission both quickly and smoothly, allowing the driver

TEST

to concentrate on the road. The 410 hp engine delivers it’s max torque of 1,900 Nm between 1,100 and 1,400 rpm, with the maximum power delivered at 1,900 rpm. In addition, it does this without too much shouting – as the Renault is noticeably quiet, even with the exhaust stack located just behind the driver. Th roughout the off-road section of our test, undertaken at Thomas J Graham's quarry at Clonard, at no time did the engine feel under any stress, even as the terrain got more and more hard-hitting. Driving with ‘Construction’ mode engaged engine speed is limited, allowing the driver to tackle the most nerve racking ascents, descents and cambers in an almost graceful manner. Directing the eight-wheeler through the site was a pleasure as the steering is highly responsive and provides very defi nite feedback while requiring litt le effort to operate. When running on the main National Roads and Motorway sections, the Lander offers a drive equal to any contemporary distribution truck. At a cruising speed of 80 Kp/h, the revometre is resting nicely, just a shade under 1,200 rpm, and the experience is more like a Renault Megane than a 32 tonne 8x4. However, when negotiating the narrow twisty tracks off the main drags, that is where the Renault’s attributes can really be appreciated. On these roads, where it is possible to meet anything around the bend – from other vehicles to pedestrians to livestock and more, not having to deal with gear selection allows the driver more time to cope with the numerous hazards that present themselves. Once the hazard is dealt with, Optidriver+ selects the required gear ratio and keeps the truck moving. Meaning less braking, less wear and tear, more efficient gear selection and improved journey times, which should help with fuel consumption. While the Lander’s all round disc brakes provide excellent stopping power with a firm and accurate feel from the pedal, Renault’s ‘Optibrake’ retarder is superb, in its braking effect and simplicity of operation. Making full use of Renault’s ‘Optibrake’ and ‘Optidriver+’ together provides a powerful

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

retardation effect of 368 Hp. Simply by moving the engine brake stalk down two clicks, and then pressing once more, operates the engine brake in ‘Max’ mode and the ‘Optidriver+’ transmission changes down through the ratio to achieve a braking effect normally reserved for high spec long haul units. The Renault is exceptionally surefooted on the road and the steering is very precise. With a ‘kerb to kerb’ turning circle of 11.58 metres, the Lander is highly manoeuvrable without displaying any tendency to move ‘crablike’ across the road. It is difficult to find fault with the Lander. The knowledge and experience gained from producing Kerax has transferred across and the result is a stylish work vehicle capable of doing the job without fuss. Build quality has most Spec Check definitely improved and Make/Model all components seem well Chassis Type matched and complement Bodywork each other. Engine Bearing in mind that the in-line six cylinder engine is a well proven unit at this stage – and with 100,000 K ms between oil changes, maintenance costs should not be excessive. With a driver making full use of the Optibrake retarder – brake replacements can be significantly extended, helping to further reduce

Power Torque Emission Rating Transmission Braking System Retarder Axles/Suspension Turning Circle Cab Length Wheels Tyres

operating costs. Driving the Lander, you quickly feel at home with the truck – on or off road, the Renault performs equally well. Though our test vehicle was an 8x4 tipper it is clear that whatever body-type maybe required would not affect the vehicle’s performance. The vast range of readily available vehicle configurations will offer something for everyone. Something Renault hope will widen the potential customer base, and ensure the Lander becomes as well regarded as its big brother – the Kerax. Looking back on our test day it appears that Renault’s Premium Lander with ‘Optibrake’ and ‘Optidriver+’ is worth opting for. Renault Premium Lander 410.32 8x4 – Tipper Thompson Sandmaster/Edbro Tipping Gear In Line 6 Cylinder 10.8 litre DXi 410 Hp @ 1,900 Rpm 1,900 Nm – From 1,100 to 1,400 Rpm Euro 5 (SCR) Ad-Blue Optidriver+ 12 Speed Automatic Disc Brakes, ABS, ASR Hill Start Optibrake providing 368 Hp retardation Front: Tapered Leaf Spring/ Rear: Air & Shocks Kerb to Kerb – 11.585 m Day 10.323 m Alcoa Aluminium Goodyear Omnitrac 315/80 R22.5

FleetTransport | JUNE 2009 15

REPORT

or the fi rst time the Energy Show - a major annual exhibition devoted to all aspects of energy efficiency - had a special section devoted to Electric and Hybrid Vehicles. Organised by Sustainable Energy Ireland and held at the RDS in Dublin on 29th-30th April, visitors were treated to a diverse selection of vehicles ranging from the Segway Personal Transporter all the way up to an Electric Hybrid Double Decker bus. Exhibitors reported much interest in their products, reflecting the ongoing increasing awareness in electric vehicles and alternative fuels by the general public.

Electric Vehicles Ireland Distributors of the Smith Electric Vehicles range, Electric Vehicles Ireland showed examples of the Transit derived Smith Edison and the Newton which is based on the Avia Truck. Pictured in front of a Smith Edison resplendent in ESB livery were Aftersales Manager Terry Pantrey, Paul Maloney, Green Fleet Coordinator for ESB Networks, and David Mullen, Managing Director of Electric Vehicles Ireland, Tullamore.

Modec The Modec electric vehicle features distinctive styling with a useful 2 tonne payload, a range of over 160 km and a top speed of 80 km/h. On stand were Paul O’Dowd, National Sales Manager for Modec and Conal McCourt of Irish distributors OHM.

Piaggio The Piaggio Porter electric van was displayed by agents Dublin Port Commercials. Managing Director Ray Gregan was on hand at the show to demonstrate the well established light commercial vehicle.

Green Machine Eoin Wall, Marketing Manager for Green Machine showed the Micro-Vett Fiorino electric van, one of a range of zero-emission commercial vehicles, cars and bikes distributed by the Terenure based company.

Toyota No show featuring low emissions vehicles would be complete without a Prius, the car which has arguably done more than any other to raise the issue of lower emissions motoring into public consiousness. Fleet Sales Executive Matt hew Egan was the Toyota representative greeting the public.

Allied ZEV Scott ish company Allied ZEV produce a range of commercial and passenger zero emission vehicles based on Peugeot’s Boxer and Expert models using the latest lithium-ion battery technology. GreenAer Mobility If you fancy a two seater hatchback ideal for zipping around town, GreenAer Mobility can offer you the REVA – the world’s best selling electric vehicle. The latest REVAi model introduced last year features improved performance, interior space and safety and has a range of 80 km with a top speed of 80 km/h.

16 FleetTransport | JUNE 2009

Mitsubishi and Elektrobay Mitsubishi had its new electric small car the iMiEV on display. Gavin Flood, Marketing Manager for Mitsubishi reported a lot of interest in the vehicle, and is hopeful that a small number will be available for sale in Ireland before the end of the year. He demonstrates the Elektrobay electric vehicle refuelling system produced by Elektromotive together with Niall Doonan of Irish distributors Carra (Ireland) Ltd.

Verde Electric Vehicles Verde Autos is a Cork based Irish company that produces electric mini-buses, cargo vans and pickups via its factory in China. The zero-emissions vehicles are presently marketed through selected Suzuki dealers in Cork and Dublin. Greeting visitors to the Verde Autos stand was John Keohane.

Dublin Bus Dublin Bus is currently undertaking a 3 year pilot programme of this Hybrid Diesel Electric Bus built by the Wright Group. The series hybrid vehicle reduces CO 2 by 30%, CO by over 90%, hydrocarbons by about 75% and nitrous oxides by about 10%, while improving fuel consumption and noise levels.

Main Hall, RDS, Dublin. 29/30 April 2009

Text & Photos: Cathal Doyle – cathal@fleet.ie

AWARDS

Fleet Transport Irish Truck of the Year 2010 in association with Castrol

espite the economic dow nturn which has led to reduced activity from commercial vehicle manufacturers in terms of sales and product launches, the Fleet Transport Awards 2010 will include the Irish Truck of the Year 2010. In association with Castrol Lubricants, there will be four main categories:

Irish Truck of the Year Green Commercial of the Year Truck Innovation Award Trailer Innovation Award

Provisional list – contenders Irish Truck of the Year

Green Commercial of the Year

Hino 700 Series Tractor Unit Isuzu F-Series Iveco Daily (Chassis/Cab) MAN TGL MAN TGM Renault Premium Lander 8x4 Volvo FM (11 litre) Tractor Unit

Green Commercial of the Year

Goods vehicles over 3.5 tonnes (except for Green Commercial of the Year) are eligible to enter. Judging will be conducted by a panel of experts, with each vehicle undergoing a thorough examination and test drive.

Awarded to the commercial vehicle (light or heavy) that is powered by a drivetrain that reduces fuel consumption, offers the lowest CO2 emissions possible and has low noise levels. Hybrids (dieselelectric), electric or gas powered vehicles are considered for this new award.

Irish Truck of the Year 2010 – in association with Castrol

Truck Innovation Award & Trailer Innovation Awards

Awarded to the truck manufacturer that combines productivity, efficiency and actual ‘on-the-road’ performance. HGVs launched in the Irish market since 1st October 2008 are in contention here.

Both accolades, presented separately will be awarded to ‘a new method, idea or product of a technological nature designed to enhance operations by the company or their customers’.

Mercedes-Benz Sprinter NGT Modec Electric Piaggio Electric Smith Edison Smith Newton Verde Cargo Van Volkswagen Caddy EcoFuel The Irish Truck of the Year Awards will be presented at the Fleet Transport Awards Gala Dinner on October 5th at the Marriott Johnstown House Hotel, Enfield, County Meath.

Gerry McDonnell and Fergus Conheady, Mercedes-Benz Commercial Vehicles with the Mercedes-Benz Actros - Fleet Transport Irish Truck of the Year 2009

Isuzu N Series - Irish Light Truck of the Year 2009

Iveco Eurocargo - Irish Distribution Truck of the Year 2009

MAN TGS - Irish Construction Truck of the Year 2009 FleetTransport | JUNE 2009 17

FEATURE

HEAVY HAULAGE & ABNORMAL LOAD TRA However since 4 May of this year a new streamlined system for issuing special permits for certain specialised vehicles has come into effect. S.I. No. 147 of 2009 Road Traffic (Permits for Specialised Vehicles) Regulations, 2009 covers the movement of loads not exceeding 27.4 metres in length, 4.3 metres in width and 4.65 metres in height on the major interurban routes and to Cork, Rosslare and Ringaskiddy ports (see sidebar for the full list of routes).

hey normally ply their trade during the hours of darkness or when traffic is likely to be at its lightest. You may sometimes come across them moving slowly across country with a convoy of support vehicles in tow. And occasionally they make the national news if a particularly large or awkward load has to be moved that requires special road closures and traffic diversions. They are of course the specialised companies that provide for the transportation of abnormal loads. For a handful of operators transporting what would appear to be immoveable objects to most of us is all in a days work.

Company Profiles A number of companies offer specialist transportation solutions for the movement of abnormally sized loads. Here we profile some of the leading providers. O’Neill’s Heavy Haulage (Ireland) Based in Hospital in County Limerick, O’Neill’s Heavy Haulage has been specialising in abnormal load transportation since 1947. The company operates in the UK and Europe as well as throughout Ireland, and offers complete solutions to clients including conducting route surveys, obtaining necessary permits, liaising with Gardai and Police, removing of obstacles on the route and arranging third party equipment such as cranes. 18

FleetTransport | JUNE 2009

Of course to transport such loads is not as simple as loading up the flatbed and away you go. For starters specialised equipment is needed, from powerful tractor units to special multi-axle trailers, as well as the appropriate cranes and loading equipment. Then there is also the small matter of gett ing approval for the movement of specialised vehicles. Transportation of abnormal loads in Ireland is governed by Statutory Instrument (S.I.) No. 5 of the 2003 Road Traffic Act, which requires that any vehicle or load which falls outside of the standard dimension and weight limits must apply for a permit through the Local Authority whose functional areas the loads are moved.

Also available is a team of trained support personnel to provide escort services for abnormal loads. Among the projects the company was recently been involved in was the transfer of sugar making plant from Carlow to Mallow, reckoned to be the biggest road transport project undertaken in Ireland. O’Neill’s has a broad range of specialised equipment including heavy tractor units from Scania, Volvo and DAF, low loader trailers from Broschuis, and other specialist trailers with interchangeable and extendable components for the transportation of loads such as processing vessels.

Instead of gett ing a special permit through the Local Authorities, the new system will be administered by An Garda Siochana. Operators will need to apply to the Garda Permits Officer of the Road Transport Unit at least five clear working days before the proposed operation is to commence. Subject to meeting requirements, owners and operators may obtain a permit authorising the operation of the vehicle on a specified occasion or occasions. Additionally a permit for the operation of a vehicle can be obtained for a specified period of up to one year on either a specific designated road or roads, or all designated roads within a specified area. For outsized loads that exceed the measurements outlined in S.I No 147, or for transportation on roads not covered in the regulations, operators will need to continue to apply to Local Authorities as per the existing requirements. The new regulations are intended to allow for easier day to day operations for companies transpor ting abnormal loads, but some operators have expressed concerns at the requirement for a five day advance notice in order to obtain a permit. “Typically we are notified today about a load that has to be moved tomorrow” noted one operator. “We can envisage that we may have to turn down work because we won’t be able to get the necessary permission in time”.

Gary Keville Transport Gary Keville Transport is a Ringsend, Dublin based company providing a range of services across many sectors of the haulage industry including abnormal loads and heavy lift transportation requirements. Among its innovations, the company is pioneering a ‘total transport concept’ whereby it self-loads, transport and self-offloads cargo thus eliminating the use of multiple cranes at various locations. Among its fleet of crane equipped trucks are a Scania R620 and R580, and DAF XF95 and CF85. An 80 tonne DAF XF95 and 150 tonne Scania R580 specialise in heavy haulage project. Among the range of specialist trailers are a four axle Faymonville extendable to 47 metres, three

FEATURE

NSPORT PERMIT SYSTEM STREAMLINED The Work of the Garda Road Transport Unit The Unit responsible for the issuing of the new permits deals with the enforcement of legislation and regulations governing the use of Commercial Vehicles (i.e. trucks and buses) on public roads throughout the Dublin Metropolitan Region (DMR). While buses and coaches fall within the remit of the Unit, most of the work relates to trucks, ranging from small delivery vehicles to tractor and trailer combinations used for domestic and international haulage. Gardaí att ached to the Unit carry out the following duties:-

and four axle Nootebooms extendable between 21 and 36 metres, Nicholas modular trailers including a 16 axle example with drawbar and a 2+5+Bed unit as well as Broshius and Toughline trailers.

John O’Neill Heavy Haulage Since 1985 John O’Neill Heavy Haulage has been transporting some of the biggest loads around Ireland. Based in Raheen, Brittas in North County Dublin, the firm offers solutions in abnormal load services, portakabin transport, boat transport, building pods, long loads such as bridge beams and silos, and heavy loads up to 400 tonnes. A fleet of twelve trucks include truck mounted crane examples on DAF XF and CF 6x4’s and 8x4’s, Scania 8x4 heavy haulage tractor units, Text: Cathal Doyle – cathal@fleet.ie

•

Ensuring that all Heavy Goods Vehicles, including vans and large Public Service Vehicles, are in roadworthy condition and that drivers have all the necessary documentation in order.

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Enforcing legislation including all of the Road Transport Acts since 1932 and all of the European Union Regulations governing areas such as Speed Limiters, tachograph and Drivers’ Hours.

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Inspecting vehicles to ensure they comply with all of the regulations and taking them to weighbridges if they suspect they may be overweight.

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Mounting their own operations and checkpoints - working randomly throughout the DMR.

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Giving briefings on the legislation and providing technical expertise on road checkpoints to Gardaí working in Divisional Traffic Units throughout the DMR.

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Providing specialist knowledge in the form of lectures to classes at the Garda College in Templemore.

•

The Unit consists of 1 Sergeant and 6 Gardaí.

and a four axle 250 tonne ERF. The latter is used specifically to pull a Scheuerle 16 axle modular trailer, either on its own for loads of up to 300 tonnes or in tandem with other trucks for bigger loads. Other specialist trailers include extendable flat trailers, and Nooteboom lowloaders.

John O’Donovan Haulage Blarney, County Cork based John O’Donovan Haulage is a family owned business specialising in transporting, installing and removing all types of machinery, industrial or plant. The company provides a full service for the transportation of abnormal loads including obtaining permits, providing escorts and organising route planning. An extensive fleet of specialised equipment includes hydraulic and air suspension trailers with interchangeable and extendable components.

Rice Continental From Dungannon, County Tyrone, Rice Continental specialises in the haulage of heavy and abnormal loads up to 150 tonnes. As the name suggests the company transports loads throughout Ireland, the UK, Europe, the CIS states and Russia. With over forty years of experience behind it, other services offered include the provision of crane hire, a 24 hour escort service, arranging customs clearance documentation and the services for the installation and removal of machinery.

FleetTransport | JUNE 2009 19

FEATURE

Leading European Heavy/Abnormal Load Trailer Manufacturers Faymonville – www.faymonville.com

uring the last 40 years, Faymonville has succeeded in gaining widespread acceptance for its trailer concepts in Belgium and in Europe. As a company that has made the exceptional its speciality, Faymonville is continually adding to its range of products and services. Its objective is to find transport solutions for an increasingly demanding International clientèle. Range: trailers and semi-trailers, with payloads from 20 to 300 tonnes,

enabling Faymonville to satisfy all requirements in the area of transport with a difference. Production capacity: a three-hectare site at Bullange, with 17,000 m2 of production buildings and a 5,000 m2 service centre and a production site in the Grand-Duchy of Luxembourg with 18,500 m 2. Network: Faymonville already has a strong commercial presence throughout ALL Europe, from Spain to Scandinavia, from Ireland to Russia.

Royal Nooteboom Trailers B.V. – www.nooteboomgroup.com

utch company Nooteboom Trailers is the European market leader in the design and production of vehicles for abnormal road transport with payloads from 20 up to 1000 tonnes. In order to further build on its strong position, Nooteboom continuously strives to improve quality and service. The product range includes semitrailers (such as extendible and hydraulically steered low-loaders, semi low-loaders, f latbed and modular platform trailers) and trailers, each and every one of them an innovative and efficient

King Trailers – www.kingtrailers.co.uk

pecial trailers, truck mounted aerial access platforms and traffic management products are just three areas where King succeeds. King Trailers is the largest manufacturer of abnormal load trailers in the UK with customers worldwide. Its Skyking brand is a leader in the UK truck mounted access platform business and King is also the supplier of the largest truck mounted aerial platform in the UK through its partnership with Wumag Palfi nger.

Goldhofer AG – www.goldhofer.de

oldhofer’s wide range of products covers the most varied requirements for any transport task. Appreciated all over the world, Goldhofer proves its problem-solution competence in the difficult field of combined transport between road, rail, sea and air. It has developed into a specialist engineering company for general road, heav y-duty and special transport. The story of this German trailer builder keeps evolving 20

FleetTransport | JUNE 2009

transport solution with an excellent price/quality ratio. The extensive range of load carriers available is just a part of the total package Nooteboom offer their customers. Nooteboom experts provide a solution to virtually any transport problems one may have, so one can be assured of optimal operating efficiency, cost control and above all, reliability. That’s how Nooteboom, together with their customers, are and remain ‘Trendsetters in Trailers’. Through King’s individual operating companies King Trailers Limited and King Highway Products Limited ensure that its key sales, customer support and design engineering teams are all specialists in their fields. All operating from a 60,000sq ft factory on 5 acres in the centre of the UK each of its individual product teams focus on their chosen market sectors in order to stay ahead of current trends and provide customers with solutions to meet their needs. and Goldhofer is constantly endeavouring to develop its product range - for the customer’s benefit and staying ahead of the opposition in a fast moving future. On its impressive headquarters at Memmingen about 120,000 m2 approximately facilitates 600 employees that produce trailers with a payload range from 25 to 10,000 tons. Up to now over 32,000 vehicles have been delivered to more than 70 countries all around the world, providing evidence of the popularity of the Goldhofer range of products.

KOTR 1

JUNE 2009

NEWSLETTER OF THE IRISH ROAD HAULAGE ASSOCIATION

Meeting with the Department for Transport 14.05.09

RHA President, Mr. Vincent Caulfield led a delegation from the IRHA management to meet with MinisterDempsey to discuss a number of issues of concern to the industry. Top of the agenda was the guidelines under which the Department issue haulage licences. The Minister refused to discuss any individual cases in this regard and this proved to be very unsatisfactory given there were specific cases the delegation wished to discuss. While the Minister does have the powers to refuse or even revoke an existing licence this has never been done. The reason given is the constitutional right to earn a living; however the delegation were informed that the Department are seeking to extend the scope of their powers in this area. The use of tractors and trailers for hire/reward

continues to create problems for our members. The Department has received the RSAâ&#x20AC;&#x2122;s draft report on recommendations as to how these vehicles should be legally dealt with, but the Minster had not viewed its content at the time of meeting. It is anticipated that the final report will be presented to the Minister in three to six months, after consultations with the Department of Agriculture, Customs & Excise and the Department of Finance. The IRHA were disappointed that they could not view a copy of the draft report but were informed that this would not be possible until after the final document was presented to the Minister. The IRHA again made clear to the Minister that if there is any accommodation for these vehicles in road haulage the Association will be bringing the matter to Europe. The proposed changes to the Transport Managers CPC; allowing a CPC holder to work for four companies simultaneously, is viewed as a positive development by the Department, despite the industries reservations. While an exact date for its implementation is not available, the Association argued that prior to this being implemented that the role and responsibilities of a transport manger

must be clearly defined and the transport manager must be accountable for the daily activities of all the vehicles. The recent introduction of penalty points for drivers who operate out-of-test trailers was discussed and the serious implications it will have for drivers and their associated companies. While trailers do currently require a valid certificate of roadworthiness, the introduction of penalty points will create a difficulty for the driver as he has no visible means to establish if a trailer is in test or not. The Minister undertook to investigate the Association's suggestion of remedying this problem by introducing some form of identification on the trailer which would be easily identifiable by the driver as to whether the trailer is currently in test. The issue of law enforcement on out-of-state hauliers was discussed and the Department officials felt this area was only relevant to the Garda Siochana. There was a commitment given that a task force meeting with the RSA, Department of Transport officials, An Garda Siochana and Revenue would take place in the near future.

IRHA facilitates assistance for International Hauliers

ollowing a series of meetings around the country with International hauliers, the IRHA is in the process of establishing a formal alliance with a Spanish legal company, Guretruck and Marshall Glover Solicitors (U.K.). Guretruck can offer a facility to hauliers in which money is paid to the relevant Authorities and in most cases the truck can continue its journey. Available in most European countries, the System is currently being availed of by a number of Irish hauliers. With the arrival of on-the-spot fines in

the U.K. hauliers transiting the U.K. will need to have some arrangements in place should a truck be stopped by the Enforcement Authorities. Speaking at the fi rst of the meetings, IRHA President Vincent Caulfield said he would set up a committee to put a system in place to facilitate a group deal between the IRHA, Guretruck and Marshall Glover. International operators interested in fi nding out more about the proposed scheme should contact Jonathan at IRHA Head Office.

MIKE MURPHY INSURANCE GROUP The Insurance Centre, 7 Sandyford Business Centre, Sandyford, Dublin 18. We are 35 years working for the Haulage Industry. Just call us for a quote! Tel: 01 2932350 Fax: 01 2932360 Email: info@mikemurphyinsurance.ie Web: www.mikemurphyinsurance.ie M.Murphy Insurance Services Ltd. is a member of IBA and regulated by the Financial Regulator.

FleetTransport | JUNE 2009 21

KOTR II

Keep your nose clean!

Good Repute Comments attributed to the Department of Transport about the issue of Haulage Licences where the good repute of the applicants may be questionable makes a farce of our licensing system. A regime that on occasions has returned applications for spelling errors certainly needs to have a look at its priorities. While difficulties with the Constitution have in the past been given as a reason not to revoke an applicant’s Haulage Licence, this can no longer be accepted. Transport Minister, Mr. Noel Dempsey T.D., seemed annoyed at the recent controversy that became very public when an operator with good repute issues was issued with a Haulage Licence. Minister Dempsey owes legitimate operators a level playing pitch. His anger, if genuine, should be moved from his head to his stomach and then the Courts. If the fear of a Constitutional challenge exists then it should be faced down. In the current legal limbo the value of a Road Freight Carriers Licence is open to question.

Rail, Plane and Road Immaterial of how plain or fancy a sandwich is, it still needs butter and the same could be said about the relationship between transport of foods and trucks. At some stage on every freight journey a truck will be required. In this month’s Elections we are told that there is talk of a revival of rail freight and that almost 70% of air freight leaving the country does so by road. Apart from a moral boost for hauliers these facts should be a clear foundation for the arguments of the importance of the road haulage industry. Taking freight off the roads is always a popular topic for environmentalists. Road can compete and beat any other form of transport, but in a changing society there may be pressure to transfer some movement away from road. Our industry must face this challenge by not allowing any Authority elected or otherwise tax trucks off the road and tax other modes into business. Like the butter in the sandwich, road freight facilitates all other modes and it is up to us to make sure everyone knows and remembers that.

ave we got our priorities all wrong when it comes to giving out about people and not concentrate on what our own problems are? We are good at dishing it out about the Government, Road Tolls and every bit of law that appears. I was on the road a good bit during the week after Easter and the radio was full of the Teachers’ Conference. On every channel the various groups were talking about their pupils and the effect of any change in Government Policy would have on their students. They gave the whole week on it, and every time the Minister turned up at any of their Conferences he got the head blown clean off, for what they said, he was doing to pupils. Maybe we should try that stunt? Att ack the Minister, give him a look at the bar menu when he arrives and tell him to sett le his own account. Then we could inform him that we are worried about what effect his decisions are having on our customers. Blame him for DELL closing down, for example. We could also blame him for diesel being dear last year. That’s it, land it all on his lap. Do you think he would take it? Hardly. I was saying this to ‘herself ’ and like always she put me right, “I thought it was hard enough to get anyone to talk to you without insulting them.” Her sister is a teacher so I always have to be careful what I say. I could get blamed for taking it out on teachers because I did not do well at school. Nothing could be further from the truth. If I did not do so well at school it was because I was not there most of the time. Even the best teacher in the world could only make a job of you if you were in the classroom. I tried my story on a few more. Should we be representing our customers instead of ourselves? Every factory we are in and out of is saying they are almost closing, cannot compete and might be gone before the year is out.

creels@fleet.ie Should have known better than trying to discuss these things with him, but for the want of something to say I blurted out, “You know,” I said, “maybe we should be talking about the problem our customers have, rather than our own.” Always when you say something to the Hairy Fella there is a pause before he answers. When you meet him fi rst, you might confuse it with the possibility of gett ing a measured and educated response. Generally though, within a few minutes, that illusion will be shattered. "Have you not enough problems of your own without worrying about someone else’s?” he replied. “The only way that would work is if you could hide your problem in their problem,” he added. “You could say,” he said pointing to where we were parked outside, “that if this crowd could not afford to man the place at lunch time, you might not be able to wait for the load.” I did not like the way the conversation was going. The next thing the Hairy Fella would have a reason to come empty. I needed to stop the conversation. I got out of the truck and said, “you are right, and I could say, that because of that I would be letting drivers go.” That shook him, but I learned my own lesson – mind your own business and let everyone worry about their own problems.

Myself and the Hairy Fella were stuck at lunchtime outside a place together last week.

22 FleetTransport | JUNE 2009

KOTR III

GRADUATED FIXED PENALTY AND NEW VEHICLE IMMOBILISATION ARRANGEMENTS BEING IMPLEMENTED BY UK AUTHORITIES New fi xed penalty scheme in the UK:

rish bus and truck operators operating into or transiting the UK mainland need to be aware of the impact of a new graduated fi xed penalty charge system and vehicle immobilisation arrangements applying to UK and foreign drivers found committ ing a variety of road transport related offences including:· · · ·

Tachographs and drivers’ hours Community Authorisations Overloading unroadworthy vehicles and trailers.

The new enforcement arrangements apply in England, Scotland and Wales. Fixed penalty offences are categorised, subject to seriousness, into 4 penalty levels. Some offences such as drivers hours and overloading are graduated dependent on the severity of offending.

When is new scheme being implemented? UK Police Forces are already implementing the new arrangements. Vehicle Operator Standards Association (VOSA) enforcement officers will shortly start issuing fi xed penalty notices to drivers of large buses and commercial goods vehicles from both the UK and abroad. VOSA has indicated that serial offending will put drivers at risk of losing their entitlement to drive in the UK.

When will a vehicle be immobilised? According to VOSA, powers to immobilise vehicles are expected to be used whenever a VOSA officer suspects that a driver may attempt to drive away in breach of the conditions on the prohibition. VOSA will also immobilise for all cases of dangerous faults or where a non-resident driver has not paid the required penalty. Immobilisation can be

employed for offences connected with driving and rest times, load weights and maintenance condition. Immobilisation devices will only be removed once the cause of the prohibition has been rectified. Vehicles will be immobilised using steel ropes around wheels and axles.

Payment of penalties by drivers who do not reside in the UK: Drivers without a satisfactory address in the UK who commit particular fi xed penalty offences will have to pay an immediate fi nancial penalty deposit equal to the amount of the fi xed penalty. The penalty levels range from £30 up to £200 for each offence. Under the UK rules, where a fi xed penalty deposit is paid, the alleged offender still has 28 days to choose whether to have the alleged offence heard in a UK court instead of accepting the fi xed penalty. If the offender takes no further action during the subsequent 28 day period, the deposit will be credited as payment of the fi xed penalty. Serious offences will continue to be heard in Court. In cases where a more serious offence is committed but cannot be included as a fi xed penalty and therefore requires Court action, a Court financial deposit requirement will be issued, detailing the offences, at a fi xed amount of £300 per offence, and only payable in Sterling. No matter how many offences are detected per driver the maximum deposit that can be required is £900. If any Court deposit is paid and the case proceeds to Court, the deposit will be retained until the legal proceedings have been concluded and off-set against the fi ne imposed by the court or refunded if appropriate.

deposit will result in prohibition and the vehicle may be immobilised. Deposits must be paid in full and may be paid in cash or via credit or debit cards.

Reducing the likelihood of penalties and/or immobilisation: Operators and drivers complying with the law will have no cause to be concerned about the introduction of graduated fi xed penalties and the associated immobilisation provisions by the UK authorities. Bus and truck operators should ensure that drivers are fully aware and complying with the various legal obligations including those relating to drivers’ hours, tachographs and Community Authorisations as well as being trained in preventative measures, like daily walk-round checks, which can significantly improve safety and reduce the risk of att racting a fi xed penalty in the fi rst place. For further information on the new arrangements being implemented in the UK, see the UK Transport Office guidance published on www. transportoffice.gov.uk/fi xed-penalties

Non-payment of any immediate

FleetTransport | JUNE 2009 23

KOTR IV

NEWS IN BRIEF FROM HEAD OFFICE... IRHA, Suite 6, Gowna Plaza, Bracetown Business Park, Clonee, County Meath. Tel: 01 801 3380 Fax: 01 825 3080 www.irha.ie

New Permit system for Abnormal Loads After many years of lobbying on behalf of its members the IRHA has concluded a deal on the streamlining of Permit Applications for Abnormal Loads. It is important to remember that the new system does not cover any load in excess of 27.4m in length, 4.65 metres in height or 4.3m in width. All loads must be within current weight restrictions and laws. Full details of Documentation required to apply for permits are available at www.garda.ie. Click on traffic and the Road Transport Unit. Detailed information is also available on the IRHA website in the Memberâ&#x20AC;&#x2122;s section. IRHA President Vincent Caulfield said the new system marked a great achievement for the Association noting that the time taken to negotiate it will be worthwhile. Under the new system which will be administered by An Garda Siochana, Permits will be issued by them for certain abnormal loads on major interurban routes in the country. In the early stages there have been some hiccups with the systems but it is hoped they will sort themselves out. A dedicated e-mail address is available for members applying for permits trafficabloads@garda.ie Contact telephone number for the office is 01 6661956.

Airfreight by Road Figures published recently suggest that over 70% of the airfreight that leaves Ireland goes by truck to the UK for onward connection by air. While the reasons are many and varied for this including aircraft capacity, service frequency and journey times it does confi rm the versatility of road transport. Separately the Dublin Airport Authority has announced plans to build a new Cargo Terminal in the medium term.

Mixed reports are reaching Head Office about the cost of insurance renewals. While some operators are reporting small reductions others say that in spite of reduced values of vehicles and properties premiums have risen slightly. A spokesperson for the insurance sector said that the market was still reasonably competitive but pointed out that significant claims last year because of flood damage was having a negative effect on premiums across the board.

NEWS FROM THE REGIONS? Please forward to enquiries@fleet.ie

Originally planned to open in mid May the Dual Carriageway between Limerick and Nenagh is behind schedule and not expected to open until early 2010. Part of the project includes upgrading the Nenagh By Pass to Dual Carriageway level. Work on this section is almost complete. A further 28 kilometres of dual carriageway will join the Nenagh By Pass with the Southern Ring Road at Annacott y on the North Side of Limerick. When the N7 project is complete and theTunnel is open in Limerick, motorist's will be on a dual carriageway from Nenagh to Ennis.

World Safety at Work Day French Connection A Road Haulage spokesperson in France says that so far the economic downturn has cost the sector in terms of jobs and rates. Rates are down in some cases by up to 20% and volumes down. Also up to 50,000 jobs could be lost in the industry.

New Rail Freight Operator?

Insurance Premiums Volatile

Delay to Nenagh Link Motorway

ERFA (European Rail Freight Association) has announced plans to assist in establishing an Independent Rail Freight Operator to compete with Irish Rail. Frustrated by what it says is a lack of interest on the part of Irish Rail to develop and encourage rail freight the Group claims and based on its European experience, that an independent operator could be profitable. Irish Rail say they remain committed to rail freight where it was commercially viable, and confirmed that they are committed to restarting container freight in and out of Dublin Port in the coming months.

In highlighting the World Safety at Work Day (28-04-09) the Health and Safety Authority Chief Executive, Martin Oâ&#x20AC;&#x2122;Halloran warned business owners that they should not compromise on safety. Last year he said fi ft y-seven people had died in workplace accidents and so far this year eight people had left home to go to work and not returned home. A spokesperson for the IRHA said that the Association was providing information and seminars to assist its members deal with the daily challenges facing hauliers.

Truck numbers down in Dublin Figures released by Dublin City Council show that the number of permits issued for HGVs to enter the cordon area has dropped by almost 70% over the past 18 months. In September of 2007 almost 900 permits were issued, by February of this year this figure had dropped to 300. IRHA Management Team Member and Dublin based carrier Liam Brewer said that this was a good reflection of how bad the current economic climate is. The views and opinions expressed in this publication, save otherwise indicated, are not necessarily the views of the Council and Officers of the Irish Road Haulage Association. Knights of the Road is compiled by Fleet Transport Magazine on behalf of the IRHA. Items for the Newsletter should be sent by email to orla@fleet.ie

24 FleetTransport | JUNE 2009

KOTR V

EC must stand by its working time proposal MEPs must look again at the Commission’s proposal to revise the Sectoral Road Transport Working Time Directive. Brussels – The European Commission must stand by its proposal to revise the Working Time Directive for road transport workers, despite its rejection by the European Parliament on 5 May 2009 on the grounds that the proposal excludes genuine self employed workers from the legislation. While the Parliament will now ask the Commission to withdraw its proposal, the IRU maintains that this request must be refused because the proposal is too important to be abandoned. Georges Causse, President of the IRU’s Commission on Social Affairs, commented, ‘’the European Parliament was wrong to reject this proposal. They should instead try to find a joint solution with the Council. It is essential that the Commission asks the newly elected Parliament

to reconsider the proposal when it reconvenes in September.’’ The IRU welcomes the ‘general approach’ adopted by EU Member States on the revision. When reviewing its position on the Directive, the EU Parliament should base any future agreement on this pragmatic Council approach defining a period of ‘night work’ as being at least two hours work during the nationally-defined ‘night time’ period, as it brings consistency between the road transport sector and workers in other sectors subject to working time legislation. The IRU also endorses the Council approach on identifying the fake self-employed workers since it recognises the need for general EU-wide identification principles without reducing Member States’ ability to adapt these criteria to national specificities. Finally, the Council’s approach of allowing

Member States some flexibility over the inclusion or exclusion of genuine self-employed from the Directive should be supported as the Council has struck a balanced compromise, emphasising that the majority position - to exclude self-employed drivers – should not prevent individual Member States from applying such rules to their own operators. Th is flexibility should allow countries to apply the rules only where truly needed, for example to correct imbalances within a specific national road transport market. ‘’The European Parliament has not tried to find solutions to deal with the question of working time other than to bluntly reject a very important Commission proposal. We urge the Parliament to face up to its responsibilities, re-examine the proposal and follow the Council’s pragmatic approach on the issue. Th is is the least that the road transport industry deserves,’’ Georges Causse concluded.

Galway City By Pass Proposals to build an outer By Pass in Galway City are the subject of an appeal to An Bord Pleanála. Originally the project was to commence this year, and be completed by 2012. Objectors argue that a more efficient local transport system would serve commuters better. From a road haulage point of view this section of the By Pass would form part of the ‘Atlantic Road Corridor’ and a spokesperson for the IRHA said it is very important in terms of connecting and reducing journey times on journeys on the Western Seaboard.

Illegal immigrant warning In a time when most figures are reducing, one particular figure is on the rise - the number of illegal immigrants trying to enter the UK. 10,000 to 28,000 this represents only those caught trying to enter the UK, principally from France. A spokesperson for the IRHA said members transiting through the UK while returning from Europe should make sure their drivers follow procedures and guidelines issued by the Association for drivers, otherwise they face the danger of prosecution and significant fi nes.

Late Payments In the midst of the current economic crisis difficulties in gett ing payment has become an increasing problem for transport operators. Help may be on the way from the European Commission, in terms of payment by Local Authorities. Taking a lead, the Commission themselves propose to speed up their own payment terms to below the current limit of 30 days. Some of the measures proposed include statutory fi nes, a surcharge on the total amount of any payment paid over 30 days and a refusal of any collection costs incurred. A spokesperson for the EU Commission said that while they accepted the laws currently in force were not as effective as they should be, the current crisis facing small and medium companies in the present fi nancial crisis meant that new measures were needed.

FleetTransport | JUNE 2009 25

KOTR VI

Portlaoise Charity Truck Show 2009

he second annual Portlaoise Charity Truck show which was held at Portlaoise Rugby Club grounds on Sunday 3rd May has definitely gone from “Strength To Strength”. A huge amount of effort went into this year’s Show in order to broaden the appeal for the general public, the hosting of the Republic of Ireland Strongest Man Competition certainly caught the imagination and attention of all who attended. Th is years title was won by Kilkenny strongman James Fennelly who pulled out all the stops to take home the King Fionn trophy. Lots of other att ractions kept both young and old entertained for the duration of the event. The largest bouncy slide in Ireland, Bozo the Clown’s show, Merry go Rounds, Kiddy’s Novelties, ice cream, candy floss, model truck show competition kept all the younger kids happy. The bigger 'kids' had helicopter rides, driving simulators on board the RSA shutt le. The Real Deal belting out all the hits and brewing up a storm, Glenn Ross, the strongest man in the British Isles whipping up a frenzy, truck rollovers, Laois’s fi nest fi re brigade fleet, the ESB’s brand new utility

vehicles, the Bridgestone Formula One Ferrari, McCauliffs Kenworth had everyones attention. Th is years only truck category award, the Best Kept Truck was won by Statewide Recovery. The Ross O’Donovan Memorial trophy was presented to the Show by the Family and friends of the late Ross O’Donovan from Bandon in Cork. A group of 53 family and friends travelled up to the event and received a presentation piece from the Organising Committee. Th is year’s Show has been dedicated to Ross. Another tearful moment of the Show was when Mike McCauliffe from McCauliffe Trucking collected Conor Dalton in the big rig and brought him and his family for a spin before returning to the show. Conor & his family were invited to the show through the Share A Dream Foundation. "We had put out a request to Share A Dream that if they had a child that loved trucks and wanted to come visit us, we would pull out all the stops", said Freddy Harte from the Organising Committee. "We would also like to sincerely thank Mike McCauliffe for helping the dream come through for this young lad".

"A huge thank you to all the drivers who brought their trucks from all over the country, we wouldn’t have a show without all of these people. Also a huge thank you to all the sponsors and supporters that ensure the shows continuity", said John Ryan from the Show Committee. "Plenty of entertainment was provided at the Club House on both Saturday and Sunday night for all the drivers who stayed up for the weekend and the proceedings fi nished up on Monday with a truck convoy round Portlaoise town. €30,000 was raised this year for local charity Laois Down Syndrome. This was a major achievment taking our economic woes into consideration", said Brian McCartney and Canice Gorman. "We are very proud to be able to help a local group like this again". Credit must go to all the Organising Committee, Brian McCartney, John Ryan, Canice Gorman Freddy Harte, Cyril Dempsey, Stephen Ryan, Cyril Dempsey, Benny Dowling, Brian McEvoy and Joey Hearns. Keep an eye on the site for next year's event at www.pcts.ie plus photos of the Show.

FleetTransport | JUNE 2009

FleetTransport | JUNE 2009 27

KOTR VIII - OPINION

Operators Desk - Sean Murtagh - sean@fleet.ie

Operators CPC

a day in Court?

ast month I put forward a case to urge the Department of Transport not to dilute the Road Transport Operators Certificate of Professional Competence (CPC) proposals. In the meantime a case has surfaced where there were clear failings in the way the whole issue of good repute is handled. Briefly what happened was that an Operator’s licence was issued to an individual who clearly had issues with good repute. It seems this may not have been known at the time of the original application but was made known to the Department of Transport in the following months. Although the IRHA was not happy with the situation it was not the fi rst time it had happened. As in the past the Department of Transport said that by revoking the licence it may raise a case in the Courts. The licence holder could claim in a Court that his/her constitutional right to work had been effected should it be taken away. We have heard all this before. However, this story got some significant media coverage because the individual was the subject of another Garda investigation. It needed to be established what the circumstances were in this case and had any State Authority not acted appropriately. Again and because of the seriousness of these allegations Transport Minister, Mr. Noel Dempsey, T.D., became involved. In a nutshell that is how this situation evolved. So where next? Well for sure, the higher profi le nature of this situation gives the IRHA an opportunity to revisit the whole area of revoking Operators’ licences. An up-to-date licence system is the cornerstone of our business. Past experience has shown that the system is fundamentally flawed and the current situation is proof positive of it. When the story was hot in the media, Minister Dempsey was saying nothing other than that he was waiting for reports from his officials and the Gardai. It is fair to say that the ball is now in his court. A clearly annoyed IRHA President, Vincent Caulfield and his delegation went to meet him and no doubt told him what the industry expected. Minister Dempsey is not

the fi rst Minister to face this dilemma. During the tenure of Jim McDaid T.D., as Minister of State at the Department of Transport a promise was made and a commitment given to revoke licences. At that time Minister McDaid said at a meeting with IRHA representatives and in the company of senior Civil Servants that at least ten notices were on his desk awaiting his signature to revoke operators licences for various reasons and offences. Those in attendance left the meeting feeling that at long last here was a Minister with a bit of bottle. Unfortunately the orders obviously remained on the Minister’s desk until they were eventually put in the bin.

When the Road Haulage Industry was liberalised in 1987 many people feared that an Operator’s licence would be valueless and redundant – maybe they were right. If that was the case there is an opportunity to put it right now. Once an operator has a licence it now seems that they have a shield to protect themselves from the law rather than to be the subject of it.

M i n ister Dempsey and the Department of Transpor t owe those with licences to be prepared for a day in Court. Let them be challenged and let them see what the judiciary think. In early May we saw a case where a Government Department followed an individual to the Supreme Court to try and recover costs for the State because of an action taken by the individual. In the light of these current developments surely any f urther discussion about C.P.C. for operators must now be redundant and any further discussion about this subject is putting the cart before the horse.

FleetTransport | JUNE 2009

FUEL PRICE UPDATE IN ASSOCIATION WITH CASTROL The price of fuel is an important element in costing an international trip. Drivers are invited to check this report which is compiled fortnightly from information supplied by IRU national associations and by ‘TCS Touirsme et Documents’, Geneva. Prices you can see here are an average for each country (for week 22). Country

Currency

95 Lead Free

98 Lead Free

Diesel

Country

Currency

95 Lead Free

98 Lead Free

Diesel

Albania

ALL

116.00

115.00

Latvia

LVL

0.687

0.717

0.627

Andorra

EUR

0.950

1.000

0.790

Lithuania

LTL

3.62

3.76

3.10

Austria

EUR

1.045

1.184

0.958

Luxemburg

EUR

1.074

1.105

0.818

Belarus

EUR

0.665

0.531

Macedonia

MKD

56.00

57.50

44.50

Belgium

EUR

1.368

1.397

0.995

Montenegro

EUR

0.890

0.910

0.800

Bosnia-Herzegovina

BAM

1.51

1.57

Netherlands

EUR

1.437

1.490

1.029

Bulgaria

BGL

1.94

2.12

1.74

Norway

NOK

12.38

12.69

10.68

Croatia

HRK

7.09

7.29

6.56

Poland

PLN

4.12

4.37

3.53

Czech Republic

CZK

26.50

28.50

25.70

Portugal

EUR

1.248

1.368

0.985

Denmark

DKK

10.11

10.45

8.27

Romania

RON

3.64

4.20

3.46

Estonia

EEK

14.50

15.00

13.35

Russia

RUB

20.29

21.24

19.16

Finland

EUR

1.302

1.339

0.968

Serbia

RSD

97.20

92.40

France

EUR

1.253

1.284

0.996

Slovakia

EUR

1.087

1.073

Georgia

GEL

1.38

1.46

1.26

Slovenia

EUR

1.047

1.078

1.012

Germany

EUR

1.293

1.365

1.033

Spain

EUR

1.000

1.120

0.870

Greece

EUR

0.933

1.121

0.936

Sweden

SEK

12.59

12.99

11.44

Hungary

HUF

267.00

262.00

Switzerland

CHF

1.473

1.518

1.513

Ireland

EUR

1.149

1.029

Ukraine

UAH

6.00

6.90

5.40

Italy

EUR

1.260

1.362

1.073

GBP

0.948

1.045

1.037

Kosovo

EUR

0.85

0.90

USA

USD

0.589

FleetTransport | JUNE 2009 29

LEGAL

DRIVER FATIGUE

t is important for operators to be aware that a Court will presume that they have seen any publications that are relevant to their industry and are, as they say, in the public domain. The Road Safety Authority (RSA) publish advice and guidance to those concerned with vehicle use on a regular basis, and one such publication that can be accessed through the RSA website, is ‘Driver Tiredness - The Facts’. The statistics set out in this publication should be of concern to every operator and driver. The number of accidents in which fatigue is a contributory factor is very high and, of course, there are no records of those ‘near misses’ that are not recorded. The publication also contains advice as to the steps that a driver should take to avoid fatigue, but from an operator’s point of view that is simply not enough. The operator has a duty to ensure, so far as is possible, that drivers in the employment of the company will not be driving when they are short of rest, and anyone concerned with the industry is aware of the fact that some drivers see the ability to drive for long hours as a demonstration of bravado. The relevance of fatigue has become an increasingly important factor in accident investigation and any enforcement agency now having to investigate an accident, in which fatigue may have played a part, is likely to look to the employer to see what steps have been taken to ensure that no fatigued driver is in charge of a motor vehicle. Clearly, from the operator’s point of view, the immediate responsibility must lie with the driver who must know whether or not he/shes is tired. But the employer must go much further than simply recognising the fact that a driver may be fatigued. There must be clear evidence that the drivers have been formally trained to understand that they must not drive whilst they are tired. They must be told what circumstances are likely to lead to fatigue, and they must have a clear instruction to advise the employer if, by reason of fatigue, they feel unfit to drive. It may well be appropriate to give each driver a copy of the RSA publication. Obviously advice to a driver that he/she must not drive if they feel fatigued is open to abuse. The operator, of course, must always err on the side of safety and should never ask an employee to drive if the employee complains of fatigue. Having said that, however, the employer should make it clear that disciplinary action will be taken against employees who seek to take advantage of the employer’s policy. A driver who is out late drinking the night before he reports for work, for example, is clearly guilty of misconduct. In the first instance his blood alcohol level may be above the legal limit, and perhaps more importantly, he is likely to become tired during working hours. There are a number of steps that an employer should take to demonstrate a clear intention to avoid allowing a fatigued driver to be on the road in a company vehicle.

30 FLEETTRANSPORT | JUNE 2009

In the first instance the journey to be undertaken by the driver must be one that can be completed within the driver’s legal hours. The employer must be able to show that, if a driver thinks that the work cannot be done legally, he is required to telephone. The employer must be able to show that those working in the traffic office understand the details of the permitted hours of work. This will normally require formal training with some record to show when, and by whom, the training was carried out. The employer should be able to show that those dealing with the drivers have been instructed to look for any indication that the driver may not be safe driving a vehicle. A strong smell of alcohol is an obvious example, but obvious signs of fatigue must be acted on. Tachographs must be checked carefully to ensure that the permitted hours are not exceeded and, where the duty to check the tachographs is contracted out, there must be a copy of an instruction reminding the undertaking that attention to the detail of the driver’s hours is critical. Assuming that the employer has taken all these steps the only situation in which a problem may arise is when there is an unexpected delay in the course of a journey, and, if that happens, the employer must be able to show that the drivers have been instructed to phone in for instructions. The key here is that the delay must be ‘unexpected’. Routine delays on a known route and routine delays loading or unloading a vehicle cannot be called ‘unexpected’. T he cont rol of fatigue must be seen as a problem shared between the employer and the driver, and, as in so many cases, the secret of success lies in the training that is provided, training which should be repeated periodically. A company that can show this attention to the control of fatigue is very unlikely to be prosecuted in the event of a serious accident in which it is suggested that fatigue was a contributory factor. Text: Jonathon Lawton - jonathon@fleet.ie

ADVERTORIAL

Improve cash-flow now – the clever way Use net invoicing like hauliers and keep the money flowing NIP: The fast lane Using the net invoicing program (NIP), the DKV customer accelerates the process of receiving credits for refundable tax amounts by funding in advance. DKV currently offers this service for 20 different countries. With NIP, VAT arising from goods/services paid with the DKV card is refunded immediately and credited to the customer’s DKV invoice. The total amount owed to DKV is therefore reduced and the customer’s cash-flow situation is not strained unnecessarily.

hen things are tight due to the economic situation, improving a transport or coach company’s cash-f low can be invaluable. DKV Euro Service has the solution: the Net Invoicing Program (NIP), expanded on 1 April to include Bulgaria, Finland and Romania. Especially in times of crises, cash flow is one of the most important instruments for doing business. DKV provides a solution saving administration work, time and maybe even hassle: Refund of VAT paid abroad – either with “Standard Refund Service” or with a net invoicing program (NIP).

Standard Refund Service Using Standard Refund Service, DKV customers can submit DKV invoices and third party invoices. (ERS) DKV's subsidiary EuroRoute Service will take care of the VAT application at the fi nance authority. Once a refund has been received from the foreign tax authority involved, the amount of tax is credited to the next DKV invoice. DKV currently offers this type of refund for 27 European countries. On average, it takes up to about eight months for VAT to be refunded in this way.

It’s your choice DKV currently provides VAT refund in two different ways. Using the standard refund system, ERS submits all DKV invoices and third-party vouchers automatically to the local tax authorities and applies on behalf of the customer for tax refund. The only thing the customer has to do is to send his third-party vouchers to DKV's subsidiary EuroRoute Service (ERS). ERS will take care of the rest.

Customers’ invoice details and key data are sent to DKV’s subsidiary EuroRoute Service (ERS) in the Netherlands securely through digital channels. Th is information is the basis for refunds. The customer sends his original third-party invoices directly to ERS. EuroRoute Service currently works closely with 27 European tax authorities. The entire process of obtaining refunds has been regulated and is tested and proven. Regulation extends to all forms, deadlines and formalities and ensures that applications are processed as quickly as possible. For DKV customers, this means that refunds are applied for in each country at the next possible opportunity. Further information available at: www.dkv-euroservice.com

As soon as ERS receives a refund, the Standard Refund customer will be credited on his next DKV invoice. Th is may take up to eight months. The Net Invoicing Program (NIP) goes one step further: Instantly the customer is credited the VAT on the same DKV invoice where the VAT has been charged. ERS takes care of all the formalities. For NIP customers, it is therefore irrelevant when the foreign tax authority actually refunds the amount. ERS provides advance funding for refundable VAT. Customers may of course also send original invoices issued by other suppliers (i.e. third-party vouchers) to ERS and will receive VAT refunds in the beginning of the next quarter.

FleetTransport | JUNE 2009 31

FINANCE

Ten Key Management Issues

n any period of economic crisis be it global, national or specific to an individual business or sector we need to focus our efforts and concentrate on key areas that will be crucial to the survival of the business. Th is article covers ten key areas and over the following editions each section will be explained in a practical and useful manner specific to the Irish transport industry.

secure, they directly effect costs and productivity and have a major role to play in business success. Suppliers need to have confidence in your ability to pay and customers need to have security of service. Regardless of how competitive the Irish transport industry is, your customer has a vested interest in your business. Banks need to know you have accurate information to hand and can make changes that will keep your business afloat.

• • • • • • • • • •

Plan

Cash Flow Financial Information Communication Plan Controls Bank Support Seek Help Learn from competitors Aim for Success New Opportunities/New Methods

Cash Flow

It was the norm to have business plans that span over the next five years, now the planning process may not extend beyond the current financial year and most businesses are looking at one to three months. Even in the current economic climate a business must have a plan and a means of review so that a structure exists for all concerned to work towards. Successful businesses plan ahead, whether this is for growth or contraction and they tend to review and alter this plan regularly as economic factors change.

Cash f low is the lifeblood of the business and fi nancial decisions made pre-recession were based on higher turnover, customers paying on time and suppliers extending credit without issue. In order to survive this recession you need a cash flow forecast covering one/two years ahead, broken down per month, and you need weekly cash flow planning also. A cash flow forecast will demonstrate at current turnover, what cash receipts are likely and with current business costs what expenditure paying suppliers, employees, finance houses and the revenue over the next 12 to 24 months will be. Th is cash flow planning will show what level of overdraft is required. Is a term loan needed? Can we cut cash out-lay? For example, reduce all business © Claus Mikosch | Dreamstime.com costs and also look at extending lease payments Controls on assets. Cash Flow planning is a crucial tool Business controls and financial information tend in business survival. to go hand in hand. In boom periods controls Financial Information were lax, a blind eye was turned to acceptable In order to run your business you need to losses, staff were hard to fi nd and work practices know accurately current fi nancial information. and procedures were allowed to drift . It was Monthly management accounts are necessary difficult to control staff from the foreign holiday in running your business, especially now that home and the business was profitable and cash turnover is decreasing and rates are being plentiful so there was not a perceived need to pressurised downwards. Management accounts take action. should highlight key areas in your business, so that you can view individual types of work, or Competitive tenders for equipment, vehicles and customers to see the profit or loss associated with insurance was often never even considered. The that work. Ask your accountant to benchmark current economy has made all transport fi rms your costs against others in your industry, see review what is purchased, from whom and for where wastage is occurring and how can your how much. Control over spending on overheads business be more productive. was poor, there was not a policy to cut out waste and lack of credit control resulted in an increased Communication overdraft or invoice discounting rather than Part of the panic around the current recession tackling the underlining issues. Article fi ve is due to lack of communication and the third will detail ten key business controls required section in this article outlines best practises for survival. regarding communication with staff, customers, suppliers and banks. Staff want to know that the business will survive and that their jobs are 32 FleetTransport | JUNE 2009

Bank Support Financial Institutions made massive profits during the Celtic tiger by supporting large developers and the associated spin off of domestic and commercial mortgage holders. Everybody thought they could get rich quick (and some did) but ultimately the risk attached to this policy came back to haunt all concerned as real value was not being created and in the process we eroded our competitive advantage regarding low cost/high tech manufacturing. In the early 1980s we had a highly educated, hardworking bright workforce where status was achieved by educational qualifications. By 2006 status was bestowed on the developer whose biggest att ribute was his gambling skills. In the years ahead the banks will have to work for their profits. They are now interested in cultivating business from small to medium sized enterprises that will weather the recession. Accurate timely information and the ability to manage a business in a changing economic environment reduce bank risk and increase a bank manager’s ability to assist your business.

Seek Help Many businesses fail due to the inability of the owner to seek help. Th is article will outline ten key areas where help is available, ranging from your accountant, suppliers, customers, bank manager and staff .

Learn from Competitors Most people will assume only successful competitors will be looked at but this article looks at both the positive and negative aspects of your competition and what benefits your business can gain from looking at how they operate. Again ten key att ributes will be looked at, how you can gain this information and best use you can put it to.

Aim For Success In this economic climate businesses, especially transport fi rms, are looking only to survive as their end goal. Set your targets higher and review how current economic conditions can actually benefit your business. Th is article looks at ten K.P.I.s (Key Performance Indicators), how your business can be successful in the current climate and be ideally placed for the upturn.

New Opportunities/New Methods All fi rms are now looking at what their core business is and how their business can survive. Th is is actually giving rise to opportunities for transport fi rms as the competitive nature of transport and the entrepreneurial nature of transport bosses means that manufacturing and distribution firms are asking transport operators to take over more of the logistics function giving customers a better quality of service and greater flexibility. Th is article looks at ten opportunities available in this recession. Text: Donal Dempsey - donal@fleet.ie

MATERIALS HANDLING

Warehousing through the recession equipment systems to segregate highdemand products from long-term storage items. Shipping services have responded to customer demands for speed and security by integrating tracking services into their information technology infrastructure. Today, clients demand similar tools from storage providers, especially for products that must be assembled before delivery. Many successful warehouse services already use Radio Frequency Identification (RFID) or database and management tools that can integrate with shippers and client ordering systems.

Empty rack shelves are forcing warehousing providers to adopt a more flexible approach to the businesses they serve

n some ways, warehousing facilities act as a barometer of broader economic trends. Th ird-party warehouses were amongst the fi rst within the logistics sector to experience signs of economic weakness as more clients stockpiled inventory. Likewise, warehousing companies benefited from a weak real estate market by negotiating cheaper leases or by purchasing property at low rates. As the industry faces another challenging year, some companies will undoubtedly take differing approaches to try and consolidate their positions. DHL announced last month that it was seeking 320 redundancies as it closes depots in Athlone, Galway, Sligo, Cavan, Enniscorthy, Waterford and Tralee. DHL has said the cuts are part of a plan to focus more on its international air freight business rather than its domestic market, although its Irish delivery service will continue. DHL Express is the courier operation of Europe's biggest mail and express delivery company, Deutsche Post DHL, which employs currently 300,000 people in more than 220 countries, including 1,600 in Ireland, obviously believes a reduction in head count by pruning its regional depots is the correct strategy. Other analysts think differently and although the return of regional warehousing facilities to serve clients might not on the face of it look like a cost effective approach, warehousing suppliers are being forced to rethink their locations as the industry recovers from spikes in energy costs. Staging products in multiple warehouses can reduce reliance on freight and decrease shipping time. Dedicated, efficiently operated warehouses Text: Joe O'Brien - enquiries@fleet.ie

that serve major cities can also respond more effectively to regional demands and contribute to customer retention. As the availability of credit diminishes under the weight of a global recession, many third party logistic companies (3PLs) have been selling off assets or merging with rivals to survive. The successful companies however will be those which constantly evaluate their property portfolios and their partnerships. Since all types of businesses must learn to cope with running a business in recessionary times, warehousing companies also have to adjust to cha ng i ng client demands. Warehousing facilities that once served as â&#x20AC;&#x2DC;pick-and-packâ&#x20AC;&#x2122; terminals are being converted to long-ter m storage for c l ient s t h at need to stockpile product. Similarly, many warehouse managers have had to change f loor pla ns a nd s tor a ge

In the past warehouse managers typically invested in the latest technology to manage their facilities and to track inventory, expecting them to run effectively for many years before requiring upgrades. However, the constant evolution of technology requires a different approach to purchasing warehouse management solutions, therefore instead of buying a specialist system, managers are learning to purchase systems that suit their needs right now, but with the flexibility to evolve and expand later. Overall, the trends affecting warehousing services currently are driven by end user demand for speed, efficiency, and environmental awareness. Flexibility is key to enable warehouse companies and 3PLs to take on short term ancillary business which they may have shunned in the past.

Voice-technology-illustration

FLEETTRANSPORT | JUNE 2009

From where I’m sitting - Howard Knott

COMMENT

‘The Silver Lining’

t's strange how a phrase in a conversation suddenly awakes the memory cells about something that occurred a very long time ago. Such a moment happened when I was chatting with Colin Dunne, Commercial Director of Freight Forwarder, International Warehousing & Transport (IWT) during a break at the recent West-on-Track Conference in Claremorris.

The memory was of when I was a small boy running downstairs and finding a postcard on the door mat from my Mum and Dad. They had headed off the week before to what was then, the very exotic Sitges near Barcelona. Planes didn’t go there, certainly not from Ireland, so it was a case of trains and boats. The card, sent from Paris told about the wonders of “The Golden Arrow” which had transported them, in the height of luxury from London to Dover and its companion train “Le Fleche D’or” from Calais to Paris. A couple of weeks later, they were home and the big conversation between my Dad and myself was that train. It wasn’t even the comfort and speed that were the magical elements, it was that the train was heading for the Port and then to Paris which seemed to be the ‘Hub of the World'. The passengers dispersed; some to the South of France where they boarded steamers to Africa and, through Suez, to India, others headed East to the Balkans and beyond, some like my folks went to Spain. Over all the years the “Golden Arrow” and all the other images stayed in the back of my mind. Then Colin said, “We could call our new container train “The Silver Lining”. Not quite the “Golden Arrow” but, as I thought about it some parallels slipped into place. Here’s a freight train service that IWT is opening on 1st August running from Ballina into Dublin Port. Within a few months it will, like “The Golden Arrow” run daily and will deliver its cargo direct onto the Quay. In that way its operation is similar to the DFDS Container Line service which has been running from Ballina and onto the Quay at Belview Port in Waterford since 2006, except that the DFDS train feeds its own services to Rotterdam. The “Silver Lining” will feed into any one of a dozen lines, whether to Cardiff, Salerno and further afield as well as to the feeder Ports of Rotterdam, Le Havre and Antwerp. Naming it the “Silver Lining” was nothing so romantic as to emulate “The Golden Arrow”, but a description of the fact that, were it not for the current recession which made resources available and companies hungry to come up with smarter ways in which to do business, this service would not have got off the ground. Will the new service operate successfully? Given the stated enthusiasm from Iarnród Éireann in both of its roles as infrastructure network provider and as 34 FleetTransport | JUNE 2009

train operator and of Dublin Port and the Burke Group’s Portroe Terminal Operator team, it should. Will it do the business? That is down to the success of IWT in marketing it and to a realistic acceptance by Mayo located Exporters and Importers that there is a lot more to this than simply a Dutch auction on transport price. Environmental issues, compliance with Working Times Directives etc. all come into it. Add to that the point raised by the ”Mayo Industries Group” (MIG) at a recent hearing of the Oireachtas Joint Transport Committee, that the N5 road remains in such a bad state that one exporter alone spends €400,000 annually in extra packaging. This is purely to minimise the damage to the product because it must be bounced all around this road. I mentioned that the conversation took place at the West-On-Track Conference, so, the question of how to exploit the rebuilt railway that will facilitate services from Limerick to Galway starting also on September 1st. was also discussed. One suggestion was that the Waterford bound DFDS train could leave the Dublin bound track at Athlone, rolling back to Athenry where it would move to the new track to Limerick and, thence on to the recently renovated but little used line from there to Waterford. At least, the availability of such a route provides an option in the event of problems with the track system further East.

Mr. Noel Dempsey, T.D. Minister for Transport speaking at the West-on-Track Conference in Claremorris.

mentioned at the Conference that not every freight train has to be 18 or more wagons long; much work is being done in Britain and elsewhere on three or four car diesel multiple units to shift containers over thinner routes. Such units might be ideal, for example, for a Rosslare – Galway route. Finally, back to “The Golden Arrow,” I don’t remember thinking at the time that going on it would be one of my life’s ambitions or any of that stuff, but, strangely enough, in early June, I am delivering a paper on Rail freight developments in Ireland at the UK Rail Freight Group Conference in London and, then we are off to Lille on Eurostar. The Conference and that trip will be another story.

There was some discussion during the Conference, held at the McWilliam Park Hotel, about the specification of the soon to be built Oranmore Station. The focus was on its development as a commuter stop, but why not include a siding and a yard there? This would facilitate the establishment of services for local industry similar to those operating out of Ballina? During my presentation, I Text: Howard Knott – howard@fleet.ie

REVIEW

INNOVATION AND PROGRESSIVE THINKING AT MULTIMODAL 2009

he Multimodal trade show which took place recently at the NEC in Birmingham was the platform for a host of innovative and enthusiastic logistics companies to display their products and services, many of which were aimed at beating the recession. Despite the economic background, there was no lack of new ideas, progressive thinking and major infrastructure developments on display. T he cred it cr u nch has encouraged transporters to fi nd innovative ways to cut costs or to repackage their offerings to win new business. DB Schenker for example was promoting its ‘Challenge Us’ campaign on its stand, highlighting the positive action being taken to reduce customers’ costs, and challenging received wisdom about logistics. New technology continues to offer customers faster and more accurate information about their consignments. DSV’s innovative ‘Digipen’ was being demonstrated at Multimodal. With a tiny camera mounted just under its nib, the Digipen scans and transmits the signature and name on a Proof of Delivery (POD) as it is filled in, and within 30 seconds the information is available for customers on the DSV website. “Th anks to Digipen, customers can know for sure what stage in its journey their cargo has reached, literally in real time”, says Martin Calver, DSV e-Services Manager.

said, “Using barges is not only greener, but is a much more efficient use of labour too, with a crew of just three needed for each trip. Another cost saving service was also being promoted by Dutch company ROS International. The company have developed a portable repair system for pallet racking and shelves. The product involves a hydraulic tool that by means of fitt ing a mould to the damaged upright and exerting

there exists a breakage or tear in the system, it is not be possible for ROS to repair it and they company always recommends replacing it for a new one. The ROS system is portable and permits work in narrow passageways and difficult to access areas, including heights. The repair process is quick and safe and it is not necessary to unload the shelves as the ROS System works under full pallet load, saving production time and effort. According to studies and tests carried out by the TNO (Netherlands Organisation for Applied Scientific Research) with the ROS System it is possible to repair deformed racks up to seven times, only losing 5% of it’s strength for load capacity. However, to ensure the maximum of safety, ROS always recommends a limit of three repairs per rack after which a replacement is advised. The ROS system was born of necessity as IK EA’s Dutch distribution centre had a high incidence of forklift collision damage to their pallet racking, which meant frequent, high repair costs. IKEA were keen to reduce the cost of repairs, and asked ROS who are based nearby, to help provide a solution. A lthough the solution was initially developed for IKEA, ROS now has a presence in the UK, Spain, Holland, France and Germany.

A presentation also took place Benefits of the ROS at the Show of the Award of System Excellence prize to Green Line Oils (part of Exol Lubricants) by Save Money: Repair instead of the Commercial Boat Operators replacement of the racks will save Association (CBOA). The award up to 50% of costs. was made for Green Line Oils’ Save Time: System enables the “vision, commitment and good restoration of the damage without business sense” in using inland the need to move or unload the waterways to transport oil from pallets. the Port of Hull to the company’s Guarantee: All repair work is blending plant in Rotherham. A insured. Freight Facility Grant from the ROS International - Before ROS International - After Efficiency: System permits UK’s Department of Transport up to three repairs to the same helped pay for the cost of new upright. infrastructure to enable the Regulated: System complies with the transfer of cargo to barge, which now saves the a controlled and punctual pressure over the regulations set by the FEM (European Racking equivalent of 2,800 return lorry journeys each damaged spot returns the upright to its original Federation). year, and has made a substantial reduction in format in a matter of minutes. Depending on carbon emissions. Presenting the award at a the level of deformation, the restoration can Multimodal seminar to Green Line Oils’ MD have a greater level of difficulty, but it is always Steve Everitt, CBOA’s Chairman John Dodwell possible according to the company. However, if Text: Joe O'Brien - enquiries@fleet.ie

FLEETTRANSPORT | JUNE 2009 35

TIMES PAST

HEAVY HAULAGE – ABNORMAL LOADS long after diesel tractors became commonplace. W hat is now the Republic of Ireland was a very poor country for decades following independence and there was precious litt le money for investment in specialised vehicles. Moreover, the infant Irish Free State was simply not industrialised and required little in heavy haulage facilities Windrush - a heavy haulage traction engine preserved by B.O'Gorman & Sons, – that is, until the Naas Electricity Supply Board came into being and o most people, “Heavy Haulage” suggests needed to move large heavy items. A combination moving massively heavy items, but this of whatever steam vehicles were available was highly specialised transport sector used for several years but during the 1930s Latil encompasses much more and should probably tractors were bought and so was born the Board’s be known as “Abnormal Loads Haulage.” The heavy haulage capability, culminating in the use reason is simple – many of the loads categorised of magnificent Scammell tractors. as heavy haulage are not particularly heavy but are of exceptional length, height and width. In Before road transport became highly regulated in these instances, careful planning and movement the thirties, a handful of enterprising operators by highly experienced people, working with offered heavy haulage services, among them vehicles adaptable to the task in hand, is essential. Dennis Madden of Garryowen Transport. Dinny’s Transport Museum members have been privileged fleet included vehicles that were rebuilt at different over the years to work with heavy haulage teams times to cater for some particular purpose. Later, and marvel at the skill and ingenuity of such another enterprising operator – Peter Morris people going back sixty years. of Ranelagh – devised an ingenious method of moving abnormal loads – Dublin tram bodies In the nineteenth century, moving abnormal loads which he moved to distant parts of the country. by road – the alternative being rail, which was often His equipment consisted of an ex-US Army GMC impossible because of loading gauge restrictions tri-axled tractor with a a special hoist and hitch – was accomplished with teams of horses, up to above the rear cross member. A special wide axle eight or ten animals being hitched to the wagons with twin wheels was placed under the tram body carrying the load. When road steam vehicles about a third of the length from its rear, the front became more plentiful and legal towards the end being lifted and attached to the tractor. Simple of the century, traction engines increasingly took and effective, but defi nitely unacceptable today. over – and were easily recognisable by having solid rubber tyred wheels, with two or three Both the Great Northern (GNR) and Great tyres side by side on the rear wheels. And, even Southern Railways (GSR) had extensive road with the development of petrol-powered heavy haulage operations but had no particular demand haulage tractors from the 1920s onwards, steam for heavy haulage work in the hopelessly poor lasted beyond 1950, some operators staying loyal decades of the thirties and forties. What work

Traction engine and Roller combine on behalf of the ESB, Waterford, date unknown 36

FLEETTRANSPORT | APRIL2009

Beardmore Tractor No. 171 with a boiler for Mullingar Hospital, 1930s

was undertaken was carried out with Beardmore tractors and drawbar trailers and a fortunate photograph survives of a GNR operation. CIE, formed on 1st January 1945, took about three years to replace the obsolete petrol-engined road freight fleet inherited from the GSR with modern diesel lorries and then set about improving its heavy haulage capability with AEC tractors and new drawbar trailers. Apart from the commercial services offered by CIE and the GNR, there were two significant own account heavy haulage operators in the 1950s. Both were of prime importance in the development of our country. With the inauguration of the rural electrification scheme in 1946, the ESB increasingly needed to move large items around the country. Two Fodens were acquired and were later supplemented by several Scammells. The second operator was the Office of Public Works which, was engaged in a vast programme of drainage schemes. The Board operated at least one Foden and sometimes engaged contractors, but few operators could offer the services required. In the world of heavy haulage, most of the prime movers that haul drawbar trailers are known as ballast tractors, as they are loaded with weights sufficient to bring them up to the tare necessary for a predetermined safe capability. But there is also a species of articulated heavy haulage

CIE AEC Matador Tractor AO203, Tank Load on two trailers

TIMES PAST

CIE Leyland Hippo moving Museum tram No. 284, 1975

tractor, usually employed in moving items falling within normal dimensions. CIE had at least one such vehicle in the early 1950s, but later used semi-trailers with the front mounted on a two or four wheeled dolly which was coupled to a drawbar tractor. As the country began, at long last, to industrialise in the 1960s, CIE enjoyed a growing demand for heavy haulage. A team of specialist drivers and movers was formed, whose enthusiasm and ingenuity became legendary. As for vehicles: from the large fleet taken over with the GNR in 1958, an AEC Mammoth Major six-wheeler was converted into a heavy haulage tractor and this was joined by a Scammell Constructor and a Leyland Hippo, both new. In Northern Ireland, the Ulster Transport Authority also operated a Scammell which this writer encountered at least once in Dublin. A growing feature of heavy haulage from this time was the operation by public works contractors of units suitable for moving their own equipment. At one time a rare sight, heavy haulage outfits became commonplace throughout the country as industry and infrastructure grew and some wonderful outfits – including the occasional visitor from the UK - could be seen at work. Today, all of the marques once associated with abnormal loads have disappeared, formerly unfamiliar names now appearing on the tractors that provide the motive power. And, as new operators grow more proficient in the art of heavy haulage, their names became better known and customers confidence increased. Fortunately, several veteran tractors that celebrate former times have survived into preservation, the

Ron Bergin's picture of CIE Scammell Essie towing a dolly-mounted semi trailer, Abbeyleix

pride and joy of their ow ners who have taken great care in their restoration. And, through the interest of several conscientious individuals in the organisations that operated them, the Transport Museum has four heavy haulage tractors that represent important periods and activities in our history. Two Irish Rail Leylands – Beaver 6183 Z and Hippo MZI 227 – were Keville Heavy Haulage Scania 93C 14200 at Coolock, Summer 2008 originally with CIE, as was HZH 933, the Scammell Constructor known as Essie. From the ESB came the wellknown Foden ZH 1278; a second Foden is the OPW Heavy Artic Tractor 497 WZE. Two of these vehicles have already featured in Times Past and the others will hopefully turn up in the future.

Important as the Howth Museum pieces are, of far greater significance is the work done by their The Keville Scania's trailer and load at Coolock, Summer 2008 drivers and crews. These men not only learned, refined and practised unique some of whom are regrettably no longer with us. skills which they passed on to younger generations. But the preserved vehicles and the wonderful In the course of their long careers, they made a volume of stories (and myths!) they embody are major contribution to the development of our their worthy memorial. country and the creation of the wealth we so recently enjoyed. Museum personnel enjoyed working with them on several projects over the years and have happy memories of these stalwarts,

The National TransportMuseum, Heritage Depot,Howth Demense, Howth. Opening Times: Hino VLI 558 leaving the Whessoe Works at Finglas with a long load Text & Photos: Michael Corcoran – enquiries@fleet.ie

Sept - May: Saturdays, Sundays and Bank Holidays, 2.00 - 5.00pm. 26 Dec - 1 Jan: 2.00 - 5.00pm daily. June - August: Monday - Saturday, 10.00am - 5.00pm. FleetTransport | JUNE 2009 37

FLEETING SHOTS

Irish Logistics Network

eading Logistics Directors and CEOs plus suppliers from Ireland and the UK (with business links in Ireland) attended the inaugural Irish Logistics Network lunch organised by the UK Warehousing Association (UKWA) on behalf of the International Federation of Warehousing Logistics (IFWLA) and the Confederation Europeene def ’Entreposage et de la Logistique (CEEL). Held at the Shelbourne Hotel, Dublin, the event was supported by the Chartered

Institute of Logistics and Transport Ireland (CILT) and sponsored by Bendi, TDG, Red Prairie and Dublin fi rm Heavey RF.

Bernard Molloy, Organiser welcoming Andrew Cullen, Assistant General Secretary, Department of Transport.

Andrew Cullen, Bernard Molloy, Chairman 3B Net-Works, Maura Kelly Net2Go, Roger Williams CEO, UKWA.

In the absence of Guest of Honour Mr. Noel Dempsey T.D., Minister for Transport, the Assistant General Secretary at his Department, Mr. Andrew Cullen addressed the attendance and highlighted the Government’s continuing investment in infrastructure projects such as

motorways and public transport. He admitted that Logistics is one area that benefits from this investment through better road network and improvements at Ports. On mentioning that the recently announced ‘Smarter Travel’ document includes Rail Freight Mr. Cullen seeks ideas from the Logistics industry leading up to the Department’s National Freight Forum to be held in the Autumn.

Ronan Clinton, M.D, Heavey RF (Sponsor), Anton du Preez, Director of Vocollect.

Second annual Mourne Truck Run

eep Saturday 1st August in mind to when the second annual Mourne Truck Run takes place. All proceeds raised will again go to Killowen Fundraising Group to help the research into finding a cure for Duchenne Muscular Dystrophy.

followed by a celebration dinner in the Whistledown Hotel (Warrenpoint) and a family fun day, which raised almost £30,000 for the charity. Further information and details on how to take part in the truck run contact 0044 28 302 61272.

Last year almost 100 trucks took part in the inaugural ‘miles for muscles’ run, which was

ECS Logistics open new facility

r. Noel Dempsey T.D., Minister for Transport officially opened the new ECS Logistics & Express Courier Services Ltd 40,000 square foot warehouse in Clonshaugh Business Park on Monday 18th May. ECS are specialists in secure warehousing, stock management, product picking and fulfillment and nationwide distribution. With a positioning of their 50,000 square foot storage and office space

facilities in Santry and Clonshaugh they are both less than 5 minutes access on or off the M50. The close proximity to the Airport and Port Tunnel also allows easy and fast access to 80% of all freight that comes into Ireland. ECS facilities are designed as an EU Inbound logistics hub, handling inbound freight/cargo from the UK, Portugal, Italy, Germany and the Netherlands through overseas partners on a daily basis.

Paddy Ryan, Operations Director, ECS Logistics Minister for Transport, Mr Noel Dempsey T.D., David Cunningham , Sales Director, ECS Logistics and Jack Carroll, Finance Director, ECS Logistics.

Orten supplies innovative service trucks for Swiss Pro Tour Cycling Team

arlos Sastre, winner of the Tour de France in 2008, and his team members in the Cervelo Test Team have even more technical back-up this year. Just in time for the classics Paris-Nice and Tirreno-Adriatico, the Swiss Pro Tour Team were supplied with two new service trucks from ORTEN fresh, the ORTEN group company specialised in the development and production of promotion and event vehicles.

The pair of Iveco Stralis 4x2 operate autonomously and are therefore not dependent on external power or water supply. The 450hp 9,500 mm long truck body is equipped with a spacious workbench and storage area and even has a modern kitchenette. When transferring the first service truck to start of Paris-Nice, it attracted the attention of all other Pro Tour Teams.

Exceptional Loads Services Ltd. Specialist Services to the Heavy Haulage Industry • Permits • Escorting • Route Planning • Route Surveys Tel: 0402 31229 Fax: 0402 31257 Mobile: 087 2549601 Website: www.wide-loads.com 38 FleetTransport | JUNE 2009

Text: Jarlath Sweeney – editor@fleet.ie

TRAILER

Restructuring at Schmitz Cargobull’s UK plants leads to extended product range

om Macallan, recently installed Managing Director of Schmitz Cargobull has restructured its UK and Ireland supply plant in Harelaw, Durham. The two separate production lines at the former York Trailer factory have now merged into one to what Macallan describes as ‘one of the most advanced multi-product trailer production lines in the world'. Th is development enables Schmitz Cargobull to build a wider range of trailer models for the UK and Irish markets as the new line doubles manufacturing capacity. Both reefers and curtainsiders can now be built on this one line which was not the case here to fore. “The standard procedure is to build one product per production line – but we can build five or six different trailer models down a single line, which is far more cost effective. The ability to build these new products at our Harelaw factory will allow us to develop our presence in a number of markets where, in the UK, we have not been strong. As a result, we expect our already significant overall share of the total UK and Ireland trailer market to increase noticeably in the coming months,” commented Tom.

New to these markets is the M.KO COOL – a rigid refrigerated box unit for trucks; the FW Folding Wall trailer – which can operate as both a reefer and a dry freight vehicle; and the S.CS BULK – a robust curtainsider developed for use in industries where bulk loads of loose materials such as wood chippings are transported. Schmitz Cargobull can now supply a double deck loading system on its S.CS MEGA (with Varios) range through its German parent. Thanks to an internal height of up to 3,050mm up to 33 additional Europallets (with a maximum load-bearing capacity of 10 tonnes) can be accommodated. For each cross girder a payload of 600kg is possible, and for each pallet 400kg. When not in use all of the additional components required (12 steel girders plus 23 cross girders) can be stored against the bulkhead or between the side stanchions.

As a result of the production processes reengineering, Schmitz Cargobull is now in a position to offer an extended range of products.

S.C.S MEGA

Gray & Adams, swop and refurb shop

lan Fitzpatrick, an independent milk and dairy produce distributor for Avonmore recently put into service a new Iveco Eurocargo 180E25 (with EuroTronic automatic transmission) featuring a 10 year old Gray & Adams body! Alan went back to Gray & Adams new Dublin workshop /depot about upgrading the bodywork to match the appearance of the new truck.

Kogel celebrates its 75th Anniversary

Dermot Nolan, Managing Director, Gray & Adams (Dublin) standing beside

Under the direction of Alan’s new truck with Gray & Adams body swop and refurb. Dermot Nolan, the body was remounted on the new chassis, new side match the ‘Iveco-White’ on the new cab. doors fitted specific for Alan’s operations and a new internal cargo locking and automatic rear Gray & Adams also organised to have a new taildoor opening systems were installed. The job was lift fitted and have the fridge fully serviced and completed with a complete re-spray on the body to up-graded.

Text: Jarlath Sweeney – editor@fleet.ie

Klaus Braunig (centre) Managing Director of the VDA – Ver band der Automobilindustrie cuts the 75th Anniversary cake with Kogel Managing Directors, Alexander Tietje and Andreas Berndmeyer.

FleetTransport | JUNE 2009

INTERVIEW

Fleet’s Group Editor, Jarlath Sweeney recently conducted an interview with three Executives from Continental Tyres in Hanover, Germany. A number of issues were covered during the hour long session with;

Dr. Hans-Joachim Nikolin

Mr. Herbert Mensching

Mr. Geert Roik

Dr. Hans-Joachim Nikolin, Board Member Commercial Vehicle Tyres (HJN) Mr. Herbert Mensching, Managing Director, Marketing & Sales (HM) Mr. Geert Roik, Manager, Research & Development Truck Tyres (GR) Downturn Herbert Mensching - “The downturn in the marketplace that currently exists is unprecedented. The speed and size of the downturn is most alarming. At present the decrease in sales is at 30% less than last year - in the tyre sector, which is most unusual.” “Over the years the replacement market has fluctuated between 2–3% in Western Europe whereas in the US they are used to ups and downs at 20%,” added Hans-Joachin Nikolin.

Change in Strategy Geert Roik – “We have made some modifications in strategy in the past few months. Capacity has reduced in line with the market demands. It is impossible to push more tyres into a marketplace than it demands. This is not what we do. Cost and capacity are two key areas that we continuously look at in this point in time. The trouble is that when we make an adjustment in reducing capacity we’re too late as demand has fallen even more suddenly than we predicted. The second challenge was pricing – we have not acted on reducing prices as the cost of raw materials when purchased were at a premium and as Continental produces a premium brand tyre, transport operators will appreciate the extra mileage and fuel savings that can be achieved with our products.”

40 FleetTransport | JUNE 2009

Research and Development GR – “It’s a difficult time for us all but our investment in R & D continues as planned. Right now our focus is on products that you will see in two - three years time – the next generation of Continental tyres, which will aim to improve on mileage/CO2 reduction/lower fuel consumption as well as noise reduction. Our strategy in this area will not change despite the downturn.” HJN – “At present we are looking at 2009 sales figures to be similar to 2004. We have invested heavily in R & D/production facilities and marketing in the past few years, so it’s challenging times for us all.”

Driver Training HM – “It is something that we have considered some years ago – some companies through various bodies/associations offer this service but the demand is still too low for us to be involved. Before now the drivers were just too busy to give up their time to appreciate how important tyres are to their vehicle. Two areas that we continue to focus on are Rolling Resistance and Tyre Pressure Monitoring.” “Short term action can lead to long-term gain,” says HJN. “An investment of €1,000 in Tyre Pressure Monitoring System can pay for itself in two years,” he added.

Incentives GR – “Continental ran a competition for drivers called ‘Beat the Best’ which was very successful from a National and European standpoint. Drivers were invited to record the lowest fuel consumption in their company at local level

with prizes offered as the incentive plus the opportunity to compete against others. Outside of the companies that were already focussed on reducing fuel consumption, it was difficult to attract others into the competition.”

Tyre Pressure Monitoring GR – In the US there is a regulation coming in for all passenger cars and light trucks to have Tyre Pressure Monitoring Systems fitted. It is primarily driven by safety and Europe will follow soon afterwards. The bus industry is very interested in this development as are trailer manufacturers. The push will come for the truck and bus sectors to be included which hopefully happens a year later (2012).” HJN – “Th is will lead to higher average air pressures, which will improve on rolling resistance, the life of the tyre and reduce fuel consumption.”

INTERVIEW Tread Depth HM – “The challenge for everyone a few years back was to agree on 1.6mm. That seems to have settled now although China has a 2mm regulation.”

Rolling Resistance GR – “We work with all truck manufacturers on the impact of the drive axle in particular on our tyres.” HJN – “Truck manufacturers do not have a requirement book in relation to rolling resistance unlike the car industry. As an industry that is so much focussed on fuel economy and costs that they don’t specify a rolling resistance measurement for the vehicle is amazing. No one is talking about that.”

Threat From China HM – “There are a certain group within the transport industry that are attracted to the cheaper product. The Chinese Government continues to subsidise tyre exports into Europe and the US as their way to keep up volumes. When the Chinese invasion began two - three years ago, some operators had bad experiences and returned to the premium brands. But as we all know the Chinese adapt quickly and came back with an improved product. Like the Koreans when they entered the marketplace, they gained a certain market share which has remained stable. The same situation will arise with the Chinese products.”

however. There are some disadvantages such as ride and handling and when you take load factors and terrain into account, it is difficult to apply this concept to the mainstream truck market. At one time BMW only offered run-flat tyres on their cars, but this policy has changed and are now available as an option. I must add that Continental has developed this type of product for military applications, which are purpose built for the vehicle to get out of difficult situations. They excel over short distances but are costly.”

Semperit HM – “Yes, we are quite aware of the success of the Semperit brand in Ireland. Next to Continental, Semperit is our number two brand with Barum next. Semperit also does well in Austria and Eastern Block countries, due to our policy of exclusively concentrating on regional/national markets. As these range of tyres feature Continental technolog y, Semperit is well received by customers.”

Extended Tyre Life HM – “As part of the overall tyre business, we must extend tyre life through regrooving and retreads. In some countries the take-up is very high, sometimes overtaking the new retail market in Finland for example. On average it’s 60% new and 40% retread. Surprisingly the passenger transport sector is not that keen. Retreads form part of operators overall tyre programme. Maximum utilisation through extended tyre life helps to reduce overall costs.” “In some markets (e.g. Ireland at 20%) where the percentage is low, we need to send home the fi nancial benefits of retreads. Sometimes it takes longer to break old habits,” he added.

COMPETITION … COMPETITION … COMPETITION

WIN CONTINENTAL TYRES MERCHANDISE Thanks to Continental Tyre Group Ltd., Fleet Transport has three prize packs up for grabs in a free-to-enter competition. Each Conti pack contains a Polo Shirt (XL), Baseball Cap, Key Ring and Rotring Ballpoint Pen. To be in with a chance to win one of these packs, just send in your name, address and mobile telephone number by email (enquiries@fleet.ie) or by post to Conti/Fleet Competition, Fleet Transport Magazine, D’Alton Street, Claremorris, County Mayo. Entries close 30th June 2009.

Run-flats GR – “Continental Tyres Passenger Car & Light Truck Division have come up with a solution for this type of application. It’s a niche market

Text: Jarlath Sweeney – editor@fleet.ie

FleetTransport | JUNE 2009 41

EVENT

Volvo Ocean Race 2008/2009 Galway Stopover

he ‘City of the Tribes’ played host to the biggest sporting event to hit Irish shores this year. From 23 May - 6 June, the seven ‘Formula 1’ (70 foot) sail boats competing in the round the world yacht race were based at Europe’s most Westerly city. More details on www.galwayvolvooceanrace.com

Volvo Group is one of the world’s leading manufacturers of trucks, buses and construction equipment.

Volvo Car Corporation and AB Volvo Group sponsor and own the Volvo Ocean Race since 1997.

Visitors to the display areas could try out what it’s like out on the seas in the simulator.

Volvo Construction Equipment was there too. Check out www.volvo.com

Murphy Commercials (Galway) was officially inaugurated into the Volvo Truck Network.

New signage was erected at Murphy’s Volvo Truck Sales & Service Centre situated just off the Galway to Tuam Road on the N17.

Kenny Galway, local Volvo Car Dealer facilitated the parking and servicing of the Volvo Ocean Race official car fleet.

Award winning Callinan Coaches provided a fleet of Volvo 9700 prestige Coaches for the visiting dignitaries as well as running a Park & Ride system from Ballybrit Racecourse to City Centre Galway.

Callinan’s new Volvo 9700 Coaches were specially liveried in the Volvo Ocean Race colours.

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

FleetTransport | JUNE 2009

LOGISTICS

Shannon re-invents itself as cargo hub

n March Shannon Airport passed a number of significant milestones in its move to become Ireland’s major air cargo hub. The Airport has been in operation since 1946. Until the arrival of the Boeing 707 and similar jet aircraft in the early 1960’s, Shannon was Europe’s main jumping off point for North America destined aircraft .

As that traffic increasingly by-passed the County Clare airport the Shannon Free Airport Development Company constructed Industrial Estates around the airport site and then throughout the Mid-West region, sought to maintain traffic levels and jobs with a shift to cargo. Established freight forwarders such as Lep Transport grew their business there while, at the same time losing staff to newly formed agents such as Walsh Western. As the cargo business ebbed and flowed with the business cycle the airport made a determined and successful move to strengthen its European traffic through the encouragement of ‘low-cost’

while FedEx now has a combination fl ight with Cork. Worldwide cargo airlines including Atlas, Evergreen and Kalitt a are also frequent users of the airport. Cargo Development Manager at the Airport, Joe Buckley informed “Fleet” that, “of all the Irish Airports, Shannon offers the greatest potential for air freight development because of our runway length, the longest in Ireland, lack of congestion, hydrant fuelling of aircraft and, of course, our land bank”. He continued, “We are also progressing towards full US Border Protection Agency pre-clearance for passengers which may also offer new and significant opportunities for the development of a major air freight hub at Shannon”. This determination was underlined by the signing, on March 11th of a Joint Memorandum of Understanding between the Airport and the Lynxs Group. The General Electric controlled company is a Texas based global airport cargo facility and both parties will examine

ACE EXPRESS, one of Ireland’s best managed companies Lusk, in North Dublin, based Ace Express was marked out as being one of the top 25 best managed indigenous companies based on the island of Ireland when Managing Director Philip Tracey was presented with one of the Deloitte Best Managed Companies Award for 2009. On receiving the honour Tracey commented,”winning this award is recognition for 20 years concentrated effort. We have built a great team across our Group and they have played an integral part in driving our Company forward." The diverse forwarding group recently announced a three year partnership with Scott ish operator Bullet Express that will give a double daily trailer groupage and part-load service between their Lusk and Glasgow depots giving a 24 hour door-door service for most cargoes. The partners expect to double the cargo capacity on the route to over 350 cubic metres each day from mid-Summer.

Celtic Forwarding does it for Galway Dublin based, Celtic Forwarding is the longtime agent in Ireland for Wallenius Wilhelmsen Logistics Group (WWL), the logistics arm of the world wide shipping group best known as a leader in vehicle transportation. WWL is a supporting sponsor of the Volvo Ocean Race and has responsibility for all transport arrangements for both the Race and the crews and support teams of the competing boats.

carriers into the facility. Th is was catering for passenger traffic only. Early in 2008 Shannon lost its Aer Lingus connection to London, a blow to the region’s passenger and freight traffics to and through Heathrow. By March 2009 the picture was far brighter. Aer Lingus returned with a daily Heathrow fl ight while CityJet / Air France, who had come to Shannon with a daily Paris service to fi ll the connectivity gap left by the cancellation of the Aer Lingus service, increased its service frequency to twice daily. Both airlines feed cargo traffic onto worldwide networks. As the airport has put greater emphasis on becoming Ireland’s major air cargo hub cargo integrators including UPS, TNT and DHL have moved to consolidate their cargo from the West and South of Ireland at Shannon 44 FleetTransport | JUNE 2009

the potential of jointly developing a major international logistics hub and business facility at the airport. This would be a 19,000 square metres state-of-the-art cargo facility and is planned for existing airport users as well as att racting other Integrators and Cargo Carriers. The planned cargo port would be built at a cost of €11.5m and would include aircraft parking configurations, an immediate taxiway and access to public roads. Preliminary building specifications for the facility also include clear spans, chilled and freezer storage as well as heated warehouse space and offices. Building is expected to start by mid-2010 with completion less than a year later. The partners anticipate that this will be merely a fi rst phase of a much larger development and will serve as a magnet to high tech manufactures moving into the area.

Celtic’s team, led by Managing Director Finbarr Cleary, is now working with WWL project manager, Bjorn Palmork and with Galway Port Operations Director, Neil Carney in planning the Galway operation. The project will involve import and export of several hundred containers, including all Customs Clearance and all other documentation as well as co-ordination with sea and air carriers, hauliers, crane hire companies and a great deal more.

Volumes down, profits up for Lufthansa Cargo Luft hansa Cargo has announced “it’s second best-ever results in company history for the 2008 business year”. Volumes were down by 25% but operating profits rose by 21% to reach €164 million. The Company is retiring four of its older freighters to replace them with four B-777 aircraft which will carry freight for Deutsche Post DHL during the week and for Lufthansa at weekends. Company Chairman, Carsten Spohr says that he estimates that a third of older B 747 freighters operated by competitors have been grounded by the recession “and will never fly again." Text: Howard Knott – howard@fleet.ie

ENVIRONMENT

A Sustainable Transport Future Conference

rish Business & Employers Confederation (IBEC) and the Department of Transport collaborated in holding a Conference as a follow up to the publication earlier in the year of the Department’s “Smarter Travel” Document. The event took place on 7th May at Dublin Castle and drew a large attendance from both the private and public sectors. Tom Noonan, IBEC President and Chief Executive, Maxol Group opened the Conference with a declaration of some scepticism of “The Green Economy” as presented. While accepting that the major road building elements of the “Transport 21” programme were almost complete and that the focus would now turn to the provision of better Public Transport, he felt that it was foolish for the Government to ignore such obvious gaps in the national infrastructure as the very poor condition of the N5 west of the Shannon. He argued that the scrapping of older HGVs would do more for the environment than trying to squeeze private car usage. Towards the end of the Conference, Secretary General at the Department of Transport, Julie O’Neill, when challenged by Ian Lumley of An Taisce, defended strongly, the current programme but specifically the completion of the Atlantic Road Corridor. Her view was that there was a strong need to maintain investment on the Western Seaboard if the Government’s spatial strategy was to be delivered in any meaningful way. She also said that the Department was putt ing together an “Implementing the Vision” document and a National Sustainable Traffic Office within the Department. In response to a question from Joe Walsh, CEO of Galway Regional Airport that may have been prompted by an earlier remark from Transport Minister Dempsey, Mr. Noel Dempsey, T.D., Ms. O’Neill expressed doubts about the continuation of Public Service Obligation (PSO) subsidies on most internal air services beyond the 2011 renewal date and following the current review of the social need for these subventions. She advised that the recently introduced set of rules from Brussels imposed far more rigorous conditions than have operated up to now and that the improvement of road and rail infrastructure reduced the need for such subsidies. Minister Dempsey apart, the key speaker was Dr. Anne Houtman, who is the Director, DG Energy and Transport at the European Commission. She opened by positioning Transport at the core of the Commission’s activities. The sector accounts for 7% of the economy and 5% of employment, thus, it is possible to have a genuine internal market. The sector accounts for 23.7% of Greenhouse Gas emissions and their volume has gone up by 36% since 1990. The Commission has calculated that traffic congestion costs Europe’s Text: Howard Knott – howard@fleet.ie

population 1.1% of Gross Domestic Product (GDP), not only in time wasted but also health damage due to gasses and noise. She said that the ineffectiveness of operation of Cabotage regimes within Europe leaves thousands of empty trucks on Europe’s roads every day and that this need is being addressed in the Commission’s “Greening of Transport” package. Another part of this was the introduction of “smarter” charging for road infrastructure use to vary with the real costs that the user causes. Thus, she gave an example that “off-peak” road use should be stimulated by lower charges and that all fees, tolls or EuroVignette should be charged electronically. Th is comment sparked a question from “Fleet” to her fellow speaker, Noel Brett, C.E.O. of the Road Safety Authority as to whether or not lower or zero toll charges in locations such as the M1 at Drogheda or the M4 at Enfield will encourage HGVs and other traffic away from free routes through towns and might have a role in accident reduction and thus give major savings to the Irish economy. Noel Brett said that he always felt that good practice was that vehicles should always be encouraged to use the most appropriate routes. Dr. Houtman continued her talk mentioning that the – soon to be ready- Galileo Satellite Navigation system will improve the efficiency of European transport, and particularly maximise the use of the capacity of the existing infrastructure. Member States that have most enthusiastically adopted the liberalization of all transport modes have benefitted greatly compared to those that have not. Th is is particularly the case regarding rail freight where liberal regimes have reversed the decline of transport using this mode – something that the European Commission welcomes. In the context of on-going development she mentioned that 22 of the 30 current Trans European Projects were in the rail sector and these accounted for 75% of the funds granted.

a document, “The Future of Tr a n s p or t ” i n order to launch public debate and to inform the White Paper planned for launch in 2010. In response to a “Lisbon” question from the floor Dr. Houtman denied strongly that the EU had any inherent bias towards privatisation of Transport Undertakings but has a principle of strict neutrality on all public service provision between the public and private sectors. From the end of 2009 all Local Authorities have a free choice of offering services internally or by using other operators. Minister Dempsey confi rmed that the National Freight Forum was a high priority for the Department of Transport and that it would be launched in the near future. He confi rmed that one immediate issue at the Forum would be to study when and where rail freight would be viable in Ireland. He also confi rmed that the Dublin Transportation Authority (DTA) is now in legal being, that recruitment of the CEO is underway, and that other staffi ng would follow once that is done. The DTA will take over the licensing of Public Transport service routes in the Greater Dublin area while a similar body will do so for the rest of the country. The Minister’s enthusiasm for “Metro North” was not shared by James Nix, Transport Co-Ordinator, Irish Environmental Network who pointed out that a proper bus based Rapid Transit Network would achieve the same effect, but at a quarter of the price. All in all, a very useful Conference, a lot of reality based common sense.

On Marine Transport, she is working on a “maritime space without frontiers” which will drastically reduce the administrative burden which this sector, unlike road rail and aviation, has to bear. On the overall picture she said that the Commission was working to defi ne policy for the next ten years and to look ahead for the next 40. Next month her Director Pictured (l-r) are Danny McCoy, Director of Policy, IBEC, Tom Noonan, General will publish IBEC President and Dr. Aoife O'Grady, Department for Transport. FleetTransport | JUNE 2009

SOAP BOX

HIGHWAYS OF THE SEA THE ROAD TO RUINOUS HEALTH

emories remain of a very enjoyable holiday in Italy and the beauty of the Sorrento region, from the wonderful Amalfi Coast to the vista of the Bay of Naples, Vesuvius to the south and Naples to the north stands out in my mind. However, it is not always the case with Naples as some days the haze (smog) is so dense you could hardly see across the Bay. I had put this down to either Vesuvius or more likely the vast array of freight ships serving the entire coastal region’s commuter needs with a frequency of urban buses. The thick black fumes belching from their exhausts can either be put down to Italian driver style or perhaps poor maintenance. Wonder why in such a beautifully scenic and historic area, why is it allowed to continue? The answer rather surprisingly comes from the USA, a nation that many would see as being somewhat regressive environmentally (and as an observer of their trucking community I would tend to agree). "Ships are floating smokestacks that deliver soot and smog straight to the heart of our most crowded coastal cities," said Andy Darrell, the New York Regional Director of the Environmental Defense Fund. Th is prepared statement was made at the publication of a Report by the Environmental Protection Agency (EPA) of the United States into the damage being caused to the environment by the shipping industries use of heavy, high sulphur fuels. The EPA has requested that the U.N.'s International Maritime Organisation create a 230-mile buffer zone along the U.S. coasts, within which oil tankers and other large ships would face stricter regulations on air pollutants blamed for health problems. The new requirements would force shipping companies to switch to cleaner-burning fuels and make changes to their onboard engine systems. The EPA estimates the proposal would increase annual costs for shipping companies by $3.2 billion in 2020. "In essence we are treating this industry as we would treat others," EPA Administrator, Lisa Jackson said at a Press Conference. It is this last statement that should concern the Irish Road Haulage Association (IRHA) and the International Road Transport Union (IRU) as this industry has paid dearly for, the perhaps justifiable environmental demands, of the EU for Euro 5 and eventual Euro 6 engines. However, if these demands are justifiable what is not patently justifiable is the drive by the Commission for “Highways of the Sea” which sees short sea shipping routes being subsidized by European taxpayers to get “polluting” trucks off European highways. Trucks are being subject to environmental tolls, bans etc., and are often billed as anti-community. A raft of legislation from both EU and national legislators exacerbated this bad feeling without any acknowledgement of the vital necessity to commercial life of a sound road transport industry, we operators are all ogres.

FleetTransport | JUNE 2009

Now, facts are starting to emerge that are quite simply stunning and that the US is far more proactive on this front than the EU, which leads one to the obvious question – WHY? When the total pollutants of the world’s fi fteen largest container ships is now said to equal that of ALL the worlds seven hundred and sixty million cars there can be no environmental justification for Highways of the Sea without major changes to the fuel burnt by these ships and the technology that powers them. The Bay of Naples is quite windless (at least it was when I was there). However, one of the busiest sea routes in the world is the English Channel, which benefits greatly from prevailing South Westerly’s from the Atlantic. Imagine what the smog would be like if it were

not being blown away. Yet according to the EU’s Transport Directorate – shipping is good for you. Its response so far is to propose two low emissions zones in the English Channel and the Baltic by 2015. Zones that are far less stringent than the US zone and will not seek to limit particulate emissions. Considering that the average car travelling 15,000 kilometres annually emits 101 grams of sulphur oxide per year compared with the largest container ships typical emissions of 5,200 tonnes of SOx per year. Again, the question both the IRHA, its sister organisations and the IRU should be asking is WHY?

Text: Jerry Kiersey – jerry@fleet.ie

Cartoon: Tony Colley