Fleet Transport September 2010 by Orla Sweeney

IRELAND'S LEADING COMMERCIAL VEHICLE MAGAZINE Inside!

PREVIEW

North American Medium Duty Truck of the Year 2010

Fleet Transport Awards 2011 s d • Irish Haulier of the Year t s li nce • Irish Truck of the Year a Fin nou • Green Commercial of the Year n • Truck & Trailer Innovation Awards A

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contents SEPTEMBER 2010 Fleet Transport Magazine, D’Alton Street, Claremorris, Co. Mayo, Ireland. Tel: +353 (0)94 9372819/ 9372826 Fax: +353 (0)94 9373571 Email: enquiries@fleet.ie Subscription Hotline: 094 93 72827 Editor: Jarlath Sweeney Contributors: Sean Murtagh, Gerry Murphy, Cathal Doyle, Paul White, Jonathan Lawton, Donal Dempsey, Howard Knott, Jerry Kiersey, Michael Corcoran, Rob Van Dieten Photography: Jarlath Sweeney, Gerry Murphy, Cathal Doyle, Paul White, Michael Corcoran, Rob Van Dieten Administration: Orla Sweeney, Denise Vahey, Helen Maguire Advertising: Mary Morrissey, Orla Sweeney Design: Eamonn Wynne

4 News Loc8 Code launched • Meet Fleet’s Fiat Doblo! • Citröen on LCV assault! • Fleet Forum goes Green • IAA Commercial Vehicles Show is upon us • All-Ireland attack EU Scania YETD Finals • Let Stratum ease your administration • New city bus from Wrights • Ireland hosts International Pick-up Award test trials

45 Fuel Prices & Ask the Expert Latest fuel costs plus Legal Advice

8 Awards Announcing the finalists for the Fleet Transport Awards Irish Haulier of the Year 2011

51 Comment Anyone for Fantasy Island?

10 Interview with Frank Kelly, M.D., NewVent Ltd. 11 Cover Major US Awards for Hino & Peterbilt Trucks 12 New Fleet New sales of Scania, Volvo & Iveco trucks and a Mercedes-Benz bus! 14 Preview International Press Workshop leading up to the 63rd IAA C.V. Show 20 Fleeting Shots Reading Matters, UKWA Awards & ITOY/IVOY trophy presentations

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

23 - 44 Fleet Management Supplement

IRELAND’S FOREMOST JOURNAL FOR GREEN TRANSPORT DEVELOPMENT

Special Edition Pull Out!

Volume 7. No 2. SUMMER 10

MITSUBISHI FUSO eland CANTER ECO r I g n i y HYBRID lectrif

I Introducing d i the h Mercedes-Benz Vito e-Cell!

V lk Volkswagen goes racing i on gas ... naturally!

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46 Test Iveco Trakker 8x4 Tipper 48 Times Past Another look at the 1980s

53 Legal Cabotage described 55 Financce Cost cutting exercises 56 Pre IAA 1) MAN Nutzfahrzeuge 2) ZF 3) Continental Tyres 62 Launch Pad New Mercedes-Benz Atego & Axor 64 Awards Fleet Transport Irish Truck of the Year Finalists sponsored by Fuelwise 66 Soapbox Free Semi-State state?

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

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

www.fleet.ie

Another Milestone Created

he September 2010 issue of Fleet Transport marks the 75th edition produced by Fleet Publications since the title evolved from Fleet Management back in 2003. Since then a lot of water has passed under the bridge as the old saying goes, but we have managed to keep abreast of the ebbs and flows of the tide that is the commercial vehicle industry.Our main objective then, remains to this day is to ensure that the reader is kept informed with present and future happenings in the industry through every sector of the transport business that we now cover through our Van & Utility, Bus & Coach, Car, Maritime, Trailer & Body Builder supplements.

under, same in the second edition of our Caravan Cruise Ireland magazine that’s now at your local newsagent throughout the 32 counties. ‘Till next time, may the road continue to rise above you and the wind be always on your back! Jarlath Sweeney, Editor.

As you will see in this edition, we have retained the Fleet Management title that now wears a ‘Green’ banner, which is self-explanatory. Here we take a comprehensive look at the latest in eco-friendly modes of transport. Mentioning water and bridges earlier, well there’s plenty of travelling over and FLEETTRANSPORT | SEPT 10

NEWS 1

Pin point your destination with Loc8 Code

V personality, adventurer and worldwide traveller Charley Boorman knows that a good mapping system is essential these days for getting around. The former movie star was on hand at the Science Gallery at Trinity College to officially launch Loc8 Code, the first AllIreland Digital Address Code System. Using Ordnance Survey Ireland and Northern Ireland, Loc8 Code has introduced a postal code system months if not years in advance of the Government’s promise of launching a national postcode. “The days of struggling to find homes, businesses and services on the island of Ireland are over,” said Gary Delaney, CEO of the Cork based Loc8 Code, pictured with Geraldine O’Callaghan and Clive Taylor,

Garmin Ireland. Developed in collaboration with Garmin Europe (which had exclusivity for the

first twelve weeks) the system is now compatible with popular Sat-Navs and accurate to within +/- 6 metres. Consumers can communicate their Loc8 Code to businesses such as multidrop delivery providers, web retailers and emergency services, which, through the use of Sat-Navs can find their location quickly. “The system, which is a smarter form of postcode, will therefore enhance and expedite the reaching of destinations, with monetary savings and several benefits in terms of lifestyles, time-management and, ultimately, our carbon footprint,” added Gary. A Loc8 Code is an add-on to traditional addresses and those addresses which are language independent. The service is free to end users when they log onto www.loc8code. com

CAIO Fleet Fiat Doblò!

One-million Doblò have been produced by Fiat Group Automobiles at its plant in Bursa, Turkey.

ollowing the presentation last year of a Fiat Fiorino to Fleet Transport as a Long Term Test vehicle, the Claremorris based magazine continues its business relationship with Fiat Professional, the commercial vehicle division of Fiat Group Automobiles. The 2009 International Van of the Year has now been replaced with a new Fiat Doblò Cargo Combi 1.6 litre Euro5 105bhp MultiJet diesel. This hi-spec version of the people cum load carrier also features Blue&Me TomTom Fleet which is not only a navigation system it can monitor vehicle and driver performance.

SATTAL Print and Promotional Solutions, Dublin provided the livery and Bosal Ireland supplied the tow-bar.

Pictured at the official handover at BOD Vehicle Support Services, newly appointed Fiat Professional Dealer in Dublin were Phillip Cullen, Business Development Manager – Sales, Fiat Group Automobiles Ireland; Stephen McLernon, Marketing & Commercial Director, Fiat Group Automobiles Ireland; Jarlath Sweeney, Editor, Fleet Transport and Dave Dalton, Sales Manager, BOD Vehicle Support Services.

Citröen drops LCV prices and establishes Business Centres

ith the price of the Nemo and Berlingo First dropping to less than €7,000 and €8,000 respectively (excluding VAT) together with the latest Berlingo (@ €9,450), Dispatch (@ €13,295) and Relay @ €14,495, Citröen aims to attract more business users to its light commercial range. And with the establishment of dedicated Business Centres across Ireland, the French brand’s other objective is to retain these new owners. To date this campaign has caught the imagination of the business buyer as the French brand has achieved a top five LCV market share of 5.7%. Andy Hall, Sales Operations Manager, commented, “These special Business offers make Citröen LCVs even better value-for-

money for businesses. Customers buying our award winning range of vans have a great opportunity to cut their operating costs and reduce the environmental impact at the same time. By extending these offers we are confident that we can build on our July performance and increase our share of the LCV market.”

Co-inciding with these special offers Citröen Motors Ireland is embarking on the roll-out of dedicated LCV Business Centres chosen from its dealer network strategically located across Ireland. Established as part of a Pan-European programme, the new CitröenBusiness Centres are designed to build and support the company’s presence in the small to medium LCV and car fleet sectors by offering a dedicated sales and after sales service. Appointed Citröen Business Centres will have made a commitment, investing in additional facilities, stocking, personnel and specialist training. Initially 7 Business Centres have been established (in Cork, Dublin, Tralee, Kilkenny, Castlebar and Wexford) with further centres added during 2011.

www.usedtrucks.ie 4 FLEETTRANSPORT | SEPT 10

NEWS II

“IAA Commercial Vehicles Comes at the Right Time”

he recovery of the commercial vehicle market has given a timely boost to representation for this month’s IAA Commercial Vehicles Show to be held in Hanover, Germany. In speaking to around 150 journalists at the VDA’s International Press Workshop in Frankfurt, Matthias Wissmann, President of the German Association of the Automotive Industry (VDA) said, “The commercial vehicle industry has held up in the face of the hurricane that swept through the markets in 2009 and demonstrated its strengths clearly and impressively during the crisis. Now there are encouraging signs. We are moving forwards again and the markets are recovering faster

than expected. This IAA comes at the right time. It shows just how successfully we are emerging from the crisis. We are determined that it will send out a clear signal of a new departure for the global commercial vehicle industry.” At this, the world’s most important trade fair for mobility, transport and logistics, the commercial vehicle companies will display their latest developments: aerodynamics, hybridisation, alternative fuels, electric mobility and safety are the key words. “The preparations for the IAA are running at full speed. We are expecting around 1,700 exhibitors, which means that even at this stage we have already exceeded the number we had in 2006,” the VDA President emphasised. The 63rd IA A Commercial Vehicles opens its doors in Hanover on 23 September and continues until 30 September. More details on www.iaa.de.

Gabriel Warde from Bullaun, Loughrea, County Galway has put himself in with a chance of winning a brand new Scania R-series truck after securing victory at the Irish Finals of the competition. Held at Westward Scania’s headquarters i n S t r ok e s t o w n , County Roscommon, representatives from Scania Sweden were in attendance as were members of the Scania Dealer Network together with family and friends of the contestants. Gabriel (pictured centre) said he was delighted to win the competition, which tested the many skills required by a truck driver today such as preserving fuel consumption, manoeuvrability and safety. “I didn’t expect to reach the Final, never mind

Go Green & Stay in the Black!

“I

mplimenting environmental practices in your transport company can bring financial benefits,” stated Jarlath Sweeney, Group Editor, Fleet Transport in announcing details of the Fleet Forum to be held in association with MAN Truck & Bus on Monday 4th October 2010 at the Johnstown House Hotel, Enfield, County Meath from 1.00 – 3.30 p.m. Presentations on the topic from MAN Truck & Bus, ESB ecars and Thermo King will be followed by an open Questions & Answers session. The schedule for the event is as follows: •

1 p.m. Registration & Lunch

•

1.30 p.m. Forum commences – Introduction by Sean Murtagh, Fleet Publications.

•

1.35 p.m. Presentation by Des Evans, CEO, MAN Truck & Bus.

win the overall competition,” he said. Gabriel pitted his talent against 14 other finalists around a tough manoeuvrability course, set up by event co-ordinator Mark Dodd and adjudicated by members of the Road Safety Authority. In second place was Eric Kelly (Limerick) with Robert Baker (Tipperary) completing the podium places.

•

2 p.m. Presentation by Senan McGrath, Head of Technology Office, ESB ecars

•

2.30 pm. Presentation by Donal Cox, Marketing Director, Thermo King

•

3 pm. Synopsis by Sean Murtagh, Fleet Publications.

Hailing from Carrowdore, County Down, Colin McKeag overcame stiff competition f rom competitors all over Britain to secure victory in the Scania GB YETD finals. Colin drives for MK Transport (N I) Limited, Newtownards, County Down. Gabriel and Colin now take on the best of what Europe can offer in the Grand Final to be held on 8/9 October in Scania’s headquarters at Sodertalje and are in with a chance to win a new Scania R-series, reigning International Truck of the Year 2010, worth €100,000.

•

3.05 p.m. Questions & Answers session

•

3.30 p.m. Event closes – Refreshments

All-Ireland challenge at Scania European Truck Driver of the Year 2010 finals onnaught & Ulster natives go forward to represent Ireland and Great Britain in the European finals of the Scania Young European Truck Driver Competition having won their respective National Finals in July.

Fleet Forum

Admission is free but registration is required. Please note that space is limited ‘so first come first served principle’ will be observed. To register please email orla@fleet.ie or telephone 094 9372827 before 20th September 2010.

MIKE MURPHY INSURANCE GROUP The Insurance Centre, 7 Sandyford Business Centre, Sandyford, Dublin 18. We are over 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 | SEPT 10

NEWS 111

Speed up your admin with Stratum

StreetLite to become part of Street Life

Providers of Cost-Reduction Solutions for the Transport, Freight and Courier industry

“S

tratum can manage your costs and charges by keeping it simple,” said Greg Kelly in promoting the Dublin based company’s business to the transport, freight and courier sectors. “Stratum provides software for transport, freight, courier, depot and hub operations. With multiple options for the modern transport operation, such as mobile PDAs collecting proof of delivery, to complex cost management for Continental haulage, to same day courier management,” explained Greg. Brian Cleary (MD) of Superior Express Dublin endorses the products and services provided by Stratum. “Since moving to Stratum, we have reduced administration effort, shortened the time it takes to invoice jobs and improved our auto pricing. We’ve also improved on customer service, with real time proof of delivery collection on PDA’s and paperless POD available on our customer web portal,” Brian added. “The change to Stratum was easy, as they are focused on the customers need.” “Stratum has been working to streamline the administration process, helping with reporting on Key Performance Indicators, like margin analysis, integrated POD and Invoicing and helping to eliminate significant doubledata entry for admin staff. By focusing on saving the customer money, the solution does more than simply manage the transport job, it makes it simple to get the job done,” Greg concluded. Free Text Stratum to 50015 to receive more information.

esigned and built in Ballymena by the Wright Group, StreetLite brings fresh thinking and new levels of technology and innovation to the ‘next generation’ midi-bus sector. StreetLite shares the new distinctive Wrightbus product family look, is available in two main configurations, one with the door located behind the front axle (wheel forward) and the other with the door ahead of the front axle (door forward). Length options, in turn, stretch from 8.8/9.5m and 10.2/10.8m. StreetLite will be powered by EEV Euro 5 compliant Cummins ISBe engines and features a totally new independent front suspension and is the first vehicle of its kind to be certified to EC Whole Vehicle Type Approval and ECE Regulation 107. The fully ISO 16121 compliant driver’s area has been thoughtfully designed to provide a productive working environment. All round visibility is excellent with, for example, the cab door assault screen angle carefully chosen to reduce intrusion into field of vision. A hybrid diesel/ engine option will be available next year.

Premieres aplenty at International Pick-Up Award trials

even manufacturers were represented at the inaugural International Pick-Up Award test trials held at the Quest Event Centre at Mondello Park, County Kildare last month. Jury members travelled from all parts of Western and Central Europe for the event hosted by Fleet Transport Magazine. Hospitality and accommodation were provided by the Johnstown House Hotel, Enfield with support from Failte Ireland. Many of the Pick-Ups that went under scrutiny on the course route were premiered in Ireland such as the new Ford Ranger, Mitsubishi L200, Nissan Navara, Toyota Hilux and VW Amarok while the latest Isuzu D-Max made its European debut here.

success from both a press participation and vehicle manufacturers point of view. “Yes, I’m delighted how things went. It was great to see fellow Jury Members travel long distances from Russia, Bulgaria, Romania, Croatia as well as Scandinavia for the inaugural test trials. Judging by the reaction from the European based communication representatives from the vehicle manufacturers, they were happy that their

Pick-Ups performed well on the three-faceted course around Quest and Mondello Park’s Racing Circuit.” The Jury now have the difficult task of choosing the best out of the five Japanese and two European brands that took part. The announcement and prize presentation will be held at the IAA Commercial Vehicles Show to be held in Hanover, Germany from 2330 September.

According to chief organiser and Irish Jury Member, Jarlath Sweeney, the event was a great

FLEETTRANSPORT | SEPT 10

BEHIND EVERY GREAT TEAM IS GREAT ENERGY.

IVECO. OFFICIAL SPONSOR OF THE FIAT YAMAHA TEAM AND MotoGP. Behind every success is always the work of a great team. The work of people on whom you can rely to offer only the best solutions, giving you the means to maximise your performance. This is our goal: to stand beside the Fiat Yamaha Team with all our energy. We are proud that our 6 STRALIS and ECODAILY will transport the whole Team all over the world throughout the MotoGP 2010. F O R M O R E I N F O R M AT I O N O N I V E C O P RO D U C T S P L E A S E C O N TAC T 0 8 0 0 9 1 5 0 0 4 0 .

FLEET TRANSPORT AWARDS 2011

Irish Haulier of the Year 2011 finalists announced

espite the continuous downturn, a record number of entries in the Fleet Transport Awards was received. Many new entries have joined the fray this year as the national competition continues to grow in stature. Transport companies that operate for hire or reward and own account see the Irish Haulier of the Year Awards as an opportunity to assess their standards and

raise their profile at the same time. In association with the Road Safety Authority and Castrol (main sponsors), the 2011 Fleet Transport Awards programme reaches its climax on Monday 4th October when the category winners and the overall title accolade will be presented at the Gala Dinner at the Johnstown House Hotel, Enfield, County Meath. But first, the finalists must be announced. The independent panel has short listed the following companies/operators in the 12 categories. The overall winner honoured with the Fleet Transport

Irish Haulier of the Year 2011 Award (sponsored by Castrol) will be selected from the category winners and then go forward to represent Ireland in the 2012 European Transport Company of the Year Award.

National Haulier of the Year – sponsored by Volvo Failte Couriers (Dublin), JMC VanTrans (Dublin), Johnston Logistics (Dublin) Roche Logistics Group (Wexford), Stobart Ireland Ltd (Dublin)

International Haulier of the Year – sponsored by Thermo King Dixon International (Meath), McGuinness Forwarding Ltd (Dublin), O’Leary International (Wexford)

Owner/Driver Haulier of the Year – sponsored by MAN Elsatrans (Kildare), Noel Flanagan Refrigeration Ltd (Monaghan), Stevenstown Transport (Kildare)

Own Account Transport Operator of the Year – sponsored by Mercedes-Benz BOC Gases Ireland Ltd (Dublin), Celtic Linen (Wexford), Johnston Mooney & O’Brien (Dublin)

Regional Transport Operator of the Year – sponsored by Nightline Breen Transport (Wexford), David Byrne (Cork), Sligo Haulage & Distribution (Sligo), Tony Boylan Transport Ltd (Dublin), Tuckmill Transport Ltd (Wexford)

Livery of the Year – sponsored by Teleroute AES (Advanced Environmental Solutions) (Kildare), Celtic Linen (Wexford), Coldcut Logistics (Dublin), Derry Bros Shipping (Belfast), Stobart Ireland Ltd (Dublin)

Innovation Award – sponsored by Reynolds Logistics Johnston Logistics (Dublin), TomTom Work, Tranzaura (Limerick)

Environment Award – sponsored by Michelin Celtic Linen (Wexford), Dipetane International Ltd (Wicklow), Elsatrans (Kildare)

Pallet Network Member of the Year – sponsored by Castle Mechanical Breen Transport (Wexford), Duffy Express Freight (Donegal), Transland Group (Kildare)

Safety Award – sponsored by Goodyear Dunlop Celtic Linen (Wexford), Johnston Logistics (Dublin), Stobart Ireland Ltd (Dublin)

Transport Manager of the Year – sponsored by Iveco Damien Prendergast (Keelings), Derek Webster (JMC VanTrans), Richard Shakespeare (Masterlink Logistics)

Technician of the Year – sponsored by Health & Safety Authority Colm Carbury (Bus Eireann), Derek Daly (Westward Scania), Paul Murphy (Irish Commercial Sales) 8

FLEETTRANSPORT | SEPT 10

FLEET TRANSPORT AWARDS 2011

Irish Truck of the Year 2011 The Contenders:

BMC Professional 628 ‘Narrow Cab’

DAF LF Series (EEV)

Scania R-series

Volvo FMX Prize presentations to be made at the Fleet Transport Awards Gala Dinner, to be held on 4 October at Johnstown House Hotel, Enfield, County Meath. Also announced on the night will be the winners of the Truck Innovation of the Year and Trailer Innovation of the Year Awards.

Volvo FM

FLEETTRANSPORT | SEPT 10

INTERVIEW

One-to-One with Frank Kelly,

Managing Director, NewVent Ltd., with Jarlath Sweeney editor@fleet.ie JS. NewVent Ltd., established in 2000 has developed various tools and processes that help control and manage the import and export trade elements of Irish companies importing from outside the EU. What is involved here and how have your services evolved? FK. Many companies trade internationally, but few have expertise in the complex area of Trade Compliance i.e. Customs, Duty, Excise, VAT and import/export regulations. NewVent assess all trade aspects of your business; duty/ tax, TARIC classification, and supply chain operations. We have also developed a freight invoice management programme which validates invoices and instantly identifies discrepancies delivering annual freight savings of 5-10% on average. JS. What savings in percentage terms can you offer? FK. Depending on the company activities, the savings can be as much as 60%, e.g. one manufacturing client was paying Import Duty on non-EU raw materials while exporting 60% of the finished product. NewVent obtained the necessary Customs approval, delivering a 60% duty reduction, a major cash-flow boost. Another Irish company was paying monthly import VAT averaging €60,000 – with a majority of non-EU sales – NewVent obtained approval for a VAT Free Authorisation. JS. Non compliance can mean penalties explain? FK. All companies trading Internationally are required to comply with International trade regulations. Non-compliance can result in your goods being delayed or impounded by Customs, which can be devastating to any business operation. Also, failure to comply can lead to increased administrative costs, financial penalties and sometimes, criminal prosecution. NewVent implements a tailored import/export control program, enabling our clients operate at maximum cost effectiveness. JS. With Irish exports starting to rise again, this will hopefully lead to more imports and additional business for you or does it work that way? FK. It is fantastic news that exports are rising again, but I think everyone will remain 10

FLEETTRANSPORT | SEPT 10

cost conscious even in the wake of renewed prosperity. NewVent’s expertise helps cash-flow by identifying opportunities for savings so that companies aren’t paying more than necessary in duty and VAT. Increased import volumes also increase the potential value of import cost savings identified. JS. Do you install a special type of software at your customer’s base? Can you access that data externally - e.g. parent company’s headquarters? FK. Smartcheck, NewVent’s freight invoice management system involves streamlining the client’s operational processes in order to minimize freight costs. A secure, web-based solution, Smartcheck is easy to install, compatible with SAP, Oracle, etc and customised to the client’s requirements. All we need from our clients is that they provide us with confidential access to the relevant information under a nondisclosure agreement.

the complexity of Trade Compliance regulations. Our expertise lies in the business opportunities created by Trade Regulations, therefore it is unnecessary for clients to be knowledgeable in this area. JS. What areas do you plan to concentrate on to grow your products and services? FK. NewVent evaluate the whole supply chain activity of a company, focussing on its non-EU imports and exports. A surprising number of companies pay incorrect Customs Duty and VAT, sometimes failing to reclaim import VAT, or even paying taxes unnecessarily. Irish companies have major opportunities to save money and can do so easily by contacting NewVent and availing of our services. For further information on how to reduce Supply chain costs and or Trade Compliance solutions please contact:

JS. How do you charge the customer? I understand that you are offering this service on a no benefit - no fee basis? FK. Yes, for a limited time NewVent is offering companies a free “Trade Compliance Assessment” on a no benefit - no fee basis, where we take a look at your activities and hopefully save you money. When we do charge, it is priced on a case by case basis, depending on the volume of work involved and the benefit obtained. JS. Is there special training involved for new customers requiring your services or applications? FK. NewVent have a portfolio of products/ services. Smartcheck, our freight invoice management system is quite intuitive and requires minimal training which we provide as a full service solution. NewVent exists because of

Supply Chain Savings & Trade Compliance Solutions

26 Martello Court, Portmarnock, Co. Dublin, Ireland Tel: +353-1-8461958 Fax: +353-1-8461165 Email: frankkelly@newvent.com Web: www.newvent.com

COVER

Hino and Peterbilt

win top US Truck Honours

he Hino 268 and Peterbilt Model 384 were named as joint winners of the North American Commercial Truck of the Year Award for 2010.

Organised by the American Truck Dealers Association (ATD), the Commercial Truck of the Year Awards recognises one winner from the medium-duty truck category (classes 3-7) - Hino 268 and another from the heavy-duty truck category (class 8) – Peterbilt 384. The medium-duty contest was new for 2010. The announcements and presentations were made at the 47th Annual ATD Convention & Expo in Orlando, Florida. “We are honoured to be the first recipient of the ATD medium-duty Commercial Truck of the Year award,” said Sumio Fukaya, President and CEO of Hino Motors Sales USA, Inc. “This is a true testament to the hard work of our design team and their efforts to produce a truck that meets the demanding needs of our customers.”

“Hino’s 2011 model year trucks, assembled in Williamstown, W. Va., will be the only conventional medium-duty trucks not to use credits to meet the stringent 2010 EPA emissions regulations,” Mr. Fukaya added. Hino Trucks is headquartered in Novi, Michigan and with over 175 dealers, is currently the fastest growing medium-duty truck name plate in the United States. “All the trucks in this year’s event were fine examples of the great strides the manufacturers have been making in developing new products,” said ATD Chairperson, Pamela Hall. “The winners brought the best combination of new features, driver comfort and safety systems.

The trucks were judged on innovation and design, driver satisfaction, ease of maintenance and safety,” Ms. Hall added. The winners were chosen by a panel of journalists from leading truck publications in North America. Other nominees in the medium-duty class were: Kenworth T370 Diesel-Electric Hybrid, Freightliner Business Class M2 112 Natural Gas and Peterbilt Model 337. The other heavy-duty truck nominees were: Kenworth T660 Extended Day Cab and Freightliner Coronado. Last year, International LoneStar was named ATD Commercial Truck of the Year in the heavy-duty category.

This accolade along with two Truck Dealer of the Year Awards could not have come at a better time for the Japanese brand as the Toyota owned company celebrates its silver anniversary in the U.S. market. “Peterbilt is honoured to be selected as ATD’s Commercial Truck of the Year,” said Bill Jackson, General Manager of Peterbilt Motors Company and Vice-President of PACCAR Inc., referring to the truck’s win in the heavy-duty category. “Our team listens to the voice of the customer along with our dealer network, and works with our supplier partners to design and manufacture trucks that offer value, innovative features and exceptional manoeuvrability for a wide range of applications.” Text: Rob Van Dieten - rob@fleet.ie

FLEETTRANSPORT | SEPT 10

NEW FLEET

New Mercedes-Benz UNVI for Dublin Mini-Coaches

corporate work in the Dublin area.

n advance of its 50th Anniversary next year Dublin Mini Coaches and Chauffeur Drive continues to upgrade its fleet with the recent acquisition of a new Mercedes-Benz UNVI Vario 0816 GL Executive 29 seater midi-coach. Fitted with luxury Politecnica seats made in Italy and specified with automatic transmission, the new vehicle will be used on a mix of private hire, mini-coach tours and

Iggy’s black ‘V’ grilles on Scania V8’s

ggy Madden’s distinctive livery is now to be seen on two new Scania R-Series V8’s purchased from Westward Scania’s Retail Division in Strokestown. The predominantly yellow colour scheme with a black V shape on the grille, now proudly features on a new R500 and R620, both 4x2 Tractor Units and featuring Topline Cabs. The Galway based haulier specified these units, top heavy with creature comforts such as side skirts, Scania retarder, Alcoa Durabrite alloys, rear mounted batteries with 1500 litre fuel capacity. The Scanias join a predominantly Volvo and MAN fleet at Maddens Galway Docks Headquarters.

Supplied by MUTEC, main Mercedes-Benz Com mercia l Vehicle Dealer in Dublin, Melissa Paul, General Manager at Dublin Mini Coaches & Chauffeur Drive is pictured at the handover with John Connelly, MUTEC.

Volvo FH13 in its prime for Primeline!

new Volvo FH13 Globetrotter 4x2 tractor-unit has made its way to Primeline Logistics, Rath Business Park, Ashbourne, County Meath.

Supplied by Irish Commercial Sales (Naas) through salesman Kevin Moran, the new truck features a 460 hp Euro 5 engine and I-Shift transmission. Primeline specializes in the FMCG sector and offers 32 counties next day coverage.

B+H Premier Commercials supply bespoke Ivecos

upplying vehicles to the exact requirements of their customers is one of B+H Premier Commercials’ priorities. Take for example two bespoke Iveco Dailys recently delivered by the Iveco & Hino dealers from Ennis, County Clare, to Roscrea Express and Clean Ireland Recycling. Pictured left is the Daily C35C150 fitted with a 15 tonne lightweight

FLEETTRANSPORT | SEPT 10

curtainside body supplied by Dromoland Coachworks, Ennis, County Clare. On the right is the Daily 65C180 model, which is specified with left hand drive, a special requirement of Mid-West based Clean Ireland Recycling in order for a safe and speedy entry and exit from the cab for the driver.

Text: Jarlath Sweeney - editor@fleet.ie

AUTOMATIC WASH UNITS FOR TRUCKS & BUSES FOR RESULTS THAT SHINE, PUT YOUR FLEET FIRST.

Gough Brothers, 68 Upper Churchtown Road, Churchtown, Dublin 14. Office Tel: (01) 298 8590 E-mail: sales@goughs.ie www.goughs.ie

PREVIEW

Commercial Vehicles take the load and the lead in the modern functional economy

ournalists from the United States, Japan and all parts of Europe gathered in Frankfurt for the bi-ennial VDA International Press Workshop for the build-up to the world’s biggest commercial vehicle exhibition to be held from 23-30 September continues. Here high-ranking representatives of the commercial vehicle industry provided information for the media about innovations and developments in the world of vans, trucks, trailers and buses that will be exhibited at the 63rd IAA Commercial Vehicle Show in Hanover. The opening address was presented as usual by Matthias Wissmann, President of the German Association of the Automotive Industry (VDA). The former MEP

began by highlighting that the commercial vehicle industry is one of the key sectors in the global economy. “Commercial vehicles form the backbone of our modern industrial society – because prosperity arises most of all through the division of labour. This presupposes that goods produced arrive at the right place at the right time, and commercial vehicles are the major factor ensuring that this is the case. In Europe they shoulder more than 72 per cent of the total volume of freight transport,” he said. Mr. Wissmann continued, “The cloud of volcanic ash from Iceland showed that only a few days without air traffic led to huge

complications. The problems would be many times worse if commercial vehicles in Europe were prevented from running for a few days: the supermarkets would be empty in next to no time, the fire service would no longer answer calls in time, and refuse collections would grind to a halt.” “As you can see, commercial vehicles are not only masters of taking the load, they are above all key players in taking the lead when it comes to keeping the modern economy based on the division of labour fully functional,” he added. Matthias mentioned that the last occasion that the IAA Commercial Vehicles event held in 2008 “was the beginning of the end of a 5 year boom. Nobody foresaw what would happen,” he said. “Ladies and gentlemen, the commercial vehicle industry has just come through the most severe crisis of the last 60 years. The year 2009 saw business collapse drastically and painfully. Last year sales plummeting to half their previous level – even for major manufacturers – were more the rule than the exception for the commercial vehicle makers. In the worst cases sales figures collapsed by up to 80 per cent, as happened at some manufacturers of trailers and bodies.” Despite the positive signs with current figures showing that the commercial vehicle markets have begun to recover – the crisis is not yet over. He stressed that it will take quite a while yet before we return to the sales levels we were enjoying before the crisis. In 2010 the

Commercial Vehicles: Efficient, Comparison of energy demand and emissions from road, rail and waterway transport in long-distance freight transport

Lecture by Michael Betz, Managing Director of PE International GmbH

“T

he challenges of the climate change require considerable efforts in the transport sector. Transport is one of the main producers of greenhouse gases (GHG) and accounts for 23% of the CO2 emissions of transport are increasing, and continue to increase probably due to the expected growth of the volume of freight in future. So it is a matter of urgency to decouple growth and GHG emissions in the transport sector.” “ B e c a u s e o f t he s e ci rc u msta nces, it is imperative that the transport sector uses the best possible transport solution for climate protection. Until now, rail was commonly considered

14 FLEETTRANSPORT | SEPT 10

a better performer in the carriage of goods than road, which led to the conclusion that rail would be preferable to road in any case. In comparative studies, rail performs better than road by a factor of two to five. Generally written on behalf of rail companies or environment agencies, these studies raise questions regarding the chosen assumptions and boundary conditions. In general, the diesel consumption for fully loaded 40t trucks is assumed in a range from 39 to 46 1/100 km. But new available data shows that an average consumption of 30 1/100 km is a more realistic figure, why it is used in this study. This is based on simulations by car manufacturers and is validated through road testing by manufacturers and trade journals. Regarding the transport task, consideration of important boundary conditions isn’t always done in a differentiated way.” “Road still remains a real alternative to rail for transport of heavy goods in a container. A high share of biofuels and the employment of EuroCombi vehicles can further improve the emissions balance of road transport, especially according to transport of lighter goods.

PREVIEW production volumes in Western Europe, North America and Japan, for instance, will still be 30 to 40 per cent below those of 2008.

is the dominant commercial vehicle market in South America. This year so far, sales there have increased by more than half.”

“As the global economy starts to recover, the world-wide demand for transport will also pick up again. Forecasts assume global economic growth this year of up to 4 per cent. However, this expansion will not be equally dynamic everywhere. On the one hand we will see accelerated growth in the emerging economies in particular, and on the other a far less dynamic recovery in areas such as Europe.”

In Western Europe, by contrast, only a slight rise over 2009 levels is expected for the current year. 2010 is not going to deliver a major boost to the heavy vehicles market, but will bring stabilisation instead. We cannot expect to see a consistent recovery across the sector until next year.

“Even if the risks for the global economy – possible overheating in China, a debt crisis in Europe, rising prices of raw materials and energy, and volatile exchange rates – cannot be overlooked, the first quarter of 2010 has already seen a return to unmistakable growth rates in freight transport,” he said. “The weighting on the commercial vehicle markets has shifted towards China. In 2008 China took a market share of less than 30 per cent in the heavy vehicle segment over six tonnes. This year the figure will already climb to over 40 per cent. Even if the development in China is not without risks and growth may be expected to slow down somewhat, the outlook remains positive overall.” “And the Western commercial vehicle markets, too, will be characterised by recovery in 2010, even if it starts from a low level. Since the middle of last year the US truck business has been picking up again. We expect growth of about 11 per cent in the current year. Brazil

Having suffered from the downturn more than others, the trailer industry is beginning to show positive signs. The German manufacturers of trailers and bodies, who are frequently market leaders and family firms, were particularly badly hit by the economic crisis. Sales in this area slumped to 1995 levels, which meant falls of up to 80 per cent. For the current year, however, owing to the increasing levels of orders from domestic customers, we expect to see sales of over 40,000 of heavy multi-axle and semi-trailers, which is a rise of over 12 per cent. In order to master the expected growth in transport expected in the coming years, Mr. Wissmann endorses the EuroCombi 25m truck/trailer concept in order to cut down vehicle kilometres travelled and reduce CO2 . “Constructive dialogue on this subject between the VDA and Deutsche Bann – German railways, is ongoing. Co-modal solutions are the future,” he emphasized. He went on to talk about how trucks have drastically reduced their emission in the last three decades. “On average, one of today’s

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

40-tonners consumes only 32 litres of fuel (or less) to travel 100 kilometres – instead of 48 litres, which was the case at the end of the nineteen sixties.” “Blanket judgements such as ‘trucks are by their very nature damaging to the climate, while other modes of transport are by their nature climate friendly’ are not going to be as simple as that any longer. If this is realised on a large scale, the image of the truck will continue to improve,” he concluded. The next few pages will feature a synopsis of the lectures given by the various key-note speakers, all addressing their presentations under the theme ‘commercial vehicles – efficient, flexible, future proof.’

Flexible & Future-Proof The detailed studies show that it is no longer possible to make general statements and that the validity of such general statements is limited. Rail tends to be better:• For transport of heavy bulk goods eg. iron ore • For container transport of heavy goods with block trains > 40 wagons • For transport of light goods with a train length from > 5-15 wagons, depending on wagon type. Modular Concept (25.25m) would reduce gap

Truck and Rail show similar overall Greenhouse Gas emissions; • For trains, in the range of the calculated average of German national combined transport (560 Gt.; 20 wagons) • For long trains (-1000 Gt.) with a share of empty wagon of about 25-50% Truck tends to be better:• If logistic constraints require short block trains <10 wagons (with heavy goods) • For a high share of long pre and post road carriage (20% of the main course)

Statements such as “Rail is always the environmentally preferable solution” are disproved. This is also the case when assuming a power supply with lower GHG emission for Rail Transport – a case by case evaluation of specific transport services is required.”

Full report and photographs from the 2010 IAA Nutzfahrzeuge in next month's edition

Text: Jarlath Sweeney - editor@fleet.ie

FLEETTRANSPORT | SEPT 10

PREVIEW

Energy-efficient strategies for environmentally friendly road traffic Lecture by Andreas Renschler Member of the Board of Management, Daimler AG

Today, almost every second medium-duty and heavy-duty commercial vehicle sold worldwide goes to a buyer in China. By 2030, China will probably have become the ‘Middle Kingdom’ for our sector as well. Obviously, nobody can always sprint ahead at full speed. Even China won’t be able to maintain its economic boom forever. But the fact remains that China’s 1.3 billion inhabitants will have a lot of catching up to do for a long time to come. If we look at China’s per capita income, we see that even in 20 years it will still be just under 40 percent of the comparative US figure. And because any increase in prosperity necessarily results in higher transport volumes, the commercial vehicle industry is experiencing a real upsurge. And that’s true not only when it comes to China. India is following suit. What’s more, the so-called ‘next eleven’ – the other emerging markets with great potential, such as Indonesia and Vietnam – are becoming increasingly important.

“W

hat will the world of commercial vehicles be like in 20 years time?” he asked.

“And you don’t need to be a prophet to realise that our industry might change more over the next two decades than during the entire 20th century.” Ever since Gottlieb Daimler built the first truck in 1896, the industry has been defined by three more or less stable rules: • Trucks are sold primarily in Europe, North America and Japan • They are powered exclusively by fossil fuels • And, finally, truck manufacturers mainly make money by selling vehicles These basic principles of our industry have now been shaken to their foundations, which is why I’m convinced that they will be a thing of the past by 2030 at the very latest.

Combustion engines will still be in use in 2030. However, diesel engines will then probably no longer have a monopoly as far as truck drive systems are concerned. That’s because emission standards will become even more stringent while the conventional methods for reducing fuel consumption and CO2 and pollutant emissions will have been exhausted by 2030 at the latest. These methods include: • optimised internal combustion engines • aerodynamic vehicle design • and perhaps also the efficient EuroCombi, which might make its mark within the next 20 years. All-in-all, we might be able to cut the average fuel consumption of heavy-duty trucks in Western Europe to 25 litre of diesel per 100 km by 2030. That would be about 30 percent less than today. Although diesel and gasoline will certainly still

Transport efficiency – the commercial vehicle industry’s contribution to sustainable mobility

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FLEETTRANSPORT | SEPT 10

Moreover, by then we might have to trade CO2 certificates for road transport as well – a development that would make the use of cleaner alternatives to diesel and gasoline financially even more appealing. The number of people living in cities worldwide will grow from three billion today to more than five billion in 2030. In developed countries, most downtown areas might then be closed for conventional trucks with combustion engines. And the focus here is on three different solutions: synthetic fuels, hybrid technologies and fuel cells. One of the main reasons why the service sector is growing is the increasing professionalism of truck customers. Today, there are still many mediumsized freight-forwarding companies with relatively small fleets. And there are still owner operators each with just a single truck in the US. However, by 2030 at the latest, the freight forwarding sector will be dominated by big fleets each with significantly more than 50 vehicles, most of which will be semi-trailer trucks. More than ever before, these customers will expect professional service that will enable them to manage their fleets as efficiently as possible. Ultimately, our most important product is not the truck, but its uptime. Truck manufacturers will increasingly become providers of truck services. In 2030, services could account for more than 50 cents of every Euro of revenue in the truck sector. Today, the figure is about half of that. The biggest growth sector for truck-related services in the future will without a doubt be the market for telematics services. The truck is more than 100 years old, but it’s best days are still to come. Not despite the changes we will experience over the next 20 years, but because of them.”

major cities is therefore to be expected, which only zero emission vehicles (ZEVs) will be allowed to enter in the long-term. The hybridisation of bus and truck drives in (passenger) local and distribution traffic will open up new potential for efficiency and smooth the path towards so-called e-mobility. The commercial vehicle industry has been working for many years on saving fuel and consequently CO 2 by recuperating braking energy. For example, MAN developed the first hybrid buses and trucks as early as the 1970s with the aim of investigating the effectiveness, economic efficiency and reliability of various solutions.

Lecture by Dr. Georg PachtaReyhofen CEO of MAN SE & CEO of MAN Nutzfahrzeuge AG our so-called megatrends will have a crucial impact on the transport of goods and the conveyance of people by road in future: transport and traffic volume will continue to increase in the

be available in 2030, the price of such fuels will be even higher than today.

medium term and the global commercial vehicle fleet will expand sharply. Traffic experts are unanimous in this regard. A further intensification of the ‘green’ zones in

However, to date these solutions have come to nothing because of their complexity, a barrier against cost-effective implementation. The latter is essential in the price-sensitive commercial vehicle sector if the environmentally friendly

PREVIEW

International production sites: strategies, challenges and opportunities of global truck manufacturers Lecture by Anders Nielsen Member of the Executive Board of Scania AB

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hat is the global production system?” asked the Scania Executive.

“In order for the modular system and our global product range to provide optimal customer value, one further parameter is required – a global production system. This is why for many years we have had a global production network that share a common production system. Given common products, working methods and quality standards, we can co-ordinate our use of production resources in a flexible way between Scania’s production units in Europe and Latin America in order to achieve optimal capacity utilisation, thereby also responding effectively to market demand. With the global product range and services, together with the global production system, we can always offer all markets the products and services that customers demand. It means that we can meet various local demand and can always deliver the latest products in our portfolio to all markets. Fundamental to this task is also our modular

Climate-friendly commercial vehicles for tomorrow

Lecture by Sam Burman Iveco Senior VicePresident Medium and Heavy CV buses and commercial vehicles are actually to reach the roads instead of merely languishing in manufacturers’ showrooms. New systems, which benefit from the development of electronics as well as the increased performance of electrical energy storage, are allowing this drive technology to be deployed cost-effectively in local public transport for the first time. In the course of this year, MAN will launch an innovative city bus onto the market, offering cheaper, ‘greener’ urban mobility in the form of its new Lion’s City Hybrid. This bus consumes up to 30% less fuel than a conventional city bus. This equates to a reduction of up to 30% in CO 2 . With its Lion’s City Hybrid, MAN is betting on a series hybrid drive: this offers particular advantages in a city bus, since it recuperates the breaking energy in such a way that very little is lost and the energy can be used for subsequent acceleration. High

product system. Modularisation begins and ends with the customer. The idea is to use as few components as possible in our set of building blocks, enabling us to introduce improvements gradually. This means that major steps and risks can be avoided. We concentrate our development resources on a small number of components and systems. Being able to keep down the number of components means various economies of scale in development and production as well as service and spare parts. Another important area, which we also have been working with for a long time, is energy efficiency to lower the environmental impact from both our products and production. As a supplement to our ‘large’ production units in Europe and Latin America, we have chosen to move the factory gates even closer to our customers by establishing a number of Delivery Centres for complete trucks in Asia, Middle East, South Africa and Russia. With all this work we are well prepared for the future.”

n the absence of Paolo Monferina, CEO, Iveco SpA, Sam Burman stepped in. He started the presentation by outlining Iveco’s policy in responding to future commercial vehicle needs (which can be read elsewhere in this edition). He went on to make a very important statement in relation to the proposed European Commission legislation on CO 2 emissions for light commercials.

based on CO 2 emissions measured in g/km, a completely inappropriate metric for vehicles whose sole purpose is the movement of freight. An industry proposal to use either g/t.km or g/m3km does not appear to impress legislators and the Commission’s longer term proposal is actually so low as to cause many vehicle types to disappear, resulting in many more smaller vehicles doing the job of fewer large ones.

“It is recognised that legislation will be required to drive down road transport CO 2 but this must be based on scientifically sound technical regulations – very much not the case with the proposed light can CO2 regulations currently in development by the European Commission. The proposal follows the passenger car regulations,

An integrated approach on all environmental policies is requested, allowing vehicle manufacturers, suppliers, users and authorities to act in order that the climate friendly vehicles of tomorrow are designed within a sensible regulatory framework and are affordable for customers.”

performance capacitors (referred to as ultracaps) are used to store energy in MAN’s Lion’s City Hybrid, which allow 200 kW to be absorbed and released. Their substantial cycle stability, compared with batteries, allows the energy accumulators to be designed for the bus’s service life and consequently avoids the substantial costs involved in changing batteries during the service life of the vehicle.

can be stabilised and existing infrastructure utilised more effectively with the help of intelligent traffic management.”

Unlike the relatively uniform operational profile of a city bus, mixed operations involving longer trips are typical distance profiles in goods distribution. This is why MAN is focusing on parallel hybrid technology, promising greater efficiency especially in distribution transport over longer distances driven at a constant speed, for its distribution trucks. Today, a great deal of fuel is squandered unnecessarily through traffic jams. Traffic flows FLEETTRANSPORT | SEPT 10

PREVIEW

The driver is a key factor for sustainable transport concepts Lecture by Heinz-Jürgen Löw Senior Vice President of Renault Trucks

“T

ransport plays a pivotal role in terms of ensuring the economy is sustainable, particularly when it comes to economical and ecological aspects. In recent years, large sections of the retail and the consumer goods industry have increasingly embraced the concept of sustainable transportation and used it as an image booster. In this context, however, the transportation sector itself seems to be the industry that is most underestimated. More than 80 percent of all goods and commodities have at some point in time been safely and reliably shipped to their

The future of city transport – challenges in the lightweight delivery vehicle sector Lecture by Prof. Dr. Horst Oehlschlaeger Development/Manager Concepts, Simulation, Product Data of Volkswagen Commercial Vehicles

destination in a truck driven by a professional. Likewise, the technological advances achieved in this area are not accorded major significance in the public debate. In fact, despite a 40 percent increase in road freight transportation in the last 20 years, emissions have been cut by 60 percent. Sustainability in the transportation sector already begins with the sensible selection of the carrier. Here, particular significance is attached to the modal split. Allowing for time cushioning in the transportation schedule in order to be able to choose among different carriers is as important as checking relevant infrastructures. For example, a good Port in itself is worthless if it is not connected to its hinterland by road and rail. Sustainability road transportation actually begins with the purchase of environmentally friendly means of transportation. Truck manufacturers have long since included in their range vehicles with a low specific fuel consumption that meet high emission standards. The variety on offer equally extends to vehicle sizes, which can be selected to meet the specific demand. Moreover, it is important that fleets are upgraded to maintain high standards in technology. However, all of the above only has the desired effect if drivers have received the appropriate training and are keen to implement these standards. The person behind the wheel plays a crucial role in the sustainable development of road transportation. Even if truck makers invest enormous sums in the technical advancement

“A

study conducted in 2008 by the Boston Consulting Group predicted an increase in the annual global market for passenger cars and light commercial vehicles. Beginning with 69.1 million vehicles sold in 2007, it is forecast that this market will reach 86.7 million vehicles in 2015, which represents a growth rate of about 25 percent in just 8 years. It is also predicted that by 2050 there will be about 2 billion cars on the road worldwide, compared to about 950 million this decade. A similar doubling of transport services is stated. By 2030, between 50 and 80 percent of all people around the world will be living in urban areas. Their need for mobility and goods will drive growth in the use and supply of transportation services. This will lead to significantly increased demand for the fuel necessary to meet these needs.

In this context of increasing transport of people and goods and the attendant rise in CO2 emissions on the one hand, and limited conventional fuel resources on the other, Volkswagen Group has been working on new, alternative drivetrain 18

FLEETTRANSPORT | SEPT 10

and optimisation of their products, success will remain modest if similar investments are not made in the driving personnel. In the past 15 years, Renault Trucks has succeeded in cutting fuel consumption by 10 percent and reducing emissions as a result of developing modern, fuel-efficient engines. The Renault Optifuel Lab, a test vehicle featuring aerodynamic design and cutting edge technology, already achieves a 13 percent reduction in average fuel consumption, which amounts to saving 4.5 litres of diesel for every 100 km and 120 grams of CO2 per kilometre. However, this vehicle is not fully compatible with today’s traffic regulations, for example, the use of spoilers that extend beyond a trailer is currently not permitted. Further considerable reductions can be achieved by providing drivers with specific training. Training in economic driving has evidenced time and again that savings in the double-digit percentage range are indeed possible. Ecological driving behaviour can be learned in such training courses and further fostered by providing the relevant incentives. Investing in such training will soon pay off. This is further illustrated by the following example: A driver does an average mileage of approximately 150,000 kilometres per year. Based on an estimated reduced consumption of two litres per 100 kilometres and an estimated price for diesel of €1.25 per litre the reduction in fuel costs would come to €3,750 per vehicle. For a fleet of 100 vehicles, annual savings therefore come to €375,000.”

concepts that focus explicitly on applicability in urban delivery vans and transporters. Natural gas-powered lightweight delivery vehicles are an initial practical solution to the problem of switching to sustainable means of urban goods transport which is both economical and environmentally friendly. When it comes to commercial vehicles, customers place a lot of importance on value for money, which this type of drive provides. The focus of development efforts is currently on the major components of electric drivetrains, such as batteries, e-motors, power electronics and charging technologies. Volkswagen Group is investing large amounts of capital and development resources in working with leading suppliers to ensure the availability of the latest components. Thus, the first step along the long path toward the sustainable city transport of the future has been taken.”

PREVIEW

New forms of urban mobility – the role of the omnibus Lecture by Hartmut Schick President of EvoBus GmbH (Head of Daimler Buses)

Buses, trams and trains enable people to reach their destination quickly, cheaply, safely, conveniently and above all in an environmentally-friendly manner even in the largest of cities. The bus plays a key role in this respect. This is because compared with trains, passenger cars and aircraft it emits the smallest quantity of carbon dioxide per passenger. And advanced technologies serve to reduce the concentration of nitrogen oxide and fine particles even more – keyword Euro VI. This proves the bus to be the most environmentally friendly of all means of transport. And this is not just the case in cities but also on longdistance routes – with coaches. This makes the equal treatment of coaches alongside trains and aircraft even more desirable. One such efficient and cost-effective solution is Bus Rapid Transit – or BRT for short.

“A

round one billion passenger cars and commercial vehicles are currently on the road worldwide. In view of the massively growing global population the trend is pointing strongly upwards. Huge cities such as Tokyo, Mumbai, Beijing and Mexico City are already bursting at the seams. Gridlocks are already a reality in many large cities. Mobility experts around the world agree: The future lies in public transport.

Trailers with Trailer Telematics – Essential Links in the Transport Chain

BRT systems are comprised of one or more separate lanes in which large capacity omnibuses can travel at frequent intervals and which are fed by several feeder lines. Depending on demand, buses of different capacity can be deployed at the requisite intervals. Ticket purchasing and access control outside the vehicle minimize the handling times. Intelligent computerised traffic management such as priority at traffic lights enables real-time traffic control and a high transport speed. BRT makes ecological

Lecture by Ulrich Schöpker Member of the Management Board at Schmitz Cargobull AG

“T

oday’s innovative transport solutions integrate a range of different user groups, optimise workflows and costs, and ensure decisions are made based on sound data. Trailer telematics fills one of the last gaps in information management for the secure tracking of goods and vehicles, optimised vehicle life-cycle costs and maintenance and documentation of the vehicle that preserve its value. In this way trailer telematics – along with truck telematics – makes a significant contribution to raising ecological and economic efficiency, preventing the waste of resources, and giving business decisions a sound footing.

sense, saves space, reduces traffic congestion, increases the quality of living and makes public transport more attractive overall. The installation of BRT places less of a burden on municipalities and taxpayers as they can be implemented twice as quickly as rail-based systems for only a fraction of the cost. By way of comparison: The investment costs for 426 km of BRT are equivalent to those for 40 km of light rail of 7 km of subway. Let’s take the example of Istanbul: The ‘Metrobüs’ runs along 40 kilometres of separate lanes. At peak times the buses here run at half-minute intervals. This currently results in passenger numbers of 750,000 per day. The target is to achieve a transportation capacity of one million passengers per day. In order to meet such demands the bus industry needs to develop and put on the road tailored products. The basis for the BRT system just mentioned in Istanbul comprises the Mercedes-Benz CapaCity large capacity bus that reaches an extremely high average speed of 40 km/h. By way of comparison: In many large cities the average speed of private transport is just 13 km/h. It goes without saying that BRT is conceivable and makes sense in many towns and cities. We see enormous potential here.”

•

How does telematics have to be defined today? - Problems from development history (have now been solved) GPS and GPRS systems are now not a high cost issue).

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Tasks for modern transport communication - Target-group-orientated solutions in customers’ added-value chains.

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System architecture of trailer-telematics systems - Organisation of the communication structure; construction and requirements of the hardware.

•

Facts and advantages for various user groups.

Text: Jarlath Sweeney - editor@fleet.ie

FLEETTRANSPORT | SEPT 10 19

FLEETING SHOTS

Reading Matters: Book Review

American Trucks of the 1960s

by Norm Mort - ISBN 978-1-84584-228-4

– www.veloce.co.uk

he dominance of diesel power, containerisation, piggybacking concepts, the plastic cab and air-deflectors were all attributed to the American Truck industry in the 1960s. Norm Mort’s new book ‘American Trucks of the 1960s’ brings us back to this period of ingenuity in both words and pictures. Following on the ‘Those Were the Days’ theme, Norm moves onto the next decade but by the end of the 60s many of the established names in the business disappeared “or became nothing more than a nameplate” as described by Norm. Among the strongest to survive

include Freightliner, International, Kenworth, Mack, Paccar, Peterbilt, Volvo, Western Star & White and remain familiar names today, although under different parentage through amalgamation and take-overs. Engine manufacturers such as Caterpillar, Cummins and Detroit Diesel are still around too. “The 1960s was an era of great innovation, growth and prosperity,” described Norm, “yet, as the decade progressed, increased market competition once again transformed the trucking industry.” Additional safety and highway regulations together with liberalisation of State laws that saw increased weights and dimension limits for trucks brought about a purple patch to the industry. Despite higher production demands, major truck manufacturers recorded minimal profits or substantial losses.

UKWA Warehousing Awards 2010

Through this 96 page paperback 120 images draw the reader back to that era as the history of ‘the major, minor, obscure’ brands from both Canada and America are superbly revealed. Thanks to the Doug Grieve Collection many pictures of the smaller truck manufacturers sit alongside the ‘bigger’ producers. Surprisingly from this collection, COE (Cab Over Engine) designed trucks seem to number on a par to the conventional ‘long nose’ or bonnetted types so familiar today.

International Truck of the Year & Van of the Year Trophies presented to Westward Scania and Nissan Ireland Joe Crann, Managing Director, Westward Scania and Pat Kenny, Chairman, Westward Scania received the International Truck of the Year 2010 replica trophy for the Scania R-series from Jarlath Sweeney, Editor, Fleet Transport, the Irish jury member for the International Truck of the Year.

45 delegates representing the third party logistics industry – 3PL – attended the UKWA Annual Luncheon and Awards for Warehousing Ceremony at the Dorchester Hotel, London.

Sponsored by Jungheinrich UK Ltd., the Awards honour ‘excellence in the Third Party Logistics sector’ and also attracts entries from the materials handling industry. A total of 9 awards were presented on the day and this year the UK Warehousing Association received a record number of entries in all categories. Congratulations to the following category winners:Best New Member

Sponsored by Translift Bendi

David Williams, Great Bear Distribution

Paul O’Sullivan, Marketing Director, Nissan Ireland was presented with the International Van of the Year 2010 replica trophy for the Nissan NV200 from Jarlath Sweeney, Editor, Fleet Van & Utility, the Irish jury member for the International Van of the Year.

FLEETTRANSPORT | SEPT 10

Text: Jarlath Sweeney - editor@fleet.ie

The Road Transport Specialists www.scitrans.ie

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ward winning Monaghan based transport company, Noel Flanagan Refrigeration Ltd. has invested in a business expansion programme with the opening of a new dedicated depot in Longford together with new additions to its vehicle fleet. Noel Flanagan Refrigeration Ltd. (NFR) Managing Director, Deirdre Flanagan explains, “We have diversified our activities by providing logistical solutions and assisting new clients with sometimes smaller but innovative planning through to full turnkey projects. The developments in Longford have placed us in a perfect position to move forward and to offer a full warehousing service along with 3PL operations if required.”

The development of the NFR Longford depot demonstrates Noel Flanagan Refrigeration’s commitment to the Irish haulage industry and their clients needs locally. The depot also allows NFR to service its national clients more efficiently. “We have experienced personnel within our operation and with our modern fleet we are confident that we can successfully meet the needs of our current and future clients alike.” This operation is run by Depot Manager Darren Donohue, alongside a team of experienced drivers who in turn backs their punctual and professional service within the large format food sector. Darren has a vast amount of experience in the transport industry gained both in Ireland and Internationally. Ideally situated in the Mastertech Business Park on the Athlone Road the depot allows easy access to the main National routes N4, N5, N63 and the nearby N55. This allows them to cover the Midlands, West and North West with their modern fleet of MAN and Volvo Artics and rigids.

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Trucks You Can Trust Take Any Road to Economy While reduction of fuel consumption and emissions is one of the goals of the engine development engineers at Mercedes-Benz, their other aim is to increase performance and torque. These factors have a big impact on a commercial vehicleâ&#x20AC;&#x2122;s efficiency and economy, making them one of the most important selling points. Back in 1960, a truck with an output of about 150 kW (200 hp) and 700 Nm of torque was considered to be a powerhouse for the transport of 32 tons. Today, a truck transporting about 40 tons has more than twice that

Motor Distributors Limited, Naas road, Dublin 12, Ireland, Tel.: 014094444, www.mercedes-benz.ie

output and three times as much torque. Todayâ&#x20AC;&#x2122;s most powerful Actros engine, a 15.9 liter V8 unit, has an output of 440 kW (598 hp) and an impressive 2,800 Nm of torque. This power is on top of a truck range that includes a Guinness World Record holder for economy. Learn more about the latest fuel and environment saving technology at your nearest dealer or go to the following link www.mercedes-benz.com/bluetececo

IRELAND’S FOREMOST JOURNAL FOR GREEN TRANSPORT DEVELOPMENT

Special Edition Pull-Out!

Volume 7. No 2. SUMMER 10

MITSUBISHI FUSO d n a l e Canter ECO r I g n i y f i r HYBRID lect

Introducing the Mercedes-Benz Vito e-Cell!

Volkswagen goes racing on gas ... naturally!

www.fleet.ie

contents AUTUMN 2010 26 News Fleets adopt to EVs • EUs Greenest driver found • VW Scirocco R-Cup on CNG • Audi use electric trains for logistics • Nissan Leaf branches out! • Volvo’s intelligent hybrid bus • Beetle runs on pooh! • F1 goes Green 28 Award Announcing the contenders for the Green Commercial of the Year Award 2011 sponsored by ESB ecars 29 Interview with Dr. Karl Deppen, Project Leader, Mercedes-Benz Atego Blue Tech Hybrid 30 Launch Pad 1 Second generation Mercedes-Benz Atego Blue Tech Hybrid

SUBSCRIPTION FORM Please send me an issue of Fleet Transport magazine (plus supplements) every month for one year starting with the next available issue for the cost of €65 (Ireland), €85 (Europe) €120 US. Name: Job Title Company: Email: Address: Phone: Fax: Three ways to subscribe: 1. Cheque made payable to Fleet Transport for € 2. Please charge my debit/credit card for the amount of € Laser, Mastercard, Visa, Electron & Maestro. Card No. Expiry Date: CVV No. Signature: Date: 3. Please invoice me for € Purchase Order No. (if applicable). Send completed form to: Subscriptions, Fleet Transport Magazine, D’Alton Street, Authentic Boxed Ad:Diesel Ad 25/08/2010 20:03 Page Claremorris, Co. Mayo, Ireland. Fax: +353 in 94 9373571 GFM 9.10

32 Cover Mitsubishi to generate sales in electric powered cars & trucks

P 27

35 Launch Pad 2 Renault ZE Roadshow visits Ireland 36 Report CILT Transport Seminar 38 Econovation Iveco to the fore on alternative fuel services

P 29

40 e-Fleet Vito e-Cell from Mercedes-Benz 42 1 Interview with John Barry, Bord Gais

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FLEETMANAGEMENT | Autumn 2010 25

NEWS 1

Fleets are ideal candidates as early adopters of electric vehicles

trong potential exists for fleet operators to be early adopters of electric vehicles according to Cenex, the UK’s first Centre of Excellence for low carbon vehicle technologies. The research agency recently completed a 6 month study that looked at the feasibility of integrating electric vehicles into fleets and surveyed the perceptions of fleet drivers and managers towards electric vehicles. The ‘Smart Move’ trial took place in the North of England and due to the predictability and planned travel requirements of fleet car drivers

encouragement towards the use of this alternative drive technology was targeted. A key reason for the success of the trial is that, due to the returnto-base operation of fleets, the lack of public infrastructure is not seen as a barrier to EV (Electric Vehicle) adoption. While fleet managers highlighted a main barrier to EV integration as limited range, the research revealed that users are over cautious when planning journeys. Ten companies took part, integrating one to

four electric cars – Mercedes-Benz Smarts Fortino fitted with special equipment to capture information on vehicle performance and energy demands. Information recorded included positive and negative power f low across the battery terminals, battery state of charge and vehicle GPS position. The 264 drivers in the survey rated the electric ‘experience’ as good and the low-noise and environmental feel good factor rated highest with acceleration and information display marked the lowest. Overall, 88% of fleet managers said that their opinions of electric vehicles had increased after the trial.

Opel ecoFLEX Experience: Europe’s Greenest Driver Found!

VW Scirocco R-Cup: eco-conscious racing

pel's search for Europe’s Greenest Driver came to an exciting climax with Portugal’s António Gonçalves proving worthy of the title. Under the motto: “Green Driver: Wanted!” Opel initiated a two-month long ecoFLEX Experience competition to raise awareness that proper eco-conscious driving techniques – coupled with the right vehicles – can go far in reducing CO2 emissions.

he Volkswagen Scirocco R-Cup plays a pioneering role among the one-make cups in motorsport. Its Bio-Natural Gas engine reduces CO2 emissions by 80 per cent, thereby making it the world’s most eco-conscious manufacturer’s race series.

Opel first whittled down a playing field of nearly 70,000 competitors to 20 contestants – one from each participating country. They met at Sturup Raceway near Malmö, Sweden for the grand finale. After two days of suspenseful action, the 25 year-old ecoFLEX Experience champion accepted a symbolic key for the grand prize, one of the very first electric Opel Ampera, which is on schedule for production next year. “I definitely wanted to win because I wanted that Ampera,” said a proud and happy Gonçalves. “That’s why my main focus was to drive as consistently as possible.” The second and third place winners also had reason to celebrate. The runner-up, Yakup Pelit from Denmark, won an Opel Astra 1.3 CDTI ecoFLEX. Number three, the Finn Keijo Tapio Leppävuori, can now show off his eco-friendly driving style in a Corsa 1.3 CDTI ecoFLEX.

A push-to-pass system, which boosts the basic power output by 50 to a maximum of 275 hp for a limited duration and number of uses, ensures gripping racing action every lap. The field of entrants in the German series is a multi-faceted one. In addition to the drivers in the Junior Cup, who are just starting their racing careers, seasoned touring car campaigners fight for race victories and champion’s titles in the Pro Cup. The Legend Cup puts five prominent guests entrants from motorsport – from Formula 1 or the DTM, for example – on the grid at each race.

Audi relying on green electricity for rail transport

UDI AG is setting new standards in logistics: The automaker is using trains powered by green electricity to transport its cars from Ingolstadt to the North Sea loading port of Emden, making it the first company in Germany to use green electricity in this way. This innovative logistics concept is a trailblazing step for the car industry and an important element of Audi’s strategy of ensuring that production is sustainable in all areas.

“CO2 -free rail transport is an important element of our environmental efforts and is of great interest to us,” says Ernst-Hermann Krog, 26 FLEETMANAGEMENT | Autumn

Head of Audi Brand Logistics. From 1 August, the Audi is operating its transport trains on the Ingolstadt – Emden route with electricity from renewable energy sources. This allows Audi to eliminate the emission of around 5,250 tons of CO 2 per year, more than 35 kilograms (77 lb) per car transported. The line to the North Sea loading port, the hub for overseas exports, is the brand’s most important transport route. Three trains loaded with Audi models travel this route each day and carry roughly 150,000 cars a year.

NEWS 1I

Nissan Leaf Makes European Debut in Ireland

issan is to become another mainstream manufacturer to introduce a fully electric passenger car to the Irish market, with deliveries of its Leaf model expected to arrive here from February of next year. The Japanese manufacturer has ambitious plans for the new car, hoping to sell one thousand examples here next year.

their experience of seeing and driving the car. Powered by a laminated lithium-ion battery that develops 80kW of power and 280 Nm of torque, the Leaf has a range of 160 km and a top speed of over 140 kmh. It can be charged fully on single phase home charging in eight hours, or to 80% charge in just twenty six minutes using quick-charging three phase power.

The Leaf made its European public debut in Ireland this month with the arrival of a preproduction left hand drive model with members of the public invited for test-drives. Peter Dynan, Product Director, Nissan Ireland, said that he was taken aback by the level of interest in the car,

Priced at €29,995 which includes the Government grant subsidy of €5,000, the Leaf comes well specified with LED headlights, satellite navigation and a parking camera.

and reported that a significant number of orders had already been placed by customers based on

Volvo’s hybrid bus can see into the future

hybrid bus that knows what will happen in the next two to three minutes using stored energy to the maximum developed by Volvo Technology could contribute to reducing the already low fuel consumption of hybrid buses by an additional five to ten percent.

Highly Automated Vehicles for Intelligent Transport is a major EU research project consisting of some ten different sub projects, primarily focused on active safety. In addition to Volvo, participants include such companies as Volkswagen and Continental. Volvo has two specific sub projects, of which one involves buses and the environment. By reducing the already low fuel consumption of a hybrid bus, a further step is taken toward reducing the environmental impact. “The aim is to develop software that predicts the traffic situation in which the bus will be operating in the next two to three minutes,” says Project Manager, Maria Bruce at Volvo Technology. “If we know that, we can control the hybrid system so that we always recover and utilize braking

energy maximally.” One example is if the bus comes to a hill. If it knows that the road will soon go downhill, more of the energy in the battery can be used, since it will be possible to recharge the battery when the bus brakes. The challenge lies in creating the software that will analyze all stored information and control the hybrid system. “We are using such technology as GPS and map data to determine the road’s slope, curves, speed limits, traffic lights, the location of bus stops and so forth,” added Maria. “Much of this data is commercially available today but not all. So we ourselves have therefore measured out a bus route in Gothenburg for our project.”

People Power peoples’ car!

ailed as a breakthrough in the drive to encourage sustainable power, the first peoplepowered VW Beetle has taken to the streets. The ‘Peoples Car’ gets its power from under the street … literally … as the Bio-Bug as it’s called runs on methane gas generated during the sewage treatment process. Waste flushed down the toilet of just 70 homes in Bristol is enough to power the Bio-Bug for a year, based on an annual mileage of 10,000 miles. GENECO, a Wessex water-owned company came up with the idea and technology required. “We decided to power a vehicle on the surplus bio-gas produced at our site in Avonmouth, offering a sustainable alternative to using fossil fuels which we so heavily rely on. If you were to drive the car you wouldn’t know it was powered by bio-gas as it performs just like any conventional car. It is probably the most sustainable car around,” he added.

Formula 1 heads for ‘Greener Pastures’

he pinnacle of World Motorsport, Formula 1 is going green - well, greener at least. FOTA (the Formula One Teams Association) has appointed Trucost, an environmental research specialist to come up with measures that will reduce carbon emissions now and in the future. To date, Trucost has been analysing the full range of activities performed by and within F1 teams and their suppliers. It has discovered that the carbon emissions caused by testing and racing of F1 cars is a small proportion of the total carbon emissions generated by Formula One as a whole.

However, working closely with the FIA (Motorsport's Governing Body), FOTA has committed to develop new F1 engines and powertrain regulations as and from 2013, designed to enhance fuel efficiency. It is estimated that before then F1 will have reduced carbon emissions by 15% compared to 2009. One method under investigation is to reduce road miles between European Grand Prix by co-ordinating the race calendar better as well as revisions to the sports current regulations. FLEETMANAGEMENT | Autumn 27

AWARD

Fleet Transport Awards â&#x20AC;&#x201C; Green Commercial of the Year 2011 in association with ESB ecars

The Contenders: Category:Electric

Prize presentations to be made at the Fleet Transport Awards Gala Dinner, to be held on 4 October at Johnstown House Hotel, Enfield, County Meath.

Mercedes-Benz Vito E-Cell

Iveco EcoDaily Electric

Mercedes-Benz Atego Hybrid

Mitsubishi Fuso Canter EcoHybrid

Mercedes-Benz Econic NGT

Iveco EcoDaily CNG

Category: Hybrid (diesel/electric)

Category: Natural Gas

28 FLEETMANAGEMENT | Autumn 2010

INTERVIEW

One-to-One

Dr. Karl Deppen, Project Leader MercedesBenz Atego Hybrid Blue Tech with Jarlath Sweeney editor@fleet.ie

JS. We now have the latest generation of the Atego in hybrid form. We had the experience of driving a prototype late last year and it seems to have been enhanced quite substantially through various elements of technology, and also how it looks. Can you describe what improvements have been made? KD. Well, I think with the new hybrid system on the Atego we have taken a big step forward. We now have a second generation of lithium-ion technology battery, 2kW power in 340 volt current and a second generation inverter. We have a fully integrated E-motor now, a motor supporting the diesel engine in the propulsion mode and the generator in the regeneration mode. So we get the energy from the drivetrain back into the batteries. JS. With regard to the second generation of the lithium-ion batteries, can you just explain what that is? Are they smaller, more powerful? What does the second generation mean? KD. Well for us, it especially means we have more robust energy for the truck application. We are talking about the torque of the truck. So we need to take care of the robustness of the entire system because our customers expect 100% uptime in summer and in winter. We have no control over the customer drive on the highway condition or on the gravel road, so we are inclined to take all precautions. We have a robust design that allows the customer to operate the vehicle wherever the business takes him rather than provide limitations in the operating cycle. We want daily use mode of systems and I think we’ve taken a great step forward here with this new generation. Performance wise, we have more stability, we have broader range, we can use loading and unloading the battery, so from all points of view we have made big steps forward with the performance of the vehicle.

this point. We’ve run all our mechanical testing – durability testing, testing off-road, with very promising results and we have full confidence in the mechanical side. On the battery inside on the chemical properties, everybody has experience with mobile phones, with computer laptops. Over time lithium-ion batteries are, shall we say, a little bit defective to liquidation, but we have a pretty robust design here and over time we have so far no decline in the battery performance. So we guarantee a 5 year lifetime for the battery and we have total confidence that this is by no means the end of the lifetime of the battery, but rather it is up to our customers to rate the confidence in the system and therefore we also offer a full service contract for the vehicles, so they don’t have to worry about anything. They don’t have to worry about repairs, about maintenance, about battery lifetime. We think this is a very good opportunity for the customer to explore the benefits of the new technology. JS. You’ve also improved on how you can regenerate the energy back into the system through the exhaust brake. With reference to the previous generation, you didn’t have that. KD. We felt it was important to provide various ways to recuperate energy because basically any energy we can recuperate we can use again. So any options we have on the vehicle - we can identify a couple of things – number one: we can recuperate energy when the engine is idling. We can recuperate when the vehicle is just rolling, as you approach a red traffic light. The eco-roll is basically when you de-couple the engine from the drivetrain. So the vehicle is just rolling, like a neutral and that’s the most efficient mode of operation because the vehicle is just cruising and the engine recuperates. But then if we just have the rolling situation of the vehicle without applying any gas, we can recuperate just to take care of the braking moment of the mass of the vehicle and you can increase that by pulling the exhaust brake lever. Also whenever you hit the brake with the pedal, we also initiate the recuperation, so that has been a big task for us to integrate the recuperation into the braking mode. So you won’t feel it when you hit the pedal, but the small wizard in the ECUs, they took care of it and they supplied the recuperation first and then applied the foundation brake. JS. When you were re-styling the Atego did you look at improving the aerodynamics so that you could actually improve on the rolling resistance?

JS. Is the life cycle of the battery in line with the life cycle of the vehicle?

KD. Well, we had that discussion but we had to also realise the typical duty cycle of those vehicles is more like an inner city or maybe somewhat regional operation, so usually they have lower speed and they don’t get too much benefit from any aerodynamic devices. Of course, there is the device on the roof streamlines the airflow over the body of the vehicle, but other than that we didn’t do more and we took some testing there and we didn’t much benefit from applying further aerodynamics because if you have a lot of ‘stop and go’ you don’t really utilise the benefits from it.

KD. At this point we have to say ‘yes’ and ‘no’. Mechanically we don’t see any limitations at

JS. You mentioned there the ‘stop and go’, the new Stop/Start System is fully automatic in deference to

the previous edition which had a switch or lever. KD. Yes, we are proud of it and we’re the first ones in the segment to offer this and in combination with the hybrid. I think it’s a very good opportunity to reduce fuel consumption, to reduce emissions and also to reduce noise because if you have a red traffic light or a driver stops to ask for directions or something, the engine shuts down and you have no local emissions, no noise, so for inner city traffic, it’s a relief. JS. Whilst we were out driving every traffic light we came to was red, so we had plenty of opportunity to try out the stop/start. But what I did find is that the accelerator required a soft touch when starting off, unlike your standard ‘foot to the floor’ driving style. It’s a different style that is required for a hybrid truck. KD. Well, we are working on this and there are different, let’s say, different preferences when different people drive the vehicle. We get different responses and for some people, they’re used to stepping on the pedal and get acceleration – that can be done as well and we think there could be situations where you have to do this. For example, if you try to enter a busy road, so we always have to supply the opportunity to the driver to react accordingly to the traffic situations. On the other hand we are thinking of the correct reaction of the pedal, so maybe in the lower gears we are thinking about changing a little bit the sensitivity of the pedals so that it is easier to manoeuvre in the low speed environment. For example, some pedestrian zones where you want to creep a little slower, then you could run just on the electric drive and be easier to adjust. We are thinking about this but didn’t feel comfortable enough yet to show it to you today, because we are not fully happy with the system yet. We are working on this, we’re not perfect, but we know where to improve. JS. Just on the cosmetics side, with regard to the new colour coded grille and your enhancements inside as well, it’s more in line with the Actros family. KD. Yes, from a technical base we developed a very reliable and mature type of vehicle, as we saw this morning that the speeds and the density of inner city traffic is growing and growing. So for the driver it requires more and more concentration on the traffic, so we want to take away any distraction as possible and with the new instrument panel we are doing that with the new switches in the steering wheel to operate the radio and operate the telephone. The driver has everything integrated and therefore can be more focused on the traffic. Another important feature for us was to increase the efficiency like the instruments when you start the ignition – the automatic ignition check. So the systems are checked automatically before the driver starts to get the feedback that the vehicle is OK. That helps reduce some warning lamps during duty operation in the day, so can basically check the vehicle and off the driver goes. So it’s small steps, which we think are important to further enhance the uptime of the vehicle. And most important I think with this Hybrid, we are also able to provide the right-hand drive and to really cover fully the European Union with this unique and innovative vehicle. FLEETMANAGEMENT | Autumn 2010 29

LAUNCH PAD 1

Mercedes-Benz Atego Hybrid – first off the blocks

Specialist component suppliers Eaton & Wabco collaborated with Mercedes-Benz in the Atego Hybrid.

aimler AG is continuing to make significant steps in the development of diesel-electric hybrid systems for its Mercedes-Benz trucks. Set for launch at the IAA Commercial Vehicles Show in Hanover is the latest generation Atego Hybrid. With this combined drive technology, savings of up to 15% in fuel consumption and CO 2 emissions compared with conventionally powered trucks can be achieved. There is also a reduction in noise pollution, a significant factor for the urban environment in which hybrid drives operate. Already the impact has been immediate as 50 said vehicles, have been purchased by 40 German fleet operators that are keen to put this cutting edge technology to everyday use. Interestingly, these vehicles

received a one-off financial incentive said to be worth €22,500 from the German Federal Ministry of Transport’s ‘Development Plan for Electrically Powered Mobility’. Production has now moved forward putting Mercedes-Benz ahead of the competition in that hybrid traction is available off the assembly line just like its diesel combustion engined counterparts. Daimler presented its first European produced hybrid at its ‘Shaping Future Transportation’ event in Stuttgart in November 2007. The following year 5 examples of these MercedesBenz Atego Hybrids, (in prototype form) went on trial with DHL Express. Despite the economic

crisis interest in the full production type has come from France, Switzerland and Austria. Various technical aspects have since been improved to perfect the balance between the vehicle and the hybrid components. Under the direction of Karl Deppen, Project Leader, New Atego/Atego Blue Tec Hybrid, the second generation Atego Hybrid has gained the same refreshed look as per the diesel model as well as the internal embellishments – see page 62 in Fleet Transport for more details. Back in September last year, we drove one of the examples from the DHL fleet around Stuttgart – see Fleet October on www.fleet.ie. In his presentation Karl Deppen outlined the significant modifications to the Atego Hybrids since then. For a start, more powerful and lighter high voltage Lithium-ion batteries are now fitted and the electric engine is fully integrated without the use of an adaptor. MercedesBenz Telligent automated transmission now features Hybrid (Eco)-Roll function. In addition the engine’s Stop/Start function is now fully automatic, before then it was manually operated. While the 12 tonne 4x2 rigid (with box bodies) diesel/electric met with Euro 5 engine emission standards, the latest one goes beyond that and achieves EEV levels – Enhanced Environmentalfriendly Vehicle compliant. Having gained European Type Approval, righthand drive and left-hand drive versions are available for the first time. Safety has been enhanced with automatic shutdown in hazardous situations. As before parallel hybrid architecture is used. In other words, the electric motor is

30 FLEETMANAGEMENT | Autumn 2010

LAUNCH PAD 1 located behind the internal combustion engine and clutch, but in front of the transmission. This arrangement enables the engine and electric motor to power the truck individually or together. Compared with a conventional drive, additional components include the batteries powering the electric motor, a converter or voltage transformer and the hybrid control system and cooling system. As the vehicle moves off under electric power, recuperation or regeneration of the energy is achieved through the foot brake, use of the new 2 storage Exhaust Brake and also through the New Hydro-Roll system. As before, this 12 tonne GVW hybrid-drive distribution truck is based on the platform of the Atego 1222L Euro 5 4.8 litre fourcylinder EEV engine that develops 218 hp and has maximum torque output of 810 Nm @ 1200/1600 rpm. This is supplemented with a water-cooled electric motor developing a peak output of 44 kW and maximum magnet motor located between the clutch and the 6-speed automated transmission.

regenerated electric energy charge. Hybrid drive systems in trucks for the middleweight category, are becoming more market ready. Mercedes-Benz, being the first off the blocks, is avidly seeking customers that wish to make a carbon-footprint reducing statement. As with all-electric power/emission free commercial vehicles currently on sale, the high cost factor is an issue. From what we have been told a €45,000 premium is added to the Hybrid compared to the standard 12-tonne Atego 1222L. The German Federal Government did support the purchasers of the first 50 Atego Hybrids by offering a 50% grant aid on the premium. This initiative should be implemented in other Member States on a par-European basis. Public funding is ongoing in USA and Japan for alternative drive systems. We also heard that Germany is also going down this path. The eMobilitat programme, with a total fund of €500 million will support the trialling and accelerated market introduction of electrically-powered vehicles up to 2011.

Global Hybrid Centre – Japan Daimler’s experience with hybrid drives date back to 1969. It set up a ‘Global Hybrid Centre’ in association with its subsidiary Fuso Truck & Bus in Japan in August 2008. The Centre brings together all of Daimler Truck’s hybrid activities around the World and drives their speedy development and deployment. All the analysis, investigation and development of hybrid technology for its Mercedes-Benz, Fuso & Freightliner (USA) brands, happens here. ‘Local Application Centres’, then adapt and implement the strategies at local market level for the individual vehicles and their markets. Fuso Canter Eco-Hybrids, Mercedes-Benz Sprinter & Vito electric and Citaro Blue Tec Hybrid are also available in Europe.

“As a self-sustaining system, the Atego Blue Tec Hybrid is not tied to any specific infrastructure for example, cables or charging stations and its application options are just as flexible as those for pure diesel vehicles,” stated Karl. He added, “Depending on the specific system, the additional weight of the Atego Blue Tec Hybrid compared to the regular Atego 1222 comes to around 350 kg.” On the streets around Mannheim-Ladenburg, the latest Atego Hybrid clearly demonstrated its newly created efficiencies and yet left some further modifications to do. As the truck drives off in electric mode, the diesel engine takes over through the progression up through the gears. Should steep inclines put the 4.8 litre diesel under pressure the electric motor kicks in to assist. Getting stopped at practically every other traffic light ensured that we got plenty of use out of the engine’s Start/Stop technology, which is becoming more the norm in commercial vehicles nowadays. When stopped via the footbrake, the diesel engine switches off – fuel consumption and noise levels are reduced to zero at this stage. But as we found with the Iveco Eurocargo Hybrid some changes to the software need to be done to boost the instant acceleration necessary from a standing position. Gentle foot control on the accelerator pedal is required as the electric engine takes on the initial propulsion. A heavy foot confuses the system and some delay results in a slower moving-off pace than desired. Karl Deppen in an interview with Fleet Management did acknowledge this ‘Achilles heel’ and said that further research and development is being centered in this direction. Compared to the DHL prototype version driven last September the refreshments made to the Atego both externally and internally were appreciated. The new seats with integrated headrests (ala Actros) are more comfortable. On the mechanical side, the newly installed two-stage Exhaust Brake not only pulled back the vehicle quicker, but also increased the Text: Jarlath Sweeney - editor@fleet.ie

Extensive pre-production tests were undertaken to ensure safe and reliable operation of the hybrid drivetrain.

The electronic control system’s best operating parameter is between 30% and 70%. FLEETMANAGEMENT | Autumn 2010 31

COVER

Mitsubishi electrify Irish motoring …

“I

n 2015, at least 25 percent of cars in Europe will be electrically driven,” stated Wolfgang Bernard (Roland Bergen Institute). Here in Ireland the Government has set a real target that by 2020, 10% of all vehicles on Irish roads will be electric powered. Mitsubishi Motors and Mitsubishi Fuso aim to become the leaders in this objective to electrify the Irish motoring fleet through its iMiEV electric car and Canter diesel/electric Eco-Hybrid light truck. Mitsubishi is considered one of the first major car brands to actually produce a fully electric or zero-emission car into the global marketplace. The iMiEV is in fact based on an existing model from the Japanese auto-manufacturer – the ‘i’ five door four-seater city car. The 660cc petrol engined ‘i’ has sold over 100,000 units since its launch in its homeland five years ago. Basically to transform the ‘i’ to iMiEV (Mitsubishi Innovative Electric Vehicle) the electric motor is installed at the back and drives the rear wheels and the battery packs are incorporated into the bottom place. Mitsubishi Motors has identified Ireland as an ideal test bed for its electric products and recently signed a Memorandum of Understanding (MOU) with the Irish Government through The Minister for Communication, Energy and Natural Resources, Eamon Ryan T.D., and the ESB, Trinity College Dublin’s School of Engineering which is currently conducting Ireland’s first ‘ecar’ trial project on behalf of the ESB. As part of the 2 year test period, 15 ‘branded’ iMiEVs will be used throughout Ireland to support the planning and implementation of the proposed ESB nationwide charging infrastructure. A ‘Smart Home Charging’ system has been installed in residences in Dublin, Cork, Limerick, Galway, Ennis and Sligo, which will allow the cars to maximise the amount of 32 FLEETMANAGEMENT | Autumn 2010

energy they get from renewable sources, while also facilitating the operation of the electricity system. This is a key requirement for a successful transition to carbon neutral sustainable travel and ESB has committed to installing 1,500 publicly accessible charging stations, 2,000 domestic charging points (installed free by the ESB to the first 2,000 ecar customers) and 30 fast charging units on a nationwide basis throughout Ireland by the end of next year. Mitsubishi Motors and the ESB are providing iMiEVs to a wide range of users – both residential and pilot corporate customers and are to provide the concept of electric vehicles in light of the recently announced enhanced Government incentives. The ongoing research on customer behaviour and attitudes by the team at Trinity College is crucially important in understanding how motorists will want to use their Electric Vehicles (EVs). In viewing Ireland as an ideal market for electric vehicles in Europe, Mitsubishi Motors has made the 15 iMiEVs in advance of the start of European production in October. This vehicle has been an enormous success since its introduction in Japan last year. In fact Mitsubishi Motors has planned to double production capacity for the iMiEV to 20,000 units a year by 2011. Speaking at the signing of the MOU at Dublin Castle the President and CEO said, “The iMiEV is one of the first consumer electric vehicles to be launched in Europe and is set to revolutionise the way we think about cars. It is the pinnacle of Mitsubishi Motors’ environmental technology and a symbol of our commitment to reducing our impact on the planet. We see Ireland as a very important market for electric vehicles and are delighted to be announcing this MOU with the Irish Government and ESB.” Commenting on the iMiEV testing in Ireland, Billy Riordan, Group Managing Director

COVER

of Mitsubishi Motors Ireland said, “Ireland is the perfect test environment for electric vehicles. We are traditionally a small car market, have ample renewable energy resources as well as an environmentally conscious and responsible consumer. With sufficient focus and investment, Ireland can be a world leader in the introduction of electric vehicles. With the commercial launch of the iMiEV later this year, we are hoping to lead the charge in this exciting new driving experience for Irish motorists.” The Professor of Civil Engineering, Margaret O’Mahony of Trinity College and lead academic of the Research Programme added, “We are delighted to be involved in this trial which will evaluate the potential of the role of electric vehicles in addressing key energy and environmental solutions for society.” As the first batch of Irish registered electric vehicles have hit the road proves positive that EVs are no longer in the distant future but in fact the now of motoring as provided by Mitsubishi Motors. Already iMiEV has been honoured by winning the Environment Special Grand Prize at the 25th International Automobile Festival in Paris and the Autobest Jury from an Eastern European group voted it EcoBest 2009. More accolades will follow I’m sure, particularly, after our recent test drive. We found the iMiEV is a genuine car offering surprisingly good performance and functionality. It has a top speed of 130 kp/h and a range of up to 160 km and can be charged from flat to full in around 8 hours at any standard threepin socket – 80% of within a full charge can take only 20 minutes using the fast charge system. In keeping with the eco-theme the re-charge should be undertaken overnight when the electricity generation mix consists of a larger proportion

of renewable sources such as wind. Domestic electricity customers can avail of cheaper night-time electricity by opting for the ‘night-saver’ tariff. A full charge therefore can cost as little as €2. For the first two years all ecar users (including the Nissan Leaf and Renault Fluence ZE which will become available in the market next year) will be covered for emergency roadside assistance from AA Ireland. “AA is investing in new technologies and training and has the resources in place to handle cover for electric cars nationwide,” said Conor Fanghnan, AA Ireland spokesman. In the company of Robert Montgomery, representing Mitsubishi Motors Ireland we went for a familiarisation run around Dublin in the 10-D registered iMiEV. Using the recommended Drive on the automatic type transmission initially, instant acceleration and steering feel were appreciated. Due to its compact dimensions, it was easy to zip through the congestion and squeeze into traffic lanes walled by trucks on either side. As mentioned earlier, with the iMiEV, an electric motor and an on-board re-charger replace the conventional engine in the rear, while compact lithium-ion batteries replace the fuel tank. All of which achieves a low centre of gravity, which in turn delivers excellent handling. Drive and the next mode on the transmission ‘Eco’ provide some regeneration of energy through acceleration lift-off and through braking. Although ‘Eco’ reduces torque slightly, it provides a better distance range between charges. There is another wrung – the B mode, which is recommended for use on steep descents for increased energy. As with the i car, adequate space is provided for four adults. Boot space is limited but not hindered by the batteries. Mitsubishi Motors plan to bring an electric crossover type car into Ireland next year

based on the Concept PX MiEV petrol/electric revealed earlier this year.

Spec Check Make/Model: Mitsubishi iMiEV Length: 339 cm Width: 174.5 cm Height: 160 cm Weight: 1080 kg Engine output: 47 kW Torque: 180 Nm Top speed: 130 km/L (limited) Range: 144 km EU test cycle Charge time 100%: 7-8 hours

Mitsubishi Fuso Canter Eco-Hybrid providing Eco-power to the ESB

he Mitsubishi Fuso Canter, one of the most popular light-duty truck ranges (that cover from 3.5 tonnes to 7.5 tonnes) in the urban distribution and service applications also demonstrates its innovative character with a hybrid version. Already the diesel-electric 7.5 tonner is proving to be a resounding success with over 900 units in operation across the World. In addition to Japanese and Australian markets, ten Fuso Canter Eco Hybrid trucks have been undergoing test-trials by several ‘blue-chip’ companies in London’s Zero Emission region. Since the summer of 2008, these vehicles are showing on average 15% reduction in fuel consumption, not to mention the reduction in noise pollution. Text: Jarlath Sweeney - editor@fleet.ie

year. Soon, a fleet of Canter Eco-Hybrids will go into operation at the ESB.

Mitsubishi Fuso Truck & Bus Corporation is planning to expand its hybrid business even further with expansion into new markets this

Mitsubishi Fuso Truck & Bus Corporation (MFTBC) owners Daimler Trucks set up a global ‘Hybrid Centre’ at MFTBC in Japan in August 2008. The Centre brings together all of Daimler Trucks hybrid activities around the World and drives their speedy development and deployment. All the analysis, investigation and development of hybrid technology conducted by and for Mercedes-Benz, Mitsubishi Fuso and Freight liner brands is consolidated and translated into collective strategies. And as a result a great wealth of knowledge and expertise about hybrid vehicles has been created. FLEETMANAGEMENT | Autumn 2010 33

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LAUNCH PAD II

Renault gets under the e-Fluence Fluence and Kangoo ZEs along with two new concepts the Twizy small city car and Zoe compact hatchback.

xciting times at Renault and the motor industry in general. The French auto manufacturer has not only jumped to Number 4 in the Irish new car sales table (mainly due to its successful Scrappage Scheme campaign) but now with the pending launch of full electric vehicles, it’s no wonder Renault Ireland is enthusiastic about the future. Recently the Renault ZE (Zero Emmisions) Roadshow visited Ireland with the prototypes of Renault’s new Fluence ZE saloon and Kangoo Express ZE van available to drive, exactly a year before going on sale here. Aware of the impact that motor vehicles can have on the environment over their complete life cycle, Renault has been working actively for many years to achieve ongoing improvements regarding the ecological footprint of a vehicle at every phase of its life (production, on-road use, recycling). As demonstrated by its Renault eco2 programme in favour of the environment, Renault believes it is essential to ensure that the most effective technologies are available to as many motorists as possible at an affordable price. “Electric vehicles represent a clean-break solution aimed at making CO 2 emissions-free mobility in use,” stated Eric Basset, Managing Director, Renault Ireland. Renault estimates that electric vehicles will account for 10 per cent of the world market by 2020. The Alliance (Nissan/Renault) is investing €4 billion in its zero emissions programme and a 2,000-strong team (1,000 at Renault and 1,000 at Nissan) is already working on electric vehicles. From 2011 Renault will in fact market four electric cars, starting with the aforementioned

Within the framework of its Zero Emissions strategy, the RenaultNissan Alliance is work i ng act ively with Governments, administrative bodies, Local Authorities, energy providers and other partners. To date, it has signed more than 60 agreements across the World aimed at preparing markets a nd est abl ish i ng the necessar y infrastructure for the mass marketing of electric vehicles from 2011. These public/ private partnerships indicate that the necessary infrastructures and charging facilities will be operational when electric vehicles come to market. This will consequently reassure prospective electric vehicle users that simple, practical solutions will be in place to enable them to charge their battery, both at home and by the roadside. Last year the ESB signed a partnership with the Renault Nissan Alliance. Mitsubishi Motors have subsequently been included in the project. All Renault’s electric vehicles are powered by the latest generation lithium-ion batteries. The battery comprises 48 power modules, positioned in two rows, side by side. Modules are similar in size to a laptop computer and each one incorporates four elementary cells. It is inside these cells that the electrochemical reactions take place, enabling the electrical current to be produced or energy to be stored.

displays the battery’s level of charge. An ‘econo-meter’ uses a new colour-coded system to tell the driver how economical his or her driving is in terms of energy consumption (light blue for ‘normal’ vehicle use, dark blue for ‘optimal’ driving and red for excessive energy consumption likely to reduce the vehicle’s range). The trip computer is adapted to the needs of electric vehicles and indicates the number of kWh remaining, average and instantaneous energy consumption and remaining range (in kilomeres). Driving an electric car can be fun, too, as the driver endeavours to accelerate as gently as possible with a view to minimizing energy consumption and maximizing range. And the accelerator is there too if needed as discovered during the test drives. There are two battery charging options on both the Fluence and Kangoo ZEs. A standard charge using a conventional plug via the household mains supply or at the workplace (between 6 and 8 hours). Fast Charge permits batteries to be charged to 80% of their capacity in 20 minutes. Those worried by crash safety and flooding need not fret as safeguards have been put in place to prevent accidents such as electrocution when working around the motor. As in the case with all types of vehicle, the insulation and waterproofing of the vehicle’s electrics have been designed to cover foreseeable driving situations in complete safety (eg. water crossings). In exceptional circumstances, such as flooding or immersion, the damage caused by water will not pose any particular risks, either for people or for the environment. Check out www.fleet.ie under Fleet Management for Fluence ZE and Kangoo ZE driver appraisals.

The four cells of each module store 8.4V each, making a combined total of 400V for the 48 modules that make up the battery. Lithium-ion batteries do not suffer from the so-called memory effect and are maintenance-free and recyclable. Range management is a key consideration when it comes to electric vehicles, and this is why Renault has made a point of maximising its energy efficiency. A specific MMI (Man Machine Interface) has been developed to keep the driver informed about the vehicle’s current state of charge and remaining range: A gauge alongside the speedometer

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

FLEETMANAGEMENT | Autumn 2010 35

REPORT

Future Transport Fuel Forum – Trinity College, Dublin

uite a number of topics were presented and discussed by a panel of guest speakers at the CILT’s Future Transport Fuel Forum held at Trinity College, Dublin. What transpired from the debate was that Ireland can become a pioneer in the area of providing alternative fuels or energy sources for transport but in some cases is not in a position due to the economical constraints. Keynote speaker Ciaran Cuffe T.D., Minister for Sustainable Transport, Horticulture, Planning and Heritage began by admitting a hatred towards flying by describing it as a “God awful experience”. He supports the ending of the PSO (Public Service Obligation) subsistence of the regional airports and re-direct it towards rail. A call for ‘Single EU Sky’ initiative was made, citing that better routes and loadings would benefit the environment. The use of duel-fuels and low sulphur fuels on ships as well as a total review of the Ports and services was also mentioned in his address. “Bio-fuels in their second generation would play a central role,” he said. “Ultimately, under the Government’s Smarter Travel Vision, proper planning is imperative to transport efficiency, which will improve the environment through reduced emissions and fuel costs.” On spea k i ng about t he electrification of Ireland’s car fleet, Minister Cuffe made reference to the Drumm battery trains, which provided quiet and clean electric traction at a budget price on the lines from Bray to Amien Street and Harcourt Street in Dublin in the 1930s. While further outlining the Government’s commitment to cleaner, greener transport he did promote the increase use of walking and cycling in getting around the Capital. “In Copenhagen 37% of the population cycle to work,” he emphasised. “In recent months, the Government has signed a second Memorandum Of Understanding with a major manufacturer (Mitsubishi) to promote the development of the electric vehicle industry in Ireland. This clearly demonstrates our commitment to strengthen and develop Ireland’s international position as a first-mover for this innovative sector and a pioneer in cleaner, greener transport. “We are fully committed to the roll-out of alternative transport options, and I have made this a priority issue during my term as Minister for Sustainable Transport," he added. 36 FLEETMANAGEMENT | Autumn 2010

In response to Minister Cuffe’s remarks on the development of the electric vehicle industry in Ireland, Dr. Brian Caulfield of the School of Engineering, Trinity College Dublin warned that research undertaken by the Centre for Transport Studies showed that price remains the key determining factor for the public in considering the purchase of alternatively fuelled vehicles. Dr. Caulfield commented, “While environmental issues were found to be important, the results of his research show that cost is the most important factor when encouraging people to purchase an alternatively fuelled car.”

electric cars. “The ESB is seeking incentives and providing infrastructure in terms of charge points. All the major car manufacturers are launching or currently developing electric cars. As the ESB moves to more generation by gas and wind the overall efficiencies for electric cars will increase.” Jerry Kiersey of Green Tiger Express/Fleet Transport stated that his fleet of trucks run on 95% Rape Seed Oil. “This fuel is ideal for long distance trucking on this Irish grown fuel. Yet in Bavaria grants have led to 60,000 trucks converting to Rape Seed Oil,” he stated. Conor Faughnan of AA Ireland pointed out that Ireland is very much an ‘Oil Junkie’ being in the top 10 in the world in terms of oil consumption per capita. He is testing an electric car himself, but believes hybrids are likely to play an important role. “Drivers want confidence in supply, range and performance along with reasonable prices,” he said. Dr. Brian Caulfield of Trinity College noted that 37% of households had 2 cars and 12% had 3 or more cars. Yet the main criteria for choosing a new car remained reliability, safety and price, with CO2 emissions ranking 12th. He believes electric vehicles will be mainly second cars and biofuels will be used in public service vehicles. “More work needs to be done to determine just how green vehicles really are,” he said.

Other speakers at the event held at the Centre for Transport Studies in TCD’s School of Engineering included Patrick Callanan (Bord Gais), Paul Mulvaney (ESB ecars), Jerry Kiersey FCILT (Green Tiger Express & Fleet Transport), Conor Faulknan (AA Ireland) and Dr. Brian Caulfield (Trinity College Dublin). The debate was chaired by Irish Times Environment Editor, Frank McDonald. Patrick Callanan of Bord Gais spoke of the environmental cost savings and noise reductions achieved from using Natural Gas for vehicles. Madrid introduced Natural Gas for all its refuse trucks and reduced their fuel bill by 30% along with environmental and noise benefits. They are now planning to expand this to their bus fleet again with Iveco. Paul Mulvaney of ESB’s ecars outlined the environmental and energy advantages of

At the conclusion of the presentation the Questions and Answers session drew some interesting comments and replies. Minister Cuffe in reply to Fleet Transport’s editor Jarlath Sweeney’s on the need for substantial financial incentives for purchasers of electric or hybrid (diesel/electric) powered commercial vehicles, said “that €4 billion needs to be cut from the Government’s Budget at the end of this year means that no funding is available for projects of this nature.” The Government has set a target that by 2020, 10% of all vehicles on Irish roads will be electric. This may not be met by cars alone, particularly as all-electric/zero emission cars will not come into the marketplace until later this year. So, electric commercial vehicles, currently on sale here, will be needed to make up the required numbers. But their impact will not materialise without some form of financial subsidy to interested customers. Text: Jarlath Sweeney - editor@fleet.ie

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ECONOVATION

Iveco creates the right environmental ‘formula’

ust over a year ago Iveco introduced the ‘ECO’ label to its Daily range of light commercial vehicles. That initiative has proved to be the cornerstone on its approach to sustainable mobility. Investment in developing and producing ecological and energy saving products continues unabated as the Italian manufacturer aims to take the lead in this innovative area. Fleet Management’s Editor, Jarlath Sweeney was brought to the heart of Iveco’s engineering planning, research and development facility in Turin to hear the latest on its commitment towards a future sustainable mobility. An opportunity to test-drive some of its new ‘alternative’ traction vehicles was also presented on the day. As announced in the July edition of Fleet Transport, E3 is the new symbol or formula that represents Iveco’s three core values on environmental issues – Energy, Efficiency and Ecology. All three come together under the company’s ‘Driving Innovation to Reality’ theme. E3 = Energy As we are all aware, Energy is essential to the requirements of all transport needs. Conservation and a greater balance of usage of energy produced from renewable sources are now necessary in order to optimise the diminishing fuel sources. Iveco fully supports the use and the diffusion of renewable fuels to satisfy future transport requirements. E3 = Efficiency Maximising efficiency means reducing waste to a minimum. Improving efficiency all round in a transport operation is essential as we go forward. Manufacturers like Iveco have improved the efficiency of drivetrains no end, which has had an immediate and direct effect on the reduction of a vehicle’s environmental impact. The efficiency of the transport operation has a direct bearing on the use of resources necessary to undertake the movement of goods and people.

Iveco Citelis Hybrid

more environmentally friendly, Iveco has a number of technological solutions available to order. Euro 5 engines that meet EEV (Enhanced Environmental-friendly Vehicles) standards are on offer throughout its range of vans, trucks and buses but its alternative traction solutions such as Electric power and Natural Gas represent Iveco’s biggest gains in all aspects of sustainability. Iveco developed its first electrically propelled Daily in 1986. Today the range extends to include vans and urban buses. EcoDaily Electric as it’s now called uses a three-phase traction motor controlled by a DC/AC inverter that provides effortless driving and range that is extended by regenerative braking. Two Zebra Z5 traction batteries are fitted to the 3.5 tonne 35S models, that has a power range from 30 kW continuous to 60 kW peak. The 5 tonne 50C version gets an extra battery so the power-on-tap stretches from 40 kW to 80 kW. Fully sealed, the batteries are housed either in the engine compartment or attached to the chassis side rails thereby not infringing on load space. On board battery charging is provided by means of a standard 3-phase 380/32A supply and requires 8 hours to fully charge the batteries. Depending on the number of batteries fitted, the distance range can extend up to 90 kms. As experienced on the test-drive around Turin, the zero-emission vehicle drives like any other with automatic transmission only that it is silent and governed to a maximum speed of 70 km/h. On the short

E3 = Ecology For Iveco, ecology means respect for the environment on which we all live, but also for the driver and fleet operator. It is also aware of its ecological role of the well-being of its employees, its partners, its customers and of course its suppliers. Respect for the environment also means ensuring sustainable manufacturing processes, from the conception of its products to the end of their life-cycle. Product wise E 3 means that Iveco will offer vehicles that associate efficiency and productivity that has an even more respect for the environment, with particular regard to fuel consumption. In relation to specific customer needs re different vehicle applications that are 38 FLEETMANAGEMENT | Autumn 2010

Iveco Stralis Cng

run, only 10% of its energy was lost in the panel van version tested as some of the energy loss was restored through regenerative braking. Although more expensive, the more efficient and compact Lithium-ion batteries will become available in the EcoDaily in 2011. An interesting drive in the Eurocargo (diesel/ electric) Hybrid followed. While electric vehicles excel in the urban environment, where range and performance are key operational requirements, the diesel-electric hybrid drive system provides a more economical solution as it offers separate diesel or electric power or a combination of the two. Depending on the application, fuel economy savings of up to 30% can be achieved compared to conventional diesel according to Iveco’s engineers – Daimler’s projections differ somewhat with the same technology. This is accomplished in three ways – Regenerative braking, Stop/Start function and Down-sized diesel engine. On both versions of the Eurocargo hybrid 7.5/12 tonne the 4.0 litre Tector 16 valve/4 cylinder engine is used (160 & 180 hp) mated to a 6-speed Eaton automated transmission. The EcoDaily Hybrid (which is still in pre-production phase) is powered by the Fiat Powertrain Technologies 16 valve/4 cylinder 2.3 litre (120 hp) diesel fitted with the ZF AGile auto-box. Both Eurocargoes have a 340v Lithium- ion battery source to power the 44 kW electric motor while the EcoDaily gets a 32 kW motor/generator and a 12 volt super capacitor. Price premium averages 30% over

ECONOVATION diesel. Battery life is in line with vehicle lifespan. When the electric motor over-runs or the vehicle brakes, this acts as a generator and the kinetic energy of motion is converted to electrical energy to recharge the batteries. This is called regenerative braking. Stop/Start is the function that sees the diesel engine cutting out when the vehicle stops eg. traffic lights, road works etc. From the starting point once the accelerator is pressed the electric motor kicks in and depending on the vehicles road-speed and driver acceleration demand the diesel engine starts automatically. Regarding the Down-sized engine, the power required for acceleration or hill climbs can be adequately met by the diesel engine working in parallel with the electric motor.

Iveco Eco Daily Electric Iveco Eco Daily Hydro-Methane

Gentle throttle control was advised while driving the 12 tonne Eurocargo Hybrid on the outskirts of Turin. This meant that this type of alternative traction requires an adjustment of driving style, otherwise the ‘system’ keeps going in and out of electric and diesel power unnecessarily. This can lead to an uncomfortable experience for the driver until more time is spent behind the wheel. The interchange between electric and diesel power was not as smooth as similar offerings from other manufacturers. Some more software refinements are needed on this dual drivetrain. The same comment could not be made upon driving the Stralis 6x2 rigid powered by CNG – Natural Gas. Iveco’s Natural Power EcoDaily range has received awards in Ireland and the UK. And as European leaders in the production and sales of this eco-friendly alternative fuel its line-up extends from vans to trucks to buses. All of its Natural Power engines sit quite near the proposed Euro 6 engine emission standards set for implementation from 2013. Due to its combustion system, engine noise is lower than that of diesel engines of the same size. As a result these vehicles are particularly suitable for night use in urban areas. In addition, Iveco CNG engined vehicles can be adopted to use bio-methane – a renewable fuel that is becoming more available. In the advent of sustainable sourced hydrogen, Iveco has also developed a Hydro-Methane powered EcoDaily (as driven by Fleet last year) which blends a mixture of 70% Natural Gas and 30% hydrogen. The Stralis Active Day three-axle 26 tonne rigid powered by a 260 hp Cursor 8 engine surprisingly had a 9 speed manual gearbox. It is rare to see a ‘stick-shift’ nowadays on trucks, particularly if specified for the urban environment. What did impress, however, was that the performance of the vehicle seemed no different to its all-diesel powered brethren. Engine noise was quieter and low-end torque in 5th and 6th gears in the ‘higher’ box indicated how economical this drivetrain could be. With these products Iveco offers a broad selection of ecological solutions to the customer and thereby ensuring a more environmentally friendly future for road transport. Text: Jarlath Sweeney - editor@fleet.ie

Eurocargo Hybrids are currently on trial in Italy, Austria and Belgium

Iveco Eco Daily Cng FLEETMANAGEMENT | Autumn 2010 39

e-FLEET

Mercedes-Benz Vito e-Cell ‘just Plug and Deliver’

ehicle manufactures have been attempting to create practical electric vehicles (EV’s) for many years and have achieved success in varying degrees. In recent years, electric passenger cars have benefited from some valuable advances, which have increased levels of interest. However, the world of commercial vehicles has presented developers with a higher mountain to scale. Transport units are readily available, it is absence of realistic propulsion methods that have caused the delay - manufactures must wait for battery technology to catch up. However, with the unveiling of the new Mercedes Benz ‘Vito e-Cell’ it is safe to say that we have moved nearer to the summit.

of 36 kW the electric motor has a peak output

avail of either off-peak energy, or energy that has

It is just like a Vito – (only better)

When discussing electric vehicles the first question usually asked is “what range has it got?” It is a reasonable question, which instantly determines what the vehicle can be used for. The maximum range of the Vito e-Cell is not record breaking, in fact it is only average at approximately 130 kms - where the e-Cell wins, is in it’s practicality. On first viewing, the e-Cell appears exactly the same as any other Long Wheelbase (LWB) Vito - that’s because it is exactly the same van. As if to prove the vehicles are identical, the e-Cell will be built on the same line as the standard Vito, at Mercedes-Benz production plant in Vitoria, northern Spain. From the outset, the Vito e-Cell will be fully available in right hand drive, but will only be manufactured in the LWB version. Aside of the power unit the Vito e-Cell has one major difference from the newly revised and popular diesel version, a change from rear to front wheel drive. This reconfiguration creates the space needed for the Lithium-ion battery pack to be located under the cargo loading space and so does reduce carrying capacity. The change to front wheel drive has saved on kerb weight by removing the need for a drive shaft and rear axle, giving the e-Cell an impressive payload of 900 kgs, which is an increase on the diesel version. It is expected, as the project develops to increase payload even more permitting another 200 kgs, to be loaded. With no weight penalty or space issues, some of the major problems with electric commercials have been resolved. The other problem is that of range, while not solved, it has been addressed. M-B’s consumer research has determined that the prospective customers for the e-Cell typically cover no more than 50 to 80 kms per day, and so the range of 130 kms is more than adequate. However, the range is also affected by climatic conditions and the topography of operation. Powered by Lithium-ion batteries with a capacity 40 FLEETMANAGEMENT | Autumn 2010

of 70 kW, and delivers an inspiring 280 Nm of torque through the single speed transmission. As with other electric vehicles, full power is available instantly, making the e-cell very quick. At present all components are water-cooled, although when full production begins, this will be changed to air cooled, which will help to provide the previously mentioned 200 kg weight saving. A separate 12V system is available to operate the normal ancillaries required such as vehicle lighting. An additional issue arising with EV’s is the methods and costs of charging, here again M-B has done its homework. The e-Cell uses a ‘Smart Charge Communications Unit’ (SCCU) fitted as standard, to control the process and optimise costs. Charging times can be programmed from the vehicle by the driver or via a central PC to

been produced solely by ‘green’ methods, thereby permitting the claim of ‘Zero Emissions’. Recharging a partly charge unit takes approximately three to four hours, a full charge takes a maximum five to six hours if the vehicle is at base. If away from base, operators have the option to charge straight from a domestic supply - though this does take considerably longer. During normal operation, the system is also kept topped up by regenerative braking and overrun. A test route chosen by a manufacturer could make a vehicle appear to drive better than it would under normal operating conditions. In presenting its new creation, Mercedes-Benz was not only enthusiastic but also very confident about its product, and the test route for our drive

e-FLEET

mirrored a typical day’s work. The route chosen by Mercedes was just under 30 kilometres and included all manner of problems encountered with city-centre van deliveries. It also allowed us to gauge the open road and suburban performance of the e-Cell. Starting the e-Cell is straight forward; insert the key, wait two seconds for the system to power up, select drive, release the parking brake and go. From the driver’s seat despite the fact that the e-Cell looks and feels identical to the new Vito diesel, once you begin to move you instantly realise this is going to be something different. Different in the sense that the e-Cell is a completed vehicle, not just a work in progress. Even before exiting the Stuttgart plant and out onto Mercedes Strasse you sense that this electric van is going to work. The standard diesel Vito is an enjoyable van to drive, well designed, and purposeful - the e-Cell is no different except smoother, and quieter.

any involved in road traffic accidents. MercedesBenz has incorporated a system whereby the electric power is completely disconnected once the airbags have been deployed or when the system is researching. It has also provided Emergency Services with detailed working procedures for dealing with accident scenes. By the end of this year, Mercedes will deliver 50 Vito e-Cell units to customers in Berlin and 50 to customers in Stuttgart. Over the next four years these units will be expected to clock up approximately 8 million kilometres after which they will be returned to Mercedes for assessment and re-evaluation. However, production at the Vitoria plant is going ahead and by the end of 2011, a total of 2,000 units will roll off the line.

There are a number of electrically powered vehicles currently available. Some are good others maybe not so good. While they all have benefits, they all appear to have some inherent issue that makes them impractical in one way or another. M-B’s Vito e-Cell seems to have addressed the needs of its target market quite comprehensively. The e-Cell can carry and deliver without sacrificing space, payload, or performance. Wrapped in the Vito’s elegant new look and with driveability superior by being smoother, quieter and arguably faster than the standard diesel edition, the simplest way to describe the new Mercedes e-Cell is that - it’s just like a Vito – only better!

Having the battery pack positioned under the floor provides the vehicle with a low centre of gravity making it very stable on the road, and with front wheel drive, the steering is accurate and responsive. Acceleration is instantaneous and the Vito effortlessly climbs to the limited top speed of 80 kp/h. Stopping the van is just as smooth as the braking is first class. The foot operated parking brake seems a little ‘old fashioned’ in this modern mode of transport, and though noisy to operate, did not detract from the experience. Some safety concerns have been raised regarding the batteries of EV’s in general, and especially for Text & Photos: Paul White - paul@fleet.ie

FLEETMANAGEMENT | Autumn 2010 41

INTERVIEW

One-to-One John Barry Networks Managing Director, Bord Gáis Networks with Jarlath Sweeney editor@fleet.ie

the development of this market. We have seen that such support measures and incentives have certainly assisted early market growth in other European markets including Italy (e.g. €5,000 initial incentive to purchase a NGV) and Sweden (e.g. free parking for NGVs in many cities and tax benefits). We are currently engaging with all stakeholders to encourage the introduction of appropriate assistance. JS. How much cheaper will Natural Gas be in relation to petrol/diesel – percentage wise? JB. Natural Gas is cheaper than oil based products – petrol or diesel. We are currently undertaking a full assessment to fully understand the whole savings for the end user, and according to figures from NGVA Europe and GVR, CNG prices are generally 30% - 60% cheaper than diesel and petrol. JS Will the price include Excise Duty?

JS. With Fiat, Mercedes-Benz, Iveco and VW having CNG powered commercials available when do you envisage that a Natural Gas supply infrastructure will become real in Ireland? JB. The development of a CNG infrastructure is obviously one of the key areas to facilitate maximising the benefits of using Natural Gas as a transport fuel in Ireland. This has been one of the main discussion points not only here, but also in many of the developed Natural Gas Vehicle (NGV) markets across Europe and in the US. However, it must be noted that Ireland is actually in an extremely strong position given that we have such a high quality natural gas pipe network already in place – one of the most modern natural gas pipelines in Europe. In addition, Ireland has extensive natural gas coverage - 2,368km of high-pressure steel Transmission pipes and over 10,782km of Distribution pipelines – accessing over 152 population centres across 19 counties throughout the country. During the past 10 years, Bord Gáis Networks has completed the Pipeline to the West, linking Dublin with Galway; the Mayo-Galway Pipeline; and the North-West Pipeline, linking Belfast with Derry City. This in fact means, when you look at the full supply chain required, that we already have approximately 90% of the CNG supply infrastructure already in place, all we need is to add the refuelling equipment. Refuelling stations can either be privately developed as part of a fleet operator’s facilities or refuelling points can be located in areas of demand. The roll-out of refuelling infrastructure takes many forms in different countries, depending on the source of gas (natural or renewable) and the penetration of NGVs in public and private fleets. JS. Will there be some financial assistance offered by Government for the extra purchase cost of CNG powered vehicles? JB. Financial assistance for the purchase of NGVs would indeed be very helpful to support 42

FLEETMANAGEMENT | Autumn 2010

JB. The Natural Gas price will be set by individual gas shippers, as is the current normal case when an organisation purchases Natural Gas. There are a growing number of shippers supplying Natural Gas in Ireland, giving the end customer real choice and we are currently engaging with all stakeholders to help market development from a holistic approach. Currently we understand that no excise duty is applicable to CNG. The price of CNG needs to be attractive in order to invite change and new users. According to figures from NGVA Europe and GVR, CNG prices are generally 30% - 60% cheaper than diesel and petrol. JS Currently you have a Mercedes-Benz Sprinter NGT on trial – what are your findings to date? JB. Bord Gáis Networks has a Mercedes-Benz Sprinter NGT as part of our fleet and to date we are extremely happy about its performance. As one of our drivers noted: “There is no difference whatsoever about driving this (NGV) and other (diesel powered) vehicles – apart from the fact that the NGV is a lot quieter.” The Sprinter is an ‘off the production line’ vehicle and is as driver friendly and powerful as the petrol or diesel equivalents. It also refuels in the same way as traditional fuel powered vehicles i.e. drive up the van to the pump; connect the nozzle; refuel; disconnect the nozzle and drive on as normal. Due to this success, our National Fleet Manager is changing our replacement policy with a view to purchasing all NGVs for the Bord Gáis Networks fleet going forward. JS. Where do you see your main customers of CNG powered vehicles – semi-state mostly? JB. CNG is ideal for Light Duty and Heavy Duty Vehicles. In many European cities, CNG is used in Commercial fleets, logistics, transport and local

delivery companies. Some of the major success stories for CNG are in replacing traditional fuels in large, high polluting vehicles such as buses and refuse collection trucks. According to the American Public Transit Association, 27% of all new transit bus orders in 2008 were for natural gas. Also, for example, in Madrid, all the refuse collection and city cleaning trucks (650 units) are fuelled with CNG and 35% of the urban bus fleet will be replaced with CNG by the end of 2010, accounting for 700 CNG buses. Similar approaches are being followed in other cities including The Hague, Paris, Moscow, Barcelona and Rome. Bord Gáis Networks is currently in discussion with a number of parties in Ireland with a view to introducing CNG into their fleet. JS. What are the main environmental benefits of CNG powered LCVs? JB. Natural Gas is an inherently clean fuel, with less NOx, soot and Greenhouse Gas emissions than oil based fuels. The use of NGVs would significantly reduce exhaust and Greenhouse Gas (GHG) emissions. A number of international studies demonstrate that there can be up to 20% Carbon Dioxide (CO 2) savings by replacing traditional transport fuels with CNG. If biogas is used, it obviously becomes carbon neutral and this is the model being used in Sweden where 58% of the gas used in transport is a renewable source. Further air quality improvements and health benefits include significant reductions in Nitrogen Oxide (NOx), hydrocarbon soot and particulate matter (PM). According to World Health Organisation (WHO), PM affects more people than any other pollutant, so by choosing Natural Gas as transport fuel, air quality and purity levels will improve, resulting in health and environmental benefits for all. In fact, due to these benefits, European cities such as London and Moscow have exempted CNG powered vehicles from a ban on entering the central area of the city. The important thing to remember too is that this is proven and readily available technology. Recent statistics from NGVA Europe show that there are approximately 11 million NGVs worldwide.

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FUEL PRICE UPDATE / LEGAL EXPERT 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 34). Country

Currency

95 Lead Free

98 Lead Free

Diesel

Country

Currency

95 Lead Free

98 Lead Free

Diesel

Albania

ALL

149.00

147.00

Lithuania

LTL

4.16

4.30

3.61

Andorra

EUR

1.066

1.116

0.954

Luxemburg

EUR

1.152

1.179

1.002

Austria

EUR

1.198

1.331

1.117

Macedonia

MKD

68.50

70.00

56.50

Belarus

EUR

0.839

0.668

Moldova

MDL

14.15

14.55

12.60

Belgium

EUR

1.449

1.475

1.227

Montenegro

EUR

1.200

1.110

Bosnia-Herzegovina

BAM

2.07

2.11

2.05

Netherlands

EUR

1.549

1.614

1.217

Bulgaria

BGL

2.17

2.34

2.23

Norway

NOK

12.76

13.07

11.88

Croatia

HRK

8.13

8.32

7.91

Poland

PLN

4.59

4.83

4.32

Czech Republic

CZK

32.70

34.30

31.50

Portugal

EUR

1.408

1.518

1.185

Denmark

DKK

11.02

11.36

9.74

Romania

RON

4.44

4.85

4.57

Estonia

EEK

17.40

17.90

17.40

Russia

RUB

25.14

26.09

20.70

Finland

EUR

1.421

1.463

1.125

Serbia

RSD

119.40

116.90

France

EUR

1.363

1.401

1.170

Slovakia

EUR

1.269

1.134

Georgia

GEL

1.95

2.00

1.95

Slovenia

EUR

1.216

1.239

1.176

Germany

EUR

1.385

1.447

1.188

Spain

EUR

1.170

1.290

1.100

Greece

EUR

1.499

1.730

1.265

Sweden

SEK

12.93

13.33

12.61

Hungary

HUF

348.00

334.00

Switzerland

CHF

1.590

1.630

1.670

Ireland

EUR

1.329

1.239

Turkey

TRY

3.65

3.73

3.09

Italy

EUR

1.366

1.448

1.213

Ukraine

UAH

7.65

8.80

6.95

Kosovo

EUR

1.02

1.01

GBP

1.166

1.240

1.190

Latvia

LVL

0.767

0.797

0.747

USA

USD

0.790

Ask the Expert

Q. Sometimes I can’t take a break from driving at exactly the right time and I exceed the legal limit. Will I be in serious trouble if I am caught?

A. Anyone looking at your tachograph records will be able to see if you have driven for an excess period of time and, if you are taken to Court, the Court is likely to take a very serious view of the offence, which is seen as affecting public safety. Every driver should have in the cab a small notebook and pen. A note should be made of the date, time and place, when there is any significant delay to the journey, which might affect the hours of driving. Commonly there can be problems parking up after four and a half hours driving. A car park may be closed or a lay-by may be full and, in that case you may drive on to the first available stopping place. It

YOUR CALL! Send in your legal questions or queries to ASK THE EXPERT – Contact: jonathan@fleet.ie

must be the first available stopping place. Equally there can be a significant and unexpected delay in the journey: a major accident might close the road for example.

Whatever the explanation for the excess hours there must be a written record made at the time. There should be no action taken by the Enforcement Authorities when a driver can produce a relevant written record. Q. At a recent dinner I heard an operator explaining how he had his drivers checked by an independent driving instructor once a year. Is this really necessary? A. It would be wrong to say that it was ‘necessary’, but it is certainly a practice to be recommended.

J L SERVICES

There are three positive benefits. In the first instance the way in which a driver actually drives the vehicle can be checked. A lot of damage can be caused over time by bad technique. Heavy braking, abuse of the gearbox and heavy accelerating can be costly so far as the company is concerned. Secondly, in the event of a serious and perhaps fatal accident, where driver error is found to be the cause, the employer is unlikely to be found to have failed in his own duty of care. Thirdly, and following on from the last point, in an age in Health & Safety has become a clear management responsibility a policy of driver checking is clearly consistent with the behaviour of a careful employer. We should not forget that, as drivers get older, reaction times are likely to deteriorate and the introduction of a third party to assess changes of this sort is a sensible approach.

Consultant: Jonathan Lawton (MACantab) (UK Solicitor-Advocate)

We offer assistance with: • Employment documentation • Health and Safety documentation • Dismissal and redundancy procedures • Transport administration and documentation t: 094 9038087 m: 0861 510938 e-mail: jlservices@eircom.net Address: Parkmore, 16 Watersville, Castlebar, Co Mayo. Text: Jonathan Lawton - jonathan@fleet.ie

FLEETTRANSPORT | SEPT 10 45

TEST

Iveco Trakker AD340T36 8x4

Today’s Trakker meets modern demands. An attractive cab, a neat working area and big on driver comforts. Then there’s the reliable and frugal Cursor 8 360hp engine that’s mated to a 12 speed automated shift jointly developed with ZF. Cab choice fitted to the unit test was the Active Day with Standard Roof. Here you will find attractive seat trim that livens up the interior aided by multi-coloured lights on the dashboard. Gear change switches for the EuroTronic transmission are placed to the top left of the steering wheel with the manual mode operated by a stalk to the right on the steering column. Storage areas are to be found overhead and to the rear of the seats. The steering itself is multi-adjustable in order to find the optimum driving position.

t is often the case that when you hear about something or other you develop an opinion about it regardless. That viewpoint, based on hearsay becomes embedded in your mind, no matter what … until somebody manages to change it. That human frailty came to the fore recently when demonstrating the latest Iveco Trakker to one of Ireland’s leading sand and gravel merchants. “She’s too heavy,” was the first comment made. “Sure, hasn’t she the old Magirus Deitz back-end?” he quipped, to somehow justify the earlier statement. When the facts were laid out that this aggregate spec 8-wheeler offered 21 tonne payload, the change of opinion began immediately. And then some, as when behind the steering wheel of the Trakker AD340T36K in his own quarry, he came out of it amazed at the power to weight ratio available beating his own fleet up the steep descents hands-down. One could say ‘Job Done’ – another impressed operator on the qualities of the Iveco brand. As

all the salesmen say, “you just have to get a driver into one and he/she is won over!” With the Construction Industry still on its knees, it’s a wrong time to be singing the praises of a new tipper truck. Or is it? Operators are using this downtime to have a look around to see what’s available in the marketplace and be ready for when the recovery comes. Iveco’s forte in the specialised construction and municipal sectors does indeed date back to beyond three decades to when Magirus Deutz was a leading brand. Since then through various takeovers Iveco has continually evolved its multi-wheel offerings. Remember the Euro Trakker, which predates the Trakker? Throughout Europe it earned a reputation as a solid, durable and economical truck, one of the best in the business and much sought after in the used sales compounds.

Exterior wise the Trakker has an attractive yet robust look with the three-piece steel bumper and twin headlights protected by removable wire grilles. Access to the cab is done by climbing three steps, the first one (the floater), being reinforced from before. With over 20 tonnes of aggregate on board the test route brought us around the borders of County Meath and County Kildare. Purposely we headed in the direction of Carbury via Broadford, a route used pretty often by tipper operators, as there are a number of quarries in the region. As the terrain around there is fairly flat little use was made of the IEB – Iveco Engine Brake (@ 300 hp). However, as the roads around the area are pretty bumpy and full of twists and turns, the top end gears of the 12 speed EuroTronic automatic gearbox exchanged with each other smoothly and efficiently. For those who prefer the stick shift there is a 16 speed manual option. But with the advances of automated systems, the extra initial cost outlay more than pays for itself in lower fuel consumption and less wear and tear

All round vision was somewhat impaired by the A-Pillar and wide mirrors.

Your Commercial Vehicle Service Team The experience, skills and facilities to deliver the best service and repairs for tanker & fleet operators - to workshop standards exceeding the new Energy Institute’s codes for vehicles and catering for all aftermarket requirements • All makes of truck & trailer servicing • Full repair & maintenance packages • Hydraulic & electrical diagnostics

• ADR tank testing • Safe load passing • Welding and fabrication

Tolka Quay Rd., Dublin 1. T: 01 424 2340. F: 01 855 7931. E: info@team-cv.net

FLEETTRANSPORT | SEPT 10

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COMMERCIAL VEHICLES

TEST

Internal noise is minimal unlike tipper trucks from old.

on the drivetrain. This ZF auto application for this sector has reconfigured electronic hardware to cater for on-site and undulating terrain found in every quarry. All 8x4 models feature single reduction axles as standard. The single and hub reduction rear axles are extremely robust and are virtually maintenance free. It is true that the back-end is an evolution from the days of Magirus Deitz, which more than proved itself over time. In fact Hino use a similar design on its multi-axle range. Dressed in black and sporting the All Blacks livery, the Iveco Trakker attracted much attention upon arriving at Kildare Sand & Gravel near Broadford. The machine drivers came over to have a good look and compared its contents with that of the Volvos and Hinos that trundle around the site day-in, day-out. They were impressed. Joint owner of the pit, Tommy Graham was given the opportunity to sit in and drive. His reaction? “Fabulous,” he said enthusiastically. After discovering its ability to climb the steep hills around the quarry (with over 20 tonnes) further added to its growing credibility resulting from the visit. “I did not realise it was loaded,” was another comment made, which sums it all really.

Having driven many A 4x4 rigid and 6x4 & 6x6 rigids are also available from the Trakker range. different types and brands of multi-axle trucks over the years, the Iveco Trakker can now be put up there among the best. Sure, the timing of the introduction of the latest model to the Irish market with the economy the way it is, Old & New. Gerry Anderson’s beautifully restored 1968 Massey 3.5 (3 may not be the best, but it further opens the cylinder diesel) is used around the quarry. It took him 2 years to bring it limited choice available. back to life. Super job Gerry – well done! Iveco’s reputation in this area over the decades needs no reminding. Now looks like the Trakker will successfully bring the with a most efficient and economical drivetrain, it brand well into the next decade.

Spec Check Make/Model: Engine: Power: Torque: Green Zone: Transmission: Wheelbase: Suspension: Brakes: Axle Ratio: Body: Fuel Tank: AdBlue Tank: GUW: Unladen/Payload: Standard features: Options (fitted):

Iveco Trakker AD340T36K 8x4 Cursor 8 7.79 litre 6 Cylinder Euro 5 EEV SCR 360 hp @ 1690 – 2400 rpm 1500 Nm @ 1125 – 1690 rpm 1100 – 1700 rpm EuroTronic 12 speed 5020 mm Parabolic Leaf/Cantilever on rear Iveco Turbo Brake 300 PS/Discs/ABS 3.78:1 Wilcox Wilcolite 17 cu/m alloy aggregate 300 litres aluminium 55 litres plastic 32 tonnes 10.860/21.140 tonnes Air suspended driver’s seat with lumbar support; aluminium air tanks; electronic battery isolation; cross and inter axle diff locks; disc brakes on front and rear axles; parking brake on front axle; remote central locking; external sun visor, interior side sun blinds. Tipper Pack including: (£1,560) Easy clean cab; cab rear windows; rotating beacons; vertical SCR catalyst; off road ASR; reinforced rear suspension. Polished alloy wheels (£4,840)

• ADR tank testing • Safe load passing • Welding and fabrication

Tolka Quay Rd., Dublin 1. T: 01 424 2340. F: 01 855 7931. E: info@team-cv.net

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

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COMMERCIAL VEHICLES

FLEETTRANSPORT | SEPT 10 47

TIMES PAST

A FURTHER LOOK BACK AT THE 1980s

Defence Forces Austin ZD 4998 heading line, Parsons Factory, Apr 1986.

Dartry 1946 Morrison waiting to go up ramp to trailer, Castleruddery, Feb 1986.

in 1984 when our late member Terry Andrews had talks with Captain Gaisford St.Lawrence of the Howth Estate, which for some years had been winding down its farming operation in favour of its Deerpark Hotel and golf courses.

Now, getting back to grips with the 1980s, the last Times Past touched on a mixture of both the good and bad of that decade – and, unfortunately, most peoples’ recollections are of a dismal time when so many lost their jobs and there was mass emigration. But strange things can follow such a fate as in the case of one member of my family who qualified as an engineering technician in 1987 and, failing to get a job here, went to London and took up employment where further study was encouraged – and ended up as a solicitor.

Discussions centred on the collection of redundant farm buildings which could house much of the Transport Museum Society’s then collection in a wonderful setting only five minutes’ walk from a frequent bus service and ten minutes from Howth Dart station. Negotiations resulted in our taking possession of a large shed in 1985 that could house up to 25 vehicles, with the possibility of taking its similar mirror image at a later stage. The most generous terms were given and so we applied for planning permission and an AnCo (now FAS) programme to adapt the building began. We managed to get enough money to carry out the work and Stage One was ready to receive vehicles in the Spring of 1986.

efore going on to look further at the 1980s, I should like to apologise for a major clanger dropped in my last offering. In mentioning the Papal visit of September 1979 I named the Pope as John XXIII while the visitor was in fact John Paul II. Sorry!

The 1980s turned out to be a very successful time for the Transport Museum. We had been open at weekends during the summer season every year at Castleruddery in West Wicklow since August 1974 and while it was great to have a premises and vehicles to show, the location was somewhat off the beaten track. A major development occurred

Vehicle Lineup, Howth June 1986. 48

FLEETTRANSPORT | SEPT 10

At that time, our collection consisted of about 100 large items, many of which needed major attention and several of which never seemed to be where we wanted them. This difficulty was shown up starkly by the very successful AnCo

vehicle restoration programme which had been in progress at Broombridge (Cabra) since early 1985. Under this programme, which lasted until 1990, seventeen vehicles were restored - and trainees who worked on it still visit us from time to time. Broombridge and Howth kept us all on our toes continuously through 1985 and 1986. Six of our members formed a veritable A Team, with two or three individuals always available to handle the frequent vehicle movements that had to be made, often with almost no prior notice. Through the courtesy of CIE, vehicles were moved through or kept at Broadstone which, being less than two miles from Broombridge and nine from Howth, greatly eased our work, especially when items from Castleruddery often arrived in Dublin late on a Saturday night. We were also greatly facilitated by the owners of the former Parsons factory at Howth, at that time vacant and which was made available for the storage of vehicles in Howth. This factory, later Techrete, is directly opposite the gates of Howth Castle. Early in 1986, we began a major vehicle movement programme. About 25 would be needed for

Pat Coffey and Capt Gaisford St Lawrence in front of Howth building, Oct 1985.

TIMES PAST

Vehicles gather at Howth Castle prior to Dublin Bay Rally, Jul 1986.

Howth and we also had to ensure that items for Broombridge would be available as required. For a voluntary organisation of part-timers, this was a test in logistics to which the response was excellent – especially in the circumstances that prevailed on the day of our first mass transfer of vehicles for Howth. Early on Saturday, 8th February 1986, up to twenty museum members arrived in Castleruddery, backed up with our towing tender, a CIE Bedford TM artic driven by Dan Maher and a platform lorry body to use as a ramp. The weather was atrocious. It was bitterly cold, and snow on the ground had frozen over, causing many slips and falls during the day. Vehicles were shunted in and out of the Castleruddery shed, those for immediate removal being lined up outside and those wanted for early transfer put near the exit for easy future access. Four awkward vehicles were loaded on to the artic, one vehicle was driven and another towed back and most of us were home in time to watch some television. Several more somewhat similar days followed, but it was all worthwhile. During March, April and May vehicles were lined up in Parsons while work was being finished on Howth Stage One. The new museum was ready by mid-May, so on Friday 16th the first vehicles from Parsons factory were moved into the building, as were several more from Broadstone and Castleruddery. This operation continued over the following two weeks and we were happily ready to open on Sunday 1st June, a very low-key event. The museum has made much progress since then and we can now look forward to marking 25 years of operation next year. However, going back to June 1986: we still faced what seemed like a never ending future of vehicle movements, of which the biggest in 1986 was the removal of Hill of Howth tram No. 9 to Howth. This vehicle was well on the way from being a rotting hulk to looking like a tram again through the work of Jim Kilroy and his team. It had been in the PMPA workshops at Long Mile Road since January 1983. The transfer was carried out on

Winching Howth Tram No. 9 on to trailer, PMPA, Longmile Road, Aug 1986. Driver is late Dan Maher; Leyland Beaver tractor is now part of museum collection.

Saturday 23rd August, a glorious day just 48 hours before Hurricane Charlie. We attended two rallies in 1986. The first was the annual event organised by the Irish Transport Trust, a road run from Carrickfergus to Bangor, but the event that took place on July was a first. Organised by Gary Manahan, this was the first Dublin Bay Rally, a very successful event which took place for several years and offered the owners of preserved commercial vehicles a chance to come together for an Restored Leyland Bus R389 during filming of Hugh enjoyable day out. Leonard’s Da, October 1987.

Towards the end of the eighties, we were involved in one restoration after another, giving much satisfaction to all concerned but serious concerns arose as we tried to salvage more historic items, some of which had to be kept in open storage. Two contrasting vehicles restored in Broombridge well illustrate the work undertaken in the 1980s. The first is the Bolton class CIE 1948 Leyland Titan R389, which left Broombridge in April 1986 and went on to attend many rallies and featured in several films. The other is the 1947 ESB Foden 1947 ESB Foden ZH1278 before restoration. tractor ZH 1278, a vehicle with wonderful connections to our social and economic development to 1974. The foregoing is but a fraction of all that was done between 1985 and 1990; some other events will turn up in future offerings. And, while what happened in the museum world was insignificant in comparison to contemporary national or international events, anybody who was involved can take some pride in what was accomplished. The Foden with other vehicles in Howth Yard after

Text & Photos: Michael Corcoran – enquiries@fleet.ie

restoration.

The National TransportMuseum, Heritage Depot,Howth Demense, Howth. Opening Times:

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 | SEPT 10 49

The Scrappage Deal of the Summer just got better.

PRIUS

FROM ONLY

€21,900 save €4,000

COROLLA

FROM ONLY

€16,635 save €3,360

AVENSIS

FROM ONLY

€20,565 save €4,000

AURIS

FROM ONLY

€15,445

If you’re looking for an excuse to treat yourself to a new car, this will brighten your day. If your car is at least ten years old, you can scrap it for a new Toyota Auris, Prius, Avensis or Corolla.

save €3,500

Finance Available

www.toyota.ie

€15,445 (Delivery and related charges not included) is the Toyota Auris 2010 Scrappage Deal price which includes €1,500 Government scrappage and a €2,000 Toyota scrappage bonus. Auris from RRP €18,945 (Delivery and related charges not included). Model shown is the Auris Luna 5 door1.33 VVT-i RRP €21,485 (Delivery and related charges not included). Fuel Consumption is for an Auris Terra Petrol (1.33 Dual VVT-i) L/100km Urban - 7.1. Extra - 5.1. Combined - 5.8. Fuel emissions Co2/km - 135g. €16,635 (Delivery and related charges not included) is the Toyota Corolla 2010 Scrappage Deal price which includes €1,500 Government scrappage and a €1,860 Toyota scrappage bonus. Corolla from RRP €19,995 (Delivery and related charges not included). Model shown is the Corolla Luna 1.33 VVT-i - RRP €22,095 (Delivery and related charges not included). Fuel Consumption is for a Corolla Luna (1.33 Dual VVT-i) L/100km Urban - 7.2. Extra - 5.0. Combined - 5.8. Fuel emissions Co2/km - 133g. € 20,565 is the Toyota Avensis 2010 Scrappage Deal price which includes €1,500 Government scrappage and a €2,500 Toyota scrappage bonus. Avensis from RRP €24,165 (Delivery and related charges not included). Model shown is an Avensis Aura D-4D- RRP €25,380 fuel consumption figures for Avensis Aura D-4D Urban 6.7- Extra 4.5 Combined 5.3. Fuel emissions Co2/km - 139g. €21,900 (Delivery and related charges not included) is the Toyota Prius 2010 Scrappage Deal price which includes €1,277 Government scrappage and a €2,723 Toyota scrappage bonus. Prius from RRP €25,900 (Delivery and related charges not included). Model shown is the Prius Luxury - RRP €27,160 (Delivery and related charges not included). Prius Fuel consumption L/100km – Urban -3.9 Extra-Urban - 3.7, Combined - 3.9. Co2/km emissions – 89g. To avail of the Toyota scrappage offer customers must fulfill all the required criteria under the terms and conditions of the government scrappage scheme. Scrappage applies to diesel engine Avensis models and petrol engine Corolla models. Prius comes with a 5 year/ 100,000km warranty for all Hybrid components, while all other components are covered for 3 years or 100,000 km, whichever comes first and 3 years Toyota Eurocare emergency roadside assistance. All other models come with a 3-year or 100,000km parts and labour warranty and 3 years Toyota Eurocare emergency roadside assistance. Toyota Ireland is a 100% Irish owned company.

COMMENT

We live in fantacy (is)land!

lights of fancy are one thing but Flights of fantasy? The recent news that An Bord Pleanala has allowed the ‘National Strategic Infrastructure’ planning route to be used for the development of an international airport deep in County Offaly must really push out the boundaries of Fantasyland. The Board surely adds to the daftness of the whole thing in its comment that the 640 hectares is in an area that is ‘lightly populated’ and is ‘relatively level’. In a country where, as this column commented three months ago, nobody could find the €8 million needed to develop what promised to be a world class air freight hub at Shannon Airport, where the Government dithers about slightly larger expenditures on finishing commuter and freight rail developments to Navan and to Tuam, the State Planning Board is happy to encourage a €200 million development that is within an hour’s drive of three international Airports. To my mind, this is utter nonsense.

"Forget about ‘Offaly International’, this is about economic survival; it’s not for the birds." A couple of years ago the Port of Cork developed a major Port Development Plan at Oyster Bank in the middle of Cork Harbour and just a few minutes away from Ireland’s major Pharma and Healthcare manufacturing cluster and which would have facilitated the further development of these industries that, even now, are proving to be the engine of Ireland’s economic recovery. Containers and trailers could have been on board ships of whatever size within a very few minutes, while the ‘red-hot’ urgent shipments could go the other way and to Cork Airport, again, only a few minutes away. The project went to An Bord Pleanala which adjudicated on it under the Strategic infrastructure regime. The Board turned the project down, mainly because of inadequate road connection from the national motorway network and because it could not realistically be rail connected. The Port, the local Council and the NRA were all quite aware that the road from the Southern Ring Road was inadequate but had plans already made to address that long before the Port development was completed, but for the manufacturers in Ringaskiddy, Carrigaline and the rest of the Harbour area that was a bit of a red herring. Raising the rail connection question issue was a real surprise. I don’t think that Cork Text: Howard Knott – howard@fleet.ie

From where I'm sitting - Howard Knott

Port has any major ambitions to become Ireland’s deep Sea Port but would continue to focus on serving its hinterland within about a 120 km radius. That is not likely to generate huge rail freight volumes. Though the Bord Pleanala decision on Cork Port may be open to criticism, at least, in turning it down because of weaknesses in connectivity with domestic transport was quite logical and would appear to mark the cards for any new Port project. However, it did appear to totally fail to understand the critically important need for this and other Irish Ports to be able to service larger and deeper ships. In July’s ‘Fleet Maritime’ the Irish Exporters Association is quoted as being extremely critical of the recent An Bord Pleanala decision to turn down Dublin Port’s planned 25 hectare ‘Dublin Gateway’ project. Unlike the Cork refusal this one appears to have been made on purely environmental and conservationist grounds.

to Stena and, thus, freight rates for exporters and importers alike could drop. Without the Dublin Gateway project this can never happen as she would not fit at any of the present berths, thus condemning Irish traders, be they exporters or importers like your local supermarket, to higher freight costs. The exports are less competitive than they should be; the Irish cost of living is also higher. Exactly the same argument applies with Continental and Deep Sea traffic, most of which moves by Container Ship. At the moment Dublin and other Irish ports can accommodate the average sized feeder service vessel. Within the next five to seven years that average size will double and the only vessels capable of serving Irish Ports will be old, high cost and environmentally poor. Where were all of these calculations in the ‘Strategic Infrastructure’ decisions? Thinking it all out again is not a mere option, it is vital and it is urgent. Forget about ‘Offaly International’, this is about economic survival; it’s not for the birds.

I was unhappy about this at the time as I did not see that either of those grounds were any part of a ‘Strategic Infrastructure’ process. Since then I have been mulling over it a bit more but the whole really crystallised in my mind when someone asked what was the size of the biggest ferry that could use Dublin Port. When I came to check it out it appeared that the ‘Stena TRANSPORT INDUSTRY TRAINING SOLUTIONS Adventurer’, though • Drivers CPC Courses of lesser tonnage than • ADR Driver Training Certificate / HazChem Cert Irish Ferries’ ‘Ulysses’, • Dangerous Goods Safety Adviser Certificate was the longest at just • Chemical Awareness Training over 211 metres. As it • CPC Certifi cate of Professional Competence for happens she was one Transport Managers & Owner Operators of two sister ships built • Courses available Nationwide for Stena in 2002/2003 • Instructions in Writing & Dangerous Goods Notes and her sister, ‘Stena Britannica II’ currently DIGITAL TACHOGRAPH sailing on the North Sea has been further lengthened to 241 metres. This adds another 750 lane metres • Having Problems with Digital Tachograph? or about 50 trucks to • Training or Sourcing of download tools? her Ro-Ro capacity. The • Full analysis available of Digital and Analogue increase alone is more Tachographs than the total capacity of the Swansea-Cork WE PROVIDE THE SOLUTIONS ferry ‘Julia’. If the ‘Stena For further information please contact Adventurer’ was given a similar makeover she SEAMUS CLEERE or Michelle at 01 6291800 could carry 200 more or info@hazchem.ie trucks a day across the Central corridor at little or no extra cost

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Aimed at operators from the UK and the rest of Europe, Euro Bus Expo will be the largest coach and bus event of 2010. Representing the needs of the coach and bus community, Euro Bus Expo 2010 is the perfect forum in which to meet manufacturers and suppliers in a relaxed but highly professional business environment. With more than 250 leading manufacturers and suppliers exhibiting at Euro Bus Expo 2010, we have every sector of the coach and bus market covered. In addition to a 100-plus vehicle line up, visitors will have the opportunity to look around dedicated Technology and Training & Development Zones as well as take part in a FREE to attend seminar programme. All-in-all, a visit to Birmingham’s NEC this November will definitely be worth your while. Whatever it is you are looking for, you are sure to find it when you come to Euro Bus Expo 2010.

SUPPORTED BY

SUPPORTERS OF

LEGAL

Cabotage

n the 14 May 2010 new rules on Cabotage came into effect. ‘Cabotage’ in the haulage industry is the operation of transport services by an operator, based in one member country, in another member country. The intention was that the practice would be on a temporary basis but, in fact, some companies effectively conducted the whole of their business in a country in which they were not based. In any event an operator could only undertake such work if it had been preceded by an International journey. By undertaking work in some other country an operator could avoid the impact of convictions on the licence and, in some cases, could avoid tax payments of various sorts, and, perhaps more importantly, could avoid the Operator’s Licensing regime in the chosen country. Operators in the UK have been particularly affected by ‘foreign’ vehicles obtaining work in the UK by offering rates which the UK operators cannot match. Council Regulation (EEC) No 3118/93 provided that Cabotage operations would only be legal if they were conducted on a ‘temporary basis’ defining temporary as ‘not permanent, frequent, regular or continuous. Many operators saw the working of the definition as an opportunity rather than as a restriction. It was always going to be difficult for enforcement authorities to prove that particular journeys were part of a ‘regular’ or ‘continuous’ work pattern. As the result of a general concern about the abuse of the Cabotage regulations new rules were introduced by EU Regulations 1072/2009, which came into effect on the 14 May 2010. These new rules provide that Cabotage may only be undertaken by a ‘foreign’ vehicle which has arrived loaded. Thereafter no more than three Cabotage jobs may be undertaken in a period of 7 days. Each unloading or part unloading will be treated as a trip for the purposes of this regulation. Enforcement officers in the UK and other EC member states will now take into account the new rules on Cabotage when they have occasion to stop a visiting vehicle. In the UK an immediate fixed penalty of £200 may be imposed at the roadside if a vehicle is found to be in breach of these new regulations. The driver of any vehicle undertaking Cabotage must carry the following information:• • • •

The name, address and signature of the sender; The name, address and signature of the haulier; The name and address of the consignee as well as his signature and the date of delivery, and once the goods have been delivered; The place and the date of taking over of the goods and the place designated for

Text: Jonathan Lawton – jonathan@fleet.ie

•

delivery; The description in common use of the nature of the goods and the method of packing, and, in the case of dangerous goods, their generally recognised description, as well as the number of packages and their special marks and numbers; The gross mass of the goods or their quantity otherwise expressed; T he nu mber plates of t he motor vehicle and trailer.

The roadside penalty may not be enough to cause concern, but the possibility that a licence may be removed as the result of reports of roadside penalties should be more than sufficient to encourage compliance.

Many operators will, over the years, have established contacts with customers or other operators in countries to which their own work takes them and from whom they get work. The new rule limiting such work to only three journeys may well cause problems, and it is worth remembering that, with the new rules in place, other local operators may be on their lookout for visiting vehicles that appear to be undertaking too much local work. Those operators whose work includes an element of Cabotage need to ensure that they operate within the rules. FLEETTRANSPORT | SEPT 10

HARRIS GROUP NAAS ROAD, DUBLIN 12 OUT NEW WEBSITE FOR USED VEHICLES | www.harrisgroup.ie tel: 01 4194500 | CHECK email: mark.barrett@harrisgroup.ie

FINANCE

Cost Control

f you were to review every trade press magazine that cover a wide variety of industries from manufacturing to professional services, most attention is now being drawn to cost control and how a business can survive. In transport, costs can be broken down clearly between fixed and variable costs. Fixed costs such as Insurance, Depreciation and Lease Interest do not directly relate to the actual amount of activity on turnover in any one day but the level of work and attention a business takes when reviewing and negotiating these annual (insurance) or five/ seven year costs (depreciation and interest) can have a huge impact on the competitiveness and survival of a business. The overheads of a business again are a fixed cost (such as accountancy and audit costs), business rates, business rent, light and heat etc. All these costs can be reduced considerably whereby the transport operator assesses value for money and what are the alternatives in the market. Businesses can reduce overheads by as much as 50% but the danger is that certain elements of overheads such as administration, do not show a clear return but without the appropriate administration, the management and business development your business will miss out on future business opportunities. Comparing transport firms in the same sector reveals enormous differences in overheads, some related to the geographical location of the business but mainly due to the extent of attention paid to these costs by the business owners. The two largest variable costs in transport are wages and diesel (followed by maintenance, tyres and tolls). Wages would have been classed as a fixed cost previously, as a small labour pool meant that if a business did not guarantee a minimum standard wage to a driver then staff very quickly moved elsewhere. Currently there is an ample supply of drivers looking for work, they realise that wage rates have to be reviewed and also realise that drivers hours and work practices now have to be flexible for the business to survive. Good drivers regardless of the economic recession are key elements in productivity and cost control in transport. If drivers understand and have confidence in the business decisions made (some that will effect their take-home pay), understand that cuts are made across the board and that their situation is comparable to fellow drivers in other companies then employees are an asset that you can work with. Their input to cost control and cost reduction is vital. While it is possible to monitor the actual standard of driving on a real time basis using an electronic link to the vehicles computer the best results in cost control are achieved through communication, training and feedback with drivers.

Text: Donal Dempsey - donal@fleet.ie

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Call: 01 4050526 Email: info@stratum.ie Freetext: Stratum to 50015 www.stratum.ie The single biggest variable cost is fuel. While we have no direct control over the price of fuel (the cost and risk of buying forward is not an option for most transport operators), the control and monitoring over usage is the single biggest cost control measure for all transport firms. Weak controls over diesel usage results in abuse and permeates to other factors in the business. Staff must realise that diesel usage is being monitored, they must realise what miles per gallon targets are acceptable, and while the type and load effect MPG the single biggest factor is still the driver.

FLEETTRANSPORT | SEPT 10

PRE-IAA I

‘A Stronger MAN’

million for Q1 up €28 million on Q1 2009. Notable contributions f rom t he M A N Nutzfaherzeuge

(Commercial Vehicles)

business included orders from Deutsche Bahn, and The Paris Transport Authority (RATP) for 600 and 350 buses respectively. In addition to Belgian transporter H. Essers order for 350 trucks, an impressive order of 4,000 school buses for Brazil was also highlighted.

MAN Nutzfahrzeuge Executive Board Members: Dr Georg Pachta-Reyhofen, CEO: - Dr Frank Hiller, Marketing, Sales & Services: - Bernd Maierhofer, R&D & Purchasing

lmost without exception, every Press Conference in recent times has opened with the phrase “2008/9 has been a difficult time for us” – or words to that effect. The pre-IAA Conference of the MAN Group continued that same theme, but quickly moved on to reveal that the business environment has considerably improved for MAN since the turn of the year. The improvement, which has arisen from growth in the global economies, has been realised in increased orders for the manufacturer.

Future developments for MAN include the launch of a new brand with strategic partner Sinotruck, as well as a joint venture with Force Motors in India. The end of 2010 will see the TGS/TGX model on sale in Brazil in an attempt to penetrate the heavyweight end of that market. The pre-IAA event is one where MAN can release news in a quieter setting than normally found at the Hannover Show, and as such, that news should make a bigger noise. With the absence of a new vehicle launch, the focus has been directed at improving vehicle performance and safety.

The opening address delivered by Dr Georg Pachta-Reyhofen (CEO MAN SE), began by providing an overview of the Group’s structure and recent activities. MAN SE is broken down into two business units ‘Commercial Vehicles’ and ‘Power Engineering’, both of which are themselves sub-divided into two separate entities. Dr. Pachta-Reyhofen then presented a summary of the Group’s performance showing a marked improvement in orders and revenue for Quarter 1 2010 over Quarter 1 2009. When compared, orders for Q1 2010 are up 54% on 09 and revenue is up 22% for the same period. Increased orders combined with a reduction in employee numbers of 6%, has delivered an operating profit of €128 56

Expanding further on the economic climate Dr Pachta-Reyhofen, states clearly that demand in Latin A merican markets re m a i n s s t ron g , and points to “clear improvements in the European Market”. He supports this premise with improved figures from the ‘Maut’ road tolling system in Germany. Since the beginning of 2010, paid kilometres driven have increased significantly by 21%.

FLEETTRANSPORT | SEPT 10

Bernd Maierhofer (Executive Board Member) with responsibilities for R&D and Purchasing, outlined some of the issues confronting manufactures and operators alike. Emission regulations, congestion charging and the price of fuel are focusing minds to achieve greater efficiencies. With regard to safety, he believes that “greater use of electronic control systems could reduce all heavy vehicle accidents by a factor of 20%.” Adding that if ‘Adaptive Cruise Control’ “was fitted to all trucks in Germany, a 49% reduction in rear-end collisions could be achieved.” At the IAA in Hannover, the focal point of the MAN presentation will revolve around the theme of ‘Consistently Efficient’. Here it will reveal the TGX with ‘optimized equipment to increase efficiency’. Head of Product Strategy & Management (Truck) at MAN Frédéric Jakowatz, presented the changes. None of the changes are individually dramatic and for the most part the improvements are incremental. This is not a criticism of MAN, in fact it reveals the depths to which manufacturers are investing time and money trying to achieve further efficiencies from already highly efficient vehicles. The benchmark vehicle is MAN’s TGX 18.440 4x2 with XLX cab. Operating at 40 tonne gross and based on an annual kms of 150,000. The standard truck returns fuel figures of 32 litres/100 kms. For the ‘Optimised ’ version MAN have introduced an Air Pressure Management system, whereby the compressor is disengaged via a clutch at cruising speed realising a potential saving of 0.5 l/100 kms. Up rating the alternator by 10 A can achieve a saving of 0.16 l/100 kms and improved daytime running lights 0.1 l/100 kms. While these savings may appear small, they all contribute to increasing efficiency. Other aspects such as low rolling resistance tyres and correct tyre pressures maintained via an on-board pressure management system help to increase savings. Frédéric Jakowatz was also keen to highlight that 99% of tyre failures are due to incorrect inflation pressures. He also notes that by setting the speed limiter to 85 kp/h can realise a saving between 0.64 and 2.24 l/100 kms. If all options are selected MAN believe the Optimised TGX can conservatively achieve a saving of 3,000 litres per annum. (Table 1) Other divisions of the MAN Group’s portfolio

PRE IAA I

Volkswagen Constellation

include MAN Finance, Rental and Leasing. Currently MAN has in excess of 50,000 vehicles financed and the number is increasing, and likely to increase further as the standard financial institutions keep a tight rein on the purse strings. Being able to provide potential customers with funding for new and/or used vehicles has no doubt assisted many operators in recent times. Obtaining a banking licence and purchasing a French Bank in 2006, has enabled MAN Finance to offer financial packages independent of the regular Banking Sector. In addition, by offering facilities in over twenty countries the service has enabled transporters to establish operations across borders in a simple fashion, all via a onestop shop. The advantages of this venture are clear and provide MAN with financial added value to the base manufactured product. It also has the benefit of bringing new customers to your door and making it difficult for them to move away nevertheless it does carry a high degree of risk.

(Table 1)

As MAN is the major shareholder (50.1%) in the well-known ‘Euroleasing’ company, figures for the group’s rental business indicate a trend away from total ownership of vehicles, and strong growth in the rental and leasing of equipment. The idea of acquiring new vehicles for short or long-term hire inclusive of contracted servicing, breakdown cover and without the need to tie up capital is becoming more and more attractive to operators. The services provided by MAN Rental are to be launched in the UK towards the end of 2010, and hopefully in Ireland soon after. It could provide a very practical solution for companies needing to acquire trucks and/or trailers to fulfil short or long-term customer demands, then by selecting from the options available run a fleet where their only concern is the hiring of drivers - leaving everything, including livery to MAN. The gathering provided a brief opportunity to

drive the ‘VW Constellation’ range - which is the backbone of MAN sales in the Brazilian market. Available were a 17.250 4x2 rigid and a 6x2 high roof 25.320 tractor unit. Neither vehicle is available in Europe nor are there any immediate plans to market the models here. Both units are adequate with the tractor unit revealing itself to be far more pleasant than first anticipated and definitely showing some potential. Overall, the pre-IAA event served a useful purpose, by allowing MAN time to explain where it is now and what direction it is heading. For further expansion, it is heading to Latin America and China. In Europe, the intention appears to be to consolidate and grow the business through added value services to customers, such as finance, rental and total transport packages. The figures presented indicate that sales and revenues are improving, costs have been reduced, and that MAN SE has come through the recent difficult economic period, a leaner and stronger MAN.

“Optimised TGS 18.440”

Equipment Item

Savings Lit/100 Km

Air Pressure Management Up rated Alternator Daytime Running Lights Chassis Panelling Optimised Aerodynamics Speed Limited to 85 Kph Alloy Wheels, Aluminium Air Tanks, No Spare Wheel Tyre Pressure Monitoring Energy Saving Tyres

0.5 0.16 0.1 0.4 0.3 0.64 0.1 0.2 0.2

Total Fuel Saving

2.6 l/100 Km

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

MAN SE Commercial Vehicles MAN Nutzfahrzeuge

MAN Latin America

Power & Engineering MAN Diesel & Turbo

Renk

Sinotruk 25% + 1 Scania 17.4% FLEETTRANSPORT | SEPT 10

PRE-IAA II

ZF focuses on hybrid transmissions and driveline electrification

ew companies in the world can match ZF’s renowned reputation for engineering excellence. For ninety five years, the company founded at Friedrichshafen in southern Germany has been one of the leading suppliers of drivetrain and chassis technology to the automotive industry, and has been responsible for the development of many of the features we now take for granted on vehicles.

700 patent applications in 2009 with the same number of internal invention disclosures.

offer improved fuel economy, but provides for a reduction for Life Cycle Costs.

Within the organisation driveline technology accounts for 53% of sales as against 47% for chassis technology. Across sectors, car and light commercial vehicle products represent 65% of sales, with heavy duty commercials taking 21%. Construction, agricultural, marine, air, rail and special vehicles account for the remaining 14%.

The company has developed a number of hybrid solutions to meet the varying requirements of commercial trucks and buses. Many of them have already been undergoing extending trials on test vehicles.

Today with sales of €9.37 billion, a capital expediture of €516 million, and with over 60,000 employees worldwide, ZF is once again looking forward, having come through the recent economic downturn relatively unscathed. “We are seeing signs of recovery, expecially in China and Brazil,” noted Rolf Lutz (pictured below), Board Member of ZF with responsibility for Commercial Vehicles, the Special Driveline Technology Division and South American Division speaking at a recent press event at Friedrichshafen. He noted that even last year when the company had to reduce expenditures, the budget for R&D remained untouched – a reflection, he said, of ZF’s commitment to be market and technology leaders.

The forthcoming IAA Show in Hanover is always an opportunity to display the latest in technological developments. For ZF’s Commercial Vehicle division, the key message at this year’s show will be on improving economy via a range of driveline and chassis technologies, with the focus on hybrid transmissions and driveline electrification.

Indeed with eight centres including a new operation in China, and 5,300 engineers dedicated to research and development employed worldwide, ZF is among the top ten patent applicants in Germany. The company submitted approximately

“Hybrid technology is largely seen as a bridging technology,” explained Rolf Lutz. “However we can see hybrid solutions beyond city based usage. We’re already working on purely electric drives.” Unveiling what it sees as the driveline of the future for long distance transport, ZF anticipates a smart modular design approach featuring a basic transmission but one which can work with a variety of systems including double-plate clutch, converter clutch, dual clutch as well as hybrid modules. Such an apporach will not only

FLEETTRANSPORT | SEPT 10

For city buses, ZF is developing a hybrid version of its EcoLife 6-speed automatic transmission. Instead of a torque converter a hybrid module will be integrated into converter housing with the electric motor producing an additional output of up to 120 kW. For light buses as well as delivery trucks ZF offers the HyTronic, a parallel hybrid version of the AS Tronic Lite transmission. Here also the hybrid system including the 60 kW electric motor is integrated into the existing driveline. It offers the full scope of hybrid functionalities including stop-start, regenerative energy during braking and pure electric driving. The electric motor can also provide a power source for ancilliary items if required. Like the HyTronic, the electric motor of the eTronic hybrid version for light commercials in delivery traffic is integrated into the driveline. In this case a separating clutch decouples the electric motor and transmission from the internal cumbustion engine, thereby enabling purely

PRE-IAA II

Approximately 650 Service Centers worldwide guarantee first-class service for ZF products.

electric driving. The electric motor is also used as a power source in generator operations with the braking effect caused during generator operations being integrated into the brake management system. This electro-mechanical hybrid solution offers full hybrid functionalities and allows for maximum fuel savings. The other major news for visitors to the ZF stand at Hanover will be that the company is entering the telematics market in co-operation with Intel. Branded Openmatics, ZF is offering a manufacturer independent hardware and software platform expected to be available sometime in 2011. Crucially it will be open platform, meaning the system can integrate future third party software developments. ZF plans to open an App Store to allow customers to order solutions offered by third party developers. Consisting of an on-board unit and a web-based software portal, ZF says that Openmatics can integrate and replace several individual telematics solutions that currently act independently of each other.

loads in comparison to standard dampers. CALM – Cabin Air Levelling Module – offers damping and pneumatic suspension with integrated rideheight control. Now in series production, it is less susceptible to external influences such as dirt and impact. On the chassis front we got the chance to try out ZF’s Active Roll Stabilization (ARS) system. By automatically compensating for roll when cornering or changing lane, and providing active damping on rough roads, this system offers an impressive improvement in riding and driving comfort over standard suspensions. It

also improves steering feel. Looking to the future, ZF anticipates that most growth in the LCV market will take place in the BRIC markets (Brazil, Russia, India & China) with China in particular expected to grow by over 50% in the period 2008-2014. The picture is more gloomy in Europe where volumes are expected to remain static or fall in the same period. With Japan also stagnant, only the US, which is expected to grow by 15% provides some relief for the established markets.

At the press briefing ZF also demonstrated a number of other developments and components either currently available or undergoing development. These included the X2C Dry Dual Clutch for Powershift transmissions. Dual ConAct enables independent clutch actuation which allows for driving at low speeds and shifting without traction interruption. It also improves fuel consumption and reduces emissions. CDC is an electronically controlled damping system for axle and cabin. By reducing rolling and pitching motions it increases vehicle stability reducing vibrations and resultant damages to Text & Photos: Cathal Doyle – cathal@fleet.ie

FLEETTRANSPORT | SEPT 10

PRE-IAA III

ContiRe – the new name for continental retreads Initially, Continental will collect worn tyres from their customers. Around 80% are collected by Continental themselves with the remainder collected by Casing Dealers. When they arrive at the Reifen Ihle plant they are inspected for flaws and if they pass this incoming inspection and are viewed as suitable for retreading, they follow the exact same process as a new carcass. The company pays particular attention to quality assurance especially during the production process. The facility is certified according to DIN EN ISO 9001:2000 and produces in compliance with ECE guidelines (E1 108R-00 0005 / E1 109R-00 0005).

ontinental have been re-treading commercial truck and coach tyres for many years and are embarking on a mission to promote ContiRe, its trade name for retreads across Europe. It is an integral part of the ContiLifeCycle programme and offers fleet customers the best solutions for the lowest running costs possible by making maximum use of the life of their tyres. After much research and strategic collaboration with the premium tyre retread companies all over the world, Continental can now offer re-treads that perform with exactly the same characteristics as new tyres. Indeed Continental representatives say that premium products like Continental commercial vehicle tyres do not define their economic benefits through the purchase price alone. After a successful life as originals, Continental tyres from new and with second generation retreading, help cut costs when they are reused as ContiRe retread tyres. By using a hot retreading method they do not just add a new tread, they also completely renew the sidewalls. This is the method that Continental use for all retreads and when they come from the process they perform just like a new tyre. Before a worn Continental tyre starts its second life as a retread ContiRe tyre, the original used tyre is examined for hidden damage to the casing and structural integrity in an extensive quality control procedure. Only perfect Continental casings in first production quality form the basis for professional retreading in the certified ContiRe process. Users of Continental tyres now have an incentive to look after their tyres and particularly their casings so that they can now go on and have a second life as ContiRe’s. 60

Around Europe and beyond Continental use the best retread companies to retread their tyres to their own exacting specification. Reifen Ihle is one such partner, based in the small town of Günzburg (Bavaria), it has been running a successful tyre retreading business for over 60 years. With around 300 employees, the company achieved a turnover of around €50 million in the business year just ended. Recently they signed an agreement with Continental and that collaboration with Continental’s Commercial Vehicle Tyres division will add to their undoubted success in the future. Reifen Ihle produces hot retreads for the ContiRe brand in accordance with the quality standards set by the Hanover-based manufacturer. The retreading market has been enjoying a constantly rising acceptance. A recent visit to the Reifen Ihle plant showed how used tyre casings are collected, examined, retreaded and delivered to these exacting standards. Now fleet owners can be assured that ContiRe’s are as good as new and that they can expect to get the same performance from retreads.

FLEETTRANSPORT | SEPT 10

To prepare the tyres for retreading they are scoured down to the base carcass, where all unused rubber is removed and after further inspection for flaws they are passed to the next part of the process, repaired if the flaws are minimal or dumped if they don’t meet the standard. There is a long route of constant quality assurance between the initial casing inspection and the final check. In addition to the visual check and laser-supported shearography, the level of the quality standards is very high for the continuous intermediate checks during production and the concluding final check.

PRE-IAA III

Continental Casing Buffing

Sidewalls and treads with the identical design and same material compound are used to guarantee new-tyre quality both in terms of quality, performance, life and economy. Using the same Compound Technology as when manufacturing a new tyre, the tyres are moulded to give the exact same pattern and tread characteristics as a new tyre. Then it’s on to the final inspection process that includes visual and shearography test again. Even at this late stage tyres that don’t make the grade are discarded and only perfect tyres make it back to the customer. After a final safety and quality check, Continental states nothing stands in the way of a second career as a premium tyre for trucks on regional and long-distance routes, construction site vehicles and coaches. That conviction means that when retreaded for the first time, Continental gives all ContiRe products the same guarantee of quality and durability as new tyres. Continental stresses with absolute conviction that ContiRe tyres do retain the advantages of the new tyre generation. For example, low weight, optimized rolling resistance and a high level of driving comfort are equal to a new tyre. Furthermore, by retreading tyres there is a benefit to the environment as 15-20% less CO2 is pumped into the atmosphere when producing ContiRe compared to manufacturing a complete new tyre. Retreading is also environmentally friendly as it is one of the best practical environmental options for tyre recycling. In fact, every retread produced means one less new tyre, thereby minimising the number of new tyres produced annually and using less raw materials like rubber and oil etc.

For the end user, the fleet owner, Continental commercial vehicle tyres achieve a very low total cost figure even at the end of their first usage. The buy-back price for the high-quality, high-tech casing, which is above the market price and a complete second usage as a retread tyre allows Continental tyres to make a substantial contribution to reducing running costs. Additionally the use of ContiRe tyres represents a valuable contribution to saving resources and a positive environmental balance for your transport company.

Continental Casing Inspection

There is growing demand for retread tyres across Europe and a larger demand for hot retreading technology. Continental believes that they and Reifen Ihle offer the best solution for discerning fleet transport customers. ContiRe tyres are available for trucks, buses and construction vehicles. Cost pressure on f leets with rising fuel costs, increasing labour costs, legislation demands and toll charges on the rise make casings management and the use of retreads a viable way to keep vehicle costs in check. The recovery of casings in Ireland is still in the planning stages.

Continental Final Inspection

Text & Photos: Gerry Murphy – gerrym@fleet.ie

FLEETTRANSPORT | SEPT 10 61

LAUNCH PAD

Mercedes-Benz refreshes Atego & Axor

t the forthcoming IAA Commercial Vehicles Show in Hanover, Germany, Mercedes-Benz will introduce facelifted versions of its Atego and Axor models that cover the mid-to-heavy duty segments. At the end of June, Fleet Transport got a sneak preview of the redesigned models as well as an exclusive first drive of the all-new second generation Atego Hybrid Blue Tec – see pages 32 & 33 in Fleet Management for full report.

The 2008 IAA Show saw the premier of the Atego Blue Tec Hybrid adding an interesting addition to the line-up that had already exceeded 250,000 units (since 1998).

Stop/Start technology, which transfers over from the previous series can now be automatically engaged and to date over 3,000 operators are saving up to 3% in fuel consumption with this system.

A new chapter has now opened in the success story that is the Mercedes-Benz Atego. The multi-variant best seller in the 6.7/12/16 tonne distribution sector is continuing on this career path by offering a broad range of features and innovations.

As the successor to the well-established LK range, the Atego made a high-profile debut into the marketplace back in 1998. At that time a total of 25 different basic types and 240 model variants were offered. In its initial years the Atego family stretched from 6.5 tonnes to 36 tonnes, which in effect also took over the higher weight MK range. Then in 2001, a change of strategy saw the Axor emerge which covered the upper segment of the heavy-duty distribution and fleet sector with gross vehicle weights of 18 to 40 tonnes. What it was, and remains really, is that the long Atego cab is paired with the chassis of the Actros. Axor has quickly gained a large following thanks to its reputation as a both economical and powerful rigid and tractor-unit. The supermarket chains and petro-chemical distributors testify to this.

The main characteristic visually of the new Atego is the new frontal design which falls in-line with the Actros – broad bar radiator grille that can be colour-coded ex-factory. When it comes to the interior of the driver’s cab, which again is available in four sizes, all versions now feature a multi-function steering wheel as standard with remote controls for on-board info-display, telephone and audio. The instrument cluster has been revamped too, with chrome edges around the dials as well as instant connections to telematics or Sat-Nav systems. As per the Actros, new seat fabrics and integrated head-rests as well as a clothes rail are installed. Different types of storage options that include a fold-away table (for writing or eating), cool-box, as well as numerous cup holders and bottle holders are on the provisions list.

Coinciding with the visual upgrades ala Actros and Atego, the new Axor gets the proven Mercedes-Benz Powershift automated transmission as standard. The 12-speed gearshift not only saves on fuel consumption but also lessens wear and tear on vital drive components. Axor’s interior has been upgraded along the same lines as the Atego with the exception of the multi-function steering wheel, which is optionally available in leather. Engine power output ranges from 238 hp to 428 hp in Blue Tec Euro 5 form.

In 2004, after chalking up production figures of over 170,000 units a new edition of the Atego was launched. Apart from the cab modifications, a 6-speed Telligent automated gearshift was offered featuring class-leading Hill-hold/roll back lock. Visually, the Axor adopted an appearance similar to that of the heavy-duty Actros series and by 2006 both Blue Tec Euro 4 and Euro 5 engine emission controls were met. 62 FLEETTRANSPORT | SEPT 10

Customers can also choose from three Blue Tec Euro 5, 4 and 6 cylinder engines that cover from 129 hp to 286 hp. Text: Jarlath Sweeney – editor@fleet.ie

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Awards 2011 Irish Haulier of the Year Date: Monday 4 October 2010 Venue: Johnstown House Hotel, Enfield, County Meath.

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Booking Form: Company: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Name of Contact: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Address: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Telephone Number: . . . . . . . . . . . . . . . . . . . . . . . Email address: . . . . . . . . . . . . . . . . . . . . . . .

Guest speakers Pat Cox, former EU President; Marian Harkin, MEP Gavin Murdoch, M.D., Tradeteam. Entertainment by Marc Roberts

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TELEMATICS

Chevin Fleet Solutions chosen by Limerick County Council to great effect the specialist records that the machine yard generated.

Solution

or the residents of Limerick, reliable infrastructure is vital; particularly to residents living in the most distant outposts of the county, and it’s been the job of the Council for over a century to ensure that the roadways that keep Limerick on the move are in the very best condition.

Challenge

At the heart of Limerick County Council’s road maintenance division is its fleet, operated from its machine yard, comprised of a hundred owned and hired assets, including road graders, rollers, bitumen sprayers, chip spreaders, trucks, vans, pick-ups, patching units, gritters and emergency equipment. A management system was first introduced to the fleet ten years ago, utilising spreadsheet applications to store large volumes of information from a range of documents, which came in the form of vehicle maintenance records, job schedule information and itinerary, and work site reporting. Patrick Golding, Limerick County Council’s Operations Director explains: “It became clear that our existing system wasn’t able to cope with the increasing levels of information we needed to record, relating to new rafts of health and safety legislation, training, plant, equipment and building certification. We realised that although the system had done its job, it had become out of sync with our needs.” After researching the market for a suitable provider, Patrick noticed that most systems available were tailored to suit commercial vehicle operators, as they were Windows-based solutions that incorporated stores, invoicing, and purchase orders amongst others, rather than

Chevin Fleet Solutions was chosen by Limerick as it could provide it with a webbased solution, that could be accessed anywhere, at any time, by an unlimited number of users, allowing for total flexibility. Limerick’s specialised fleet comprising of a variety of plant and equipment requires a highly flexible solution that could be built and added to as the demands on their service provision change. Ready made solutions that cater to different size fleets, rather than individual specifications, simply wouldn’t fit the bill. A dedicated project manager was assigned by Chevin to oversee the implementation process, right from order stage to final handover to create a solution that ideally suited Limerick’s requirements. Chevin recognised that the machine yard required a fully automated solution able to integrate data from various interfaces including document, accident, workshop, and asset management both internally and externally - to provide personnel with full visibility enabling them to tap into powerful information that would help streamline operations. Equipped with this new-found accessibility, managers would be empowered to make key human resource decisions and allocate assets more effectively, with the help of user-friendly sort and query functions. With the use of digital dashboards, reminders could be set for training courses, motor tax renewal, and regular asset maintenance, in order to speed up procedures, minimise human error and manage the accumulation of records.

that if any problems arise we can address them immediately, and software development and user training can be done on a one-to-one basis,” Patrick added. Other modules included in Limerick’s FleetWave package were maintenance schedule records, fuel recording and analysis, plant inspection information, driver details, motor pool and portable device resources, giving Limerick a one-stop-shop that consolidated all fleet related information, that could be easily cross-referenced. Pre-populated fields were developed on all interfaces, to ensure that data input would be consistent, particularly for those that use portable devices at the road side. The machine yard now has the opportunity to create comprehensive reports enabling it to identify any irregularities and get to the source of any issues.

Results

“Our workforce is now able to input data to PDAs and laptops off-site, resulting in faster access and highly accurate data. Unlike other solutions that we considered, FleetWave was completely userdefinable, so we could build the systems to meet our exact needs, add fields, alter layouts and add interfaces as necessary.” “It is this flexibility that allows us to record not only the data we need but present it in a way most suited to our needs, and make changes if necessary. We can also adapt the reports we generate, which have shown to be one of the administrative team’s greatest resources.” It’s coming up to two years since FleetWave was implemented at Limerick County Council, and since then it has been able to streamline processes to provide a better, more cost-effective road maintenance service, using a future-proof solution that automatically updates in line with new legislation and can be expanded to include limitless interfaces.

During the consultation period, Chevin liaised with staff to create f lexible screens; including using defined text and calculation fields resulting in a totally unique software solution, backed up by ongoing training and support. “Having a representative in Ireland means

FLEETTRANSPORT | SEPT 10

SOAPBOX

When is an industry not an industry?

n conversation with an old friend recently, he remarked that I was becoming cynical and did not smile as much as I used to. I’ll have to admit to the first, but as to the second I will forthwith improve as I am resolved to 'not let the world get me down'. As a road transport operator earning a living in Ireland and the UK, a number of events since the beginning of 2009 and particularly 2010, have led me cynically to ask the question “When is an industry not an industry”? Lack of employment is at the top of the national agenda (the private sector is alone, so far, to feel real pain). National competitiveness, or rather the lack of it are said to be a major issue in restoring employment. Both the National Competitiveness Council and Intertrade Ireland have spoken of the need for national competitiveness to be regained with the latter crying out for the island to be seen as one economic area where we have overlapping interests. The fact that Government is funding them (that’s you and me fellow tax payers) to carry out the research that allows them to make these statements leads me ask the above question of Mr. McCarthy of An Bord Snip, what is the purpose of these organisations as Government takes no notice of them? 2009 saw new height legislation being introduced because of the mistake with the construction limit of the Dublin and Shannon Tunnels. This was despite the protestations of Intertrade Ireland. This legislation makes hauliers existing equipment worth millions of Euros redundant by 2013 and creates a significant competitive advantage for Northern Irish transport operators. The last Budget saw 6 cent a litre added to this ‘industries’ fuel costs, which is nothing more than a penalty for being in business (supposedly, we are in the process of saving the planet), then another 1 to 2 cent per litre for the cost of the Biofuels Obligation Scheme, another planet saver. The latter does nothing more than increase the carbon footprint of the fuel being used in Ireland, it puts money in multinational oil companies pockets and does absolutely nothing for potentially producing native biofuels such as rape seed oil. The outcome of these measures will add to our already mass unemployment and emigration, which will certainly reduce Ireland’s carbon emissions (maybe that’s too cynical?). Every penny or cent earned by an Irish haulier working outside of Ireland is a direct retention of the value added potential of Irish manufactured exports and is an essential contribution to Ireland's economic independence, not to be depending on foreign fleets. A haulier basing their trucks in another country when work is slack, especially at this time, is earning pure 66

FLEETTRANSPORT | SEPT 10

foreign currency and keeping Irish drivers in employment. Rates in the UK have fallen dramatically since 2007 so when we got an offer of work late last year which was extremely marginal we thought “Ahh the Government’s ingenious Employment Subsidy Scheme will help us here to employ drivers.” Not a bit of it, we did not meet the criteria by “3 points,” whose criteria, where are the adjudicators? Consequently whilst giving employment we lost money instead of breaking even and will not be repeating that experiment. Worse was yet to come for 2010 with the implementation of Regulation (EC) 2009/1072 which at a stroke of some Irish Civil Servant's pen came into effect in May which made the work my company had been doing in the UK since 2003 effectively illegal. Ireland having signed up to this agreement without any ‘Industry’ consultation is now seeking ‘clarification’ from the EC as to how the regulation is being interpreted, particularly in John Bull’s island home. Are the people who signed up to this the descendents of the designers of the Titanic? While looking into one of the fields (of which there are too many) of seized and surrendered plant and trucks awaiting export to Africa or Pakistan were two fleets of trucks of comparable age and that was the only similarity. Both fleets were used in the construction industry. One was in prestine condition, the other was a disgrace, highly dangerous in fact, yet both had been competing with each other. The first line-up had obviously obeyed the increasingly onerous regulations being put on the industry, the other had simply used the ignoring of these regulations as a profit margin. How can this happen? Just where and what are the State Agencies and insurance companies up to that this situation exists? We have visits from Health & Safety inspectors, risk assessors, how could this operator exist?

your nelly! These outfits are not rarities, they are on the road every day of the week. We now have the sad news of the demise of Liam Carroll Haulage, in business since 1978, but now gone along with one hundred odd jobs. When Liam started in the very competitive distribution industry I felt he had stolen a march on Dublin based companies, as his rural base would provide him with much lower overheads. How much lower would his fuel costs have been if this Government had not put the onus on him to save the planet? Like you, I have been living under all of the above whilst struggling to stay in business. In the meantime I marvel at the salaries being paid to our Taoiseach and the Chief Executives of the various State bodies. Our Taoiseach is the fourth highest paid in the world and the Chief Executive of the ESB earns €750,000 plus! Ally this to the fact that the State is currently costing €55 billion a year to run and they are taking in less than €30 billion a year in revenues, the rest is borrowed with you and I as guarantors. I have come to the conclusion that the only service being paid to our ‘industry’ is lip service from people who simply neither know nor care about Small to Medium size enterprises such as ours. The Irish Body Politic and Permanent Government is only interested in attracting more Foreign Direct Investment. This is because the tax on the FDI’s profits, which go up by transfer pricing, will keep them in their grossly inflated salaries and expenses and the two hundred and sixty thousand SME’s in this country can go and hump irrespective of how much employment we give or could create! Judged by their deeds rather than their words, as far as this Government and administration is concerned 'Our Industry is not an Industry' and whom or how many we employ has no bearing on the future of our country.

Recently I sent a photograph of a proudly sign written tractor and trailer combination on the M50 to the Road Safety Authority. This unit is totally illegal yet the only difference between this photograph and the one I had sent to the RSA eighteen months ago of the same unit was that the company had upgraded the tractor to a 'Go Faster' JCB Fastrak. This unit had just gone through the toll on the M50 so all the evidence is there for a prosecution. Will there be one? Not on Text: Jerry Kiersey – jerry@fleet.ie

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