FT Feb 2011 by Orla Sweeney

IRELAND'S LEADING COMMERCIAL VEHICLE MAGAZINE Inside!

FEB 11

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J Harris Assemblers Naas Rd, Dublin. Tel: 01 4194500 Fax: 01 4602284

contents FEBRUARY 2011 4 NEWS Drug Driving issue gets serious • Multihog comes to the rescue • 2011 marketplace to turn around? • HSA hosts Business Seminar • New generation Land Cruiser • Diary Dates 2011 plus Safety Matters in association with the Health & Safety Authority

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

www.fleet.ie

48 ANALYSIS EU Commercial Vehicle & Trailer Marketplace 2010 52 LAUNCH PAD New Iveco EcoStralis

9 INTERVIEW with Harrie Schipper, President, DAF Trucks N.V.

54 REVIEW International Bus & Coach Fair, FIAA, Madrid, Spain

10 TEST Opel Movano 3500 2.3 CDTi

56 BUS & COACH News round from the PSV industry

Photography: Jarlath Sweeney, Gerry Murphy, Cathal Doyle, Paul White, Michael Corcoran, Rob Van Dieten, Sean Murtagh, Dakar: Maindru, Louis-Villers

12 NEW FLEET 2011 Reg Iveco, Hino, Volvo and Mercedes-Benz

57 TECHNICAL Truck Brakes – Part 8

Administration: Orla Sweeney, Denise Vahey, Helen Maguire

14 COMPLIANCE Bi-lateral Commercial Vehicle Roadside Check

58 TIMES PAST Taking a look at the significance of badges & logos

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, Ailbe Burke, HSA, Gianenrico Griffini, UKWA

Advertising: Mary Morrissey, Orla Sweeney

16 FLEETING SHOTS Reading Matters; Stobart Charity donation and Supply Chain Directory

Design: Eamonn Wynne

18 MOTORSPORT First of a two-part Review of the Dakar 2011 – Argentina/Chile

61 COMMENT Transport 21 – 10 years on 63 FINANCE The skill of negotiation

22 FEATURE 1 Driver Training – pros & cons 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.

60 WAREHOUSING Information from the UKWA

65 LEGAL Speed Cameras

25 REPORT Transport 21 – Mid-term Review

66 MARITIME Latest from the World of shipping and freight

27 - 46 Fleet Car incorporating Direction/adi 47 FUEL PRICES/ASK THE EXPERT Latest fuel costs globally + Legal Advice

70 SOAPBOX The need for a united band of small/medium hauliers across the EU

IRELAND’S FOREMOST FLEET & CORPORATE SECTOR GUIDE

P 10 incorporating

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

Volume 9. No 4. Spring 2011

P 27

Newsletter for Approved Driving Instructors

PREVIEW: GENEVA MOTORSHOW 2011

P 22

• Citroën Ireland: Positively Powering Ahead • Reading Matters: Book Reviews • Winter Tyre Test with Goodyear Dunlop

DIPETANE FUEL TREATMENT

How to save up to 10% on diesel costs, overcome poor quality diesel, overcome waxing and cold start problems.

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Contact; Dipetane International Ltd Tel: 01-2876922. E-mail: info@dipetane.ie Web: www.dipetane.com FLEETTRANSPORT | FEB 11

NEWS 1

Drug Driving accidents exceed that of alcohol in some countries

annabis and benzodiazepines top the list of drugs involved in traffic motor accidents, according to a study published by the International Transport Forum. “The incidence of drugs among drivers injured or killed in road accidents is in the range of 14% to 17%,” stated Dublin native Jack Short who heads up the Paris based ‘think-tank’ at the OCED – Organisation for Economic Co-operation & Development.

• •

In a study of injured drivers in France, 14% of drivers also tested positive for cannabis. Drugs were found in over 40% of injured drivers in two groups tested in the Netherlands.

The risk of accidents increases dramatically when drugs are combined with even a small amount of alcohol. Unlike alcohol, drugs mean many different substances – illegal as well as prescription medication. Applying a common standard such as blood alcohol concentration is therefore difficult. A policy of ‘zero tolerance’ can target illegal drugs, but not legal medication. “There is not one drug with one effect, but multiple drugs with multiple effects on the human body,” explained Jack Short, Secretary General of the International Transport Forum, on the presentation of the report. “Both illicit substances and prescribed medicine are involved. Current drink-driving measures and legislation do not take this into account.”

research project called DRUID (Driving under the Influence of Drugs, Alcohol and Medicines) is currently being carried out across Europe. In the US, the National Highway Traffic Safety Administration is planning a large-scale study to examine the risks associated with driving after drug use. The results of these projects will contribute greatly to an increased understanding of the issues involved and help establish public policy along with enforcement and prevention measures. A pan European operation last December saw Police Forces conduct 796,812 roadside breath tests for alcohol, of which, 12,030 were positive. Motorists were also checked for drugs in the operation, organised by the European Traffic Police Network (TISPOL), in 27 countries between 13 and 19 December. From the 8,087 checks conducted in Ireland, 170 drivers were caught for exceeding the alcohol limit with 11 failing a basic drug test.

Among the policy recommendations made by the report are:Based on road-side tests, surveys and questionnaires from 16 countries, the new report ‘Drugs and Driving: Detection and Deterrence’ highlights alarming facts regarding drug use by motorists: • • •

The prevalence of drug use by drivers in North America now rivals or exceeds that of drivers who have been drinking. Of over 500 high school students surveyed in Canada, 19.7% admitted to driving within an hour of using cannabis. 27% of over 3,400 drivers killed in road accidents in Australia had some form of drug in their body system. In 14% of cases it was cannabis.

• • • • •

To seek international consensus on key substances that pose a risk to road safety. To establish a list of potentially impairing substances and label them with a warning. To focus on road safety rather than the prosecution of drug users. To train enforcement personnel in detecting signs and symptoms of drug use. To engage in more research on drugs and driving to ensure that policies are evidencebased.

The drugs and driving issue is moving up the policy agenda in many countries. A major EU-funded

Multihog keeps wheels of transport turning • Dublin Port Tunnel remained opened during snowfall

ultihog , the Dundalk manufactured multi-purpose utility kept the Dublin Port Tunnel open for business during the recent spell of exceptionally harsh winter weather. Its MH90 implement carrier enabled the Toll Plaza at the entrance to be kept free of snow and ice and safely gritted.

Transroute is responsible for managing all processes associated with the operation and maintenance of the tunnel specified the Multihog MH90 with a 2.4m snow plough and a hydraulically operated rear mounted 1m3 salt spreader, which allows the material flow to be adjusted between 5g/m2 and 250g/m2 depending on road conditions. This was much more effective than the separate ploughing and spreading vehicles that were previously at the company’s disposal. Its compact dimensions also enabled much better access to the relatively small areas around the toll booths. 4 FLEETTRANSPORT | FEB 11

“We previously used external resources for snow clearing, and we could not always rely on these vehicles being where they were needed at any given time due to contractors’ other commitments or adverse weather and road conditions,” says Transroute’s Chief Operating Officer Alex Young. “The Multihog’s immediate availability and flexibility allowed us to react very quickly to prevailing conditions for total control of operations at all times – for example to determine exactly when to lay salt. Without this we would not have been able to keep the tunnel open – the consequences would have meant thousands of HGV’s being diverted through the city in the busy Christmas period, not to mention loss of revenue.”

NEWS II

DAF Trucks MD upbeat about 2011 marketplace

ith production at plants in Leyland (U K) and Eindhoven (The Netherlands) increasing and with a growing order book, Ray Ashworth, MD, DAF Trucks (UK) has every reason to be upbeat about the 2011 marketplace. At its annual Press Dinner, Mr. Ashworth who has just completed his first year at the helm, stated that DAF’s parent company PACCAR with A+ enjoys Standard and Poor’s highest rating for a truck maker has just paid out a 30 cent (US) cash dividend to its shareholders. From its $7.2bn turnover which resulted in $290m profit to September this year, ongoing investments include the building of its European developed MX engines in Columbus, Mississippi for the US market. Plans are afoot

Closer to hand, Ray sees growth in the Rental and Contract Hire sectors and predicts that demand for used trucks and their valuation will increase in the lead up to Euro 6 in 2013. He cited the commencement of full production of the DAF LF Hybrid (pictured) at Leyland as a significant development and mentioned the success of its body-line assembly (at Leyland) with 20% of box and curtainsiders now done in-house. “While no big legislation changes are imminent,” he said, “we must prepare for the expansion of low Emission Zones across the UK in 2012.” to establish a bigger presence in Africa, Russia, Brazil and Chile where assembly facilities will be put in place in South America.

• See page 9 for Interview with Harrie Schipper, President, DAF Trucks NV.

HSA hosts ‘Taking Care of Business’ free Seminar

Why Attend?

he Health & Safety Authority (HSA) wants to work with small business owners and managers to minimise workplace accidents and hosts the first of a number of events starting with one on 16 February 2011 at the new Convention Centre, Dublin.

•

• The free-to-attend event aims to show how simple and straightforward it can be to significantly reduce the chances of having an accident in the workplace. “Fewer accidents mean increased production and profits,” said Deirdre Sinnott, Head of Transport Safety Unit, HSA. “By learning about implementing these practical measures to protect your workers can also improve staff morale and increase motivation within your company,” she added.

• •

No business is too small to benefit from effective health and safety management. And no business, regardless of size, is excluded from health and safety legislation. See live demonstrations and displays of workplace hazards. Health and Safety Authority personnel will be there to talk and listen to you in a confidential environment. Learn how to prepare a risk assessment and safety statement for your business.

Further information on www.hsa.ie or www.takingcareofbusiness.ie

60th Anniversary of Land Cruiser marked with new Generation Model

ith a heritage that stretches back to 60 years and having sold over 5 million versions in 176 countries around the globe, the Toyota Land Cruiser has become the iconic 4x4 model for the Japanese brand. From the original BJ10 series from 1951 to the latest generation, the Land Cruiser has evolved to answer to customer’s ever changing needs offering outstanding driving performance and refinement on even the toughest tasks whatever the terrain. Today’s model has benefited from a whole list of improvements such as a more aerodynamic body, engine and transmission efficiencies as well as key safety enhancements. Again the new Land Cruiser will be available in 3/5 door SWB/LWB commercial form as well as a selection of passenger versions. Prices start at

213 g/km (for the 5-door auto). A new 6-speed manual gearbox has been joined by a 5-speed sequential auto box that both offer smooth shift ing and low noise backed up by excellent performance and fuel economy whether on or off-road.

€37,675 for the SWB GL Commercial. The new 3.0 litre D-4D (190hp) engine which is Euro 5 compliant, now has increased power of 10% and torque valves up 2.5% (from 170hp & 410 Nm respectively). In addition CO2 emissions have been reduced from 243 g/km to a class beating

Driver comforts have been increased all round with Bluetooth, cruise control, USB/AUX plugins now available and the centre console has been well designed with clear switchgear that is simple to fi nd and use. On a brief test run in the LBW Passenger Automatic model (pictured) the steering feel did seem a bit light. That said, it drove extremely smoothly and efficiently helped by the Eco Driving Indicator on the dash.

MIKE MURPHY INSURANCE GROUP The Insurance Centre, 7 Sandyford Business Centre, Sandyford, Dublin 18. Working with the Irish Road Haulage Industry for over 35 years. Just call us for a quote! Tel: 01 2932350 Fax: 01 2932360 Email: info@mikemurphyinsurance.ie Web: www.mikemurphyinsurance.ie Mike Murphy Insurance Group is a trade name of Insureforsure Ltd. Is a member of IBA & Regulated by the Central Bank of Ireland.

FLEETTRANSPORT | FEB 11

NEWS 111

Diary Dates: Shows & Exhibitions 2011 Event

Date

Venue

Website

Food & Drink Logistics SOMOTER (Construction Show) Geneva Motor Show Irish Scooter & Motorbike Show Health & Safety Ireland Commercial Vehicles Middle East UKWA/Irish Warehousing & Logistics Networking Lunch Traffex Energy Show 2011 Multimodal 2011 UITP World Congress/Mobility & City Transport Exhibition Commercial Vehicle Show FPS Expo 2011 AutoRA I 2011 CEMAT (Materials Handling) Transport Logistic

27 Feb/1 March 2/6 March

NEC, Birmingham, UK Verona, Italy

www.fdllogistics.co.uk www.somoter

3/13 March 4/6 March 9/10 March 14/16 March 16 March

Geneva PalExpo RDS, Dublin RDS, Dublin Dubai International Convention & Exhibition Centre Slieve Donard Hotel, Newcastle, Co. Down

www.salon-auto.ch/en www.irishmotorbikeshow.com www.healthandsafety-ireland.ie www.commvehicles.com www.ukwa.org.uk

29/31 March 30/31 March 5/7 April 10/14 April

NEC Birmingham, England RDS, Dublin NEC, Birmingham, UK Dubai World Trade Centre, UAE

www.traffex.com www.seai.ie www.multimodal.org.uk www.uitp.org

12/14 April 13/14 April 13/23 April 2/6 May 10/13 May

NEC, Birmingham, UK Harrogate International Centre, UK RA I, Amsterdam Hanover, Germany New Munich Trade Fair Centre, Munich

www.cvshow.com www.fpsshow.co.uk www.autorai.nl www.cemat.de www.transportlogistic.de

Transport & Logistics/Packaging Ireland Tip-Ex 2011 SCL EU Supply Chain/Logistics Summit Frankfurt Motor Show

8/9 June 10/12 June 14/16 June 13/25 September

RDS, Dublin Harrogate International Centre Maritim Hotel, Berlin, Germany Frankfurt, Germany

Fleet Transport Awards Fleet Truck & Bus Forum Trailer 2011

3 October

To be announced

www.easyfairs.co.uk www.tip-ex11.com www.scleurope.com www.vdo.de www.iaa.de www.fleet.ie Tel: 094-9372826 www.trailer.eu

25/29 November Kortrijk Xpo, Belgium

Safety Matters . . . . Safety Matters . . . . Safety Matters . . . . Managing Vehicle Risks â&#x20AC;&#x201C; Protecting Your Business

he Health & Safety Authority (HSA) works with businesses to foster good safety practices so that work-related risks are managed. It supports enterprises to ensure the protection of people who work in them and also those affected by work activities. 410 people died in work related accidents from 2003-2009. 188 of those died in accidents that involved vehicles used for work purposes. There were 41 deaths [29 deaths involving vehicles] reported to the HSA from the Transport and Storage sector in the same period. Vehicles were involved in almost half of all work related deaths in Ireland. Employers, self-employed and employees need to be aware that work related vehicle activities carry a very high risk of injury and even death, to workers and those affected by the work activity. In the Logistics & Transport sector, the HSA want to influence a sustainable reduction in the numbers of people killed and injured as a result of incidents involving vehicles being used for work.

FLEETTRANSPORT | FEB 11

evidence to show that there is a strong llink between effective safety management and having a productive, motivated, committed and unharmed workforce. E Effective management of health and safety can lead directly to reduced injury and damage to assets, reduced overheads, llower insurance premiums, and lower staff absenteeism rates, reduced compensation claims and associated costs. The HSA has produced a range of rresources to help employers understand and manage work related vehicle risks. They are FREE to download from the HSA website. We are raising awareness of the hazards that you face in your business and helping you to take action to protect yourselves and your workers from harm. In particular, hazards related to driving for work, reversing vehicles, loading and unloading, making deliveries plus maintenance and repair activities need to be effectively managed. Employers have legal duties to protect their workers and others affected by their work activities. Discharging this responsibility makes sound business sense. There is clear

Visit the 'Vehicles at Work' section of the HSA website at www.hsa.ie or call our dedicated helpdesk on LoCall: 1890 289 389 to fi nd out how effective management of employee safety, health and welfare can add value to your business.

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INTERVIEW but they’ve got great rigid products, they’ve got an LF, a CF, it’s not just an XF105.” So those periods in the recession, I think we’ve used them very well to get closer to our customers and prospects, which is now paying some benefits.

One-to-One Harrie Schipper,

GG. Do you think this crisis will also change the structure of the transport companies – some transport companies were forced to quit, being forced out of the market?

President, DAF Trucks NV, by Gianenrico Griffini, Chairman, International Truck of the Year Jury

GG. What, in your opinion, after the worst period of the crisis, is the main problem that still waits to be solved in the truck sector? Is there any problem that is still to be solved to see the market picking up? HS. The first problem, of course, was the economy came down about 4% and we’ve recovered now 1%, so we’re still at lower economy activity levels than we were in 2007 and 2008. Now we expect the economy to recover a litt le bit. Just for the economy to be at the same activity level that it was in 2007/08 will take another 2 or 3 years. So by then we think we can have the truck market back at replacement levels again, perhaps even bigger. The main problem for us, and I think many truck manufacturers have had that problem, was the availability of fi nance and that’s what caused the problem. Initially our customers in 2008 said, “I want to have the truck, but I can’t get fi nancing, I can’t get money from the bank.” We had to say, “Well, if you can’t pay for the truck, we can’t give you the truck.” So we had to hold back those trucks. After a few months I think then the real transport activity slowed down and you could see on the roads there were hardly any traffic jams. I think overall the inventories, the economic inventories had been replenished, the economy is recovering a litt le bit but at low levels, moderate levels, like I said before. In order for the truck market to grow a lot faster I think we should see some more economic recovery. We expect the economy recovery to be modest and that’s on the assumption the Euro crisis, all the Governments have to address deficits, that all of these issues will be resolved. Very important for trucks is also the construction industry and I’m afraid that many of the bad things in the construction industry still have to happen, and if construction comes down it’s not only bricks and mortar to build new homes it’s also kitchens, sofas and bathrooms that need transportation. And the other thing, that if the market recovers too fast we will face a shortage in components because sometimes if the market recovers too fast, the marketplace has had a capacity for 30,000 trucks, we’re now in a market of 200 or so. In principle there’s adequate capacity in the industry however some truck parts are on a global basis and if you look at the global market for trucks including South America and

China, then I think this year we’ll see more truck steering wheels being sold than in the year before. So some of the electrical components that are also used in the markets like China and South America there’s a risk of shortages. We also see now with the ramp up that you’re getting in some cases there are shortages but the supply basis is reacting the way it should, they are making new investments, increasing the capacity, but it’s something we follow very closely. GG. What did you learn from this practice? To be more flexible? HS. Flexibility is important. I think what we’ve seen through the crisis is that we have to be very careful with inventory. One of the big issues we had was orders being cancelled, inventories went up very quickly but we are following a ‘build to order’ principle, so we just build trucks on customer orders, but even if you have a customer order, we are a business to business company. If I have a contract with you and you don’t have any money but I force you to have the truck anyway, well then, that will be the last truck you’ll ever take. We learn from the crisis. Comment: Staying close to the customer? Yes, that’s a good comment. What we’ve done from the beginning of 2009 is set up a programme, which we called ‘The DAF Experience’ and we said to our customers and prospects of customers that weren’t driving a DAF, we know you’re not in the market to buy a truck, no-one is buying trucks, the market is dead. Please come over to Eindhoven and we’ll show you the factories and we’ll also show you the thoughts we have. How you can reduce your costs or how we both can reduce our costs. So we did ‘The DAF Experience’, we brought people over to Eindhoven and taught them our production systems, our products and at the same time showed them the factories, the test track, learn more about the company. It hardly resulted in orders on truck sales at that moment in time, but it did provide a good starting point for when the market recovered. The customers said, “Yes, I remember that, I thought they just did tractors,

HS. It’s not like capacity disappears, structure of capital goods, every time a transport company goes bankrupt somebody buys the trucks and it starts all over again. Even if it’s a Euro 3 or Euro 4 truck, sometimes they go outside Europe, but typically somebody buys the trucks and starts to transport with those trucks again. So it’s not like with all industries like fruits – if they’ve gone, they’ve gone, if they’re over the date, they’re over the date. Trucks, they typically stay around. So that’s also some of the challenges of a recession like this, that the transportation capacity on the marketplace is just there and if transportation requirement goes down with 20% you can’t eliminate that capacity that quickly. GG. On the other side, the word ‘company’ was most affected by this crisis. Which one in your opinion – small company, medium company, large fleets? HS. We’ve seen large fleets doing badly, we’ve seen small companies doing bad, but also the other way round. It is more related to the industry where the transportation was for – construction has been a nightmare, so many of the companies that worked with concrete mixers that has been a very difficult industry. Initially the low decks for the auto transportation has suffered quite a bit. Rental companies – we saw a few rental companies going bankrupt in early 2009 because customers were returning the trucks, but all the Continental companies have come through the recession successfully. It’s also how professional the management of the companies are and now we see the rental companies that have survived are now the fi rst and are now ordering the most trucks again and want to grow their business. The many transport companies I think are still in the early days of coming out of the recession and typically customers would hesitate to buy a new truck but will want to rent a new truck and that’s where the rental companies have their advantage now.

Log onto www.fleet.ie for the complete interview.

FLEETTRANSPORT | FEB 11

TEST

Test Drive Report:

ollaboration with other manufacturers is the motus operandi at GM Opel/ Vauxhall’s Commercial Vehicle Division. With the exception of the Combo light van, the business products from General Motors European brands have relied on rebranding Renault Master and Trafics as Movano and Vivaro with great success. Th is has been the way for over 10 years and continues with the new generation of panel vans and chassis/ cabs that retain the same names. No sooner had Opel/Vauxhall introduced the new Movano to the marketplace with a much broader range than here-to-fore another co-operation project was announced. On this occasion, GM has chosen a different partner in fi nding a replacement for the now ageing Combo. Fiat Professional will supply a modified version of its multi-award winning Doblo Cargo that’s built in Turkey and will be ready for retail by GM Europe by next year. In the meantime, let's take a closer look at the new Opel Movano. At first glance its frontal appearance is more refi ned than its French counterpart with chrome bars tastefully enhancing its look. Other than that and the badge detail, there is litt le difference really. According to Roy Flecknell, who led the development project on GM’s behalf, the German (Opel) and British (Vauxhall) design teams did have an influence on the final outcome unlike the original model when it fi rst came out over a decade ago. While the exterior lines are pleasing to the eye, the innovation displayed with every aspect of the interior, will be appreciated by both driver and passenger. But more about that later. ‘No job too big’ is the promotional tag line dreamt up by the marketing department. And with three load lengths, two roof heights plus the choice of front-wheel-drive single or twin rear-wheel-

FLEETTRANSPORT | FEB 11

drive in Panel, Crew Cab or Platform makes the Movano more versatile than ever before. Unlike the Renault Master, however, the gross vehicle’s weight stays at 3.5 tonnes as we understand the Opel dealer network does not have the required lift ing equipment for service and maintenance required for the 4.5 tonne versions. At the income end, the Movano’s twin-rear doors can be swung clear to 180 0 but can be specified with 270 0 opening and with or without glazed panels. The now wider opening 1,270mm sliding door means a Euro pallet can be loaded sideways. Payloads range from 1,176 kg to 1,610 kg depending on the application. An impressive 6,500 kg gross combination weight can be achieved by pulling a trailer up to 3.0 tonnes (but maybe subject to having a tachograph fitted). Continuing with the hard figures, load volumes stretch from 10.8 to 14.9 cu.m while load lengths vary between 3.08m and 4.38m. See further details in the Spec Check section below. Certainly, the new Movano sets the standard when it comes to in-cab design. What Renault/GM have achieved is a well thought out, practical and well-equipped driver environment. Starting with the multiadjustable steering wheel and driver’s seat, the perfect position to cover ever-increasing kilometres is easily found. It’s all about ergonomics these days, making it feel that he/she is cared for, not only from the driving position but also through maximum ease of access. Instruments on the dash are clear and simple although I would have liked a rev counter in the one driven. The flat folding middle seat-back that swivels to accommodate a laptop is ingenious. Recognising the increasing need to operate

electrical devices, there are 2 x 12 volt sockets in the cab and a third in the load area (as part of the Office specification pack). Instantly the van turns into a mobile office! But that’s not all, Movano is equipped with a number of large and very useful storage areas eg. door pockets that hold a 2-litre bott le, twin overhead shelves, underseat storage and an A4 lidded storage compartment. We also liked the retractable document clip in the facia that comes with the Office Pack. Moving on to the Movano’s drivetrain (if you pardon the pun) Renault developed a new 2.3 litre 16-valve common-rail diesel engine in both Euro 4 and Euro 5 form. Available in three power outputs ranging from 100PS/125PS/146PS with torque levels maximising at 285/310/350

TEST Newton metres respectively. A new six-speed gearbox with an electronic ‘shift’ indicator (that appears on the dash) is standard for smooth and economical running. As proven in the 100PS version driven, good low end torque is apparent. All round visibility is excellent but wind noise from the exterior mirrors is more evident than others in its class. At night we discovered that the dash area is dark but can be manually adjusted. Noticed too that if the seat belt is not put on immediately the radio will not work! Along with the substantial handling and durability improvements, servicing intervals have been drastically reduced, with the oil change now stretching to 40,000 kilometres/one year. Customers have a choice of trim – grey pulse cloth, which is hard wearing and fitted as standard or grey vinyl, which is more durable and cleans with one wipe. The latter can be ordered at no extra cost. One big issue is its pricing structure. At €27,300 (ex-works) which includes VAT, makes it over €5,000 more expensive than the

Renault 125hp version. Just launched is the Double Cab version, which can accommodate up to 7 people and offers a payload of up to 1,451kg. Comfort wise the Double or Crew Cab features four individually contoured rear seats with full lap and diagonal seatbelts. Rear storage includes overhead and side net pockets, plus a full-length tray under the seat cushion. Even with the rear seats fitted, loadspace volumes remain impressive, with up to 9 cu. m thanks to the glazed bulkhead recessed to maximise load floor length. When launched in full, the new Movano range will offer an expansive number of Chassis Cabs, Crew Cabs and Platform Cabs for Bus and Campervan conver sion s . A comprehensive range

of options and option packs are also on offer. There is no doubt that the Renault/GM alliance in this project has delivered fresh thinking in the light commercial van sector. The Opel Movano is a perfect example of what can be done if designed through the eyes of the user. Others must follow in this direction.

Spec Check Make/Model

Opel Movano L2 H2 FWD Panel Van 3500

Engine

2.3 CDTi 16V Euro 4 turbocharged/ intercooled

Power

100 hp @ 3500 rpm

Torque

285 Nm @ 1250-2000 rpm

Transmission

6-speed manual

Suspension

Independent double wishbones, coil springs & telescopic dampers

Brakes

ABS with EBD. Discs all round

Fuel Tank Capacity 80 litres (17.6 gallons)

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

Warranty

2 years unlimited mileage

Loadspace

Maximum length – 3083 mm Maximum width – 1765 mm Maximum height – 1894 mm Width between wheelarches – 1380 mm Load volume – 10.8 cu. m

GVW

3.5 tonnes

Payload

1610 kg

Colour choice

10 (2 metallic)

Price

€27,300 ex works (inc. VAT) FLEETTRANSPORT | FEB 11

NEW FLEET

B & H Commercials gets 2011 rolling

Volvo helps Farrell’s move house!

artin Hough, B & H Commercials, Two-Mile-Borris, County Tipperary was fi rst off the blocks to send in details and photos to New Fleet, our dedicated new Commercial Vehicle Deliveries

column.

Picture 1 is a new Iveco Stralis 500 hp 4x2 tractor-unit supplied to M & G Transport, Smithstown Industrial Estate, Shannon, County Clare.

obile home specialists Harry Farrell & Sons Ltd are well prepared for the forthcoming holiday season by taking delivery of a new Volvo FH.460 4x2 Globetrotter with I-Shift transmission. Established over 40 years ago, Harry Farrell & Sons Ltd has branches in Dublin, Clare, Kerry, Waterford and Westford. The new truck, which will be used to transport new and used mobile homes around the Countr y was supplied by Irish Commercial (Sales) Naas through salesman Des Gallagher

Pictured at the handover are Charlie Cullen, Bill Farrell & Conor Horan, Irish Commercial (Sales) Ltd.

Picture 2 is Plassey Food’s (Rathkeale, County Limerick) new Hino 500 4x2 rigid featuring a refurbished 25ft fridge body by Tony Gray (Enfield) and refrigeration unit provided by Thermo King, Galway.

CLF goes forward with Volvo FH

shbourne, County Meath based CLF International Freight Forwarding took delivery last month of a new Volvo FH.460 4x 2 Trac tor-Un it specified with Globetrotter XL Cab and manual gearbox. It was purchased from Irish Commercial (Sales) Naas. Jim Bergin was the salesman in charge of the deal. A privately owned business CLF Forwarding Ltd specializes in freight services between Ireland and Central Europe, with a focus on Groupage and Full Load business.

DHL places big order with Mercedes-Benz

eutsche Post DHL, the International mail and logistics group has placed an order with Mercedes-Benz in Germany, its homeland for the supply of 1,300 Sprinter panel vans. The deal also includes a comprehensive repair and maintenance contract. With an extensive operational and customer base in Ireland, the decision by Deutsche Post DHL to commit to Sprinter to such a major extent is echoed here where the national company has taken delivery of a 313 MWB high roof Sprinter

which will be located at their Global Forwarding depot at Litt le Island, Cork. In line with client requirements, the vehicle was supplied in DHL livery and fabricated with interior lining and racking to suit DHL requirements. “It is pleasing to know that DHL regard the Sprinter as a van equipped to satisfy their very rigorous requirements, both here and in Germany,” said Fergus Conheady, MercedesBenz Commercial Vehicle Sales Manager in Ireland.

FLEETTRANSPORT | FEB 11

Text: Jarlath Sweeney - editor@fleet.ie

The New Vito has arrived - A van that doesn't break the bank. My van. The new Vito A van that doesn't generate any unnecessary cost. Because long service intervals and short downtimes ensure that a Vito isn't left standing around doing nothing. And the running costs hardly blot the balance sheet either: the new Euro 5 diesel engines see to it that fuel consumption is reduced. The Vito is more profitable than ever.

The New Vito has now arrived. Motor Distributors Ltd., Naas Road, Dublin 12. Tel (01) 4094 444

COMPLIANCE

Two trucks impounded at Garda/RSA Commercial Vehicle Roadworthiness Check-Point • Situation could be avoided if Daily Driver Vehicle Checks carried-out on the tachograph and its workings the ‘needle’ that does most of the recordings was bent which raised serious speed and time trace issues. The RSA Inspectors advised the Gardaí to shut down the trucks further action immediately. Needless to say, the driver was very unhappy – firstly for being caught and then more so when being made aware of the consequences. Getting from Lusk back to Sligo was the least of his problems!

wo transport operators were left minus a working truck for a day and had to pay a heft y fine for their release from the Garda Pound in Dublin following a bi-lateral Commercial Vehicle Check-Point carried out by the Garda Siochana and the Road Safety Authority. This costly situation could have been avoided if a simple Driver Walk Around Check procedure was put in place by the transport company or operator. The early morning inspection took place at the new M1 Motorway Services site at Lusk. Trucks running on this Motorway (heading North) were required to join this Check-Point by members of the Garda Corp and corralled into the HGV parking area by two Gardai on motorbikes. Two highly equipped Garda cars were also on duty for the ongoing enforcement programme, which went on for around four hours or so. The Gardai were keen to emphasise that trucks parked up or entering the Services Area on their own ‘batt’ were not asked to participate in the inspection programme. After a series of initial inspections diligently carried out jointly by the Garda and Road Safety Authority (RSA) Vehicle Inspectors, the first truck to be impounded was a 2008 Midlands reg three-axle tractor unit simply because its Road Tax was six months out of date. The middle aged Scottish native driver was en-route to Drogheda Port with a full load of perishable goods for export. This led to literally missing the boat as the Ferry time slot was lost as it took another hour or so before the tractor unit was released from the trailer and a replacement truck got, which happened to be provided by a locally based haulier. The ‘arrested’ truck which did not have a current 14 FLEETTRANSPORT | FEB 11

CRW Cert (Certificate of Road Worthiness) was then taken to the Garda Pound by a licensed driver from a North Dublin based Commercial Vehicle Recovery company. So the cost of this infringement could extend into thousands of Euro starting with payment to the Recovery company, Court appearance, legal fees, fines and of course back payment on the overdue Motor Tax. Add that to the loss of the actual run (which may lead to the loss of the contract) plus entry into the RSA’s Risk Register Book. We all know that transport companies are facing increased operating and running costs on a daily basis but not to renew Road Tax is so short sighted. To find a 06/10 tax disc on this vehicle was both surprising and disappointing as the two year old tractor was clean and in good condition. That went for the strongly liveried refrigerated trailer too as the inspectors could not find fault with it. Ironically, a sticker placed on the door panel on the driver’s door had a Daily Check Reminder sticker, which was creditable (see photo). Pity it did not include that the Road Tax and CRW Cert be kept up-to-date too! Truck number two to be impounded was a more complex issue. The curtainsided trailer belonged to a Dublin haulier but the driver of the two-axle tractor unit was based in Sligo but working for a Galway own-account transport company. Much time was spent on this particular and unusual combination. For a start, the 2001 truck did not have a Road Haulage Operators Licence to do this work on behalf of the Dublin haulier. It also displayed an outdated Tax Disc and should have been DOT tested last April. The white tractor bore no reflective markings and on further inspection

On speaking to the Sergeant in charge and the RSA’s Chief Vehicle Inspector, their Commercial Vehicle Roadside Checks will increase in regularity right across the country. Two specially designed and equipped 3.5 tonne vans have now been put on the road by the RSA with more to follow this year (see photo caption). As witnessed on this inspection, both Agencies worked well together with inspectors from either party willingly sharing their expertise with each other to achieve the ultimate goal – improving maintenance standards on vehicles, ensuring the vehicles are legally compliant to operate and ultimately promote and encourage drivers to undertake a Daily Walk Around Check regime. The most serious defect detected is the placing of magnets on the vehicle’s drivetrain that not only affects the recordings of the Tachograph but also has a detrimental effect on the speed limiter and may affect braking systems in some cases. Fines up to €100,000 and 12 months off the road can be imposed through the courts if such a device is found. On the day the most common faults found on the trucks inspected ranged from exceeding drivers hours, damaged wheel and tyres, faulty lights, lack of vehicle markings and visible suspension and chassis defects. This concurs with the statement made by Denise Barry, Director of Standards and Enforcement, Road Safety Authority on the Driver Walk Around Heavy Goods Vehicles Checks DVD (produced in association with Fleet Transport and due to be distributed in next month’s edition) whereby the “majority of these faults would have been detected if the driver had conducted a Vehicle Walk Around Check. The check will only take a few minutes and will enable you to identify obvious vehicle defects that could affect your safety or the safety of other road users. Such checks will ensure that your vehicle is in a roadworthy condition before you take it out on the public road.” Load security was another matter of concern for the authorities on duty. Among the incidents recorded were 32 unsecured round bales of recycled paper in a bulging curtainsider and the other a full trailer load of brown refuse wheelie bins. The former

COMPLIANCE the Roadside Check if their ‘house is not in order’. Trailer plates are checked from their own registration (placed on the kerb side) chassis to the actual plated weight fitted by the actual manufacturer. Th is weight is then checked with the tractor unit’s road tax valuation so that it complies. The Gardai have found that instead of the heaviest trailer weighed to determine the Motor Tax fee, a containerless skeleton trailer is sometimes used. This contravention can lead to a re-taxing of the truck, which brings on to the subject of overloading, which can be dealt with straight away. Measurements of the full vehicle combination length were also taken on a few occasions during this inspection check. A copy of the document completed by the RSA Inspector is given to the driver with the other copies used for filing purposes and available to the relevant Authorities when required. For Analogue tachographs, drivers should carry tachograph charts used in the past 28 calendar days. Data from digital vehicle units and drivers card will be downloaded for analysis by the RSA Transport Officers (who all hold City & Guilds qualifications). As mentioned in the opening lines of the Driver Walk Around Heavy Goods Vehicle Checks DVD well maintained Commercial Vehicles make for good commercial and business sense. As a result, they are more reliable and cheaper to run. This means less downtime, better fuel efficiency, more reliable customer service, longer vehicle life span and reduced transport costs. The price of correcting an unexpected vehicle failure is always higher than the cost of preventing that failure. was not allowed to move until such time as load restraint straps were obtained and installed to secure this high and heavy load. Irish registered trucks are not the only vehicles to come under the microscope, Northern Ireland, British or European trucks operating on Irish roads can all be stopped for inspection under European Union Directive. The relevant Authorities in these Countries will be notified of any infringements identified. Drivers are made aware of their legal obligations with regard to their responsibility in making sure that the vehicle driven is regularly maintained, safe to drive and unlikely to cause danger to anyone. Not to mention, the basic requirements such as Road Tax, Operators Licence, Certificate of Road Worthiness and for the driver, a copy of the completed Driver CPC module Cert with their current Drivers Licence. No driver wants Penalty Points on their licence but that’s what they face when called into

Under Health & Safety law, a vehicle is defined as a workplace. “The law requires that workplaces are maintained in a condition that is safe and without risk to health. Employers must ensure that drivers are familiar with the vehicle they are driving and have appropriate instruction, information and training to carry out the Walk Around Checks. The employer must also ensure that they have a defect reporting system in place so that when defects are found they are rectified. Drivers should never be required to drive under conditions that are unsafe or do not comply with the law. Mentioning health and safety, the Health & Safety Authority along with Customs & Excise officers form part of the multi-Agency Roadside Check programme along with the Gardai and RSA, which transport operators and drivers will face at more regular intervals from here on. That will be our next port of call for the next report on this ongoing issue.

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

During 2010 RSA Vehicle Inspectors participated in 435 roadside roadworthiness checkpoints • Roadworthiness checks were completed on 3,593 HGV's • Of the 3,593 HGV’s checked at Roadside Checks, 47% were defective Most common defects were:• 22% had braking defects • 20% had lighting/marking defects • 12% had wheels/tyres defects

RSA’S MOBILE MISSION CONTROL!

As part of the Road Safety Authority (RSA)’s ongoing mission to clampdown on non-law compliant transport operators, the first two new mobile commercial inspection units have been put on the road. Following a tender process as per Government Department Agencies, two Renault Master 3.5 tonne panel vans fully kitted out to the requirements of the RSA Transport Officers and Vehicle Inspectors were supplied, with more units to follow during the year. These vehicles will be used to record and seek information on stopped vehicles through 3G Internet links to the various Authorities involved. In the working office area, three docking stations for laptops are surrounded by a number of storage drawers, while the rear section is used to accommodate traffic cones and other equipment for the actual roadside check. A hot/cold hand wash unit is placed here also. In the driver’s area the reversing camera also facilitates the CCTV system fitted. To ensure that the office equipment stays alive during the day, a dual battery system is fitted, as is an exterior electric plug socket as per a campervan. When not in use, the vehicles are safely stored.

FLEETTRANSPORT | FEB 11

FLEETING SHOTS

Eddie Stobart – a celebration – 40 years on the road for the iconic brand Published by Stobart Group Ltd – www.stobartgroup.com ISBN 978-1-4081-3968-4 nevitably, it was bound to happen! No sooner had Stobart Ireland set up shop here than the Eddie Stobart (Truck) spotters got into action. And having recently taken over the Tesco distribution account there will be lots more Irish named trucks as per tradition on its 1,850 haulage vehicles that transverse across the UK and further afield. But as the Cumbria founded plc celebrates 4 decades in business, Eddie Stobart is not all about road transport. As described in a newly published book that celebrated their 40th Anniversary, the Stobart Group has pioneered several environmental initiatives in the industry such as modal shift from road to rail and more recently through aviation. Developing assets such as London Southend Airport is significant for the West of Ireland through its investment in Aer Arran (based in Galway).

It all began in a Cumbrian farmyard among the Caldbeck Fells where the current Chief Operating

Officer William Stobart’s father was born. The evolution from

agricultural contract hire to road haulage began in 1960 but it was not until 1970 that Eddie Stobart bought his first tractor-unit – a Scania 110 Super. Coincidentally, Stobart’s current fleet is dominated by the Swedish marque. As the company Eddie Stobart Ltd makes 40 years in business, William alongside Andrew Tinkler (M.D.) took over the running of the operation in 2004 and have since invested heavily in port, rail and warehousing divisions as well as the bread and butter earner – road transport. Among the 5,000 people employed in 40 different locations, staff loyalty is exceptionally high and it shows, as we all know about the visual aspect of the company through its strongly liveried trucks, Stobart is in essence a people’s company.

Stobart’s 40th Anniversary celebrations raise £730,000 at Emerald & Ivy Ball

onan Keating’s annual Emerald & Ivy Ball raised almost three quarters of a million pounds in aid of Cancer Research UK and The Marie Keating Foundation, thanks to event sponsor the Stobart Group.

dedicated nurses do. We thought that a year’s revenue from our most famous truck of 2010 would be a great idea – and we’re absolutely delighted with what it has raised,” said Stobart Group CEO, Andrew Tinkler.

Held at the iconic Battersea Power Station, Boyzone star and solo-singer Ronan Keating, London the evening event, which featured who hosted and performed at the Ball said, performances from the Saturdays and Britain’s “What an awesome night! I can’t thank my Got Ta lent w inners friends at Stobart enough Spelbound, kicked off – they’ve made all this with a special presentation possible, and ultimately by Eddie Stobart driver have secured the services and star of Channel 5s of six specialist cancer care Eddie Stobart: Trucks & nurses and two units for Trailers, Mark Dixon, who the next twelve months. appeared on stage to hand Obviously it means a great over a cheque for £151,700 deal to me personally, and – which is the 2010 revenue even more to those who from his now famous truck: benefit directly from access Stars of the Eddie Stobart: Trucks & Trailers to cancer information and Phoebe Grace. Series, Mark Dixon and Fiona Soltysiak the nurses on the mobile “We have a very close handing over a cheque to Ronan Keating cancer awareness units.” relationship with Cancer Research UK and the excellent Foundation set up Stobart’s new Cancer Research UK Volvo truck by Ronan in memory of his mother, and wanted also took centre stage at the Emerald & Ivy to do something special to help raise awareness Ball. of the magnificent work these charities and their

This philosophy is further extended through the Eddie Stobart Fan Club, which has tens of thousands of members worldwide. Not to mention its sponsorship of all things sporting from soccer, rallying, rugby and polo. In meeting its ongoing environmental practices, empty running is kept to a minimum, with the average truck now fully loaded for 85% of its journeys as explained in Chapter 26 ‘Amazing Fleet’. Stobart has also taken the lead in biomass usage. This 160 page handbook brings one an amazing ‘season by season’ journey over the 40 years backed up by beautiful photographs of scenic spots and of course trucks ‘n’ trailers – transport enthusiasts everywhere cannot but appreciate this book.

Irish Supply Chain Management Services Directory 2010/11

utt ing together a Directory of any type is a difficult task but as with the 24th edition of the Irish Supply Chain Management Services Directory 2010/11, it comes as second nature to publishers Malahide Promotions. Incorporating the Who’s Who Directory to the Irish Freight & Logistics Industry, the A5 sized booklet is aimed at the buyer of supply chain services and products, it provides over 300 pages of information about transport and supply chain services and the fi rms who offer them in Ireland. It is presented in a new well-approved format with the general listings in alphabetical order with a general index at the back. Colour coding helps to segregate the various sector categories from Airfreight to Storage. For a more update version (as some companies listed in the book have been lost in the recession) best check out the Directory’s website – www.freightfox.ie. For home or office delivery of the Directory contact Gisela Walsh Malahide Promotions, Strand Street, Malahide, County Dublin – Tel: 01 8454640

FLEETTRANSPORT | FEB 11

Text: Jarlath Sweeney - editor@fleet.ie

MOTORSPORT

Cars: 3-In-A –Row

orld Rally Championship star and Middle East Rally multi-title holder Nasser Al Attiyah stepped on to the winner’s podium in Buenos Aires with great pride at the end of another gruelling Dakar Rally. The Qatar native along with Germany’s Timo Gottscalk pushed their Volkswagen Race Touareg 3 to the limits in pursuit of the ultimate prize. In front of millions of enthusiastic spectators Volkswagen Motorsport scored a much-celebrated one-two-three finish in the desert classic through Argentina and Chile with Giniel de Villiers/Dirk von Zitzewitz (South Africa/Germany) and Carlos Sainz/Lucas Cruz (Spain) finishing second and third respectively. As a result, Volkswagen is the only manufacturer to have won the car category in the desert classic with diesel technology – and remains unbeaten on the South American Continent. Volkswagen alone is credited with 12 of a possible 13 Special Stage victories with former World Rally Champion Carlos Sainz realising a personal best with his 24th stage victory on the way to Buenos Aires: he surpasses the 23 stage victories scored in the car class by current rival Frenchman Stéphane

Peterhansel. Mark Miller/Ralph Pitchford (USA/ South Africa) completed the solid Volkswagen team performance in sixth position. All four Race Touareg 3 that started, finished the rally in leading positions and continued the success story of enviable reliability: Volkswagen has not recorded a single technically related retirement in Cross Country rallying in four years. With this continued success under its belt, Volkswagen Motorsport has little more to prove in this arena and word from Argentina is that the German

manufacturer will extend its expertise to the World Rally Championship. The Monster Energy X-raid team reached the finish of the 33rd Personal Dakar Argentina-Chile in fourth, fifth, seventh and twentieth positions with Stéphane Peterhansel and Jean-Paul Cottret leading the charge in fourth overall in their Monster Energybacked BMW X3 CC. The result was a repeat of the position in which the French duo finished the Dakar last year. “We had the equipment to fight and for

Bikes: Coma Completes Hat-Trick of Wins

n this last special stage of the Personal Dakar Argentina Chile, Marc Coma (Spain) reached his third Dakar victory by keeping fellow KTM rider Cyril Despres (France) under control. The leader of the general standings since stage 4 only had to keep his opponent under control and only lost 1’30 to Despres on the fi nish line of the stage. The total time gap between the two men in the standings is 15’04’’; finishing second, Despres will have a hard time coming to terms with the 10’ lost for a silly penalty. As for Coma, he can claim 'ownership' of the perfect race: his riding craft brings him a third Dakar victory, the same number of fi nal victories as Despres. 18

FLEETTRANSPORT | FEB 11

Third place on the podium looked to be destined to popular Chilean rider Francisco Lopez, who had also fi nished third last year. With a 43-minute lead on his closest pursuant Helder R od r ig ues (Yamaha), it was a sure bet. Unfortunately, fate hit 'Chaleco' hard. The rear shock absorber of his Aprilla broke after 159 km of the 181km Special - just 22 km shy of the end. Despite the help of Alain Duclos, who towed in his leader, 'Chaleco' crossed the fi nish line 29 minutes too late to save his third place now taken by the Portuguese rider. After Aprilia in 2010, it is therefore a Yamaha bike that fi nished right behind the two lead KTM bikes. For Rodrigues, who fi nished 4th last year, it is a dream come true. Coma was quite pleased on the result, “Staying focused was essential so I did focus on my riding. It was the only way to win. What was really tough was that I could not let my guard down, not even

for a second. We all know that a Dakar is a difficult race but this year it was particularly difficult. Th is victory is the reward of all the hard work, the reward of many years and a lot of tensions over the last few days. It is the bonus you get for steering right and for so many sacrifices over the years. I have to pay tribute to all the people in my team, who supported me. We had ambitious goals and to reach them we had to have the best, people made for the Dakar and willing to all work towards the same goal. As anyone in the Dakar, we had tough times. So I am going to get some rest and think about the future. Because, truth is that with the race and the permanent tension I did not have time to think about anything else in a long time.” The podium batt le for the Quad category was a litt le more exciting, Argentinian Alejandro Patronelli also intelligently managed the race and followed his younger brother Marcos as this year’s Dakar winner. But in third place, right behind Sebastian Halpern (Argentina), Christophe Declerck (France) only had a 3-minute lead over Lukasz Laskawiec. The Polish rider managed to make great use of the performance of his powerful Yamaha and win the stage, thereby ousting Declerck from the podium for 52 seconds!

MOTORSPORT

Dakar Wins for Volkswagen the first week we were there,” said Peterhansel. “We were just minutes from the leaders. And then, we began to lose out through error on my part. There were errors in navigation and, of course, we lost a lot of time with a series of punctures,” he said. “We finished the same as last year – fourth. This is motor sport. The Dakar is complicated. We know that. You have to cope with the mistakes and the pitfalls. We will be back next year and we have some ideas to improve the car.” In fairness to Stephan Peterhansel, the multi-Dakar Champion in bikes and cars, he needed a top line driver in the team to assist his difficult task of having any chance of knocking Volkswagen off the winner’s podium. It is a pity that the negotiations with Nani Roma (who ended up driving a hired Nissan) and ex-World Rally champ Marcus Gronholm did not materialise. That situation is likely to change now that BMW X-raid boss Sven Quandt plans to enter three Mini All4 Racing Clubmans next year. “It looks much easier from the outside than it really is. In view of the results you could almost think that only Volkswagen was participating in the 2011 Dakar Rally,” stressed Volkswagen Motorsport Director Kris Nissen. “There were however, in addition to the four Volkswagens, actually seven BMWs, two Hummers, a Mini and also cars from Toyota, Mitsubishi and Nissan competing. The dominance can easily be attributed to the best car in the field – the new Volkswagen Race Touareg 3 (RT3). It was entered by the best team

in this sport and driven by the best drivers and co-drivers. They have worked towards achieving this goal for one year. Thanks to all the Volkswagen Motorsport employees, whether they are at home in Germany or on location in South America. Such success would not have been possible without these employees.” One-two in 2009, one-two-three in 2010, onetwo-three in 2011 – Volkswagen continues an irresistible winning streak in the Dakar Rally. The Wolfsburg based brand has been pace setter since the event moved from Africa to South America. In January 2009, Giniel de Villiers/Dirk von Zitzewitz recorded the brand’s first 'Dakar' victory since the prototype project started in 2004, followed by their team mates Mark Miller/Ralph Pitchford. It was the second Volkswagen win in motorsport’s toughest test after Freddy Kottulinsky/Gerd Löffelmann had won in a production based Volkswagen Iltis in 1980. In 2010, the first one-two-three followed with Carlos Sainz/Lucas Cruz claiming victory from their Volkswagen teammates Nasser Al-Attiyah/ Timo Gottschalk and Mark Miller/Ralph Pitchford in the closest ever Dakar finish in history.

slaved around the clock for three weeks for this victory. In Timo Gottschalk I have an exceptional co-driver at my side, who played an immense role in this victory.” Last year’s winner Carlos Sainz will have 13 January forever etched in his mind as the day his challenge to retain the title was lost in a crash which damaged the RT3’s suspension said, “All in all I’m more than satisfied with 2011 Dakar Rally. I think that my co-driver Lucas Cruz and I did a good job and therefore were rightfully fighting for victory for a long time. Unfortunately two bad days and several mistakes cost us any chance of overall victory. But this is the Dakar Rally; you always have to be alert. I’m delighted for the entire Volkswagen team, which truly deserves this one-two-three finish, and to have contributed to it. Everybody worked hard for this win.” 55 cars finished out of 146 on the Starter’s list, such was the high rate of attrition.

A jubliant and ever smiling Nasser Al-Attiyah said from the podium, “My first ‘Dakar’ win. I’m absolutely delighted to have been the first Arab to win the world’s toughest desert rally. These feelings are incredibly difficult to express in words. I reached my greatest goal thanks to the world’s best Cross Country rally car and the best team in this sport. I’m delighted for the entire squad, which

Trucks: Kamaz Commands in Chagin’s Hands! won this Dakar held in South America for the third time in the 4x4 Russian Military Troop Carrier Prototype model 43269.

ladimir Chagin once again reigned supreme over the rest of the field in the Truck category. The Russian Kamaz driver picked up his 7th Special Stage victory in the 2011 event and the 63rd of his career on the Dakar. Text: Jarlath Sweeney - editor@fleet.ie

In the fi nal standings, Chagin fi nishes 30’04 ahead of his teammate and countryman Firdaus Kabirov (Kamaz 4236). More significantly, Russian manufacturer Kamaz had four of its trucks at the four fi rst places of the standings, as you ng Edua rd Ni kol aev (K a m a z 4326) finished third and Ilgizar Mardeev (Kamaz 4326), fourth. The ‘Tsar’ as he is affectionately called, set a new record in his Class, just one win shy of Czech driver Karel Loprais (Tatra) who had to withdraw from the 9,600 km Cross-Country marathon with mechanical problems. Chagin along with codrivers Sergey Savostin and Ildar Shaysultanov

Out of the 72 race and service trucks that started the event on 1 January only 41 trucks crossed the fi nish line in Buenos Aires, Argentina 16 days later. FLEETTRANSPORT | FEB 11 19

MOTORSPORT

Dakar Rally awaits to be conquered

he nomadic town that is the Dakar Rally came to Arica in Northern Chile on 7 January and 2 days later the 1,000 vehicle strong cavalcade had moved on 750 km south to Antofasta. Normally, the twoweek plus Cross-Country marathon comes and goes within 24 hours but as the first week had been completed the 450 or so competitors were entitled to a well-earned break during the official ‘Rest Day’. Here was the opportunity for the World’s media to hound every press officer for interviews with drivers, navigators and other team personnel as well as having a few words with the gallant privateers be it on bikes or in cars or trucks which make up around half of the total entry list. Each year they fork out tens of thousands of euros to compete with the ultra professionals of the sport for the honour and glory of competing in the Formula One of Off-Road Racing – the Dakar Rally. On 1 January 2011, 146 cars, 180 bikes, 33 quads and 68 trucks were presented in front of an estimated one million spectators for the official start in Buenos Aires, Argentina. This is the third year that the legendary Cross-Country rally has been held in South America having moved from Africa due to political unrest. Ahead of the competitors

was 9,618 kilometres of extremely testing terrain in Argentina and Chile – very fast gravel stretches in the Sierra Pampeanas, two crossings of the Andes at dizzily high altitudes plus the gruelling Atacama Desert as the Dakar 2011s centrepiece! Such was the phenomenal reception received by the organisers ASO and all the competitors, there is little doubt that the Dakar will not be moving away from South America in a hurry. On the Rest Day, the Chilean President, Sebastián Piñera paid a visit to the Bivora, which in itself gave the event a further publicity boost and endorsement by the higher authorities. Word has it that the 2011 event will start in Brazil before moving on to Peru, Paraquay, Chile and finish in Buenos Aires. And with Volvo and Mini entering the event next year, its global presence is continuing to expand. ASO’s move to South America was both opportune and timely. That region of the World did not surrender to the global recession and in addition continuous investment made by the South American countries ensured that the infrastructure necessary to host an event the size of the Dakar Rally was met with comfort – comfort being the operative word.

Jacky Ickx – legendary motorsport star, who gave an impressive speech to the Volkswagen Motorsport crew on the Rest Day spoke about both types of competitors in the Dakar. In an interview later with Fleet Transport’s Jarlath Sweeney he did express his concern that the divide between the professional outfits and the amateur competitors is widening. Over the years he has seen the professional teams raise their standards in terms of experienced personnel, expert drivers and a significant increase in finance offered by Boards of Managements to achieve success. The amateur competitor on the other hand, is seriously lacking in experience, is not fit enough for the arduous task and lack some basic navigational skills. Hence, when they become lost in the desert, fatigue and frustration sets in which leads to their ultimate withdrawal. The one-time Formula 1 and sports car driver who along with his daughter, ventured to take on the Dakar, said he was disappointed that around half of the privateers had dropped out of this years Dakar by the half way stage. “Something must be done to address this issue,” he concluded.

Mini ALL4 Racing: TOTAL-LED!

alk about a baptism of fire! After a short pre-event testing programme, the all-new Mini Clubman wearing cross-country armoury made an interesting, if not exciting entry into the 2011 Dakar Rally held once again in South America. In the hands of experienced BMW X-Raid team members Guerlain Chicherit and Michel Périn, the Mini ALL4 Racing’s campaign almost came a cropper early on in the 9,600 km as brake trouble seriously slowed down their efforts. However, worse was to happen.

Quandt, the X-Raid boss (and whose family is a major shareholder in BMW) proudly praising his new baby to a group of TOTAL (fuels + lubricant) executives and that there will be 3 examples of same in next year’s event, Chicherit rolled the All4 three times in front of the cameras after completing a successful shakedown post-Rest Day repairs and maintenance. So the dream of finishing between 5th and 10th position was now a nightmare as not enough body parts were to hand to get the Mini All4, which shares its underpinnings with the X3CC that Stephan Peterhansel piloted, back on the road. At 8 cm longer than the Mini Clubman it was designed and built by Magna Steyr and boasts that all body parts can be completely removed in 15 minutes.

Guerlain Chicherit has been driving for the BMW factory outfit since Dakar 2006. In 2009, the former 4-time Extreme Skiing World Champion won the FIA Cross Country Rally World Cup for the first time and this marked the third victory of its kind for the X-Raid team. The Mini All4 Racing is navigated by Michel Périn who is arguably the most experienced of all the Cross Country codrivers being a three-time winner of the Dakar with Frenchman Peirre Lartigue (1994, 1995 and 1996).

said, “The handling is excellent, the engine is very responsive and it is well balanced at jumps because of the improved centre of gravity. The view out of the car is much better than we were led to believe when the car was being built. Visibility is good and there is no disadvantage compared to the BMW X3CC.”

Commenting on his first real experience in the Monster Energy backed Mini All4, Chicherit

Then after achieving a top 10 position, it all went wrong – seriously wrong. Within hours of Sven

Volvo to enter Dakar 2012

ord from the Bivovac on the Rest Day of the Dakar 2011 is that Volvo is to enter their XC60 in the marathon all-terrain event next year. Polestar Racing, Swedish based team that runs its successful C30 Touring Car campaign has been contracted to develop the XC60 to challenge the might of Volkswagen and BMW/Mini. 20

FLEETTRANSPORT | FEB 11

Seasoned and successful campaigners in Cross Country events, Tina Thorner and Jutt a Kleinsmidt have been brought in to advise and will form part of the crew when the project evolves. The project gets underway with participation in selected Cross Country Rallies this year.

Spec check Make/Model: Engine: Power: Torque: Length: Width: Height: Fuel capacity:

Mini ALL4 Racing 3.0 litre petrol 315 hp 700 Nm 4377 mm 1994 mm 1966 mm 420 litres

MOTORSPORT

Dakar - Volkswagen Motorsport’s biggest test

ross-Country Rallying is by far the biggest challenge which the Volkswagen brand tackles in motorsport. And at the World’s toughest rally, the Dakar, Volkswagen’s dedicated motorsport division set out to repeat the goal achieved in 2009 and 2010 by returning home to Wolfsburg from South America with the winner’s trophies in hand. To date, Volkswagen is the only auto manufacturer to contest and win this desert classic using diesel power. The successful formula? “It’s necessary to continue to develop,” says Kris Nissen, the 50-year old Dane, Motorsport Director and General Manager of Volkswagen Motorsport GmbH since 2003. “The new Race Touareg 3, for example, is better than the Race Touareg 2, although that car was already good. This is true in motorsport as well as in everyday life. If we ignore this fact the competition will catch up with us.”

tightly packed development programme ensued. In addition to the concept design including the new body for the first prototype, numerous rig tests and quality inspections took place followed by long test runs covering double the Dakar distance on a simulator. RT3’s design is cited both on evolution and revolution. It's development project pursued three aims: more efficient cooling, more power output at high altitudes and improved driveability. The drivetrain was looked at too. A new intercooler, created in-house, ensures less pressure loss that in turn produces a higher power output from the 2.5 litre TDi engine. The five-in-line cylinder unit with two-stage turbocharger now produces 310hp. The radiators located behind the cockpit were enlarged and take in double the amount of air through the larger inlet in the

Between the beginning of the design of the third generation Race Touareg (RT3) in mid April and its competitive debut and first victory at the Silk Way Rally through Russia in mid September, a

roof. In relation to its visual appearance, the RT3 bears resemblance to the latest production version of the Touareg. This brings about a big improvement, especially on hot desert stretches driven at relatively low speeds, where the amount of air supplied is low while the required engine power is high. The highest elevation to be mastered by the four Race Touareg cars was the San Francisco Pass between Chile and Argentina at 4,776 metres above sea level. A perfect example of how the reduced level of oxygen available was experienced in the VW Amarok press fleet where power on tap was reduced to 25%. In addition, many drivers felt dizzy and unwell and the press driver crews were rotated every 30 minutes to avoid fatigue.

Spec Check Make/Model: Volkswagen Race Touareg 3 Engine: 2.5 litre 5-cyl in line diesel/ twin turbo Power: 310hp Torque: 600+ Nm Transmission: 5 speed sequential 4WD Acceleration: 0-100 km/h in 5.9 seconds Brakes: Discs Rim: 7x16 inches Tyres: BF Goodrich All Terrain 245 – 80/16 Length: 4171 mm Width: 1996 mm Height: 1762 mm Weight: 1787.5 kg

Hino to the fore for 20 years and more!

porting new livery to mark 20 years of sporting activity in the Dakar Rally, Hino Team Sugawara was in a happy position of leading its class at the half way point of the 2011 staging of the event. Its aim to achieve 20 consecutive finishes and back-to-back class wins with the Hino Ranger 500 series truck was well on target. The joint Hino and Team Sugawara led by Yoshimasa Sugawara (Japan Racing Management Co. Ltd) and his son Teruhito, each drive one of the two Hino Ranger 4x4 trucks entered. Yoshimasa at 69 years of age has entered the Guinness Book of Records with 28 consecutive race entries, the most in the 32 year history of the now legendary cross-country off-road marathon. Teruhito (38) has supported his father in the Dakar as a mechanic and navigator since 1998 and made his debut as a driver in 2005. To date he has achieved two under 10 litre category wins in 2007 and 2010. At the Rest Day bivouac in Arica in Northern Chile, Shigeo Matsumoto, Hino Corporate Communications said that “by taking part in the most demanding race in the World, we aim to enhance our technological capabilities, share our passion for motorsport

with fans around the World, and further build the Hino brand.” As the first Japanese truck manufacturer to enter the Dakar in 1991, the Toyota owned company achieved an unbeatable record in 1997 by taking all top 3 positions in the Dakar-Agades-Dakar held that year. Since then class wins have been achieved 10 times.

Dakar include lowering the heights of the tail ends to reduce turbulence and improve aerodynamics. Both trucks now weigh approximately 7.0 tonnes and that includes the re-positioned 600 litre diesel tanks. Service back-up is provided by a fleet of Toyota Land Cruiser V8s. Other events, during the course of each year includes Paris to Peking Rally and also the Mongolia Rally event.

Hino has been campaigning in off-road events with two generations of the 4WD Hino Ranger 500 series. The latest version is powered by Hino’s 8 litre 6 cylinder-in-line turbo-intercooled diesel that delivers more than 450 hp and mated to a 6-speed transmission. Michelin 14.00R20 tyres fitted with CTIS – Central Tyre Inflation System ensures that the correct amount of air is in the tyres whatever the conditions or terrain. The race truck’s bodies differ in that Yoshimasa’s is made of aluminium while Teruhito’s is much lighter but just as durable, thanks to carbon fibre materials used by coach builders Tsuboi Special Body Co. Modifications made to both vehicles for the 2011

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

FLEETTRANSPORT | FEB 11 21

FEATURE 1

DRIVER TRAINING

ven back in the dark eighties, transport was an industry that provided good employment for many. When compared with other occupations fi nding work as a driver was relatively easy. All that was required was a licence, willingness to work, and usually someone to vouch for you. Once established as a ‘good driver’, employment opportunities were not too difficult to fi nd. Though compulsory training is not required for heavy vehicle drivers, the vast majority of new entrants do undergo some form of driving tuition. While it’s possible for a novice car driver to get lessons from a family member or friend, very few have access to commercial vehicles. Therefore, the normal way to proceed is to attend one of the Schools of Motoring. In Ireland, not all schools of motoring provide lessons in commercial vehicles. Those who do offer this service are generally well known and long established companies. To offer driving tuition ‘for reward’, all instructors either employed or self-employed must be approved by the Road Safety Authority, (Approved Driving Instructor - ADI). While the ADI process has brought positive improvements to driver training, the primary reason people take lessons is to pass the standard driving test. It is often the case that a candidate who successfully passes the driving test, believes themself to be a competent driver. What has in fact occurred is that a State appointed examiner has assessed their driving and decided that the person - who up to now was required to be accompanied on the road, is now deemed ‘safe enough’ to be allowed to drive on their own, and so gain experience. Many pupils taking lessons just want to pass the test, but others would like more information about the work of being a driver. For example, the E+C (artic) driving test does not at present include an assessment of how to hitch and unhitch a trailer, and many students would like some input in the area of loading, vehicle dynamics 22

FLEETTRANSPORT | FEB 11

and new vehicle technologies. Unfortunately the cost of such lessons are prohibitive for most. As is often the case, training is viewed as an expense, rather than an investment. It is generally thought that driving schools charge too much for commercial vehicle lessons. As the majority of schools encourage candidates to take a two-hour lesson it can appear on the surface to be more expensive. However, on closer analysis, most schools do not charge much more per hour for commercial lessons than they do for passenger cars. Which is reasonable, considering running costs are far higher and the potential customer base, far smaller. It is no reflection on the Driving Schools that in principle what they do is to teach people to pass the test. They do not train people to operate in the transport industry; again, this is primarily to do with what the customer is willing or able to pay. Invariably Driving Schools have the expertise in-house to conduct this training, as most of the trainers are themselves experienced drivers. Some opportunities are available through FÁS training programmes. The State training agency has been providing heavy vehicle driving courses since 1978, and the courses are highly

successful, though again expensive to operate. The programmes are run over a varying number of weeks depending on the class of vehicle involved, and can provide a greater depth of instruction regarding the occupation of being a driver, vehicle technologies and Eco-driving. FÁS can provide funding in certain cases to individuals and/or companies to source training privately. It is now common to fi nd incredibly powerful computers in many homes. However, computer specialists tell us that only a small percentage of people actually use the PC’s capabilities in full. In some manner the same could be said for the modern transport vehicle. As commercial vehicles become more advanced, a simple driving licence is no longer sufficient. There appears to be two separate aspects to truck/bus driving emerging. One in which the driver moves the vehicle along the road, maintaining the correct position, on the straight, turning left , turning right and so on. The other is managing the on-board information systems and driver assistance programmes, which help to ensure correct use of auxiliary braking systems, improve fuel economy, and highlight potential problems. It is becoming evident that many

FEATURE 1

highly proactive in providing on-line assistance to drivers and owners on an excellent and informative, interactive web-site. Likewise, Scania’s on-board ‘Driver Support Programme’ deserves a mention. Not solely for the information it provides, but chiefly for the non-preaching style in which it does it. The interactive programme provides the driver with constant updates of their driving style and informing what affect their driving style is having on vehicle performance. It helps to encourage the driver to perform better by providing ‘driving tips’, on how to improve - rather than just telling him/her that they are not doing it right. The standard driving licence may testify that the holder can move a heavy vehicle on the road with a reasonable degree of competence. However, it cannot attest to the holders’ competence with operating the vehicle correctly, because these skills were not assessed during the test. Further and on-going training and development is required to assess and ensure these skills. drivers need training which enables them to ‘operate’ the vehicle appropriately. The training offered by vehicle manufacturers is obviously tailored for, and dedicated to their own products. As manufacturers apply increasing levels of technology to vehicles, there are fewer hands on activities for the driver to become involved with. However as many hauliers will testify that, while technology can solve an existing problem - it often creates a new and improved problem. Because there is no dipstick under the grille - does not mean the driver doesn’t have to check the oil level. Some manufacturers have taken the idea of training drivers to operate their products, and developed it into a thriving business, with increasingly successful results for all concerned. Offering driver training as part of a total package helps to retain customers, and ensures that their vehicles perform as they claim, and can highlight reasons why - if they do not. In general, all manufacturers’ training programmes are somewhat similar in design and content, since their training aims are designed to meet common objectives - reducing Text: Paul White - paul@fleet.ie

fuel consumption, driveline wear and brake actuations. However, they are not all exactly the same and different operating methods may relate to the same vehicles, operating in different areas of work. A 6x4 truck designed for distribution work, may share similarities with a 6x4 tipper, nevertheless they function in different areas of work, and so must be operated in a different manner.

Manufacturers invest vast amounts of time and money in developing new systems, which should enhance the vehicle performance and driveability. Their driver trainers can cite endless case studies, where driver and vehicle performance has been greatly improved. These improvements have resulted in clear measurable savings for vehicle owners. Even the most experienced driver may not be fully aware of what their vehicle can do for them - possibly just by pressing “that button there at the right time.”

One issue with ‘accompanied’ training is trying to maintain t he i mprovements in the normal daily operation. Hav ing drivers accompanied by a trainer can be time consuming and expensive. In an effort to retain the training benefits realised, most manufacturers have employed the internet, where drivers can fi nd further information regarding their vehicles. One manufacturer in particular (Volvo) is Driver Training Classroom FLEETTRANSPORT | FEB 11 23

REPORT

‘Transport 21 - Where are we now?” was envisaged in T21 for upgrading the road infrastructure has been achieved. However, the same cannot be said for rail, which has suffered from a lack of investment, which he states, “leaves the interurban rail network in crisis”.

n November 2005 Transport 21 (T21) was launched with great fanfare as the answer to all questions transport related in Ireland. It was to be a silver bullet solution, not just to achieve parity with our European cousins, but also to surpass them and show the way forward. The ‘Chartered Institute of Logistics & Transport in Ireland’ (CILT) commissioned a mid-term report to evaluate how T21 is progressing in a country which today is very different from the country of 2005. Presented to a well-attended gathering at the Royal College of Physicians in Kildare Street, the detailed Report set out to assess what has been achieved to date, and what we can or cannot afford to do in the future. In his opening address, CILT President Paul Mallee noted that while the Institute commissioned the Report, its findings did not necessarily represent the views of the Institute. He then introduced the Author of the Report, Professor Austin Smyth of Westminster University, London. Professor Smyth began his presentation by noting that much of what

Frank McDonald, (Irish Times) Moderator 25 FLEETTRANSPORT | FEB 11

P r o f e s s or S m y t h believes the improved road net work has seriously undermined the competitiveness of rail traffic. Moreover, in light of the improved road infrastructure, he describes the subsidising of Regional Airports as “mind boggling”. The Professor cites the improved road network as a factor, which has led to the sprawl of the Greater Dublin area. While improved roads have realised benefits in road safety, they have encouraged people to commute long distances, leading to increased emission levels – this he believes is unsustainable due primarily to the rising cost of fossil fuels. Stating that in five to ten years time, we may reflect fondly on the very cheap price we are currently paying for fuel. Stressing that unless Governments are prepared to forgo the tax benefits, - “petrol prices of €4 to €5 per litre are not inconceivable”. He further stated that choices have to be made; we can have either Dart Underground or Metro North, not both. We can invest in high speed rail and move towards an Intermodal transport network, or begin a progressive closure of routes. Adding that while the current fiscal constraints remain, the investment needed for rail, should be fi nanced by means of a Road User Charge. The Professor then closed his presentation with a brief summary of the Report's key points.

A time of ‘three minutes each’ was allotted for a number of interested parties to respond to the Report. Among this group were representatives from the RPA, IBEC, Irish Rail, and the IRHA President Vincent Caulfield. To respond to such a detailed report in three minutes proved somewhat difficult for the speakers, all of whom defended their particular area of interest enthusiastically. None more so than Mr. Caulfield who opened his response by stating he was glad to have been given three minutes on the evening, as the road transport industry “had not been consulted” when the Report was being compiled. He agreed that road improvements have reduced journey times, but the toll charges are excessive. Vincent continued that the road transport industry has received no assistance or subsidies in their efforts to use alternative fuels, or with the move to Euro 4 and 5 vehicles. He believes the Report sidelines the road transport industry in favour of rail, and does not agree with the Professor’s promotion of Road Charging as a solution. If such a charge were applied, a special case would need to be made for transport – “people and freight are different”. The Irish Road Haulage President also called for a more imaginative tolling such as a “reduced off-peak rate” for commercials. Much of Mr. Caulfield’s response was supported by IBEC’s Mr. Pat Ivory, who saw job creation potential in continuing to improve infrastructure. T21 was developed as the solution to a transport problem, which has changed in many ways. CILT deserve credit for commissioning the Report, which provides us with a moment to stop and re-asses where we are - and how to proceed.

Professor Austin Smyth, Paul Mallee, CILT and Stephen Wood (Co-Author) Text & Photos: Paul White - paul@fleet.ie

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Newsletter for Approved Driving Instructors

PREVIEW: GENEVA MOTORSHOW 2011 • Citroën Ireland: Positively Powering Ahead • Reading Matters: Book Reviews • Winter Tyre Test with Goodyear Dunlop

THERE’S MORE TO LIFE THAN A VOLVO. THERE’S THE SHEER PLEASURE YOU’LL GET FROM DRIVING THE BRAND NEW VOLVO S40 WITH A 3 YEAR WARRANTY AND 2 YEARS’ ROAD SIDE ASSISTANCE. THERE’S ALSO THE SATISFACTION OF KNOWING THAT YOU CAN HAVE ALL THIS FOR AS LITTLE AS €23,750*. AND THAT’S WHY YOU’RE BOOKING YOUR TEST DRIVE NOW.

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contents SPRING 2011 30 NEWS Great Wall enters Ireland • Airside is Ireland’s best selling point • Nissan presented with Car of the Year Award trophy • Corporate Manslaughter Law goes live • Dublin’s still congested plus Junction Box snippets

36 CAREER So you want to be an HGV Driver?

32 FOCUS Citroën Ireland outlines its objectives

40 READING MATTERS Book Reviews x 3 42 INTERVIEW II with Zak Holles, M.D., Skoda Ireland

34 COVER Preview to the Geneva Motor Show

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, Claremorris, Co. Mayo, Ireland. Fax: +353 94 937357

38 INTERVIEW I with Cathy Bacon, Chair Person, Irish Driving Instructors Association

35 DIRECTION/adi News: Helmets off to Ireland’s oldest Racing School driver • New rules for HGV/PSV Driving Tests • Renault promotes employment of disabled young people • Wish to become a Transport Manager?

44 TYRES Winter tyre tests with Goodyear Dunlop

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NEWS 1

Great Wall Motor Company to enter Irish market

he Great Wall Motor Company, one of the few Chinese automotive producers that designs and builds its products to meet EU Whole Vehicle Type Approval standards is set to enter Irish and UK markets this year. Initially, through importers the UK based IM Group (the appointed distributors for Subaru in Ireland) will concentrate on developing the brand in the Baltic States and Scandinavia before supplying RHD markets. At the recent Bologna Motor Show in Italy, Great Wall exhibited 7 models including the Wigle Pick-up, Haval SUV and Voleex passenger car. Pictured on page 29 is the Phenom Concept that Great Wall has created specifically for Europe. To date Great Wall Motor Company Ltd products are

Valvoline lubricants have got a whole new look. New container shapes that facilitate easy pouring and vibrant metallic colours are just part of the new packaging, according to Wil Jochems, Valvoline’s Product Manager for Europe.

Great Wall had a factory team competing in the Dakar 2011

Airside Motor Park – Ireland’s No. 1 sales outlet

ith sales of 3,360 new cars in 2010, Airside Motor Park in Swords is Ireland’s No. 1 point of purchase for new cars. Airside’s 12 main dealerships accounted for 3.7% of the total Irish new car market of 90,000 units. The Motor Park’s location north of Dublin Airport just off the M1 near Swords puts it within 90 minutes drive time for over 60% of Irish motorists, while its compact size lets customers check out all the latest models from all 12 brands in just a few minutes.

McAllister Volkswagen, Michael Barrable Motors (Fiat, Kia) and Windsor Airside (Chevrolet, Nissan). Each is also a main dealer for commercial vehicles and all carry significant stocks of quality used cars.

Dealers in the Motor Park include Airside Ford, Airside Opel, Airside Peugeot, Bill Cullens Airside Renault, H.B. Dennis Airside (Land Rover, Range Rover, Volvo),

Nissan collects Car of the Year 2011 Award

he trophy recognising the revolutionary Nissan LEAF as Europe’s Car of The Year 2011 was handed over to Nissan Motor Co.’s President and CEO Carlos Ghosn in a special ceremony held at the Pavillion Gabriel in Paris. To win the award, the 58 CoTY members – leading motoring journalists from 23 European countries – placed Nissan LEAF ahead of six conventional new cars on the shortlist. It is the fi rst time in CoTY’s 47-year history that the annual award has been won by an electric vehicle.

30 FLEETCAR | SPRING 2011

Bold new look for Valvoline

sold to more than 120 countries and regions. As China’s fi rst privately-owned automobile enterprise to be listed on the Hong Kong Stock Exchange, the company has more than 30 subsidiaries and over 22,000 employed. On average, it builds almost one million vehicles per year.

“The high-performance Valvoline brand extends beyond the formulation of our products,” said Wil. “With more than 140 years of product development history, we looked at the needs of the market and our channel partners in the region and developed innovative new packaging that complements our next-generation lubricant technologies.” Paul Taylor, Valvoline’s Marketing Manager added, “We also developed the new packaging to make it easier for consumers to select the right products.”

Taxi Regulator On January 1st, 2011, the National Transport Authority absorbed the Commission for Taxi Regulation. The Authority now carries out the functions previously undertaken by the Commission, under its Taxi Regulation Directorate. The principal function of this Directorate is the development and maintenance of a regulatory framework for the control and operation of small public service vehicles (taxis, hackneys and limousines) and their drivers.

BMW Finance Demonstrating its confidence in the future of the Irish market, BMW Group Financial Services has established its car finance division in Ireland. In welcoming customers in a time where the availability of financing options are challenging, BMW Financial Services Ireland, headed up by Phillip Kerry, who as the newly appointed M.D., has 9 local based representatives offering tailored customer and business finance solutions.

Toyota’s apt App Toyota Ireland has become the first Irish motor distributor to develop its own iPhone APP. The free APP, which gives instant information on all Toyota vehicles and used cars now available at Toyota dealers across the country, can be downloaded by serching Toyota Ireland on Apple’s App Store, or via the iTunes Store at http://itunes.apple.com/ ie/app/toyota-ireland

NEWS 11

Green light on Corporate Manslaughter Law Joe Duff y’s great start It was a great start to 2011 with car sales at Joe Duff y BMW up 50% over last year. The colour of choice for this year is black and the most popular car at the group goes to the BMW 520d. The 2.0 litre diesel engine is proving a winner with 94% of customers placing an order deciding that this was the preferred engine choice. According to Mark Bradley, Dealer Principal at Joe Duff y BMW, “The figures speak for themselves and convey that confidence is returning faster than expected. We are delighted to start 2011 on such a positive footing, and look forward to seeing it continue to reflect promise.” Pictured: Mark Bradley, Principal Jo Duff y BMW (left) and Mr. Liam Cullen from Dublin, now the proud owner of the first 2011 BMW.

Mitsubishi Parts Manager Award

Thomas Cannon of Callanan Motor Company in Drogheda has been awarded Mitsubishi Motors Parts Manager of the Year. Pictured at the announcement are L-R: Robert Guy (Sales Manager, Mitsubishi Motors Ireland), Declan Callanan (Dealer Principal, Callanan Motor Company), Thomas Cannon and Kim Kilduff (Parts Manager, Mitsubishi Motors Ireland).

Click on to esb.ie/ecars ESB ecars has launched a new dedicated website site – www.esb.ie/ecars featuring innovative and interactive features such as a charge-point Google map, on-line video clips demonstrating how electric cars and commercials are charged plus video testimonials from those who have actually trialled these alternatively powered vehicles.

orporate Manslaughter Law has been given approval by the Government, which makes employers and senior managers responsible for the deaths and serious injuries caused by gross negligence. Recommendations by the Law Reform Commissions Report on Corporate Killing states that a new statutory criminal offence of Corporate Manslaughter should be enacted which would make an undertaking (such as a company, a public body or a partnership fi rm) responsible for a death arising from its gross negligence. A key difference from the existing law would be that the ‘controlling mind’ test would be replaced by a much wider range of factors to be taken into account in deciding if there was gross negligence. These would not only include the way the undertaking’s activities were managed or organised by its senior managers, but would also take account of corporate decision-making rules, communication systems and the regulatory environment (such as duties under health and safety legislation). The proposed Corporate Manslaughter offence would carry an unlimited fi ne for employers.

personally and be liable to imprisonment for up to 12 years and/or an unlimited fi ne. The Report also recommends that such a person could also face possible disqualification from acting as a manager in an undertaking for up to 15 years.

Corporate Manslaughter/Corporate Homicide came into effect in the UK in April 2008 as a result of the difficulty Courts experienced in identifying the socalled ‘controlling mind’ of a large organisation.

•

Ron McNamara, DriverFocus who has highlighted this issue expects that the fi rst ‘trial’ is expected shortly. With regard to the legal obligations Ron outlines a number of Key Action Points that employers and senior managers should adhere to:• • • • •

Carry out a Risk Assessment that covers the three key areas of Driving for Work: Driver, Journey & Vehicle Produce a Driving for Work Policy, which includes your procedures to manage driver safety Issue a Driver’s Handbook Ensure all licences are checked at least annually Regularly record maintenance and servicing details Record all training that has been completed.

In addition the Report recommends that it should be an offence for senior managers of grossly negligent management causing death. In such cases, a sen ior ma nager, director and any other person who acts in a similar capacity (even if not employed by the undertaking) and who is found to have acted with gross negligence in a way that contributed to the corporate offence could also be prosecuted

Dublin 3rd most congested in EU

ondon, Paris and Dublin are the three most congested cities in Europe according to NAVTEQ , the global provider of maps, traffic and navigation services.

NAVTEQ composed its Top 10 ‘most congested’ list based on a mix of criteria including greatest rush hour delay in Western European cities containing more than one million inhabitants. The Top Ten list includes: 1. 2. 3. 4. 5. 6. 7. 8. 9. 10.

London, England Paris, France Dublin, Ireland Berlin, Germany Stockholm, Sweden Hamburg, Germany Manchester, England Lyon, France Vienna, Austria Marseilles, France

FLEETCAR | SPRING 2011 31

FOCUS

Citroën Ireland – Positively Powering Ahead

ith all its resources, commitment and energy directly connected to its parent company in France, Citroën Ireland has forged deeper roots in the Irish marketplace than ever before. In the past 12 months since re-establishing the brand, it has been all systems go for the Dublin 15 based fi rm. The restructuring began straight away by means of becoming title sponsors of the Irish Tarmac Rally Championship. With regard to the product the launch of the new Citroën DS3 helped to turn attention to the ‘twin-chevron’ brand, while in the past few months, the focus has been directed very much towards the fleet sector of cars and light commercials. To head up this operation, Sean O’Neill has been appointed Fleet Sales Manager. With vast experience in both the leasing side of the business and from working with Swedish and Japanese brands at a National distribution level, Sean is well equipped and experienced to see Citroën Ireland’s objective break through into the Top 4 big brands in the fleet sector. In his estimation, Citroën’s product line-up is one of the best-kept secrets in the trade. On the car side, Sean sees the arrival of the all-new C4 as significant and along with the upgrades to the C5, the new C3 and C3 Picasso and C4 Picasso, Citroën Ireland can offer a broad range of cars to suit a variety of customer needs. Then there’s the light commercial line-up, which has for years proven most popular with business users and continues to enjoy a loyal following. For model year 2011, Euro 5 emission controlled engines will be introduced throughout its van range by Quarter 3. And to further Citroën’s fuel-efficient ‘green credentials’, both the Nemo and Berlingo will feature Stop & Start technology. For the ultimate in ‘greenness’ Citroën Ireland will welcome the C-Zero electric car and van to these shores and having signed a Memorandum of Understanding with the Irish Government and the ESB eCars through its parent company PSA Peugeot/ Citroën, this vehicle will att ract much interest, especially as Citroën Ireland plan to market it through a lease/service contract package. Also in July, the next member of the DS family will make its appearance in the shape of the DS4, which again will set pulses racing as per the ‘Créative Technologie’ penned with the DS3.

32 FLEETCAR | SPRING 2011

New Citroën C4

From 1 December, the freshly enhanced Citroën C5 (Saloon & Tourer) went on sale sporting a distinctive new LED light signature, darker tinted rear light cluster and powered by Euro 5 1.6 and 2.0 HDi engines. To follow, this year is the availability of an automated sequential transmission termed the EGS. Th is ‘box’ is also available in the new C4, which went on sale through Citroën Ireland’s 26 dealers nationwide last month. All models are fuel and CO2 efficient, boasting up to 67.3 mpg with emission levels as low as 109 g/km on the e-HDi version. With the exception of the 1.6 HDi 110 6-speed manual @ 122 g/km CO2 , all models come under Band A of the vehicle road tax at €104 making the new C4 one of the most ecologically conscious models in the segment. Citroën’s dealer network in Ireland, has played a major role in helping build the company’s LCV (light commercial vehicle) sales success. During 2011, Citroën Ireland will continue to work closely with its dealers to ensure that sales and after-sales service standards rise in line with customer’s requirements. Right across Europe, Citroën has made a major commitment to attract even more customers to the brand. A key element in achieving these objectives is to provide all fleet customers, irrespective of fleet size, with even higher levels of specialist support. The resulting pan-European Citroën Business Centre programme entails participating Citroën dealers to make a commitment in terms of investment in equipment and staff in order to raise sales and after-sales standards. “We will have just over a third of our dealer network (10 or so) signed up to this programme,” explains Sean O’Neill, Fleet Sales Manager. “The new Business Centres Citroën Ireland will offer customers including specially trained professional LCV and car fleet sales and technical support staff, a wide range of new Citroën demonstration vehicles in stock and on display and a good choice of Citroën-approved used LCVs,” he said. "The availability of Citroën Finance at competitive rates is also an option," added Sean.

C-ZERO

Citroën’s Business Centres Network is just one element of Citroën Ireland’s new focus on customer service. Citroën’s policy of offering customers the choice of even better equipped LCV models continues, unlike other brands that are cutt ing back on specification in order to remain competitively priced. Range-topping versions of the Nemo, Berlingo, Dispatch and Relay have additional fitt ings to improve key factors that contribute towards safe and efficient van operations.

Sean O'Neill, Fleet Sales Manager, Citroën Ireland

FOCUS

Leaner, Greener Euro 5 Citroën Nemo!

Expect a price premium of between €750 and €1,000 on the Euro 5 X and LX trim level versions of the new Citroën Nemo.

t the heart of the new Nemo, Citroën’s compact van, is a more powerful, higher-torque, more fuel-efficient and low-emissions 1.3 HDi diesel engine. Supplied by the vehicle’s design partners Fiat Professional through sister company Fiat Powertrain Technologies the new Euro 5 unit boasts power from 70 to 75hp and a major increase in peak torque of 190 Nm @ 1500 rpm (previously 160 Nm @ 1750 rpm). All new Nemo diesel vans also benefit from Stop & Start technology, further improving fuel efficiency and cutt ing CO 2 emissions in urban driving. As a result fuel consumption has been bettered by over 10%. For the eco-conscious, the new 1.3 HDi has a lower emission count of just 113 g/km (down from the Euro 4’s 110 g/km). Others will appreciate that the Nemo Euro 5 has got extra load volume – delivering a 50kg payload increase to a new 660 kg payload rating (from 610 kg).

impressed with its nippiness and nimbleness, not only in and around the urban environment but also in the rural areas travelled. Commenting on the new development, Andy Hall, Sales Operations Manager, Citroën Ireland said, “The new Euro 5 Nemo uses advanced technology very effectively to provide significant operational, fi nancial, environmental and safety benefits. It now carries more while using less fuel and also has significantly lower CO2 emissions. Th is is a van designed to suit today’s tough economic climate.”

While on the test drive within the environs of Farnborough Airport, near London, the new Euro 5 Nemo

Text: Jarlath Sweeney - editor@fleet.ie

FLEETCAR | SPRING 2011 33

COVER

81st International Geneva Motor Show – Geneva PalExpo 3/13 March 2011 Chrysler/Lancia

Hyundai

Jeep

Under Fiat Auto Group ownership, the next Chrysler 300C will badge the Lancia Thema in mainland Europe while current Lancia models – the Delta and Ypsilon will be marketed as Chryslers in the UK and Ireland. The all-new 2011 300C somewhat loses its bold look with the new grille and front light structure (with LED surround). From the rear the 300C features a subtle spoiler on the boot lid and the rear lights also benefit from LED installations.

The i40 is Hyundai’s next phase of its product evolution in Europe. Initially launched in estate form, with a saloon version following later. Designed at Hyundai’s European R & D facilities in Russelsheim, Germany, the new i40 is the Korean company’s fi rst D-segment model specifically developed for the European market that will use Hyundai’s Blue Drive ecoprogramme.

With the introduction of four new versions of existing models during 2011, it’s all go for the iconic Jeep brand. New Patriot, new Grand Cherokee and Grand Voyager were joined by the latest Compass range, which takes its styling cues from the Grand Cherokee. “Combined with new interior appointments and refi nements to the suspension and steering systems, Jeep Compass provides consumers with the ultimate combination of styling, efficiency, safety and value,” said Mike Manley, President and CEO.

Kia

Mercedes-Benz

Mini

New to the A-segment is the next generation Picanto from Kia Motors. Th is latest model has been styled by Kia’s own European based design team (based in Frankfurt) under the direction of Chief Design Officer, Peter Schreyer. Set for launch here in the Summer, the new Picanto aims to break the city car mould by introducing confidence, solidarity and maturity into the A-segment. • Drawings have just been revealed of the all new Rio replacement model

Over 2,000 component changes distinguish the latest generation of the Mercedes-Benz C-Class from its predecessor. Sporting a striking new front and rear ends, its interior is now more CLS Class with new larger colour display and elegant new dashboard. Fuel consumption has been improved by up to 30% thanks to new Blue Efficiency engines, an improved 7G-Tronic transmission and the introduction of Eco Start/ Stop technology. Since fi rst launched in 1982 (as the 190 model) over 8.5 m versions have been sold to date.

A new Mini prototype – the Paceman concept is the fi rst Sports Activity Coupé in the premium small segment of the market. 10 years after the Mini was introduced by BMW into the US market, the Paceman, which takes its DNA from Mini Countryman (estate), measures 4,110mm in length, 1,789mm in width and 1,541mm in height. Designed as a four seater it is powered by the same 211 hp 1.6 litre as per the John Cooper Works Mini.

34 FLEETCAR | SPRING 2011

Text: Jarlath Sweeney - editor@fleet.ie

NEWS Newsletter for Approved Driving Instructors

Mondello’s oldest drifter!

3 year old Des Redmond set a new record at Mondello Park recently in becoming the oldest driver to complete its Motor Racing School Course at the County Kildare circuit. From Manor Kilbrade, County Wicklow, Des, a lifelong car enthusiast having worked in the motor trade for most of his life, fulfi lled a dream thanks to a group of friends. Des proved that age is no barrier to adrenaline seeking as he drove a race-prepared Mazda 3 hatchback around the track.

He began the new dedicated Mazda 3 starter course in the classroom before gett ing into the passenger seat for four laps of the on-track tuition

Seatbelts & Head Restraints required on vehicles for HGV/ PSV Driving Test

he Road Safety Authority (RSA) is making some further changes to the requirements for vehicles presenting for HGV/PSV Driving Test in certain categories with effect from 28 March next. From Monday 28 March 2011 all vehicles presenting for a practical driving test in categories C, C1, EC, EC1 and D1 will be required to have a front passenger seatbelt and head restraint fitted. “Where such seatbelts and head restraints are not fitted the driving test should not be conducted and the applicant should be given a non conducted test form indicating that their fee is forfeit,” said an RSA spokesperson.

timed laps and emerged from the Mazda with a huge smile on his face. The oldest man ever to complete a Mondello Park Course was then presented with his Certificate of Completion cheered on by his friends who watched the milestone occasion. “It was one of the most memorable experiences of my life and I really appreciated the chance to fulfi l my wish,” said Des.

from his instructor. He then swapped seats with the instructor and successfully completed ten

Drivers of any age, wishing to emulate Des can fi nd out more about the range of courses at Mondello Park Motor Racing School on www. mondellopark.ie

Renault promotes the employment of disabled young people

s part of Renault Group’s commitment to diversity and equal opportunities, the French automaker has teamed up with ARPEJEH, an association that helps disabled young people fi nd employment. Renault will be providing these young people with opportunities to find out more about the automotive business and will increase the number of internships available. To re-enforce the many initiatives taken by Renault over the years for its disabled staff, many of its sites in France organised a forum to raise the awareness of all employees.

a professional and personal standpoint. These include financial aids, flexible working hours and the ergonomic adaptation of workstations. Renault is the only European manufacturer (through its subsidiary Renault Tech), to design, build and market vehicles for persons of reduced mobility.

The aim was threefold: to promote a better understanding of what disablement in the workplace means, to dispel stereotypes and, more widely, to discuss all the measures taken by the company to make day-to-day life easier for disabled workers, from both

Wish to become a Certified Transport Manager?

nterested in pursuing a career in transport? Unlock your potential and gain a recognised qualification by attending a Certificate of Professional Competence (CPC) Course in Transport Management. Th is Certificate, which is awarded by the Chartered Institute of Logistics and Transport, qualifies the participant to become a Transport Manager, which provides the starting block to set up a road haulage or bus passenger business. Subjects covered in the course include: Managing a transport business; Employment and Health & Safety legislation; Contract law and Text: 30 Jarlath FLEETCAR Sweeney | Summer - editor@fl 2010eet.ie

fi nancial management; Tachograph and hours of driving legislation; National and International documentation etc. Approved CPC courses are run at weekends by Tony Hynes at cpc.ie. Tony is starting his next CPC Courses on Saturday 5 March at the Hibernian Hotel, Mallow; Saturday 12 March at the Kilmurry Lodge Hotel, Limerick; Saturday 19 March at the County Arms Hotel, Birr and Saturday 26 March at the Green Isle Hotel, Naas Road, Dublin. If you wish to obtain further information contact Tony at 066-7185556 or 086-2458379 or email tony@cpc.ie. Text &DIRECTION/adi Photo: Gerry Murphy | SPRING - gerrym@fl 2011 eet.ie 35

CAREER

So you want to be an HGV Driver?

he transport industry has historically attracted and employed all manner of people, who over the years have come, gone - and often come back again. Many of these are following in the footsteps of family members - but equally many just want to drive trucks. For those who have grown up within a transport background, it seems only natural for them to show an interest in gett ing behind the wheel. It often starts out as just lending a hand, and ends up as a lifetime's labour.

in transport declare that such a person “is a good driver” what they in fact are referring to is the person’s ability to do the job. The ability to move the truck from A to B and back again is taken as a given, and in real terms is only a small percentage of the occupation. This argument is supported by the fact that if two similar drivers are available to transport a load, one maybe preferred because that individual is just a litt le more professional, though both are equally capable of the driving vehicle being used.

So, what attracts a person to take up a job where they are viewed by the general public at best, as an unnecessary inconvenience, and where the pay is far from what would be commanded in other industries for similar levels of responsibility? An industry where the only constant, is the fact that everything constantly changes. No pension, no sick leave, minimum paid holidays and litt le guarantee of job security. While not all driving jobs are as bleak as just described, nevertheless this still represents the working conditions of a large number of drivers.

For some who enter the industry as a driver it may be the only skill they have to sell and they just want a job. Driving is often preferred to other occupations that may be on offer, as there is a certain amount of freedom, which appeals to many.

The job of a driver demands a certain type of individual, who must be prepared to follow all the rules - yet work on their own initiative. Reflect all that is good about their employer - while ensuring all the skeletons remain fi rmly locked in their respective cupboards. A driver must never be late, but have limitless patience to suffer delays when it all goes wrong. Rarely be commended for doing a good job, but willingly accept having all their mistakes roundly sanctioned. The job of a driver demands a level of knowledge and skills that cross a wide range. When people 36

DIRECTION/adi | SPRING 2011

Over the last twenty years or so there have been many changes, which have affected access to the industry for new entrants. A number of these changes are presenting new entrants with formidable barriers to finding employment. Becoming a driver is now a lot more expensive than it was in previous times. Currently it costs €297.00 to arrive at the stage of submitting an application, not to mention any driving lessons which have to be taken. In addition to hiring a vehicle for the test,

the digital tachograph card, and ongoing CPC requirements - it is by no means cheap. If viewed as an investment and a person is successful in gaining employment the return on investment is realised reasonably quickly. Not many jobs require such an investment before you even begin to apply for work. In fact, the process is now more in line with forming a small company or business. Unfortunately, these costs are only going to increase, possibly to a level where it becomes unreasonable to embark on such a career path. Prior to the now infamous Celtic Tiger years, there was a shortage of drivers in Ireland. It could possibly be the case in the future that this shortage

CAREER

may be repeated. Mass immigration resolved the driver problem from the mid-nineties on. However, as the economies of the Eastern European States achieve parity with the older members, some drivers will migrate back to their home countries, where conditions are steadily improving. As the indigenous population of drivers becomes older, and others currently being forced to seek employment outside the industry or outside the country, this could create a vacuum. Th is possible vacuum will not be helped if a consultation document proposed by the RSA comes into force. The proposals will require drivers to be a minimum age of twenty-one before applying for a Class ‘C’ licence and twenty-four for a Class 'D’. Th is realistically means that a prospective driver will begin to seek employment with a ‘Full Licence’ aged at best 22 and 25 respectively. At this stage of their working life, not everyone may be prepared to invest the previously mentioned sums to enter the industry. ‘DIRECTION/ADI’ surveyed a number of drivers and asked how they felt about their job and the transport industry as a career. Some were new to the industry while others have spent the majority of their working life behind the wheel. It was decided to exclude any drivers whose parents owned vehicles, and concentrate on drivers who chose the industry of their own volition. The average age of the sample was 39.6 years, and the drivers worked in a variety of transport disciplines, from tipper and national distribution, through to international work. Though a small sample, it is very representative of the transport industry in Ireland. At a time where you must brace yourself Text: Paul White – paul@fleet.ie

before turning on the radio in the morning, the fi ndings could be described as surprisingly positive, if not uplift ing. As none of the respondents had access to commercial vehicles from the cradle, they had all worked in other occupations before becoming drivers. Some of these occupations ranged from warehousing, tilling, computer programming, factory work, the construction industry and secondary school teaching to name but a few. When asked what attracted them to the industry, all answered that it was always their intention to drive trucks and viewed their previous occupations as stepping-stones to achieving their main aim. All believed they made the right choice and enjoyed their work even though they felt conditions could be improved - especially with regard to salaries. That being said when asked, “if they believed transport was a good industry to work in,” again all responded positively, stating that they they would encourage a close friend or family member to get behind the wheel. They all had the fullest intention of staying in the business for the rest of their working life, either as drivers or fulfi lling some other role within transport. When asked, “if given the chance again, would they choose the same career path?” Not one hesitated in answering yes; all would be happy to follow the same road and believed they made the right choices. It is encouraging that those surveyed all possessed an ambition to be drivers, and were determined to fulfi l that ambition, regardless of the obstacles.

The survey highlights some points that are often overlooked. One is that within the industry in Ireland there is a loyal, skilled and highly adaptable workforce, which is prepared to work in sometimes difficult circumstances, and not just for the money or because they need a job. Instead, they work because they enjoy what they do and are proud of their occupation and what they accomplish on a daily basis. One of the respondents said that in doing the job right “gave him a great sense of achievement and self respect he never got from his other jobs”. So why would anyone NOT want to be a driver?

Pre-Test Expenses Driver Theory Test Learner Permit (not including photos) CPC Theory Test Technical Test Driving Test Application

€70.00 €15.00 €70.00 €32.00 €110.00

Total

€297.00

Additional Expenses: • Driving Lessons • Hire of Test Vehicle • On-going CPC Requirements • Driving Licence • Digital Tachograph Card Optional: (ADR Certification for Dangerous Goods) (Safe Pass Certificate For Construction)

DIRECTION/adi | SPRING 2011 37

INTERVIEW

One-to-One

JS. In your role as European Driving Schools Association EFA 2nd Vice President, what is involved?

Cathy Bacon,

CB. As 2nd Vice President in the European Driving Schools Association – EFA - I have a significant role in EFAs dealings with the European Union and participate in European Projects relating to Driver Education. I attend CIECA – International Driving Testing Organisation – meetings. Th is allows me to keep our members updated on EU developments in all areas of Driver Education and Testing. EFA membership allows the IDIA to interact with other European Countries in the interest of road safety.

Chairperson, Irish Driving Instructors Association, with Jarlath Sweeney -

JS. The changes to the driving licence structure – how do they effect your organization and members going forward?

editor@fleet.ie JS.

How, why and when was your organisation formed?

CB. Irish Driving Instructors Association – IDIA, a national organisation was initially formed in 1991 as the Approved Driving Instructor Register – ADIR to establish registration for Instructors in Ireland. It co-operated with the Motor Schools Association of Ireland to form the Driving Instructor Register of Ireland (DIR). In 1996 the fi rst voluntary examinations commenced. To avoid being confused with the DIR, the ADIR decided to change the name, to Irish Driving Instructors Association - IDIA.

CB. The Association welcomes the changes in the Driving Licence structure. However we feel the slow implementation and non-retrospection will delay the benefits to road safety. When fully implemented the changes will allow learner drivers to benefit from the Driving Instructors expertise and will help reduce the carnage on Irish roads.

Website: www.idia.ie e-mail: info@idia.ie

JS. With your ongoing liaison with Government Departments and the RSA are you pleased with the progress made in recent times re reducing waiting lists and the establishment of The Driving Instructor Register? CB. RSA registration of instructors ensures that all instructors are examined and high standards maintained. The shorter waiting time for a test is beneficial to road safety as learners can prepare in a structured way and if necessary can repeat the test sooner. JS. Are you satisfied with the quality of service provided by your members and where further can improvements be made? CB We are happy with the quality of service especially now that the high standards and qualifications are recognised by RSA registration. We believe the learning process never ceases and improvements can always be made. IDIA Seminars, newsletters and website keep our members informed of trends and developments. A number of members - Advanced Driver Trainers - provide safety training for Fleet drivers. They constantly up skill to keep pace with the latest developments. They now also provide ECO driver training for Fleets leading to reduced emissions and costs. JS. What services do you provide to your members and what is the membership fee? CB. IDIA communicates with the RSA, Gardai, Insurance companies and other relevant bodies on issues relating to learner drivers and road safety and where a difficulty arises, we represent instructor’s cases, in confidence. IDIA provides advice and information for members by email and phone. Membership includes discounts on Insurance, web design, training equipment, materials and other services. Membership fee is €60 per annum. JS. Being Dublin based, how often do you meet and how do you communicate to your members? CB. The Committee meets monthly. We hold two Seminars and an AGM every year, one being held outside Dublin. We also have a number of Regional meetings each year. 38 DIRECTION/adi | SPRING 2011

Swilly Drive School of Motoring

Approved Driving Instructor (ADI) Training Courses ADI Module 1 Theory

Classroom / Home-Study

ADI Module 2 Driving Skills

In-Vehicle Tuition

ADI Module 3 Instruction Skills In-Vehicle Tuition Courses Running in

LETTERKENNY, SLIGO, DUNDALK, DUBLIN, GALWAY, LIMERICK & ATHLONE Early booking advisable as places are limited! FOR FURTHER INFORMATION CONTACT: i:Tek Building . Business Park Road . Letterkenny . Co. Donegal

T: +353-74-9151212 E: info@swillydrive.ie . W: www.swillydrive.ie

Continental Tyre Group Ireland, Clyde Lodge, 15 Clyde Road, Dublin 4, Tel. (01) 660 7633

READING MATTERS

MotorGP Season Review 2010 by Julian Ryder – Hayes Publishing £25.00 ISBN 978 0 857 33 0000

onder what will the 2010 MotoGP Championship be best remembered for? Is it Jorge Lorenzo’s first title, Valentino Rossi’s spectacular crash and subsequent injury or his move from Fiat Yamaha to Ducatis that will remain in enthusiast’s minds? These questions and a lot more are well answered in the seventh edition of the MotoGP Season Review published by Hayes Publishing. With the Forward by Carmelo Ezpeleta, CEO Dorna Sports, the Championship organising body he sets the scene by saying that the 2010 season was a landmark year for the FIM MotoGP World Championship with the feeder series the Moto2 “proved to be a success beyond everybody’s expectations”. He mentioned

the significant returns to Silverstone after a 24year absence and the tragic loss in the death of Shoya Tomizawa at Misano. Officially endorsed by Dorna, the book analyses each of the 18 rounds (held around the globe) individually, starting with a DPS – Double Page Spread of the action tastefully depicted in photograph form. While Lorenzo’s consistency paid

The Official Formula 1 Season Review 2010 – Hayes Publications £25.00 ISBN 978 0 85733 0017

ormula 1 fans are still buzzing in the aftermath of one of the most exciting Grand Prix seasons in recent decades. And what better way to recall the thrills ‘n’ spills of the now 19 round series than reading through the Official Formula 1 Season Review 2010 produced by Hayes Publications. As you will see throughout this 264 page historical record, the word ‘new’ springs up everywhere – youngest World Champion in Sebastian Vettel, who along with his great team rival contributed to Red Bull Racing becoming World Constructors Champions for the first time. There were 3 new teams, many new drivers and of course, some rule changes which saw the end of refuelling which led to a more ‘eco-friendly’ manner in which the cars were driven – especially in the latter part of the races. Pit stops were quicker as a result.

In look ing through ‘The Teams’ chapter, where it lists team personnel and technical specifications of the car, one of the most striking figures listed is that the top teams employ over 500 people.The trials and tribulations of the new entrants – Lotus, Hispania and Virgin made interesting reading by the methods in which they struggled through. By virtue of their involvement alone brought new sponsors and interested parties to the sport.

The Efficient Driver’s Handbook by David Moss £9.99 www.veloce.co.uk

ight from the start, this book embeds on driver’s minds the importance of saving fuel, which in return reduces carbon emissions. Published by Veloce in association with the RAC and written by David Moss, this A5 sized guide pricks one’s conscience on the relationship with driving and the steady depletion of the World’s finite oil reserves.

Chapter One begins by explaining the differences, advantages and disadvantages between petrol and diesel engines. Then it moves on to advise on the best type of car to suit your needs and the costs involved. He went on to explain where the negativity associated with SUVs came from (the good old USA!) and that the small and more efficient EU brands suffered as a consequence.Legislation is also covered relating to emission controls and what’s 40 FLEETCAR | SPRING 2011

ahead. Some manufacturers are already implementing Euro 6 technology that uses a liquid urea solution (AdBlue) that’s already in use in trucks and buses. Brainpower over horsepower is the optimum method of gaining the maximum fuel efficiency – but not at a risk to road safety. Car sharing, combining journeys and the elimination of idling are advised. Less braking and keen observation are habits worth forming as well as keeping a safe

dividends, his main rivals Pedrosa (Repsol Honda) and teammate Rossi along with Stoner (Ducati) were the other main race winners. Lorenzo and Rossi’s combined effort ensured that Fiat Yamaha secured its third MotoGP World title in a row and the fi fth in the past seven years. Julian Ryder’s description of each race gives a great insight to what happened behind the scenes, that’s often missed by the TV coverage. Likewise, Andrew Northcott’s camerawork lets you see inside the rider’s helmet visors as they bravely career around the tracks. As well as the race reports and results, the Technical Review scrutinises each bike in detail. There is also Moto2 race coverage and technical review plus a look at the 125cc series (which changes to Moto3 at the end of next season). At the end of reading this, one can look forward to another swashbuckling season ahead as the MotoGP ‘circus’ travels around the globe once more. Each round/race report features an interview with one of the sports insiders – on Page 214, the Inside Line chat is with David Hunt, Team Lotus F1 Brand owner and how he rescued the legendary name out of oblivion. Confusion now lies ahead following Proton owned Group Lotus investment in Renault F1 – now there will be two teams bearing the Lotus margue in F1 in 2011. In the Championship Results section, readers will bury their heads in all the facts and figures with the ‘Qualifying Head-to-Head’ section which reveals that the ‘lead’ drivers dominated the track position before the red lights went out. Sympathy must go to ex-GP2 Champion Nico Hulkenberg for losing his seat at Williams F1 despite recording the Didcot teams first pole position in 5 years at Interlagos. Typical and traditional management strategy displayed here – just look at their former World Champs – Mansell and Hill’s CV’s! Even if one is not into all the stats from the races, the superb array of photographs tell the stories themselves. distance between cars is the safest option. The merits or otherwise of automated gearboxes are also highlighted. By simply reducing the use of the air-con and dispensing of unnecessary items significantly reduces fuel, David writes. At the end of Chapter 2 – A Six Point Plan is outlined in order to become a more economical, safer and more efficient driver while Chapter 3 looks at the alternatives from hybrids (petrol/diesel electrics) electric, LPG and CNG (Natural Gas) and Biofuel vehicles. Looking ahead the potential and pitfalls of hydrogen power is also analysed at length. This book goes beyond describing how to reduce fuel consumption while driving. There is no doubt that by having this knowledge will change the way one uses and drives cars. Let’s hope the suggestions made will deliver the results on a permanent basis for all the miles ahead. RAC/Veloce has produced another book Electric Cars – the Future, which is reviewed on our website – www.fleetcar.ie Text: Jarlath Sweeney - editor@fleet.ie

Have you driven a Mitsubishi lately?

The 2011 Mitsubishi range hits the highs and the lows! New heights in design and standard specification. New lows in road tax and fuel consumption.

i-MIEV

COLT

LANCER

ASX

OUTLANDER

• Zero Co2 emissions

• 1.1L petrol engine

• 1.5L petrol and 1.8L diesel

• 1.6L petrol & 1.8L diesel

• 2.2L diesel

• 130km range

• Road tax from 104

• Road tax from

• Road tax from 156

• Road tax from 447

• Startling performance

• 55MPG

• 46MPG

• 155 annual charging cost

• Class leading interior space

• Class leading safety features

• 7-seater

• Up to 227MPG

• Automatic stop & go system

• High level of standard equipment

• Hill start assist

• 2 and 4 Wheel Drive options

• Prices start from 13,950

• Prices start from 18,917

• Prices start from 23,675

• Prices start from

28,995*

156

35,950

3 YEAR WARRANTY • 3 YEARS HOME AND ROADSIDE ASSISTANCE Built in Japan – Driven in Ireland *i-MiEV price includes €5,000 Government grant. Prices exclude delivery and related charges.

www.mitsubishi-motors.ie

INTERVIEW

One-to-One with Zac Hollis, Managing Director, Skoda Ireland, with Jarlath Sweeney -

JS. Product wise, Skoda plans to enter new market segments as well as replacing existing models in the next few years. What’s in the pipeline?

editor@fleet.ie

JS. With over 20 years experience working for Skoda, do you share the passion that the brand now exudes? ZH. I have actually worked for the Volkswagen Group for just over 20 years. Ten of those were working directly for the Skoda brand. Of those ten I spent three very interesting years working for the factory in the Czech Republic. I love this brand and really believe in the brand’s human touch approach to doing business. We have one of the highest loyalty rates in the business. Our customers keep coming back to us. JS. Is it fair to say that since Volkswagen ownership, the brand has evolved to its present state (and more to come) or would it have happened anyway? ZH. None of this could have happened without the Volkswagen Group ownership. At the time the Czech Government wanted to sell Skoda only Volkswagen wanted to keep the Skoda brand alive, this was a vital factor in the decision to sell Skoda to Volkswagen. No mainstream car brand can survive making less than one million cars. You need the synergies of a big organisation to be able to continually invest in new models. Although our products share many of the components with other Volkswagen brands, our cars are Skoda through and through. We have a design centre with over 700 employees. Our Head of Design was previously at Bugatti, where he created the beautiful Veryon supercar. JS. Skoda has a long history – the 3rd oldest brand that began by building bicycles. How did it get to where it is today? ZH. It was basically a classic story from bicycles to motorbikes and then onto cars. The first car was produced in 1905. In the mid thirties the company’s founders Vaclav Laurent and Vaclav Clement merged the company with a heavy engineering company headed by Emil von Skoda. The large Skoda conglomerate made everything from cars to trains as well as heavy military equipment. After the Second World War the company was split into Skoda Auto, making cars and Skoda Pilsen, making heavy engineering equipment. Skoda Pilsen remains a state company today and 42 FLEETCAR | SPRING 2011

ZH. Yes, where there is a sound business case we will require a stand-alone dealership. It is important to us that our Dealers are representative of the future of Skoda. Many Dealers will be making investments in premises, systems and people. But they will not do this unless there is a sound business case. I am confident that we have laid out a future for Skoda that gives them this business case and you will see many changes in the network over the next couple of years. What is core to us is that we grow whilst maintaining what is core to the brand. We want family businesses looking after local communities.

made many of the components for the London Eye, as well as many of the trams found today on European streets. The car company carried on designing and making cars under Communist Government control. Up until the late 1960s the cars could compete with anything coming out of Western European factories. During the 1970s and 80s the company was starved of investment and the quality and design of the products fell below the competitors. Investment only restarted after Volkswagen took ownership. The first completely new car developed under Volkswagen Ownership was the Octavia. That’s the history in a nutshell, if you want to know more then I have a couple of very thick books that I can lend you. JS. I remember my neighbour had a 1300 Felicia, was that the start of the real popularity of Skoda in Ireland? ZH. Skoda has had a tremendous success in Ireland since it was launched here. Our market share has consistently been above the average of Western Europe and in 2010 reached a record level of 5.5%. The Favorit was the first car launched in Ireland but the brand really took off here with the launch of the Octavia. JS. You have significant growth plans in Ireland, what’s planned? ZH. Our target is to have a 7% market share in Ireland by 2015. We will do this by launching new products, opening more dealers and investing heavily in the brand. We have some exciting plans ahead of us in relation to developing our image and awareness in the Irish market. We will also be supporting our business with innovative tactical campaigns, such as the 3 year servicing and 4.9% finance campaign we are currently running for Fabia. A 7% market share in Ireland will take us above Opel and this is my target.

ZH. 2012 will see a plethora of new products for Skoda. We will start the year with new small cars that will take on Citroën C1 and Toyota Aygo. The market for this type of car is small in Ireland but it will bring new customers to the brand. Then we will launch a Sedan that sits between Octavia and Fabia. This will have big potential in Ireland and allow us to really target the Korean manufacturers. Then at the end of 2012 comes the all-new Octavia. I have seen this car and it is absolutely fantastic and it will build on the strength of the current very successful Octavia. JS. The recent Small Family Car Award win in Continental Irish Car of the Year 2011 is just one of the honours bestowed on Skoda in recent times. How significant are these accolades? ZH. Awards and accolades are very important to us. What independent journalists write about our cars influences the buying behaviour of customers much more than a 40 second TV advert during the RTÉ news, when most people have gone to make themselves a cup of tea anyway. JS. 2011 is reported to see a resurgence in the fleet sector, I hear you are making in-roads in this arena with the Octavia and Superb. ZH. You are right, the Octavia and the Superb represent a great opportunity for us in Fleet and it is an area of the market that we haven’t really exploited yet. Whilst I am expecting substantial growth in our Fleet business over the next couple of years, I won’t be doing any crazy deals to get market share. We will grow our share in this market in a sustainable way with a view to building long term relations with the Business Market.

JS. Will you have standalone dealerships at selected areas? Skoda Motorsport Intercontinental Rally Challenge (IRC) Rally Champions

A better grip on ecology and your costs

New: Ecopia from Bridgestone. More than just fuel efficient, long lasting truck tyres and retreads. In combination with a range of services designed to reduce your fleet’s operating costs, as well as its impact on the environment. Measure your ecological tyre print on www.ecopia.eu and find out how you can get a better grip on ecology and your costs.

R249

M749

R109

www.bridgestone.eu

TYRES

Tackling the Conditions with Winter Tyres

e don’t tend to think about tyres very much of the time. After all, they all look pretty much the same, do the same thing, and, unlike the fancy wheels they are wrapped around, they’re not sexy; nobody is really going to notice whether you have a cheap set of re-moulds on your car or the latest state-of-the-art high performance rubber from a premium brand manufacturer. Indeed it is often only exceptional circumstances that tend to highlight just what a versatile and vital role a tyre does – and how important it is to have the right rubber for the prevailing conditions underneath you.

That point was brought home during the recent extreme cold spell before Christmas, when suddenly demand for winter tyres escalated far beyond the meagre stocks held by suppliers. For a few days at least winter tyres became the most sought after motoring accessory. Prior to that exceptional event few people would have even heard of winter tyres, never mind having considered changing from their regular rubber over the winter months. Over 98% of British motorists use summer tyres all year around according to leading tyre manufacturer Goodyear–Dunlop, and there is no reason to assume Irish motorists are much different. But are winter tyres necessary for the generally mild winter months and do they really make much difference? To investigate the second part of that question Fleet Car travelled to Luxembourg with GoodyearDunlop to compare winter versus summer tyres on a surface designed to simulate driving on icy and snowy conditions. Fitted to three Fiat 500’s, one on summer tyres, one winter and one with winter tyres on the front and summers on the back – we tackled simple hill climbing and descending exercises. The differences in the tyre performances were startling. Taking off up a hill, the car on summer tyres performed – well, just like how anyone who drove on the ice and snow on regular tyres this past December will have experienced. Instant wheelspin with the car going nowhere. If we hadn’t seen that the summer tyres were in fact new with lots of tread we would have assumed that we were driving on bald rubber. In comparison the other two cars with winter tyres on the driven wheels took off without drama and accelerated smoothly and rapidly up the hill.

driving in snowy conditions. Even so, it proved impossible to negotiate the corner on the summer tyred car without it sliding wide (and off the road in real life) as it scrabbled for grip. The winter tyred car on the other hand turned smoothly in with minimum fuss. Interestingly the car on winter fronts and summer rears was the most dangerous of the three. Whereas the car on summer tyres just had consistently poor grip, with this set-up the front turned in sharply, but the back broke away. Even anticipating it, it proved impossible to control at ridiculously low speeds, virtually every driver ending up spinning 180 degrees and facing back the way they had come. It highlighted the importance of having good rubber on all four wheels, not just the driven ones. Clearly then winter tyres offer great benefit on snow and ice, but how about for the more typical wet and muddy roads that comprise the majority of the Irish winter? The issue really is the prevailing temperature. Goodyear-Dunlop says that winter tyres will perform not just on snow and ice, but also on cold wet and slushy surfaces. Below freezing the company says there can be as much as 40 metres difference braking to a halt on a snowy or wet surface at 80 km/h between summer and winter tyres. But winter tyres are designed to work best at temperatures below 7 degrees Centigrade, which, exceptional cold spells excepted, is just about the average Irish winter temperature. A good alternative for Irish motorists therefore might be all-season tyres which offer improved braking distances and better grip on ice and snow, are better equipped for handling rainy and muddy conditions than summer tyres but are still suitable for summer use. But for the motorist who wants to be really prepared for the next big winter event, a set of winter tyres surely is a wise investment.

On the ascent, which included a corner at the bottom, we tackled it at speeds appropriate to 44 FLEETCAR | SPRING 2011

Text: Cathal Doyle - cathal@fleet.ie

THE ALL-NEW SPORTAGE. QUALITY COMES AS STANDARD. The all-new Kia Sportage. Designed to have head-turning good looks and a truly engaging driving experience. Engineered in the most advanced plant in Europe to meet the most exacting quality standards. Supplied with Kia’s pioneering 7-year warranty and available from an affordable €25,600. The all-new Sportage is now in your local Kia showroom. For further information visit www.kiamotors.ie

OFFICIAL FUEL CONSUMPTION FIGURES IN l/100km FOR THE SPORTAGE ARE: URBAN: 6.8 – 6.0, EXTRA URBAN: 5.1 – 4.8, COMBINED: 5.7 – 5.2. OFFICIAL CO2 EMISSIONS ARE: 156 – 135 g/km. *Warranty is for 7 years / 150,000km and subject to terms and conditions as deﬁned in the owner’s warranty and service handbook. See kiamotors.ie for more details. Model shown may not be to Irish speciﬁcation. Price quoted is for LX Model. Delivery and related charges are extra. Metallic paint extra.

www.citroen.ie

OUR CARS ARE INSPIRED SO ARE OUR PRICES CITROËN SURVOLT CONCEPT

CITROËN C3 PICASSO FROM €15,395 SAVE €4,505

WITH CITROËN AND GOVERNMENT SCRAPPAGE DEDUCTED

NEW CITROËN C3 FROM €10,900 SAVE €4,000

WITH CITROËN AND GOVERNMENT SCRAPPAGE DEDUCTED

SCRAPPAGE NOT SCRAPPED Scrappage customers can now save up to €4,505 with Citroën’s fantastic scrappage offers. Meaning, you can drive away in the spacious supermini Citroën C3 1.4i 75 VT from only €10,900, or the not-so-mini MPV Citroën C3 Picasso HDi 90 VTR+ from only €15,395. Contact your local Citroën dealer for more information or log on to www.citroen.ie

*Prices quoted include Government Scrappage Allowance of €1,250 and Citroën’s Scrappage Bonus (€2,750 C3, €3,255 C3 Picasso), available on all models quoted when ordered and registered between 01/01/2011 31/01/2011. Dealer related charges apply. Metallic/Pearlescent paint extra. Offers, prices and specification correct at time of going to press from participating dealers. Terms and conditions apply.

Official Government fuel consumption figures (Range): Combined cycle (litres per 100km/mpg) & CO2 emissions (g/km); Highest: Citroën C3 1.4i 75 manual VTR+ 6.0/47.1, 139. Lowest: Citroën C3 HDi 70 VT 4.3/65.7, 112.

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 4). Country

Currency

95 Lead Free

98 Lead Free

Diesel

Country

Currency

95 Lead Free

98 Lead Free

Diesel

Albania

ALL

159.00

169.00

158.00

Lithuania

LTL

4.39

4.53

4.05

Andorra

EUR

1.142

1.192

1.032

Luxemburg

EUR

1.249

1.276

1.116

Austria

EUR

1.294

1.459

1.282

Macedonia

MKD

76.00

77.50

64.00

Belarus

EUR

0.790

0.629

Moldova

MDL

15.35

15.80

13.90

Belgium

EUR

1.536

1.565

1.351

Montenegro

EUR

1.260

1.300

1.170

Bosnia-Herzegovina

BAM

2.15

2.20

Netherlands

EUR

1.649

1.714

1.341

Bulgaria

BGL

2.33

2.51

2.39

Norway

NOK

13.73

14.04

13.12

Croatia

HRK

9.31

9.72

8.57

Poland

PLN

4.85

5.11

4.69

Czech Republic

CZK

33.50

35.10

32.50

Portugal

EUR

1.524

1.635

1.337

Denmark

DKK

11.77

12.11

10.64

Romania

RON

5.03

5.51

4.95

Estonia

EEK

1.192

1.232

1.217

Russia

RUB

27.04

27.99

26.65

Finland

EUR

1.503

1.545

1.300

Serbia

RSD

118.90

123.70

France

EUR

1.490

1.526

1.309

Slovakia

EUR

1.399

1.283

Georgia

GEL

2.05

2.10

Slovenia

EUR

1.279

1.294

1.237

Germany

EUR

1.468

1.529

1.312

Spain

EUR

1.290

1.400

1.220

Greece

EUR

1.593

1.785

1.391

Sweden

SEK

13.58

13.98

13.59

Hungary

HUF

350.00

339.00

Switzerland

CHF

1.690

1.730

1.790

Ireland

EUR

1.439

1.379

Turkey

TRY

3.95

3.99

3.36

Italy

EUR

1.469

1.551

1.348

Ukraine

UAH

8.50

9.70

8.00

Kosovo

EUR

1.10

1.08

GBP

1.284

1.355

1.329

Latvia

LVL

0.842

0.872

0.842

USA

USD

0.906

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.

Ask the Expert Q. To help me unload at a customer’s premises I wanted to use one of their forklift trucks. I have been trained and have a Certificate but I was told I couldn’t use it. Is that right? A. Because forklift trucks are involved in so many industrial accidents and an employer has to comply with strict rules, unless your employer made a special arrangement the customer was absolutely correct. If you are likely to go to those premises again it might be worth gett ing your employer to send copies of your certificates but there are serious insurance issues.

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

Q. I have been reported for exceeding a speed limit but my Tachograph shows that I was not speeding. What should I do? A. Get a copy of your tachograph chart signed at your local Garda Station and then send it to the prosecution asking them to reconsider the position. The prosecution may not want to get involved in a dispute about the relative accuracy of their equipment and your tachograph.

J L SERVICES

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 | FEB 11 47

ANALYSIS

EU Commercial Vehicle Industry turns Corner – New Registrations up 8% in 2010

he positive vibe emanating from the IAA Commercial Vehicles Show in Hanover, Germany where all manufacturers indicated positive signs of recovery, continues as new registration figures revealed by the ACEA for 2010 verify the upturn. The Association for vehicle manufacturers in Europe has announced that cumulative results from January to December 2010 show an increase of 8.0% growth across the EU markets. Strong demand in December for Commercial Vehicles (+12.5%) helped the positive performance. Over the twelve months, new registrations of new vans (up to 3.5 tonnes) amounted to 1,488,848 units or 8.7% more than in 2009. All major markets posted growth, ranging from +6.2% in Italy to 8.8% in Spain, 11.5% in France, 16.0% in Germany and 19.5% in the UK. The steepest downturn was recorded in Slovakia (-56.0%) while the Swedish market expanded the most (+38.3%). The segment of heavy trucks (over 16 tonne) posted the strongest increase in December (+70.2%) coming from the low levels recorded in December 2009 (-39.4%). All major markets posted growth. Germany remained the largest one with 4,496

heavy trucks registered, followed by France (2,842 units), the UK (2,220), Spain (960) and Italy (904). From January to December, demand for heavy trucks grew by 8.4% in the EU (data from Cyprus and Malta are unavailable), sustained by the Spanish (+22.1%), German (+21.4%) and British (+5.0%) markets. Italy (-3.4%) and France (-1.4%) performed slightly less well in 2010 than in 2009. Over 2010, a total of 249,869 new Commercial Vehicles over 3.5 tonnes (excluding Buses & Coaches) were registered in the EU (data from Cyprus and Malta are unavailable) or 6.4% more than in 2009. Results were mixed across countries as registrations slipped by 0.8% and 0.9% in the UK and France, while they were down 5.0% in Italy and up 12.1 % and 19.7% in Spain and Germany respectively. From January to December, registrations of new buses and coaches fell by 10.4%. Italy was the only significant market to post growth (+24.5%) while Germany (-7.0%), Spain (-8.2%), the UK (-13.2%) and France (-20.5%) all saw their markets contract.

Alfredo Altavilla – new Chairman ACEA CV Board ACEA, the European Automobile Manufacturer’s Association has elected Alfredo Altavilla as the new Chairman of its Commercial Vehicle Board. Mr. Altavilla (47) was recently appointed as the new CEO of Iveco, a company within the newly established Fiat Industrial arm of Fiat Auto Group. Mr. Altavilla is clear on his objective for 2011 – “A main priority in 2011 for the commercial vehicle sector remains the achievement of a full recovery from the financial and economic crisis. Our sector was hit harder than most, and it will take a number of years before we return to pre-crisis levels. However, we are positive and confident to maintain our position as technology leaders around the world.”

Irish HGV sales continue to freefall

welve months on and the situation in the Irish Commercial Vehicle industry is no better. Figures released by the Society of the Irish Motor Industry – SIMI, reveals that just over 1,000 new HGVs were sold during 2010, which represents an 11.38% decrease over the previous year’s figure of 1,151 units. Once again Mercedes-Benz topped the general new registration charts with a near 16% market share (down from 18%). DAF Trucks were second with 14.41% with Volvo bettering its great Swedish rival Scania by 11.57% to 11.08% respectively

in the heavies section. Fergus Conheady, Sales Manager, Mercedes-Benz Commercial Vehicles, praised the work done by their seven strong main dealer network in the face of what he termed “very adverse economic circumstances”. The consistent decline in the HGV market over the past number of years reflects on the poor state of the economy. Compare the 2007 new registration figures of 5,444 units to the 2008 figure of 3,641 and to what was recorded for 2010.

Thanks to the Car Scrappage Scheme, the overall new car market improved by over 20% - 88,373 versus 57,118 from 2009. Likewise, some positivity was shown in the Light Commercial Sector with 10,546 new vans registered vs 9,285 during 2009 (+13.6%). Ford was again the leading LCV brand with 18% of the market.

UK Truck market declines

ith the full year 2010 registration statistics now available from the SMMT, the UK truck market over 6.0 tonnes GVW last year was 27,588 units, a reduction of just 350 or 1.3% compared to 2009 but still the lowest on record. Overall, the truck market over 3.5 tonnes GVW at 34,458 was also one of the lowest recorded. The Light Truck Sector (from 6-15 tonnes) was down by some 15.9% overall but the Heavy Truck market (over 15 tonnes) was

sales represents a 23.8% market share, some 31% greater than number two placed manufacturer Mercedes-Benz. actually up by 5.0%, compared to 2009. DAF Trucks was again market leaders in 2010 for the 16th year in succession despite a reduction in overall market share. The 6,553 volume of

Despite that it is now four years since the UK truck market saw its last peak, HINO through its Irish based importers the Harris Group has managed to maintain its 0.4% market share in the CrossChannel marketplace.

48 FLEETTRANSPORT | FEB 11

ANALYSIS

A mixed bag of results for the European trailer markets

he trailer market in Western Europe grew by 11% in 2010, which would normally be seen as a good result. However, given that the market fell by 52% in 2008/9 it does not represent a spectacular recovery in demand according to Gary Beecroft , Managing Director of Market Consultants CLEAR. He has calculated that production may have increased by 47%, as de-stocking turned into re-stocking and exports recovered on top of the extra domestic demand.

years. Even in the long term, the total size of the West European trailer fleet will exhibit litt le growth,” he concluded. 77% of goods in Europe are moved by road and most of that proportion is transported on a trailer pulled by a truck. The last severe downturn in the heavy goods trailer market was in 1993 – but 2009 was worse. In 92/93 the demand for trailers fell by 31% or 37,000 trailers. In 2008/9 the fall was 51% or 107,000 trailers.

Unlike Western Europe however, the decline in demand will not lead to a fall in the size of the trailer parc (fleet), which even in 2009 was estimated to have grown by 3%. “What is interesting is that trailer demand in the countries of Eastern Europe will recover at different rates – some moving back onto a high growth path quite quickly. Others experienced such rapid growth from 2002 to 2007 that they now have nearly enough trailers to meet their countries’ transport needs. In these cases, trailer demand will never return to the levels seen in 2006/7,” said Gary.

Meanwhile the East European trailer market “The improvement in trailer demand was very recovery is underway with growth of 32% uneven across the 15 countries analysed. Four forecast for 2010 countries, including France and Belgium, Many East European countries joined the EU saw their trailer market in 2004, which resulted in a continue to fall in 2010. booming demand for trailers. Six countries, including In particular, semi-trailer hile the Irish replacement commercial principally due to Ireland’s financial and demand has rocketed as the the UK and Germany saw vehicle tyre market was impacted political situation. Like in the UK, the Irish volumes of international double digit percentage market has come under increasing pressure transport increased, both growth in 2010,” he badly by the recession during 2009, the 2010 overall figures have been encouraging from budget brands as operators look to cut within Eastern Europe and stated. according to Continental Tyres. In the first costs in a subdued business environment. between East and West. From “Looking forward,” he months of 2009 the Irish new replacement 2002 to 2007 the compound Demand for high load capacity tyres has annual growth rate for trailer continued, “all countries tyre market was 68,500 units (82,000 for steadily increased up to October 2010. Many demand was 26.3%. Demand have some growth forecast the entire year), however, this year it stands operators are specifying high-end and heavier broke the 100,000 unit barrier in 2011 with almost all at 83,000 units (a 21.2% increase) with a cabs, plus the additional emissions equipment in 2007. seeing further growth in projected total of 113,000 units for the 2011 calendar year. on modern Euro 5 trucks has also meant a 2012.” 400kg increase in overall gross vehicle weight Even when trailer demand over Euro 4 equivalents. The types of trailers that For 2011, Continental expects only marginal fell in 2008 by 10%, as the have done relatively badly growth with volumes around 116,000 units fi nancial crisis in Western during the recession are economies deepened, there curtain-side, box van was a hope abroad that and container chassis. the high growth Eastern Those types that had a less severe downturn By the end of 2010 heavy trailer demand in European markets would do a BRIC (Brazil, were the refrigerated, tipper and tanker/bulk Eastern Europe had increased by 32.1% over Russian, India & China) impersonation and trailers. “Broadly speaking then, less expensive the 2009 level. However, four countries saw largely ignore the slowdown and then return ‘commodity’ type trailers had a difficult time their markets continue to fall, namely Bulgaria, rapidly to growth. What actually happened was whereas expensive specialised trailers saw smaller Croatia, Hungary and Slovenia. that the trailer market fell by 65% in 2009 – a falls in demand. As usual in slowdown, falls in the much larger percentage fall than occurred in market for semi-trailers were much larger than It must be remembered just how far the trailer Western Europe. those for centre-axle and drawbar trailers.” market had failed since the peak in 2007. After the initial decrease of 10% in 2008 there was East European banks and fi nancial institutions “In 2009, the trailer parc (fleet size) fell for the a collapse, resulting in a drop of 65% in 2009. were not exposed to questionable derivative fi rst time ever and will do so again in 2010,” The demand for new trailers was returned to products or US mortgages. However, both the he predicts. “The effects of this will be quite the level of 2002. region’s fi nancial institutions and the larger profound. The parc level of 2008 will not be private companies were dependent on Western exceeded until 2015. In effect we have witnessed “The fall was so drastic that it will take until 2014 capital markets. When these dried up with the the end of everlasting growth in the trailer fleet to recover to the level of new trailer demand last arrival of the credit crunch, it became virtually of Western Europe. seen in 2006, which was a litt le short of 90,000 impossible to finance transport equipment units,” forecasts Gary Beecroft . purchases. As a consequence trailer orders “It is quite possible that the 2007 level of trailer . disappeared. demand will not be exceeded in the next ten

Ireland’s 2010 CV Tyre market encouraging

Text: Jarlath Sweeney - editor@fleet.ie

FLEETTRANSPORT | FEB 11 49

LAUNCH PAD

New Eco EcoStralis Stralis Gets Green Light

irst shown at the IAA Show in Hanover in September, Iveco has revealed further details of its new EcoStralis, the greenest Stralis model to date. It’s the second Iveco to bear the ‘Eco’ label following the EcoDaily light commercial vehicle range, and for the green-minded Iveco customer is an alternative to the Stralis Liquefied Natural Gas (LNG) and Compressed Natural Gas (CNG) ranges.

options, engine management systems, electronic programmes, aerodynamics and tyres are all modified compared to the regular Stralis. Using the Cursor 10 460 hp engine as the basis for the EcoStralis, this engine develops 10 hp more than previously but features new engine mapping designed to reduce fuel consumption. This extends to torque delivery linked to load and gear change patterns which, the company says can achieve savings without decreasing performance

Boasting a number of engine and system modifications, independent tests by German experts TUV SUD has shown that the EcoStralis achieves an impressive 7.32% improvement in fuel consumption compared to other vehicles in the same class. Iveco hopes that additional savings can be achieved through improved driver performances by offering driver training courses with the new vehicle. Indeed such is the confidence of Iveco UK in its new product that it is prepared to put its money where its mouth is by offering a unique guarantee to its UK customers – that the EcoStralis will better the fuel consumption of the customer’s equivalent fleet by at least 4% or Iveco will refund the difference in fuel. Full details of the guarantee have not been announced as we go to press, and will be subject to meeting certain conditions, but Iveco is confident that the majority of customers will qualify. The EcoStralis also comes with a three year / 420,000 km warranty as standard. Available in 6x2 and 4x2 tractor formats, and with Active Space Super or Active Time cab

FLEETTRANSPORT | FEB 11

It uses data from the Electronically Controlled Air Suspension (ECAS) and Electronic Stability Programme (ESP) systems to limit engine torque depending on the gross vehicle weight. An Electronic Braking System (EBS) modulates braking according to the vehicle’s running weight and works in conjunction with the ESP and Hill Holder functions. Aerodynamically the EcoStralis features a new adjustable roof spoiler and side deflectors, as well as chassis side streamers on the 4x2 versions, while new 315/70 R22.5 tyres reduce rolling resistance. Available in either a standard or advanced package, an advanced ‘Blue&Me Fleet’ telematics package is offered in conjunction with Qualcomm, providers of f leet management solutions, and can provide operators with a wide selection of real time data.

or commercial speed. A special low viscosity synthetic engine oil not only has exceptionally long change intervals of 150,000 km, but also reduces consumption by 1% to 2.5%. Electronic aids also play a key part in helping to reduce fuel consumption and emissions figures on the new EcoStralis. A key technology is an ECO-switch that works in partnership with the EuroTronic gearbox to allow only fully automatic mode, thereby ensuring maximum fuel economy.

As well as the standard EBS, ESP and Hill Holder safety equipment, Iveco also offers additional systems such as Lane Departure Warning, Tyre Pressure Monitoring, and Adaptive Cruise Control. There are also a number of option packs available for owners wishing to further customize their EcoStralis.

LAUNCH IVECO ‘STATE OF THE NATION’ CONFERENCE Modest Recovery Predicted For UK Commercial Market in 2011 Cautiously optimistic is how Iveco views the UK commercial vehicle market for the forthcoming year. In its annual ‘State of the Nation’ review, the truck and van manufacturer sees growth in some sectors, but others will continue to remain with negative outlooks for at least the immediate future.

Stralis LNG Iveco already offers Stralis models running on Compressed Natural Gas (CNG), but another alternative fuel choice is now on offer with the introduction of a new selection of Stralis rigid and tractor units running on Liquefied Natural Gas (LNG). In the UK 19 tonne 4x2, 26 tonne 6x2 and 4x2 tractors will be available to customers in both Active Day and Active Time cab specifications.

A 7.8 litre six cylinder Cursor 8 engine will offer up to 270 hp with 300 hp and 330 hp versions to follow later this year. With special cryogenic tanks fitted, the Stralis LNG will have a range of up to 1,000 km, significantly more than is available on CNG powered trucks. They are also up to 50% quieter than normal diesels, while emissions are to Euro 6 standards. Liquefied Biomethane can also be used in these engines without modifications.

2010 saw significant growth in the overall van market between 2.8 tonnes and 7 tonnes, up 19.6% to 106,052 units compared to 2009, and the company sees this trend continuing for 2011. Breaking down into smaller segments, the growth was led by the 2.8t to 3.49t market, which, having been the first to go into recession, has been the fi rst to come out with sales 27.3% up on the previous year. 3.5 tonne LCVs account for 50% of the van market by themselves, and having suffered a 40% drop in sales in 2009, recovered reasonably well in 2010 with a 16.8% growth to 68,500 units. Heavy vans between 3.51t and 6t represent only 7% of the van market, and here recovery was significantly slower, only 2.3% up on 2009. Things are optimistic in the medium commercial vehicle sector which recorded its sixth consecutive year of negative growth, albeit by a 17% decline compared to the 37% fall of the previous year. The lower end of this segment, made up primarily of light tippers and heavy duty vans in the 6.1t to 7t weight categories has been hardest hit, falling 30.3% last year. In the 7.1t to 7.5t sector comprising box body and tipper units, sales were down almost 20% with negative growth in every quarter. Better news though in the 7.51t to 15.9t market where, despite overall volumes falling 5.4% over the full year, there was significant signs of recovery in the 4th quarter with sales 33% up. Recovery shoots were also evident in the Heavy Commercial Vehicle sector over 16 tonnes where for the fi rst time since 2005, sales were up compared to the previous year. 20,556 units sold represented a 5% growth on 2009, most of it occurring in the 4th quarter. The growth was largely accounted for by tractor-units which saw sales grow by 23.6%, whereas the rigid market is continuing to suffer, down 13.5% on 2009. Even here though there was growth in the fourth quarter, leading to optimism that the trend may continue into 2011. The off-road sector which is dominated by vehicles from the construction industry also showed negative growth in 2010, down 21% on the previous year. Looking to 2011, Iveco concludes that although a slow burning recovery persists, there still remains significant fi nancial volatility leading to a lack of confidence. Therefore although it believes that both the LCVs and truck markets will grow this year, it will be at a modest rate of 12-15% compared to 2010.

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

FLEETTRANSPORT | FEB 11 53

REVIEW

International Bus & Coach Fair (FIAA) – Feria de Madrid Noge

Otokar

Noge att racted a lot of interest to the stand to see the specially designed bus for the Asian Cycling Team. It was built on a MAN R33 chassis. Scania

Beulas

Volvo 'Mini Bus'!

Local builder Beulas displayed its double decker coach called the ‘Jewel’. So far less than twenty units have been built, mainly using Scania drivetrain/chassis. Seating capacity varies between 85 and 89 depending on toilet or kitchen fittings. A right hand drive option will be available later in 2011. Beulas also displayed five Auras on a variety of chassis including MAN, Iveco and Mercedes-Benz.

54 FLEETTRANSPORT | FEB 11

Irizar Spanish body builder Irizar is in the business of building coaches for over 120 years and premiered its new i6 coach at the Show. Designed to eventually replace the popular Century model, orders for over 100 of these new coaches are in place for 2011. Irizar had the biggest stand at the Feria de Madrid venue and the new coach is available on almost any chassis including Scania, MAN, Volvo, Mercedes-Benz, VDL and Iveco.

Mercedes-Benz Citaro is a popular choice for Local Authorities and Councils as a City Service Bus. Mercedes-Benz had the Citaro G BlueTec (Hybrid) on display with the OM924LA engine. Also on show was the Travego 15 RHD coach, another popular choice for Spanish operators. Pictured is the Sprinter Shaula 519 CDI 28 seater 6x2 Minibus.

Mercedes-Benz

ot unlike the Irish economy, Spain is struggling to come to terms with the worldwide recession. New registrations for 2010 were almost 50% down on 2008 figures and while some improvement is expected in the bus market, new coach sales are unlikely to improve in 2011. In spite of these the Bi-Annual International Bus and Coach Show (FIAA) held in Madrid recently was a very successful event with record numbers of exhibitors and operators present. Spain has a strong bus and coach industry and all of these local manufacturers were there in force exhibiting both new and innovative vehicles.

Otokar Recently launched in a right hand drive version the Otokar Kent attracted a lot of visitors to the stand. At 12m long and with a capacity of 102 passengers including 77 standees, it is available with three or two door options on a variety of chassis.

Scania Centre stage on the Scania stand was the Touring Coach. Built as a ‘whole’ Scania product by Higer in China, it will cause some uneasiness among Spanish coach builders who would have had strong links with the Swedish company. That said Scania also exhibited an Irizar PB on a 12.2m 4x2 chassis.

Sunsundegui Manufacturing coaches for over fi ft y years in Spain, Sunsundegui believes that the agreement between itself and Volvo since 1998 has given it a platform to expand sales in Europe. On display were two Sideral 2000, both @ 13m. One on the B13 R Volvo chassis with 50 seats, and the other on a Euromar C45 chassis with 59 seats.

REVIEW

Scania

TATA-Hispano

Sunsundegui-Volvo

Volvo

Hispano is based in Zargoza in Spain and is now controlled by Indian conglomerate TATA. Having re-branded the company to TATA Hispano early last year a new City Bus was launched. Known as AREA, two versions were on stand, one based on an Alexander Dennis (ADL) chassis and the other on their own integral chassis. ADL has developed this new chassis, which is designed to 19 tonne GVW using the Cummins ISBE 4.5 litre engine.

Still enjoying its success from being chosen as International Bus of the Year (IBOY) the VDL Citea took all the limelight on the VDL exhibition area. Although VDL only supplies chassis to the Spanish market a spokesperson for VDL said that while it is happy to supply chassis only, it would not rule out selling complete vehicles at some stage.

Text & Photos: Sean Murtagh - sean@fleet.ie

Like the other chassis manufacturers Volvo showcased complete bus and chassis with other body builder products, including the Volvo 7700 Hybrid. Ten of these will be delivered to Madrid in April of this year. Because of the warmer climate Volvo put an extra 5kw of capacity on the air conditioning, not a problem Irish operators will have to ever face!

BMC Probus

VDL

Optare UNVI Solo

TATA-Hispano

FLEETTRANSPORT | FEB 11 55

BUS & COACH

Kavanagh’s set on Setras!

ith 23 new S415/S416 GT HD ComfortClass set for delivery over 2010/2011, J J Kavanagh & Sons (Urlingford) maintains its position as the leading Setra coach operator in the UK and Ireland. During 2010, Kavanagh’s upgraded its high specification fleet with four 13.02m tri-axle S416 GT HD and four twin axle S415 GT HD ComfortClass models powered by 428hp Euro 5 Mercedes-Benz Blue-Tec SCR engines. Seven of these coaches are mated to the Mercedes-Benz GO240-8 Powershift automated gearbox, with the other fitted with a ZF AS-Tronic 12 speed semi-auto box. (A further 15 ComfortClass vehicles will be supplied during 2011).

with the other specified with full leather upholstery and leg supports including up to 49 Ambiente reclining seats with belts. Initially this top-spec coach is being operated with 33 seats to meet the specific requirements of an incoming tour operator client. “We are pleased that our Setra fleet has been awarded a Five Star classification by the Failte Ireland,” commented Joint Managing Director, J J Kavanagh. Alongside the Setra coaches, J J Kavanagh & Sons operates a number of other EvoBus supplied products including Mercedes-Benz Citaro buses and Sprinter minibuses. All seven feature roof mounted air-con, multimedia system, sunken toilet, serving area

Another Award for Matthews Coach Hire Ltd

atthews Coach Hire Ltd’s implementation of an on-going fuel efficiency programme has been recognised by the Sustainable Energy Award 2010. The Monaghan based company, established in 1995, operates a fleet of 29 vehicles, managed to improve its fuel efficiency by 6% over a 12 month period. The energy efficiency activities introduced to support the Energy Policy predominantly tackle diesel usage but also address lighting and heating usage in the office. With vehicle drivers having a significant influence on vehicle fuel use, each driver was trained in eco-driving, a style suited to modern engine technology, which is based on smart, smooth and safe driving techniques. A new energy performance indicator of Litres/100km was set up and a GPS tracking system was introduced into the

According to the award organisers, the Sustainable Energy Authority of Ireland, “the energy management project arose out of a recognition that fuel efficiency has become a key competitive issue for the transport business. A structured energy campaign focusing on the company’s organisational procedures, vehicle operation and driver behaviour is an exemplar for the industry.”

coaches to help gauge the efficiency of the journeys by capturing engine idling time, vehicle speed and diesel usage. Drivers get regular feedback on their performance. The vehicles themselves are serviced every weekend to ensure they are operating at maximum efficiency.

Pictured are Noel Matthews, Fleet Manager, Matthews Coach Hire, receiving the Energy Efficiency Award; Major User, from Brendan Halligan, Chairman, Sustainable Energy Authority of Ireland and Brid Horan, Executive Director, ESB Services and Energy Solutions.

World’s first purpose-built Intelligent Transport System test centre

art of the CEN Group Ltd which operates public transport in the West Midlands under the Central Buses brand, Centrad produces advanced electronic information and telemetry systems for public transport applications and aims to use the unique capabilities and features of the world’s first purpose-built intelligent transport systems (ITS) test facility for future product development. The opening of the Government-backed innovITS ADVANCE, which is located within the MIRA Proving Ground in the UK Midlands, has provided since the summer of 2010 a unique location in which ITS innovations can be tested in a highly controlled manner and in complete safety. At the heart of the facility is the ‘city circuit’. A network of roads, combined with an open architecture of multi-zoned Wi-Fi and GSM mobile telecoms systems that can be configured according to the precise needs of testing. With the 56

FLEETTRANSPORT | FEB 11

facility’s web-enabled control system, customers thus have at their disposal an environment in which new developments can be tested with the precise specification of road conditions and communications access and denial able to replicate almost any urban scenario world-wide. “Public transport users today have increasingly

higher expectations of service quality and reliability, and the provision of accurate and timely information is an important aspect of the overall service experience,” explains Centrad Managing Director Geoff Cross. “At Centrad we pride ourselves on being able to provide our customers both in the UK and export markets as far afield as New Zealand, with high quality robust systems that leverage the latest in vehicle positioning and information technologies such as automatic vehicle location systems. We aim to achieve this in a cost-optimized manner that is attractive and accessible to the smallest of operators. The capabilities of innovITS ADVANCE will, for example, enable us to test our new products in a secure and safe setting, ensuring that they are proven to work in any telecoms environment that the world throws at them, including evaluating robustness of GPRS and 3G communications at a range of vehicle speeds and within a wide range of signal strengths.” Text: Jarlath Sweeney - editor@fleet.ie

TECHNICAL

Truck Brakes Part VI1I

p to this point, we have covered the air brake system of a truck or tractor unit. If a trailer was coupled to a truck or tractor, the brakes of the trailer would have to be operated from the truck or tractor. Like a truck the trailer can have either disc brakes (Fig 1) or drum brakes (Fig 2). Due to so many different brake arrangements or combinations it’s not unusual to have a truck with disc brakes and a trailer with drum brakes or vice versa. In an ideal situation especially with electronic braking it seems to be good practice to have the trailer braking arrangement match the truck.

Supply Line

Figure 4 Volvo Figure 5 shows a more detailed diagram of the internal workings of the TCV and if we think back to the numbering system of air valves, 11 is the main supply to the TCV from the park brake tank, 21 is the first outlet to the trailer which is the red Suzie and 22 is the second outlet to trailer, control line or yellow Suzie. 41 is the signal to the TCV from the primary brake circuit, 42 is the signal from the secondary brake circuit and 43 is the signal from the park brake valve.

The supply line is also known as the emergency line (Red Suzie), which gets it feed from the park brake reservoir of the tractor unit and on to the trailer via the trailer control valve. As soon as the red Suzie is connected to the trailer and the air tap opened air will enter the trailer reservoir through the RE valve. When the trailer reservoir fills with air the spring brake chambers of the trailer are released. It is of vital importance when connecting Suzie air lines that the park brake of the tractor unit is applied. It can be quiet easy to forget to apply the park brake after the fifth wheel has locked into the trailer. There has been a number of accidents where trailers have been connected without the tractor unit park brake having been applied as the vehicle can roll freely as soon as you connect the red Suzie. The blue Suzie is for a three line trailer braking system which is very rarely used today.

Figure 1 Knorr Bremse

Figure 5 Wabco

Suzie’s Figure 2 Knorr Bremse In last month’s issue we looked at the trailer control valve TCV (Fig 3) which is the valve needed to transmit air pressure signals and charge pressure to the trailer from the truck. In (Fig 4) we can see the circuits supplying the TCV in more detail where (1) truck park brake reservoir supply the TCV (2) and (5) blue lines, represent the primary brake signal from the footbrake valve and 5 red lines represent the secondary brake signal from the footbrake valve. (6) Light green lines is the signal to the TCV from the park brake valve. The TCV is designed to work on signal pressures from all three circuits so as in the event of a rupture or failure in any one or two of those signal pressures the trailer will get a brake signal pressure to apply the trailer brakes. Number 4 represents the yellow Suzie control line to the trailer and (3) represents the red Suzie to the trailer which is the feed supply to the trailer reservoir. 7 is a trailer brake valve this is an optional valve which can be used by the driver to apply the trailer brakes only, a useful braking assistance tool especially for vehicles without Electronic Braking System’s (EBS).

Figure 3 Wabco

Text: Ailbe Burke

This term refers to the coupling device used to connect the control (service Yellow) and supply (emergency Red) lines of the tractor unit to the trailer (Fig 6). These couplers connect together and lock in position. They have rubber gaskets that prevent air from escaping at the connections. Before connection is made, couplers should be clean and free of dirt and grit. When connecting the Suzie’s to the trailer care must be taken to ensure that all connections are secure and air taps open. Some European trailer- truck combinations have what is called glad hand connections. There is some very helpful information on the RSA web site www.rsa.ie and on the VOSA web site from the Department for Transport in the UK on coupling and un-coupling a trailer.

Application Line The application line is referred to as a control (Service, Yellow) line. This line is connected to the foot brake and hand brake valve via the trailer control valve. When the driver depresses the foot brake valve, air will be delivered to the tractor unit brakes and also to the trailer control valve and on to the trailer brake chambers via the relay emergency valve of the trailer. Like the primary brake system of the tractor unit the air supply to the trailer is a remote or signal pressure which activates the trailer relay emergency (RE) valve which in turn opens and allows air from the trailer reservoir to travel down to the trailer brake cylinders to apply the brake. When the driver has stopped applying the foot valve, the application air to the trailer brake is exhausted via the footbrake valve exhaust port, the trailer control valve and the RE valve.

Figure 6

As air passes from the tractor unit trailer control valve through the Suzie’s and on to the Relay Emergency (RE) valve of the trailer (Fig 7). The Relay Emergency valve as the name suggests acts as a normal relay valve during braking application and also acts as an emergency valve if there is a sudden interruption in supply of air to the trailer where it will automatically apply the trailer brakes. Figure 7 Haldex

In next month’s issue we will take a detailed look at the RE valve along with the complete trailer braking circuit and components.

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

FLEETTRANSPORT | FEB 11 57

TIMES PAST

VEHICLE NAMES AND BADGES plain lettering on the upper part of the AEC triangle and there was obviously something else below this. Again, a visitor supplied an answer. The missing item was a Royal Appointment emblem and our visitor said that these were often taken by souvenir hunters and collectors, usually when the vehicles were new. So much for the blank on the front of our 1964 Merryweather turntable ladder. Several British vehicle builders were awarded Royal warrants and naturally made use of their products to advertise this fact. Dennis Brothers often placed a Royal warrant badge on the radiator caps of their fire engines and the attractive Ace that came from the late Aubrey Edge in 2002 has this feature. On advice, this cap has been removed from the vehicle and placed in safe storage. Dennis was also one of those firms that used a variety of appealing lettering on various models over the years and the Museum is fortunate to have various examples. AEC Mammoth Major RIK 727 in 1979, retaining both triangle and model name in script.

recent visitor to the Transport Museum remarked on how modern commercial vehicle marques, particularly vans, often present a bland, similar shape and apppearance, depending on makers’ badges or logos to tell them apart. As well as the badges, older vehicles were distinguished by front grilles which were both distinctive and clearly evolved from the radiator shapes that had so readily identified earlier models by the various makers. The foregoing led me to think more deeply about badges and radiator shapes – and other artefacts. The vehicles in the collection are so familiar to Museum members that we simply accept how they look, rarely pausing to think about radiators and badges – except those that have been stolen or interfered with, a regrettable fact that worries every historian vehicle custodian. Although there have always been keen collectors of makers’ badges, who acquired their items legitimately, there is unfortunately a minority who will steal anything they desire - the list is staggering. Some callers come equipped with screwdrivers and one particular individual whose visits have always coincided with the disappearance of certain items has been positively identified.

However, to return to radiators and badges. The transport collection contains more than forty vehicle makes, of which twenty-seven are represented by the fi ft y-five currently on display in Howth. Some of these are makes that go back to the nineteenth century, among them Foden and Merryweather. The venerable Foden name was displayed for nearly a hundred years in an attractive script which appears on the Museum’s 1947 ESB tractor – script, sometimes enhanced with extended letters that formed ovals or other shapes, was also used by other makers, Daimler and Leyland being good examples. Fire engine builder Merryweather used a number of devices over the years and the Museum collection contains a good selection. And it was from an English visitor that we learned how a subtle change can date a vehicle. The manual fire pump that came from the Holmes family in 1997 had been supplied to the Moore Abbey Estate in 1883, and which in our ignorance we assumed to be the date of manufacture, but our visitor put us right. He pointed out that the pattern of crown in the Merryweather badge on this pump put its latest date of manufacture in the early 1860s. It turned out that this was a refurbished pump and identified as a Paxton, named after the builder of the famous Crystal Palace in London in 1851. How a badge can be a silent historical witness! The National Museum has a similar machine showing the same date as ours (1883) and it is probable that its story is similar to that of the Moore Abbey appliance.

CIE Leyland U61 when new, showing the very collectable Royal Tiger shield 58

FLEETTRANSPORT | FEB 11

At a much later stage of the Merryweather story was the series of appliances based on AEC Mercury chassis in the 1960s. These had the name Merryweather in

For many years, the AEC triangle was one of the most easily recognisable badges on commercial vehicles and buses. Once more the Museum is lucky to have a string of examples and when visitors’ attention is drawn to them, they realise that something here looks vaguely familiar. The answer, embodying a great volume of history, is worth explanation. Around 1909, the London General Omnibus Company was operating a variety of motor buses in its programme to eliminate the

The famous AEC badge showing the stylised Underground Circle and Bar

Drawing of the Indian head as on the radiator of the Guy bus

TIMES PAST

ESB Foden ZH 1278 displays its maker’s name in script

Guy Arab MZ 7396 displaying its Indian’s head radiator cap

The Morris-Commercial badge has been stolen from gun tractor ZD 296 in the museum collection

horse from public passenger transport in the City. They eventually became convinced that they could build better buses than those they were buying and set up the Associated Equipment Company (AEC) to do this. Because the company was a member of the Underground Group, they adopted their parent company’s famous circle and bar emblem as their radiator badge, superimposing the letters AEC and later placing this device in a triangle. From the late 1920s the radiator with a central vertical strip topped by the triangle became so well known that when drawing the front of a commercial vehicle, children and cartoonists instinctively depicted an AEC. The various models also displayed in script their names, starting with M for commercials and R for buses. In time, such items became collectors’ items but until the crazy height of enthusiasm encountered today some vehicles went for scrap with these embellishments – the withdrawn Mammoth Major in one of this month’s pictures was photographed in Ennis in 1979. Over the years, Leyland relied on two main devices. The radiator top tank displayed the name Leyland in a frame with a curved top, the height of the lettering following that of the curved background. There was also a distinctive stylised version of the word Leyland, used at various times on vehicles and in advertising. Starting with the Lion and Tiger buses of the late 1920s, some models carried a badge with a coloured picture of the appropriate animal. A lengthy series of shield-shaped badges became a splendid art form when underfloor-engine buses,

Three museum fire engines; the E has been stolen from the ERF, the Dodge has lost three letters and the Timoney is minus a letter from its registration.

which had no distinctive front radiator, became the norm from 1950 onwards. They unfortunately also became highly collectable – so much so that Buses magazine refused to carry an advert saying “Royal Tiger badge wanted – name your price”. Regrettably, none of the Royal Tiger or Leopard buses in the Museum collection has a badge. One of the most sought-after badges was the one that formed part of the radiator cap on Guy Arab buses. This consisted of a native American warrior’s head, complete with head dress and the legend ‘Feathers in our Cap’. The Museum’s Arab, a 1950 single-decker that started life with Belfast Corporation ended service with O’S Coaches of Hospital, County Limerick, from whom it came to the Museum and is at present being re-panelled. The magnificent radiator cap of this vehicle is in safe storage with several other items we could not afford to lose. The history, stories and legends surrounding badges on vehicles could form the basis for a book. Apart from maker’s badges, there are many other items that go to dress or present a vehicle: legal lettering,

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

The oval Merryweather badge on the manual pump includes the crown that led to positive identification

owner’s crests, registration plates, police or public service plates, every one of them embodying large swathes of history. Apart from what appears on vehicles, the number of signs and roadside artefacts associated with transport, traffic and travel is vast and as with everything else, every one tells a story. This is a whole collection of subjects to which I hope to return.

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 | FEB 11

WAREHOUSING

Make a date for Networking Lunch: 16 March 2011

KWA has announced that the third in its series of Networking Lunches for the Irish Warehousing and logistics community will take place on 16 March, 2011 at the Slieve Donard Hotel, Newcastle, County Down. Leading Logistics Directors and CEOs plus suppliers from Ireland and the UK (with business links in Ireland) are expected to attend the lunch, which will feature two guest speakers. “The Irish Logistics Networking Luncheon has developed into an important opportunity

for member s of I rela nd ’s log ist ics industry to renew old acquaintances and meet new contacts in a relaxed atmosphere,” commented Roger Williams, (pictured) Chief Executive Officer of UKWA. The event has been held in Dublin on the past two occasions and in order to promote and increase cross border business activity the networking lunch ventures North for the fi rst time. Since UKWA opened its doors to companies outside the boundaries of the UK in 2006 – a move which, in part, was designed to appeal to Ireland’s third party storage and warehousing community which did not have a trade body dedicated to its needs – the Association has enjoyed a healthy inf lux of Ireland-based companies.

Further details and ticket prices are available from UKWA on (tel) +44 (0)207 836 5522

A major announcement is also planned to be made on the day also.

UKWA members can reduce their fuel bills

he United Kingdom Warehousing Association (UKWA) the leading trade association for the third party storage and logistics sector has teamed up with independent Fuel card supplier Forecourt Fuels Ltd to guarantee that members across Ireland will pay the lowest possible rates for ‘on road’ diesel. Forecourt Fuels offer a range of Fuel Card products with a price guarantee linked to both Platt s rates and national average pump prices. Under the scheme offered to UKWA members, Forecourt Fuels guarantees to save the account holder a minimum of 2.50 pence per litre net (3 pence per litre gross) or (approximately) 2.75 Euros per litre net against the overall retail national average on every litre of diesel purchased from participating sites for a minimum period of 12 months. As well as potentially reducing their annual fuel bill by thousands of pounds, UKWA members will also enjoy the following benefits through this exclusive offer: • Free issue of fuel cards with no contracts or hidden costs; • Extensive national and international site coverage through a choice of fuel cards allowing access to over 6,000 UK and 1,500 European service stations, including new initiatives and products in the market 60

FLEETTRANSPORT | FEB 11

• • •

that can offer improved MPG and reduced maintenance costs; Weekly price notifications in advance by either email or SMS text; Free access to Forecourt Fuels’ online management tool ‘Webfuels’; Regular management reporting to keep you in control of your fleet.

A fuel card looks and works in a similar way to a credit card but with a few fundamental differences. Firstly, it is usually restricted to only allow the purchase of diesel/fuel (though some cards can be set up to allow purchases of non fuel related items if required). Secondly, when it is used to make a purchase, both the vehicle registration (compulsory) and mileage (optional) are recorded against the respective transactions. Finally, the fuel card invoice also doubles up as a fuel management report, showing date/time/place of each sale, registration number (and mileage if required) of the vehicle collecting the fuel and of course how much was drawn. It will also then go on to separate the VAT element of all transactions. UKWA’s Membership Services Manager, Michael Davison comments, “Fuel is at the centre of operating expenses for almost all haulage companies and businesses are analysing their fuel expenditure more closely than ever.”

“Recent increases in the price of fuel are causing additional pressure so why not discuss how you can minimize fuel prices with a fuel card for your business? Even fractions of pennies saved on each litre of diesel purchased can equate to many thousands of pounds over a year.” For details of how to join UKWA visit www.ukwa.org.uk or call +44 (0)207 836 5522.

About the United Kingdom Warehousing Association With over 600 member companies, the United Kingdom Warehousing Association (UKWA) is the UK’s only trade association dedicated to serving the vitally important warehousing and logistics sector. Established in 1944, the Association’s members control nearly 100 million square feet of warehousing space from nearly 1,300 locations across the UK. Although originally established as a trade body for the third party warehousing sector, the Association now embraces all companies that operate a warehousing or distribution facility. Membership is not restricted to those companies based within the borders of the United Kingdom.

COMMENT

Transport 21 Mid-Term Review – 10 years on: more decade(nce)

he man that sat across the table from me at a meeting the other day started with the observation that the new Motorway from Limerick was great and that he drove from there to “The Red Cow” in an hour and a half. It took a further forty minutes to reach the City Centre, but overall the journey was quick and effortless. Speaking with the same person a few days earlier he told me about a journey to another Dublin meeting, this one at the height of the December weather. His travel there was fi rst by train and then by LUAS. That journey took longer but he made it to the meeting relaxed and on time. Many of the other attendees, who were Dublin based were neither on time nor relaxed. The two conversations came back to me when I started to dig into the 'T21 Mid-Term Review' Document recently issued by the Chartered Institute of Logistics and Transport (CILT). In that Document the authors, which include Professor Austin Smyth, who has a long history of dissecting transport systems throughout the island, set out to examine how the ten year Transport 21 project has progressed now that the mid-point has been reached. It is interesting, by the way, that, though the Irish economy has taken a battering over the last couple of years, the basket of T21 projects has, by and large, moved on as had been envisaged at the outset. According to the Review authors the ordering of the projects seems to be very much a case of doing the simple ones fi rst and coming to the tricky, mainly Public Transport ones later on. Thus, as nearly the entire major Interurban road network in the plan is now complete, there are lots of shiny new trains, but that the Intercity and urban rail network development that would allow rail passengers to reach their destinations at a similar speed as their motoring colleagues has not. Staying with the Public Transport theme, the authors are very sceptical about the value of the proposed 'Metro North', but positive about the DART interconnector, simply, in fact, because the DART project is exactly that, a line that would link up almost all of the other high density public transport facilities in Dublin. The Review is also scathing about the lack of any vision either in the original T21 document or in any subsequent updates of the carriage of freight by any mode. Th is, despite the fact, that, as they point out that the main backdrop of T21 has been the growth of travel demand throughout the last decade. In the period 2000 – 2008 total vehicle kilometres grew by over 30%, but within those figures freight vehicle kilometres grew by over 40%. In the same period the freight vehicle proportion of the total kilometres grew from13% to 18%. They may have a point, missing out almost one-fi ft h of the total national traffic does not seem to be too clever. The T21 programme was also supposed to support regional development and spatial planning. The CILT study concludes that frontloading all the highway development, and specifically that feeding into Dublin, does precisely the opposite. Coming back to my Limerick friend and his 90 minute journey to the M50, it could be reasonable to say that if he worked at – say- Citywest, he could probably be leaving home later than a co-worker who lived in the Dublin suburbs. How daft is that? I was going to say that it is clear that the guy coming up from Limerick is going to be massively environmentally unfriendly burning up all of those miles and that fuel but, now I am not sure that, if the Dublin colleague takes as long to get to work in his car, is he not every bit as environmentally unfriendly? When the LUAS extension to Citywest is completed, then, I guess the Dubliner could score. The authors of the Review are quite clear that the provision of the improved interurban routes with dramatically reduced travel times further aided the dispersion of the Irish population and with that undermined any hope of establishing a viable interurban passenger transport network. They were also at pains to point out how uneven the road network development has been with its almost total focus on Dublin. The Report points out and Iarnrod Eireann confi rms this, that the completion of the new road network has been a disaster in terms of commuter usage on services that parallel these Text: Howard Knott – howard@fleet.ie

From where I'm sitting - Howard Knott new roads and, where major road development did not take place rail usage has held up and, in some cases, increased. Of course, come the snow and the trains and Intercity coaches are jammed. What should be done now? The Report is full of ideas but, to my mind, the most interesting ones are those Professor Austin Smyth, Report Author that would see a serious reduction of long distance car travel, probably through the development of a nationwide tolling system, ideally one similar to that in the Dublin Port Tunnel where trucks and buses go free. In addition, the authors propose Bus and Truck lanes on the M50 and on other major routes subject to congestion. They also feel that: “Arguably recent rail freight initiatives by Irish Rail in partnership with the private sector need to be supported by the T21 programme.” The 'T21 Midterm Review' can be downloaded from the CILT website: www.cilt.ie. It is a valuable guide to a rational transport Plan for the postbust Ireland.

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FLEETTRANSPORT | FEB 11

Free tickets at www.cvshow.com

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FINANCE

Negotiation Skills

n the current economic climate of reduced work volume and increasing cost of diesel, a transport business survival depends on the ability of its owners to access the financial situation and implement the best strategy to move forward.

This may involve discussions with customers, staff, banks and suppliers and the negotiation abilities of business owners is a vital ingredient in success or failure. Many people believe they are born negotiators, and indeed some people do have natural abilities but negotiation like all other business activities is a discipline that can be learned and improved upon and this article outlines crucial tips to be a better negotiator. Preparation: Firstly write down the ideal outcome you would like (the best scenario), then note the realistic outcome you would settle for (probable scenario) and thirdly consider the outcome you would settle for (acceptable scenario). Finally record what you are willing to trade (swaps). How many times have people gone to meetings not really knowing what they wanted to gain from the meeting? Negotiation Preparation: 1) Have you fully thought out the implications of the negotiation? Are you fully satisfied with your understanding of specific details? Know your strengths and weaknesses. Know the other party's position strengths and weaknesses. Know your answer to the other party's position and know how the other party is going to counter your position. Successful negotiation takes place where both parties feel they did the best they could in the given circumstances. I am well aware that key customers have economic power at present but if successful negotiation means you have bullied the other side then success is usually short lived. For any negotiation to be successful you must be objective, keep emotion out of discussion and let clarity and logic prevail. If subjectivity is the prime sentiment then discussions are emotional, lacking clarity and lack logic. Look at the two bargaining types:SOFT (A) Participants are friends Seek Agreement Make Concessions Be Soft on people/problem Trust Others Open to change Make Offers Give a bottom line Accept a loss to reach agreement Yield to pressure

HARD (B) Participants are enemies Seek Victory Demand Concessions Be hard on people/problem Distrust all Dig In Make Threats Mislead a bottom line Demand to win. Avoid Pressure

Now the best position is not A or B but the following • • • • • • • •

Participants are problem solvers The aim is a successful outcome reached efficiently and amiably Separate the people from the problem Be soft on people, hard on problem Invent options for mutual gain Develop these options and decide later Know your bottom line Insist on objective criteria

In entering a negotiation process know your behavioural style, is it passive, assertive or even aggressive? All three styles can produce positive results but it depends on the type of people you are negotiating with. Crucial to any negotiation is your listening ability, sometimes its simple to understand the issues/ position of the person you are negotiating with, while at other times their requirements/issues/concerns are not being addressed in your answers. Crucial to any negotiation is your communication style, accountants and bankers like detail, business owners want summary and clarity. Text: Donal Dempsey – donal@fleet.ie

Your goal in negotiating is 1) achieving an outcome that satisfies your interests 2) an agreement that satisfies the other party's interests 3) an agreement that is better than your walk away point. How is the above achieved? • Prepare for all negotiations • Work through the negotiation process • Understand and apply the principles of negotiation. • Recognise the other party's tactic, why they use the tactic and how you counter against it is also vitally important. Now let's look at a practical example. Transport operator A has a major blue chip customer whose volume turnover has not decreased in the last two years, their profitability has remained strong due to the sector they are in, but because of market forces and consultants' reports, are looking for cost reductions in transport. This operator has not received a rate adjustment due to diesel cost increases and now his/her accountant has highlighted the fact that when all costs including overhead are allocated to this work the business is unprofitable. The Accountant has overseen the reduction in costs in the business and his/her bottom line answer is calculate and negotiate a diesel cost increase. The customer has requested a meeting and the transport manager has been informed off the record that a consultant has briefed the customer with alternative service providers at reduced rates! In the preparation stage the transport manager looks at best outcome (10% increase), probable outcome (7%), worst outcome (4%) and keep work. Haulier A is willing to trade waiting time charges in lieu of the transport manager wanting to retain his service and work with him/her. He/she has also been informed that the client will pay 30 days from month end as opposed to 45 days. The transport manager has asked the Accountant to attend, and knows under 4% increase and now movement in rates re diesel will mean long term the business will be unprofitable. He has all operational knowledge and the Accountant can support this with figures. The transport company’s strengths are that it is fully tax compliant, all road transport legislation correct, insured, has an exemplary service record and gives added services to the customer, and covers the errors of its transport department (a fact not known to senior management). Main weakness is that it has let the rate and negotiation time frame slip, has not kept contact with senior management and has left day to day contact with the customer to a senior driver. The customer's strengths are that volume is growing, payments made quickly, can get many service providers to do work (not specific). Customer's weaknesses is that it is not aware of the full service the current transport provider gives and while they believe a transition to another service provider will save money this may not be the case. In this Scenario Haulier A is best advised to outline full service levels in the meeting, have the Accountant quantify this value, show an open book to the rate/costs and explain briefly the level of compliance and the costs involved. The customers own Accountant will not want change unless a major saving can be made so by dropping waiting time charges and explaining the cost structure his attitude to changing service provider will change. The transport manager will not want change as the full service cost will be incurred with the new provider. The customer’s Managing Director wants savings but not at the expense of service, he/she wants the transport operator to be more pro-active in dealing with the work, can loads be streamlined? Where are unnecessary costs being added? Is the existing transport company going to develop and adapt in line with the business needs? FLEETTRANSPORT | FEB 11

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LEGAL

SPEED CAMERAS

he long running controversy about the use of Speed Cameras appears to be running out of steam. There is now a general consensus to the effect that the placing of cameras on main, or otherwise busy roads does have a measurable effect on the speed of vehicles using the road. There will be very few people who would seek to argue that excess speed is not a contributory factor in many road accidents. Th is change in perception is no doubt one of the reasons for the recent decision of the Government to introduce substantial numbers of cameras as part of the continuing determination to improve road safety. These cameras may either be placed at the side of roads, where the permanent control of speed is considered to be important, other cameras/guns may be hand held, or may be used in specially adapted and equipped vehicles operated by the Guard.

It is against this background that a driver, accused of speeding , should consider whether or not to contest the claim. In all the pre-publicity surrounding the intention to introduce ‘speed cameras’, there is an implied assurance to the effect that these cameras are always accurate. Clearly the scheme needs to have a high degree of public acceptance. It is certainly correct that each type of camera is capable of recording speed with a high degree of accuracy and, in general terms, the recorded speed is likely to be correct. Like any other measurement, however, the fi nal figure can only be as accurate as the equipment used to achieve the result and this is as true of the cameras as it is of any other system of measurement. The road transport industry has had to live with equipment designed to measure and record information for many years, and the Digital Tachograph is the latest example of such equipment. The Digital Tachograph has to be installed by an approved installer, and periodically checked to ensure that the calibration is undisturbed. One of the Tachograph’s functions is to record speed accurately and, of course, employers are expected to use this information to compare the recorded speed with the speed limit that is applicable to the particular road being used by the vehicle.

Each ‘speed camera’ comes with calibration and operational instructions and, if they are not carried out correctly, the accuracy of the camera is put into question. By way of example one model of hand held Radar gun required the operator to hold the gun pointing up above his head, and then turn through 360 degrees to check for radio interference. Th is manoeuvre was required to be done periodically whilst the gun was in use and, in practice. It was frequently forgotten. In the event that it was forgotten a Court could not be certain that the reading was accurate. It is against this background that a driver, accused of speeding, should consider whether or not to contest the claim. There are two separate considerations. In the fi rst case a driver may be absolutely determined that he was not travelling at the speed alleged. In this case it may well be worth challenging the evidence to ascertain if all the required checks had been carried out before and during the time when the speed was recorded. A commercial driver, of course, may well have the speed recorded by the tachograph and, if there is a discrepancy, it may well be that the tachograph evidence should be preferred. In the second case, even if the driver was exceeding the speed limit, conviction of a speeding offence may be likely to result in the loss of the driving licence. In the case of a professional driver, of course, this will be a disaster. In this case it may well be worth entering a plea of Not Guilty so as to have the opportunity of looking at the prosecution evidence to see if there has been a mistake. Th is could be a costly exercise and should only be considered in an extreme case. Having considered all the options the reality is that the evidence of the camera is more likely to be right than not, particularly as the technology improves, but if there is any doubt then it is worth remembering that the camera is not necessarily accurate.

Text: Jonathan Lawton – jonathan@fleet.ie

FLEETTRANSPORT | FEB 11 65

MARITIME 1

fleetMaritime: IRISH SHIPPING & FREIGHT Compiled by Howard Knott Edited by Jarlath Sweeney email: maritime@fleet.ie

Volume 6, No. 1 Spring 2011

DFDS Seaways rapid exit brings an ‘interesting’ year to a close on the Irish Sea

n 13 January DFDS Seaways issued the shock announcement that, with effect from the end of January 2011 it would close down the twice daily Dublin to Birkenhead and daily Dublin to Heysham routes. Th is announcement followed that of the sale of its services operated out of Belfast to the same Ports, to Stena Line. DFDS Seaways continues to operate these services, twice daily to each Port, pending clearance of the deal from the UK Competition Authorities.

which had a 300 export vehicle daily capacity. Closure of the DFDS Seaways Dublin Services brings to an end a link established by Merchant Ferries in 1998 and will reduce trailer capacity on the Irish Sea central corridor by 21%. While Liverpool bound cargo can be accommodated on parallel routes operated by P & O Ferries and Seatruck or on the Irish Ferries and Stena Cruise Ferry routes to Holyhead, there is no ready alternative for traffic destined for the Heysham catchment area. Daily export trailer

DFDS Seaways entered the Irish Sea market some six months earlier taking over the Norfolk Line services from Maersk Line. There are some mutual shareholdings between the companies, while DFDS also has a small shareholding in the Clipper Group who operate the Seatruck Ferry services. In announcing the sale of the Belfast based services, DFDS CEO Niels Smedegaard said; “The Irish routes we took over in conjunction with the purchase of Norfolk line have, in spite of the recent impressive efforts by everybody employed on the routes, in the last two years lost more than €30 million. Given the depressed economies a turnaround of the activities, without structural solutions, is not realistic. On this basis we have decided to scale back our activities and sell the two routes from Belfast.” Stena Line's CEO, Gunnar Blomdahl added: "We will continue to develop the routes and look at the capacity we will need in the future. During the last 10 years we have invested approximately £250 million in our Irish Sea operations and, going forward, we will continue to invest in the development of our services between Ireland and Britain". The acquisition of these routes will add approximately 600 trailer a day capacity to Stena's routes exBelfast, though this figure will be somewhat offset by the closing of their route from Larne to Fleetwood, bought from P & O Ferries in 2004,

66 FLEETMARITIME | SPRING 11

service from Larne to Heysham. Th is involved a shift of one vessel from the Warrenpoint to Heysham route bringing that route back to a two sister ship operation similar to that the Line operates out of Dublin. Looking forward to 2011, Stena Line has not yet announced their programme of Dun Laoghaire -Holyhead sailings. Any changes to the vessels and capacities deployed on other routes could be facilitated by the delivery of new tonnage on the North Sea. The line is planning to move its Scottish base from Stranraer to a new terminal at Cairnryan in September 2011, considerably reducing voyage times ex-Belfast. On direct services to Continental Europe, Cobelfret has introduced its latest jumbo-sized vessels as part of an Irish Sea/North Sea rotation. As these vessels have limited passenger certificates, they mainly carry unaccompanied trailers and containers. Cobelfret maintain twice weekly services to Zeebrugge and to Rotterdam and feed traffic not only onto road and rail services, but also onto their own and DFDS services to Scandinavia and into the Baltic as well as Transfennica services to Spain and Portugal.

capacity in the corridor will be reduced from 2300 to 1900. The announcement by Fastnet Lines that their vessel ‘Julia’ will operate on a year round basis does slightly increase trailer capacity in the Southern Corridor to 471 a day.

2010 was a surprising good year for passenger carryings on the Cruise ferries, Ro-Pax Ferries and the Fast Craft . Th is was due to a combination of winning passenger and car traffic from the airlines where baggage restrictions and airport delays caused so much frustration and weather events, including the Volcanic Ash Cloud and the extremely cold weather that topped and tailed the year. There are indications already that 2011 will be a better tourism year and this will reinforce the increasing traffic trend.

A further significant development in 2010 was the opening by Seatruck of a twice daily truck ferry

FLEETTRANSPORT | DEC 10/JAN 11 63

MARITIME 11

Irish Sea Ferries with HGV capacity

Routes and Frequencies 2011 FROM

Line

Frequency (each way) Average vessel capacity (LM)

Website: www.

Larne

Cairnryan (Scotland)

P & O Ferries

Up to 7x daily

1800

poferries.com

Larne

Heysham (UK)

Seatruck(2)

2 x daily

1057

Seatruckferries.com

Belfast

Stranraer (Scotland)

Stena

Up to 7 x daily

825

Stenaline.ie

Belfast

Heysham (Lancashire)

Stena(1)

2 x daily

1562

Stenaline.ie

Belfast

Birkenhead (UK)

Stena(1)

2 x daily

2885

Stenaline.ie

Warrenpoint

Heysham (UK)

Seatruck(2)

2 x daily

1830

Seatruckferries.com

Dublin

Liverpool (England)

P & O Ferries

3 x daily

1860

Poferries.com

Dublin

Liverpool (England)

Seatruck(2)

2 x daily

1830

Seatruckferries.com

Dublin

Holyhead (Wales)

Irish Ferries

2 x daily

4076

Irishferries.com

Dublin

Holyhead (Wales)

Stena

4 x daily

2700

Stenaline.ie

Rosslare

Fishguard (Wales)

Stena

2 x daily

1300

Stenaline.ie

Rosslare

Pembroke (Wales)

Irish Ferries

2 x daily

2060

Irishferries.com

Cork

Swansea (Wales)

Fastnet

Up to 4 x weekly

700

Fastnetline.com

1. These Services were purchased by Stena from DFDS and are subject to approval from UK Competition Authority. 2. Seatruck services are operated on vessels with driver capacity limited to 12. 3. Stena Line schedules are not yet fi nalised for 2011.

Ireland to Continent - Year round Direct Ferry Services 2011 FROM

LINE

Frequency(each way) Average vessel capacity (LM)

Website www.

Dublin

Rotterdam (The Netherlands)

Cobelfret

2 x weekly

Up to 4000

Cobelfret.com

Dublin

Zeebrugge (France)

Cobelfret

2 x weekly

Up to 4000

Cobelfret.com

Rosslare

Cherbourg

Celtic Link Ferries

3 x weekly

2250

Celticlinkferries.com

Rosslare

Cherbourg(1)

Irish Ferries

3 x weekly(1)

1160

Irishferries.com

1. Note that this frequency is reduced during the Summer tourist season to accommodate Rosslare/Roscoff sailings.

FLEETMARITIME | SPRING 11

MARITIME 111

PORT PORTALS Irish Continental Group has announced the sale of its ferry 'Pride of Bilbao' to the Volume 5, No. 4 Winter 2010 St. Petersburg based St. Peter Line for €37.7 million. The vessel to be re-named 'Princess Anastasia' will operate the Line’s Stockholm to St. Petersburg service alongside former DFDS vessel, 'Princess Maria' (pictured).

Trade and Transport' and matters discussed will include: Technological Developments that will facilitate Trade and Transport, the importance of the carbon footprint in Trade and Transport, and, garnering and disseminating Knowledge in the electronic age. For more details, contact: aoifetrant@nauticalenterprise.ie ‘Cabin Fever’ vessel Johanna Lucretia will take up a new role as the ‘Irish’ participant in the 2011 Tall Ships Race. The event fleet, which will be hosted by the Port of Waterford and Waterford City Council, will spend four days from June 30th in Waterford, following a stopover in Belfast. The British registered ‘Johanna Lucretia’ will be crewed by Irish Trainees and will seek to replace the ‘Asgard II’ lost in the Bay of Biscay in 2009.

MAN-power at the Boot 2011 The Engines & Components division of MAN Truck & Bus AG presented its powerful, compact common-rail diesel engines for yachts and recreational craft at the ‘Boot 2011’ Boat show held in Dussledorf last month. With its sixcylinder in-line, V8 and V12 engines, MAN comprehensively covers a power spectrum with outputs from 730 hp (537 kW) to 1,800 hp (1,324 kW). Innovative measures taken on the engines ensure compliance with International emission regulations.

Irish Ferries voted Irish Best Ferry Company' twice! Mezeron Line has recently upgraded its Liverpool to Douglas, Isle of Man service with the introduction of two Lo-Lo ships operating a six night’s weekly service in each direction. Belfast based, Mezeron Agents advise that the conventional service direct to the island leaving Belfast each Wednesday will continue to operate, but that Irish based shippers can now also avail of the new service using the three times weekly Coastal Container Line service from Belfast to Seaforth Terminal in Liverpool which Coastal shares with Mezeron. The dominant Isle of Man operator, Isle of Man Steam Packet Company has expressed serious concerns that the arrival of the new service will undermine their profitability and might lead to the curtailment of passenger services. Celtic Link Ferries has chartered its ferry 'Finnforest' to Italian Operator, SNAV running on its service linking Naples and Palermo. The Celtic owned near sister to 'Finnforest' and veteran of both the Falklands War and the Line’s Rosslare to Cherbourg service is believed to be on charter to South American operators.

It's official! Irish Ferries is Ireland's favourite ferry company on the double! In the space of just one day, the 'best ferry' title was awarded to the company at two separate prize giving ceremonies held in Dublin recently - both won against competition from all of the UK and Continental ferry companies operating into and out of Ireland. The first award - one that the company has won on a number of occasions in the past - was presented by the influential travel industry magazine Irish Travel Trade News based on responses received from Irish travel industry staff .

DFDS Seaways has switched its Rosyth to Zeebrugge Ferry service from Ro-Pax to a freight only operation and from 1 January operates four round trips a week. Th is gives Irish based International hauliers good Landbridge connections using the P & O Ferries or Stena Scott ish services ex-Larne or Belfast.

Later on the same day, at an inaugural awards ceremony hosted by the Irish Travel Agents Association, the company was again called to the podium to receive their Best Ferry Company award, also voted upon by staff in each travel agentís office up and down the country.

EU backed SKEMA/PROPS workshop for Dublin. Cork based Nautical Enterprise has organised a one day workshop to take place at the Port centre in Dublin Port on 1 March. The theme will be 'Economic Recovery through

Delighted with their success, Irish Ferries Marketing Director Tony Kelly commented, "our staff can be doubly proud of their achievement ñ the fi rst time that any ferry company has taken two top awards on the same day.î"

FLEETMARITIME | SPRING 11

Coastlink to stage three Conferences in 2011 The shortsea container shipping organisation Coastlink Network is to stage three Conferences in 2011, providing its members and interested parties with expanded opportunities for networking and enabling it to cover a wider range of subjects, both technically and geographically. Starting the ball rolling will be Coastlink Hamburg 2011, which will take place at the Hotel Atlantic Kempinski on 19 & 20 April. Since 2004, Coastlink has held conferences in Ireland, the UK, France, Belgium, Sweden and Estonia but never in Germany. On 15 & 16 June, the second Conference will take place in Liverpool. The fi rst day will be on board the Mersey ferry Royal Daffodil, which will transit the Manchester Ship Canal to Salford while the Merseyside Maritime Museum is the preferred venue for the second day. Coastlink’s Autumn Conference will be in Bilbao on 6 & 7 October. The preferred venue for this event, Bilbao’s magnificent Maritime Museum, has already been reserved for the gathering.

MARITIME 1V

Disappointing UK Growth Figures a Concern Irish Exporters Association (IEA)

he IEA in reviewing the recent release of the UK economic data, which shows a fall of 0.5% in GDP growth in the last quarter of 2010 stated, "The UK is of systemic importance to Irish export industry, accounting for €13.5 billion of our goods exports and €13.9 billion of our services exports last year, as well as providing Irish businesses with a supply of an equal amount of goods and services . Hence, this fall in economic growth in the last quarter of 2010 is of strong concern to all of the Irish export industry, and points to the need for a continued drive into the higher growth emerging markets, as well as the need to continue the drive to keep our exports competitive."

"Of equal importance to Irish business is the rise in inflation in the UK to 3.7%, which inevitably will work its way into the cost of manufacturing and consumer inflation in Ireland. Last year we imported approximately €26 billion in goods and services from the UK, a 3.7% inflation in these costs across 2011 will add approx €1 billion to Irish costs,” the statement outlined. John Whelan, IEA Chief Executive further commented. "The unexpected fall in UK economic growth, must act as a stark warning that the continuity of the Irish export growth, and an export led economic recovery is not guaranteed, and will require a tight control of all our costs, both wage

and non-wage costs, if we are to prevent a slide back in the Irish economy." "There is no bright side for Irish exporters in a weakening UK economic situation, as the recent poor economic results will probably result in some further weakening of the pound sterling is exchange rate against the euro, which will make our exports into the British market look less competitive," he concluded.

Galway Harbour Company consults on Development Plans

he Ga lway Harbour Company put its four stage development plan for the harbour on public view on 21/22 January. Th is viewing enabled members of the public and various Interest Groups to look at the detailed plans and to discuss them with representatives of the Harbour Company and their technical consultants. The Company intends to submit their fi nal version of the proposals to An Bord Pleanala in April for consideration under the Strategic Infrastructure development procedure. The application consists of 23.61 hectares of land reclamation. It will extend 917 metres out to sea providing 660 metres of quay berth with

vessels, fishing vessels and container carriers. A yacht Marina and Ro-Ro facilities are also envisaged.

a low tide depth there of up to 12 metres. The development would provide berthing facilities for general cargo vessels, oil tankers, passenger

A major feature of the development is the key role that movement of freight into and out of the Port by rail will play. As the Harbour Company envisages strong development in throughput of Bulk traffic for distribution within a catchment area within an Ennis/Athlone/ Ballina arc, this would tie in well with plans for development of the Western Rail Corridor through to Claremorris and linking into North Mayo, while the current Limerick link may make Galway Harbour a contender for shipping Zinc Ore from the planned Pallasgreen mine near Limerick.

Things are looking up in Belfast

elfast Harbour Company was quickly out of the traps in publishing its 2010 figures. Overall cargo tonnage through the Port grew by over 5% to stand at 16.5 million tonnes, though still below the 2007 figure. Bulk cargoes were the strong performers with grain and animal feed tonnages through the Port reaching the two million mark and reaffi rming Belfast harbour’s position as the island’s leading Port in this sector. Exports of stone for use in road construction in the south of England and on Continental Europe showed a 47% jump, but the highest volumes increase was in the tonnages of salt with an increase of 238% to reach 98,000 tonnes for the year. This

figure is a good indication of just how bad the road conditions became in Britain and Ireland during the winter of 2010. Speaking about the results, Belfast Harbour Commercial Director, Joe O’Neill (pictured) said: “It is a welcome sign that tonnages through the Port last year rose by a healthy 5.4%. We will continue to seek to support our customers by developing facilities and increasing trade through the Port, though we recognise that challenges persist in some sectors. Our expectation, however, remains that new marine facilities will be required to cater for long-term growth in Northern Ireland’s economy.”

FLEETMARITIME | SPRING 11

SOAPBOX

A European Alliance of Small to Medium Size Hauliers?

he European Commission in May of 2009 implemented new regulations on Cabotage which greatly hurt many Irish companies at a time of economic crisis. The majority of those impacted by this regulation were already struggling to survive and then EU bureaucracy dealt yet another blow to the sector. My company like the majority of European hauliers is what is known as a “Small to Medium Size Enterprise” and it is companies such as ours that engage in Cabotage. I believe as a sector we have been treated very badly by our national Governments but more particularly in recent years by the European Commission. Bigger companies don’t engage in Cabotage because they have the resources to set up in a number of territories. UK and other European companies have moved into Ireland in recent years and having seen a number of Irish hauliers lose significant revenues, is in my view no different than Cabotage by a different name, but then this is business! I am quite sure that they all maintain the highest of standards as they operate at the leading edge of the Road Transport industry but they will also benefit from a lot lower costs than those they have ousted by virtue of their scale. Smaller operators throughout Europe compete with bigger companies financial muscle by being more versatile and quicker moving, the implementation of Regulation 1072/2009 denied them some of that versatility. For the last ten years or so when our volumes have been low my company has worked during UK peak periods as a sub contractor to some of Britain’s largest car transporter companies. This earned us vital revenue when we were quiet and it suited these companies when dealing with peak business - we were willing sellers and they were willing buyers. Out of the blue (but at the behest of someone) the EC introduced 1072/2009, which effectively crippled our working in the UK and since then we have spent a lot of time and money finding ways to deal with this situation. Legal advice is that this was against the Treaty of Rome and could be proven so, if one was to spend five years fighting it. Now within less than a year Commissioner Kallas tells us all will be rescinded by 2013/14. Whilst for me this is welcome news, what sort of strategic thinking is this? The Commission is charged with developing all the transport modes within the EU and I believe this contradiction highlights the fact that the small to medium sized haulier is ill served by the EU if at all?

When bureaucracy such as the Working Time Directive was introduced there was no uproar of universal opposition from an industry already governed by tachograph legislation with the exception of the SME sector that were and still are opposing it. When fuel prices go up due to Governments increasing taxes the only vocal protests (and actions) come from the SME sector and I have started to question why. In recent editions of Irish and UK transport journals numerous hauliers complain of appalling red tape to the extent that some forego business or even get out altogether. I believe the answer lies in part that the largest amount of trucks in Ireland and Britain are operated by the own account sector. When fuel prices increase for them it is a minuscule amount and they simply pass it on to the customer. If bureaucracy creates legislation such as the WTD, the own account sector simply employ someone to implement it, as the scale of their operations means the overall cost is negligible. A small to medium size haulier has to implement this legislation within existing resources. With Drivers CPC, where was the consultation by Governments with the industry before this was implemented? The first I knew of it was when the IRHA told me it was coming, it was a requirement of the EU. Yet in the island of Ireland I cannot sit the course in Northern Ireland or Britain and have the certificate recognised in Ireland. Why, are there different standards? Why should the EU listen to us? The following made me think we are an industry punching well below our weight and that weight needs to be felt in the EU as well as at home. The following at first glance might seem unrelated, Andrew Tinkler (Stobart’s CEO) calling for a form of taxation on empty running and here in Ireland our Central Statistics Office has just released the results of a survey carried out at the behest of the EU into the Irish Road transport fleet. The CSO survey showed that in a national goods vehicle fleet over 3.5 tonnes there were approximately 130,000 vehicles of which the hire and reward sector numbered 25,000, the stunning factor to emerge was that the hire and rewards 25,000 vehicles carried 70% (yes 70%) of all the nations goods. By any interpretation the Irish haulier wins as the true 'Friend of the Earth' and the own account the most environmentally unfriendly for pollution per tonne kilometer. What are the British figures, I’ll wager Andrew Tinkler knows! I don’t know what these figures are in the rest of Europe but if the EU has demanded this survey

in Ireland in 2009 will it have looked for the same from the other members? If what I suspect is true of both Britain and mainland Europe is it not time the national associations got together and presented their real credentials as just about the most fuelefficient way possible to transport goods? If the EU and national Governments choose to penalise trucks for pollution and traffic chaos should it not be highlighted that the Own Account sectors are the real villains? Ships, Railway Locomotives and agricultural vehicles are beneficiaries of lower excise rates on fuel because of their importance to the community. Have we hauliers not got here the evidence to justify the same treatment throughout the EU (which would remove the biggest antiCabotage gripe)? Instead because of history we are lumped in with the private motorcar and our fuel is taxed accordingly. There was a very muted response from the IRHA on 1072/2009 because it was never understood that the UK would interpret it in the manner they did. In the UK both the RHA and the press welcomed it and are now shouting loudly to oppose Commissioner Kallas’s new proposal on the grounds that it will lower standards on British roads. There are those within our ranks as is evidenced by our eyes and ears that should never be on the road but are, who should never get back on the road after being prosecuted but do. They are the enemy of the industry. However I find it hard to understand why trucks that have travelled the length of Europe before entering Britain are inherently operating at a lower standard than British trucks. Are we seriously suggesting the French, German, Spanish and other authorities are allowing dangerous trucks to traverse their territories? From reports of outrageous fines and drivers being slapped in jail for the most trivial offences I think not. Why was Regulation 1072/2009 introduced in May 2010 and within seven months we have a proposal to rescind the whole thing? I have come to believe that national associations and the IRU International Road Transport Union are failing the industry by not recognising that the biggest influence on what is happening in our industry is primarily decided by the EU and implemented by National Governments to varying standards (sometimes very unsatisfactorily). This is not good enough of the EU Commission and needs to be righted. To do so we need a European Alliance of Small to Medium Sized Hauliers.

Collectables Toy Fair presented by Brian Collins Enterprises.

The Pegasus Suite, Clarion Hotel Liffey Valley, Dublin 22. Die-cast Truck, Bus, Car Models, Model Railway products, Display Cases, Books, Action Figures & Much More

Sunday 6th March 2011From: 10:30am to 3:30pm* All enquiries welcome: 087 9827712 www.briancollinsenterprises.ie

FLEETTRANSPORT | FEB 11

* Small admission charge will apply to gain entry to event.

Text: Jerry Kiersey – jerry@fleet.ie

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