Fleet Transport Magazine by Orla Sweeney

IRELAND'S LEADING COMMERCIAL VEHICLE MAGAZINE Inside!

SCANIA R-SERIES – INTERNATIONAL TRUCK OF THE YEAR 2010 DEC 09/JAN 10

€4.50 inc.V.A.T.

STG £2.80

contents DEC 2009/JAN 2010

www.fleet.ie

4 News • Irish Van of the Year Awards selected • Route Planning saves • Diary Dates for 2010 • Call for increased unladen weights • Fleet Transport Awards for 2011 announced • Carbon Fuel Tax debate continues • Reaction to Project Diciotto

24 Lubricants Oil is just too small a word for what Castrol does

8 Cover Congrats Scania on winning ITOY … again!

32 Finance 10 Key Financial Controls to implement

Contributors: Gerry Murphy, Cathal Doyle, Paul White, Jonathan Lawton, Donal Dempsey, Howard Knott, Jerry Kiersey, Michael Corcoran, Rob van Dieten, Dermot Thunder.

10 Test On board the most powerful production truck on the planet!

34 Comment Tolls from where Howard Knott is sitting!

Photography: Jarlath Sweeney, Gerry Murphy, Cathal Doyle, Paul White, Michael Corcoran, Rob van Dieten, Guy Beyens, Sándor Bonscér, Paul Sherwood www.sherwood.ie

12 New Fleet Despite the downturn there’s still some new sales activity

Fleet Transport Magazine, D’Alton Street, Claremorris, Co. Mayo, Ireland. Tel: +353 (0)94 9372819/ 9372826 Fax: +353 (0)94 9373571 Email: enquiries@fleet.ie Editor: Jarlath Sweeney

Administration: Orla Sweeney, Denise Vahey, Helen Maguire.

13 Technology Tranzaura hits the spot! 14 Interview With Erk Ronnefarth, Fuso Europe

Cover Photos: Jarlath Sweeney

38 Bus & Coach Mercedes-Benz Citaro Fuel Cell launch

40 Times Past Part II of the Sixty Year History of the National Transport Museum

15 Fleeting Shots Various colour news items 16 Report Allison Transmission gets tough in the rough!

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.

35 Buyers’ Guide Truck Buyers Guide 2010

39 Body Builder IRTE Whole Vehicle Type Approval Seminar

Advertising: Mary Morrissey, Orla Sweeney. Design: Eamon Wynne.

27 Review Trailer 2009, Kortrijk Xpo, Belgium

42 Materials Handling Latest word from this aspect of the industry

18 Advice Ask the Legal Expert – new column!

44 Trailer A recent visit to Schmitz Cargobull UK HQ proved interesting

19 Maritime All the latest in Shipping and Freight

46 Soapbox Ethanol and Biodiesel

23 Legal Adequate insurance cover is a must 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.

P 10

P 14

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P 46

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

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

FLEETTRANSPORT | DEC 09/JAN 10

NEWS 1

Hat-trick of Irish Van Awards for Ford

ord Ireland came away from the Crown Plaza Hotel in Dublin with no less than three accolades from the Continental Irish Van of the Year Awards. The recently introduced Ford Transit Connect was voted 2010 Irish Van of the Year by the nine member jury panel while the new Ford Fiesta van took the Car Derived Van title and the Ford Kuga van the Commercial SUV honours.

Gerry Murphy, Chairman Van Jury IMWA, Denis McSweeney Ford Ireland, Suzanne McCabe, Michael Maroney Chairman IMWA and Paddy Murphy Continential Tyres with the award winning Ford Transit Connect.

Second to the Ford Transit Connect was the new Renault Kangoo with the Verde Cargo van third. Also in contention for the Commercial SUV Awards was the Honda CR-V Commercial and Subaru Forester Commercial.

Eddie Murphy, Chairman & Managing Director of Ford Ireland, with the trophies for CDV and Commercial SUV awards with Paddy Murphy Continential Tyres and Gerry Murphy, Chairman Van Jury IMWA.

Route planning saves miles

here seems to be no end to the number of ways we can cut the carbon footprint of vans and trucks, but foremost amongst them is the simple and vital science of logistics. No matter how well maintained a vehicle fleet may be, take the long way home and up go your fuel bill and operating costs.

So, how do you go about deciding which system to use? One obvious answer is to visit the Commercial

But this need not be a problem, as thousands of operators have already discovered. Use a good fleet management and route planning system and you’ll cut mileage and fuel. Less fuel means lower emissions so everyone is happy.

Vehicle Operator Show from 13-15 April next year, where a wide variety of suppliers will show their latest technology. Head for Hall 5 and talk to firms like Cybit, TomTom Work and Road Tech – all are major players in European markets. Wherever your customers take you, the going will be easier for the local knowledge that a good route planning and logistics system offers. So, for no more getting stuck under a bridge or trying a three-point turn in a cul-de-sac, register now for your free entry ticket to the 2010 CV Operator Show. Go to www.cvoperatorshow.com and note the dates in your 2010 schedule.

Diary Dates: Shows & Exhibitions 2010 Event

Date

Venue

1-17 January Argentina/Chile Dakar Rally 14-17 January NEC Birmingham Autosport Show 21-24 January Amsterdam, Netherlands Auto RA I Truck Europe Forum + EU 11-12 Feb Bedford Hotel, Brussels + Tour et Taxis, Brussels Transport Company of the Year 2-6 March Eurexpo, Lyon, France Solutrans 4-14 March Palexpo, Geneva, Switzerland Geneva Motor Show 13-15 April NEC, Birmingham, U.K. CV Operators Show 21-22 April Harrogate, U.K. FPS Expo 2010 27-29 April NEC, Birmingham Multimodal 18-20 May Rockingham Speedway, Corby, U.K. SED 27-29 May Harrogate, U.K. Tip-Ex 2010 63 IAA Commercial Vehicles 23-30 IAA Hanover, Germany September International Motor Show 2-17 October Porte de Versailles, Paris Paris Motor Show 4 October Johnstown House Hotel, Enfield, Co. Meath Fleet Transport Awards 2011 5th October Johnstown House Hotel, Enfield, Co. Meath Fleet Truck & Bus Forum • Wish to include your event in the Diary Dates column? Please forward details to enquiries@fleet.ie

Web www.dakar.com www.autosport-international.com www.autorai.nl www.truckeurope.net www.solutrans.fr www.salon-auto.ch www.cvoperatorshow.com www.fpsshow.co.uk www.multimodal.org.uk www.sed.co.uk www.tip-ex10.com www.iaa.de www.mondialautomobile.com www.fleet.ie www.fleet.ie

4 FLEETTRANSPORT | DEC 09/JAN 10

NEWS II

Iveco calls for unladen weight debate for alternative powered vehicles

“T

o move towards a truly sustainable future mobility it is necessary to resolve the problem of the inevitable increase in vehicle weight of future vehicles due to tanks for gaseous fuels (mainly methane) and batteries for electric and hybrid vehicles,” – this comment was part of an address by Franco Miniero, Iveco’s Senior Vice-President Sales & Marketing (pictured) at the ECG Conference on “Automotive Logistics – The Challenge Ahead" in Rotterdam. Mr. Miniero indicated the need for legislative action to allow for the weight of gaseous fuel tanks and traction batteries to be excluded from the maximum permitted vehicle weight so not to compromise the vehicle payload. In an interview with Fleet Transport in

Fleet Transport Awards for 2011 announced

Milan, Franco stated that French Type Approval allows for these extra alternative fuel/power fitments, which does not affect the vehicles regulated payload. “CNG or Natural Gas tanks penalise overall payload of a 3.5 tonne vehicle by around 300 kilogrammes,” he said. “We would like the arrangement in France to spread around the EU and allow extra payload for Natural Gas, Electric or Diesel/Electric light commercials. Pictured at the announcement of the Fleet Transport Awards for 2011 were Ivor Connolly, Sales & Marketing Manager, Johnstown House Hotel, Enfield, County Meath; Jarlath Sweeney, Group Editor, Fleet Publications and Michael Rowland, Director of Road Safety Education & Research, Road Safety Authority. Next year's Fleet Transport Awards, supported and endorsed by the Road Safety Authority (RSA) will be held once again at the Johnstown House Hotel, Enfield, County Meath on Monday 4th October 2010. More details with regard to categories and special guests will be revealed early in the New Year.

Green Ministers tell hauliers Carbon Fuel Tax is all about revenue and that the Department of Finance rules the roost

reens abandon principles and buck pass in face of road protest.

Environment Minister John Gormley and Energy Minister Eamon Ryan have both confi rmed that the primary objective of the proposed carbon fuel tax is to generate revenue and are refusing to hear submissions in relation to it on the basis that they should be directed to the Minister for Finance. The Irish Road Haulage Association has expressed surprise and disappointment at the official and identical responses that it has received to its proposals to fully think out and enhance the mechanisms for applying the proposed tax so that it successfully reduces carbon emissions. “We have been advised in writing by both Ministers that they have no desire to meet the Association and that our concerns have been directed to the Minister for Finance as the proposed carbon fuel tax is a taxation matter rather than an environmental matter,” said Mr. Vincent Caulfield, President of the Association.

“Minister Gormley and Minister Ryan have clearly chosen to wash their hands of the issue having satisfied themselves that it is fundamentally a tax matter. Their identical responses raise questions about the real motivation and credibility of the Green Party in presenting policies, which it claims will achieve real behavioural change resulting in reduced carbon emissions,” he added. “Road hauliers will not be hoodwinked into accepting another increase in fuel duty dressed up as a carbon fuel tax or to be shuffled from one Department to the next without reply. We are prepared to take to the roads as we did in the past if that is what it takes to have the Government hear our case and concerns,” he continued. In its pre-Budget Submission, the Association advised Minister Ryan and Minister Gormley that the current proposal to introduce a carbon fuel tax was incomplete and called on Government to permit licensed freight carriers to charge a carbon tax on services in the same way as VAT.

“The Government has failed to recognise or comprehend that the demand for transportation services and the movement of freight is collectively generated by manufacturers, traders, distributors and consumers. The road haulage industry is simply facilitating that demand,” Mr. Caulfield commented. “The Government is missing the point that these are the only parties with the potential to achieve a real reduction in carbon emissions. The proposed tax must be targeted so that it effects a change in behaviour and logic would dictate that it should apply to the transport services provided by the industry if it is to be applied to the only fuel available to the industry,” he added. “Minister Ryan and Minister Gormley’s refusal to even consider facilitating a meeting between the Association and the Department of Finance on these matters displays their willingness to pursue a course which better serves that Department’s attempts to plug the hole in the State's fi nances rather than a genuine attempt to introduce a policy which will reduce carbon emissions,” he concluded.

FLEETTRANSPORT | DEC 09/JAN 10

NEWS 111

Interesting reaction to Project Diciotto – the 18m truck/trailer combination concept presented by Iveco

leet Transport’s feature on Iveco’s 18m combination concept (tractor unit and 15.0m trailer) in last month’s edition drew interesting reaction. Here’s some of the comments received including a general summary.

•

• “My initial reaction was skeptical but as I read on I began to see the positives, such as the relative ease with which container and trailer sizes were brought up from 12m to 13.6m/45ft. And how quickly the advantages were realised by shippers of goods. Unfortunately, for the Carriers the increase in capacity did not give them an increase in the rates they charge out.

• •

can invest. Of immediate benefit to freight forwarders, who can realise instant increase in profitability due to extra available loading volume on groupage trailers. On paper improved tonne/kilometre statistics once trailers can be fully loaded. Will improve profitability of hauliers who have per package contracts, e.g. paid per package or pallet to move 1,000 pallets. Possible spin-off for vehicle manufacturers with increased demand for six-wheelers.

The Irish Angle • •

•

The Negative •

“The ISO 48ft container has not yet made any serious appearance on shipping radar, though the 53ft is in limited use in the Trans-Pacific trades.

•

“Road projects such as the Dublin Port Tunnel and the new Waterford Road network means that large trucks are nowhere near as visible to the public as was the case earlier, so the point made in one of the papers that the public would not notice the extra 1.5 metres is probably valid. However, the question is would the Road Safety Authority have concerns about long rear ends sweeping about poorly designed roundabouts?

• • •

• “I would have thought that this longer trailer is a better solution than the Scandinavian style truck/ trailer in all aspects of safety, more predictable vehicle behaviour on the road, easier docking etc., and would work well at factory loading bays loading freight from the rear. Interesting,” he concluded.

The Positive • • •

• • •

•

May introduce more confusion until regulations governing weights and vehicle dimensions are harmonised throughout EU. The scope of the trials appears somewhat subjective and sterile. Again favouring larger companies with high volumes of freight. An opportunity for East European companies who are now investing in new equipment. Will destroy overnight the residual value of 13.6-metre trailers regardless of age or condition, in what is already fragile market. May increase costs for hauliers who are paid per load, e.g. two loads from Limerick to Waterford per day on a round trip basis, if customer demands 15 metre trailer. Would question intermodal aspect as to whether rail/sea can accommodate the trailers.

• •

• • •

Will benefit operators of trailer fleets above 10 units. Historically, Ireland’s road haulage have progressed from 21 to 22, to 24, to 26 pallet trailers, with no increase in rates, e.g. - Fruit companies will backload your 18-metre unit in Italy, before a 16.5 metre, but will not pay for the extra, 2 Standard or 4 Euro pallets transported. For the most part will only benefit dry freight, unless weights increase to allow for fridge loads, which are generally heavier. Drive axle overload (Pin weight) becomes a bigger issue at home and for transit through UK . Possible increase in Ferry shipping rates for hauliers paying per linear metre. Embarkation and disembarkation with some ships, at certain Ports, could pose problems. Such as when a vehicle has to drive up/down onto and off the top deck, or be lowered or raised on a lift. Import/Export customers will move back to accompanied trailers over cheaper but slower containers because of the extra volume. Intermodal transport in Ireland is not that efficient yet, and therefore not an issue either way. At present, there would be litt le appetite for more change. However, the change will be demanded by DHL, DSV, Wincanton’s, et al., which will engage foreign companies who use 18-metre vehicles for international work. Change will happen a litt le slower on the national stage.

Ease of introduction, re infrastructure. No particular need to alter factory premises or road network. Drivers will adapt very quickly, no real need for driver training, possible short familiarisation session. Will initially provide Road Transport with a competitive edge over rail and sea-going, lift on lift off containers (Ro Ro) versus (Lo Lo). Possible reductions in CO2 , and if portrayed well, could enhance image of Transport industry. General public would not notice longer trailers. Of immediate benefit to companies, who

FLEETTRANSPORT | DEC 09/JAN 10

COVER

Scania R-series: International Truck of the Year 2010 Building on the success of the outgoing range – elected Truck of the Year 2005 – the new R-series impressed the ITOY jury not least due to its continued evolution.

he votes of the 22 strong jury of leading European commercial vehicle journalists (including Fleet Transport’s Editor, Jarlath Sweeney) have been cast and counted. For the fourth occasion Scania has emerged victorious. Its new R-series range of trucks has been selected as the International Truck of the Year 2010 (ITOY), the most prestigious distinction in the European truck industry. The Scania R-series, launched in September, fought off the challenge from the runner-up Volvo FH16. In third place was the MAN TGL/ TGM range with the new Fuso Canter achieving fourth position.

In particular, the latest model features a more aerodynamic cab profile that not only reduces fuel consumption but also improves the flow of air through the engine compartment, thereby aiding engine cooling – a factor that will be especially important for the forthcoming next generation of lower emission ‘Euro 6’ diesels. Scania’s revised Opticruise automated gear-shifting system, launched on the new R-series, was also rated highly for its faster, smoother and more intelligent shift strategy. The ITOY judges further praised the Swedish manufacturer’s new Driver Support System (developed on the R-series) which was seen by the majority of the jury as an innovative learning tool capable of providing a continuous and proactive assessment of a driver out on the road; rating their fuel consumption, driving efficiency and overall ‘road craft’ with a simple yet effective ‘star’ rating system which encourages a driver to excel. Last but not least the R-series highlyattractive new interior impressed the ITOY jury with its latest dashboard, high level of comfort and ergonomics. Summing up the jury’s vote, the International Truck of the Year Chairman, Gianenrico Griffini commented, “During this extremely challenging time for the entire automotive industry, and especially for Europe’s commercial vehicle manufacturers, Scania has delivered a ‘state-of-the-art’ truck that sets new standards in terms of fuel economy, driveability and overall efficiency.”

Kristofer Hansen, Head of Styling & Industrial Design, Scania.

On hearing the announcement, Mr. Leif Ostling, Scania President & CEO commented, “Continuous improvement is one of Scania’s strategic cornerstones, which also pervades our product development work. The fact that the new R-series is being awarded the International Truck of the Year trophy confirms the success of our ambition that every innovation launched by Scania shall contribute a greater productivity, lower operating costs and enhanced driver comfort.” “The statement of the jury matches the positive reactions we are now getting from customers. The timing for the new R-series is spot-on,” he added. The ITOY award is presented every year to the truck launched in the previous 12 months, which is deemed to have made the greatest contribution to road transport efficiency. The trophy will be presented this month at Scania’s headquarters in Sodertalje, Sweden. After the final deliberation, the votes cast by the ITOY jury were as follows: Scania R-series Volvo FH16 MAN TGL/TGM Mitsubishi Fuso Canter

114 votes 60 votes 46 votes 23 votes

Hanna Johansson, Head of Vehicle Ergonomics, Scania.

FLEETTRANSPORT | DEC 09/JAN 10

Text: Jarlath Sweeney - editor@fleet.ie

TEST

Test Drive Report:Volvo FH16.700

00 Horsepower! Who on earth needs that much oomph? Well if we’re honest, very few really - though if you asked, who would like that much power, the answer might be - a few more! However, similar comments were made when the 300, 400 and 500 hp barriers were broken comments which now seem mildly amusing. Back then concerns were raised regarding driveline capabilities and brake performance with quotes such as “great to have all that power, but you’ll never be able to stop it”. All such remarks have since been proven to be unfounded. The appearance of the most powerful production truck earlier this year, did not create as much of as stir, as one would expect. In some ways the 700 barrier was more a symbolic steppingstone, than a revolutionary leap forward in vehicle technology. High horsepower units are readily available in the market place and Volvo itself had its own 660 hp offering, which has now been dropped. Th is means that FH16 is now available with three power outputs, 540, 600 and 700 hp As a testament to good design the FH cab has been around now for fi fteen years - and with the exception of one or two minor tweaks, the cab has aged well, and looks more familiar than

dated. The internal layout is, as one would expect, ergonomically well designed and functional. FH16 has its own specially designed colour scheme for the leather seats, steering wheel, door panels and floor mats, all embossed with FH16 branding. Continuing this theme to the dashboard would help to brighten its somewhat bland appearance and give the flagship a greater touch of individuality. Switchgear is standard Volvo issue and well known at this stage. One complaint common to the FH series is the location of the engine brake control just above the wiper stalk, which also operates the on-board data centre. The engine brake should be moved to another position or relocated to a dash-mounted version. Another slight issue is the travel of the steering wheel adjustment could be improved allowing a lower position to be adopted. On the plus side, excellent seating with a wide range of adjustments will suit any size or shape of driver. Providing, arguably the most comfortable driving position around. There is plenty of useful storage space, both overhead and around the living area. Under the bunk, you will find a well thought-out arrangement including more storage, a lockable safe, and a 27-litre capacity fridge. Our demonstration unit was kitted out with many of the safety options available, such as Lane Keeping Support, Lane Changing Support, Driver Alert and Volvo’s Alcoguard breath testing device. These are just a few of the safety features resulting from clever applications of computer technology, keeping the Volvo brand synonymous with road safety.

FLEETTRANSPORT | DEC 09/JAN 10

In addition to improved road safety the inclusion of driver and vehicle security devices are very welcome. The FH16 comes complete with deadlocking for cab doors, engine immobiliser and an alarm system, which includes sensors for the front grille. So how does the biggest of the big ones drive? Fitted with the same cab and an extra forty horsepower, it performs just as same as the FH16.660 really. In other words, it is superb some would say sublime. Weighing in at just under 43,500 kgs gross, the ‘big one’ moved off with exceptional ease, changing quickly up through the 12 speed I-Shift to merge with the traffic down the M1 and into the Port Tunnel. At 80 kp/h, the 16.1 litre power unit is exceptionally quiet with the rev counter sitt ing at 1,100 rpm, - which is at the lower end of the torque band between 1,000 to 1,550 rpm, right where it develops all the 3,150 Nm. I-Shift is standard in the 700 and harnesses the

TEST massive torque commendably providing seamless gear selection throughout the drive. With over 70% of Volvo sales in the UK now specifying the automated transmission, it looks like I-Shift has truly come of age. In manual mode the two pedal system is just as responsive and arguably the best transmission on the market. From Dublin Port, we headed out the coast road towards Howth. In urban traffic with numerous stop starts the big Volvo is very much the gentle giant, and moving off gracefully and stopping in an assured manner. The auto transmission ensures that the vehicle is always working with optimum efficiency which should reduce fuel consumption, as well as easing the workload, allowing the driver to simply drive. Dealing with the potential hazards of city traffic is eased with good all round visibility and a fi rst class mirror arrangement. While the pull from a dead stop at Howth Harbour to the summit may not be the most difficult in Ireland, it is not easy and provides a good indication of what the 700 can do with 43.5 tonnes. Often it is better to measure a vehicle not by what is does, or what it achieves - but by the way it does it. The FH16 700 travelled up this climb with more ease than many passenger cars we have driven. Coming down the other side the footbrake was not required, as the 578 hp available from Volvo’s Engine Brake could be engaged as necessary to control the slowing. Without doubt, this is a premium long haul or heavy haulage tractor. So travelling the narrow twisting roads from Howth across through Meath County and into Louth. We expected a tag axle six-wheeler with an overall length just shy of 7 metres to be a little ungainly. This proved not to be the case; it took the bends and bumps in its stride, with minimal input at the controls. The B1G FH (as per the registration plate) is stable on the road, with very precise steering, and exceptional comfort. After a day’s drive, there was no sense of stiff ness or discomfort normally associated with Irish roads, which realistically has nothing to do with what’s under the bonnet and more nod towards good vehicle design and attention to detail.

For the moment, Volvo’s FH16.700 targets a niche market, limited to heavy haulage, some ownerdrivers and countries which permit greater train weights, such as its home market (Sweden). When drivers of my father’s generation were on the road, 300 hp was a dream. Now 450 to 520 hp could be thought of as fairly standard - in the near future with the bar being constantly raised 700 hp under the bonnet may not be that unusual.

Spec Check Make Model/Cab Chassis Type Engine Rated Power Rated Torque Euro Rating Transmission Brakes Retardation Devices Drive Axle Ratio Overall Length Wheelbase Tyres Trailer Kerb Weight

Volvo FH16.700 Globetrotter XL 6x2 Tag Axle 16.1 Litre, in-line six cylinder 700 hp @ 1,550 – 1,800 rpm 3,150 Nm @ 1,000 – 1,550 rpm Euro 5 – SCR Volvo I-Shift - 12 Speed Discs all round - ABS, ESP Volvo Engine Brake – 578 hp @ 2,200 rpm 3.46:1 6,925 mm 3,200 mm / 4,570 mm Steer Axle: Michelin XFA2 - 385/55 Drive Axle: Michelin XDX 315/70 R22.5 Tag Axle: Michelin XFA2 - 385/55 Tri-axle Gray & Adams Fridge 9,633 kgs Alcoa Wheels / Fuel 700 Lts / AdBlue 60 Lts

Putt ing this road test down on paper it is hard to avoid reverting to all the clichés that come to mind. Any driver will become familiar with FH16 very quickly as it is an incredibly easy vehicle to drive on good roads or bad. Giving the driver excellent feedback and a positive feeling of being in control. Driver comfort is fi rst class and there is 700 hp to flatten out the hills. The 16.1 litre power unit is exceptionally quiet and promotes a sense of calm control. Th is sense is based on the idea that when driving the 700, the job in hand could not be done any better. FH16 has comfort, power and reliability put together with a build quality second to none. With three engine choices, and servicing intervals out to 120,000 kilometres, there is litt le to complain about. While an updated cab may be some time away - after fi fteen years, the original still looks good on the road. Text & Photos: Paul White - paul@fleet.ie

FLEETTRANSPORT | DEC 09/JAN 10 11

NEW FLEET

New Volvo FH for Townlink Transport (Galway)

aulage contractors, Townlink Transport based in Galway City recently took delivery of a new Volvo FH13.480 Globetrotter 6x2 from Murphy Commercials, Claregalway. Pictured at the handover are Padraig McDonagh and Christy Higgins (Townland Transport) along with Des Murphy, Dealer Principal, Murphy Commercials. Townlink Transport’s main work is with Donnelly’s Coal Merchants.

Recent sales of Renault Trucks

ormer Meath GA A legend Tommy Dowd has hit the road with a new Renault Midlum 280.18 oil delivery truck. The new tanker was supplied by Joe Curran Commercials, Oldcastle, County Meath, main Renault Trucks Dealer. The new tank was built by Central Welding N.I. Pictured are Peter Costello, Curran Commercials, Tommy Dowd and Joe Curran, Dealer Principal.

nother new Renault M id lu m (2 4 0.18) was sold to Staples Ireland along with a new Renault Premium (370.26) 6x2 with Global Sleeper cab.

Ten new Dennison trailers for Toner Transport & Logistics

athcoole, County Dublin based Toner Transport & Logistics has taken delivery of ten new Dennison pillarless curtainsider trailers to service its Smurfit Kappa contract. The new trailers are being used to deliver packaging material throughout the 32 counties and each is expected to clock up well over 100,000 kms a year. Toner is no stranger to Dennison; over the last ten years the company has bought over 100 Dennison trailers and has been very satisfied with their performance. “We have built up an excellent working relationship with Dennison over the years,” says Managing Director, Jim Toner. “They understand our needs and couldn’t be more helpful, whether we are buying new trailers or just need parts.” “The new trailers are all pillarless curtainsiders. We opted for this design primarily for safety and operational reasons. The lack of spring-loaded pillars makes loading and unloading simpler and less hazardous and also speeds up turnaround times. A nd e q u a l l y important, our customers like them too,” says J i m . A mo n g other things, the new 4.4m high trailers feature BPW big drum brakes, Rubbolite lights and Dunlop tyres.

FLEETTRANSPORT | DEC 09/JAN 10

The bodies were built by Cafco (Dublin) with Zepro tail-lift s fitted by Technical Support Services Ltd. (TSS), Dublin.

Zinc Processors enriched with MAN Nutzfahrzeuge!

rom Drombanna, County Limerick, Zinc Processors Ltd has added a high-spec MAN TGS truck to its fleet. Th is model, a 26 tonne 320 hp 26.320 6x2 Rigid, is fitted with a 30 ft Fitzgerald steel dropside body. Dennehy Commercials, Limerick supplied the vehicle.

Text: Jarlath Sweeney - editor@fleet.ie

TECHNOLOGY

TRANZAURA – offering route planning and route optimisation are actively building a strong presence outside Scandinavia. Their systems are highly confi gurable and can therefore be used by virtually all types of Irish transportation a nd d i s t r i b u t ion companies. “We at Tranzaura

Matt Borland, Sales Manager of Transvision, Denmark and Mike Price, aim to prov ide a Tranzaura on the signing of the Partnership Agreement.

obody plans to fail, but if you fail to plan then the odds are seriously stacked against you. Money is far too precious to waste these days and while immediate survival for many companies is the biggest fight and while it is difficult to fi nd any spare cash, some strategic investments can prove very beneficial in the long term. It doesn’t hurt to take a closer look at some of the better cost saving technology that is out there. Tranzaura is a young innovative company based in Limerick providing exciting technology solutions to the Irish Transport sector. It has entered into a partnership agreement with Transvision of Denmark to bring route planning and route optimisation soft ware solutions to the Transport and Distribution sector in Ireland. The promise is a saving of up to 15% in annual distribution costs by using Tranzura route planning and fleet planning soft ware. Tranzaura is an Enterprise Ireland client company founded by Mike Price and Tom Fogarty based at the Innovation Works National Technology Park, Castletroy, Limerick. Th is partnership between Tranzaura and Transvision brings route planning and route optimisation solutions to the Irish market place for the first time by an Irish company. Tranzaura have taken the basic package and tailored the soft ware to adapt to the home market, such as petro-chemical, construction, retail distribution, agricultural supplies, waste management, postal and courier services.

superior solution for the optimisation of transport and distribution to our customers and thereby ensure them lasting competitive advantages. We believe that transport and distribution should be considered a key, strategic aspect which contributes to the overall performance of the company,” says Tom Fogarty, Technical Director.

Already Tranzaura’s Route Planner and Fleet Planner have shown impressive returns on investment with payback periods from six to twelve most cases. With the Tranzaura Route Planner, you can reduce the amount of time on the road, minimise empty loads, lower distances travelled, improve capacity utilisation and trim resources used. All this, of course will ensure a better service to the customer.

The Route Planner works in number of proven ways that reduces costly administration costs and eliminates planning errors. It is fast and reliable which means that you minimise mistakes and gives you more control of your fleet. Efficient fleet planning, can be difficult and demanding. Continuously changing orders and vehicle positions plus unforeseen events can be a challenge to any operation and the overall performance of the fleet. Tranzaura’s Fleet Planner system is targeted at companies that manage their own transportation planning. Both systems will improve the bottom line and increase the efficiency of any transport operation no matter how big or small. At the end of the day that is the most important thing. “Our vision is to extend our position in Ireland as provider of the most advanced and effective planning and optimisation systems within the industry. We are unique in Ireland as the only provider of real a time optimisation tool the Tranzaura Fleet Planner,” concludes Mike Price. Mike Price and Tom Fogarty welcomes the opportunity to help any company reduce their distribution costs. Tranzaura, Unit 57 Innovation Centre, National Technology Park, Castletroy, Limerick Email: mike.price@tranzaura.com Mobile: +353 87 6424481 Website: www.tranzaura.com

“We have researched this soft ware extensively worldwide over the last two years and selected Transvisions solution because of their experience of over 20 years in this space and of the soft ware’s adaptability to different business sectors and the Irish market place. We fully expect this partnership to be a long and fruitful one for both companies and we look forward to helping Irish companies reduce their distribution costs and improve efficiencies and reduce their carbon foot print in the process,” explains Sales Director, Mike Price. Transvision is Scandinavia’s leading supplier of transport planning and optimisation systems and Text: Gerry Murphy - gerrym@fleet.ie

FLEETTRANSPORT | DEC 09/JAN 10 13

INTERVIEW

One-to-One with Erk Ronnefarth, Product Management Department, Fuso Europe with Jarlath Sweeney editor@fleet.ie

JS. This actual vehicle driven today is part of the British postal system fl eet which has 20,000 miles (30,000 kilometres) on the clock already, so you must be pleased with the success of the trial which has lead to a successful tendering process in the Irish market where the ESB has ordered a number of similar Hybrid vehicles? ER. Yes, you are absolutely right. Nearly 14 months ago started with the largest fleet field evaluation test in Europe with our Canter Eco Hybrid in London with 10 vehicles where we served 8 customers such as DHL, TNT, Tesco and Royal Mail and some smaller road construction companies. Some of them have 30,000 - 50,000 kilometres already done with no problems at all, zero breakdowns. The customers are very pleased and this brings us now to the new deal we made with the Irish Electricity Supply Board (ESB). 10 Canter Eco Hybrids on order for delivery early next year.

JS. During our drive around Stutt gart, you mentioned about the regeneration of energy as you move along once you lift -off the acceleration and use the engine brake? ER. Yes, the idea is from our regeneration system in that there is no need to have plug-in recharging facilities like you see on some makes of electric and hybrid cars, so you don’t have to charge the battery specifically. The battery is always recharged automatically during driving, as long as you’re not constantly on the gas pedal. So, if you’re rolling, going downhill or using the engine brake the electric motor is turning into a generator and recovering the energy and refeeding the energy back into the battery. The idea is that in normal driving the battery is always loaded and ready for the next hill climb and the next acceleration etc. So, it is an independent eco-friendly, efficient system. JS. With regards to service intervals, I presume it’s normal for diesel engine, what about the electric side of things? ER. We still keep to the same service intervals like we have with the conventional Euro 4 truck, which is 30,000 kilometres. The life cycle of the battery of the hybrid system is the same like the conventional truck. So also the battery life cycle of the lithium manganese battery is 300,000 kilometres.

JS. Is the specification the same? JS. We’ve just had a very informative drive of the new Fuso Eco Canter Hybrid. Please explain the technology here. I understand that you have a standard diesel engine and on the back of that there is electric power as well, to make it a complete diesel electric hybrid? ER. Yes, the Fuso Canter Eco Hybrid is characterised by a parallel hybrid drive. So we have a conventional Euro 4 diesel engine with a 3.0 litre displacement and 145 PS and 362 Nm and this standard vehicle engine, which is used on our traditional Canters all over Europe, is added with a 35 kW electric motor and a 5 speed automatic mechanical transmission and of course lithium manganese batteries with 345 volt and 1.9 kW hours. Th is brings together the parallel hybrid drive system. The function of the parallel hybrid drive is as follows: in starting off, the electric motor is 100% in action until roughly 5 kilometres per hour, then the diesel engine kicks-in. If you undertake hard acceleration or hard hill climbing additionally the electric motors support the diesel engine, so the idea of a parallel hybrid drive is to support the diesel engine where it is not as sufficient as it should be which is starting off and acceleration. And with this support you have improved fuel efficiency compared with the conventional engine of roughly 15%, which has been proved during our big fleet test in London.

ER. It is a litt le bit different. In Europe we have basically the European specification or Type Approval Vehicle - the Euro 4 7.5 tonne Canter added with the hybrid component electric motor and lithium batteries. With the Irish Electricity Board we are going with the mass produced vehicle like what is sold in Japan, where they have benifited from a specific Government tax incentive programme. This identical vehicle sold to the ESB meets the Japanese most stringent emission regulations, which are roughly the same as the European legislation. I understand the ESB has got special homologation to import and operate these vehicles in Ireland. JS. One big advantage is that they are manufactured in Gaggenau (Germany)? ER. Yes and that makes it even more easier to supply to the Irish market. FUSO Canter Eco Hybrid

14 FLEETTRANSPORT | DEC 09/JAN 10

FLEETING SHOTS

4th edition of the European Truck- No more bridge strikes thanks to Trailer Report TomTom WORK

ruck & Bus Builder Publishing Ltd has just issued the 4th edition of the European Truck-Trailer Report. “The European Truck-Trailer Report is a comprehensive study of the European semi-trailer and drawbar trailer manufacturing industry,” says Kate E. Molyneux, Sales & Marketing Executive. “It includes market reviews and forecasts for many of the European countries. It looks at the progress and developments of the major trailer builders in Europe and the impact of key component suppliers on the industry,” she added.

omTom GO 7000 Truck brings the latest navigation innovations for trucks and large vehicles that allows drivers to make map changes based on dimension and weight. “Using Map Share delivers the best maps for trucks,” says Thomas Schmidt M.D. of TomTom WORK. “Pre-installed restrictions mostly cover major and connecting roads, but with Map Share, the driver is able to improve the map up to the very last mile.” Being equipped with Text-to-Speech and Voice Address input enhances driver safety as does the help-me menu and hands-free calling system. GO 7000 Truck from TomTom is ready to go, with the soft ware pre-installed. It comes with maps of Western and Central Europe (42 countries). Further details on www.tomtom.com

The European TruckTrailer Report is an essential marketing and business development tool for those involved such as truck/trailer cha ssi s a nd body manufacturers, component suppliers, trailer operators and trailer leasing companies, market analysts and others whose business serves this industry. Copies of the European Truck-Trailer Report can be purchased from Truck & Bus Builder Publishing on 0044 1984 618707 or email: reports@ truckandbusbuilder. com

Record attendance at Continental Tyres strengthen its OE Team Transexpo ontinental closely with the research

lose on 4,000 people attended the 7th International Fair of Public Transport held at Kielce, Poland recently. Visitors were attracted to a number of elements within the Show such as the National Local Transport Drivers Competition, which included theory tests, First-Aid as well as actual on-site driving. 150 exhibitors from 11 countries were present displaying vehicles and components. Solaris premiered its new Inter-City bus, the Inter Urbino, to the home crowd.

Ty r e Group has appointed Steve Ashcroft as Original E q u i pme nt (OE) Manager for the truck sector in UK and Ireland. Steve will be responsible for all OE truck and trailer act iv it ies, l ia isi ng directly with both manufacturers and fleets.

Mr. Ashcroft who has over 33 years in the commercial vehicle business, started his career with Leyland Trucks, where he worked

and development team on military business with the MoD. He then moved into a sales role with DAF International, covering business in South America and the Caribbean. In 1991, Steve joined Continental as Commercia l Sa les Manager and has since held a number of regional and fleet Sales Manager roles. In 2002 he joined the OE business unit as Development Manager for the OEM and Vehicle Dealerships.

Exceptional Loads Services Ltd. Specialist Services to the Heavy Haulage Industry • Permits • Escorting • Route Planning • Route Surveys Tel: 0402 31229 Fax: 0402 31257 Mobile: 087 2549601 Website: www.wide-loads.com Text: Jarlath Sweeney – editor@fleet.ie

FLEETTRANSPORT | DEC 09/JAN 10 15

REPORT

Allison - from Brickyard to Brick Roads!

he company we know today as ‘Allison Transmission’ began life as the Indianapolis Speedway Team Company, founded by James A Allison back in 1915. Mr. Allison died in 1928 and the company was subsequently bought by General Motors and remained part of GM Corporation until it was sold in 2007. Now operating as part of the Onex Corporation and the Carlyle Group. Allison transmissions can be found in many variations from small on road vehicles, through to massive military equipment such as the M1 Abrahams Tank. While there is an ever-increasing demand for automated gear selection in commercial vehicles, the transmissions provided by ‘Original Equipment Manufacturers’ (OEM), such as Volvo’s I-Shift, Scania’s Opticruise and the Mercedes-Benz PowerShift , all have limitations when applied to certain areas of operation. The general principle underpinning these systems is that they are automated manual transmissions (AMT), not automatic transmissions. Most will have a dry plate clutch assembly and not a ‘torque converter’ as commonly found in automatic passenger cars. Vehicle operators have previously been sceptical about fitt ing fully automatic boxes in heavy road vehicles. A main factor behind this scepticism

has been the perception of increased fuel consumption, generated from the initial slip of the torque convertor. Therefore, the fitment has often been restricted to municipal vehicles such as refuse collectors, fi re tenders, and public transport units - where fuel consumption is often determined by the mode of operation at the time. Allison highlights the point that its transmissions can provide a fuel saving of anything up to 14%. Th is is achieved because there is no power interruption with a full automatic when changing through the ratios, as there is with an AMT. In addition, wear and tear is reduced, because there’s no clutch. For Stop Start operations as with Public Service Vehicles if using an AMT with a dry plate clutch, ‘neutral’ should be selected when the vehicle stops and drive selected to move off again. At the Boras gravel pit and quarry near Gothenburg, Allison Transmissions Nordic held a demonstration of its products as fitted in a selection of vehicles. Provided for testing were a Volvo FE 320 6x4 tipper, two Scanias, one a P380 6x4 tipper loaded to 26 tonnes and the other a 6x2 rear steer R480 with a tri-axle drawbar loaded out to 50 tonnes. In addition to these offerings was the star of the show, a Volvo FH16.660 hp heavy haul hitched to a five axle Volvo FE Interior

Volvo FE 6x4 16

FLEETTRANSPORT | DEC 09/JAN 10

Goldhofer low loader. Sitt ing on the Goldhofer was a fully loaded Caterpillar 730 articulated dumper with the whole combination weighing in at 105 tonnes. En route to the gravel pit, highway performance is similar to any AMT. Negotiating through the small towns and villages the transmission’s selection of ratios is precise and in keeping with road conditions. In fact, gear changes in the FE Volvo are arguably smoother than Volvo’s own I-Sync products. Next up was the Scania P380 with an Allison 4500 six speed, which differs from the others in that it uses Scania’s Opticruise gear selector. While primarily a cosmetic difference it is an option some may prefer, as it operates in the same manner as the two pedal Opticruise which allows the driver to override the system and change manually, or hold a gear for longer if desired. The six speed units fitted in all test vehicles (bar the Volvo FH16) are very smooth with full transmission lock-up occurring in 2nd giving the feeling of a low to high split change when moving through second gear. At the quarry, we were able to test the trucks in extreme off-road conditions with some gradients of 1:27. Where even the R480 grossing 50 tonnes can be stopped on a downhill and reversed back up with ease, here the

REPORT some damage to the driveline. Not surprisingly, the FH did roll back when moving from the footbrake to the thrott le, and yet the Allison picked up the drive and moved 105 tonnes gently up the hill.

Mikael Wallner - ‘Wallner’s Specialtransporter’

Riccardo Sardelli, Area Manager:- UK, ROI, Afr ica for Allison Transmission

torque convertor acts as a damper by absorbing the severe stresses - minimising damage to other driveline components. As a specialist mover of extra long and extra heavy loads, Mikael Wallner of ‘Wallner’s Specialtransporter’ knew exactly what he wanted when ‘spec-ing’ out his new tractor. The owner of the FH16 from Falum, located in the centre of Sweden, purchased the truck with Volvo’s standard I-Shift fitted. While I-Shift is a fi rst class system its only rated up to 120 tonnes. Mikael regularly pulls 200 to 250 tonnes and has on occasions grossed out at 280 tonnes. A large part of Wallner’s work is in the transport of wind turbine components to the assembly points. Because wind farms are often located in remote locations, the heavy haulier must be able to deal with serious loads and difficult terrain including some very steep gradients. Trying to drag a load in excess of 200 tonnes up the side of a mountain with an AMT equipped vehicle imposes extreme stresses on the driveline in particular the clutch. Which Mikael is keen to emphasise the consequences, “can start to slip,

overheat, and in the worst cases catch fire”. Th is is why he approached Allison to help with the new FH16. He also believes that with engine outputs increasing all the time torque convertors and hub reduction are the only realistic way to control the power and torque. With the exception of the Allison gear selection panel located on the dashboard and the absence of the standard I-Shift selector, this FH is the same as any other Globetrotter. Once we were belted up and after one or two deep breaths, we were ready to move. Selecting ‘D’ for drive and gently pressing the thrott le pedal, the Volvo eases away. With 3,100 Nm of torque driving through the seven speed Allison 4700, the FH 16 made ‘light’ work of the 105 tonne 24-metre long combination. Almost immediately, Mikael directs us to a 1:18 gradient, and then says to stop. He wants us to see why he chose a fully automatic over a AMT. Attempting a hill start without using the parking brake, is not good for any vehicle - but when that vehicle is weighing 105 tonnes and sitt ing on a slope of 1:18, it would be reasonable to expect

We stopped again to have another try, though this time using the parking brake in the correct manner. By sett ing the thrott le to 1,100 rpm and releasing the brake it is possible to ‘ feather’ the accelerator to making the truck move forward centimetres at a time, stop, and move off again. It is this exact and precise ability to control the vehicle’s movement, which is in need when manoeuvring wind turbines into position in off-road locations. With the recent upgrading of Scania’s Opticruise, all OEMs now offer practical working versions of AMT. For on-highway operations these work well - but they have some limitations when it comes to heavy duty off-road, or continuous Stop/Start operations. Allison Transmission is targeting this area, not only with their current range of products, but also with its Hybrid Electric drive options. With proven reliability, a five-year warranty and possible 14% fuel savings, the transmissions have a lot going for them. One point we noted in Sweden is the speed limit for heavy loads up to 200 tonnes is 80 km/h. Although they have to slow down to 45 km/h if the load goes over 220 tonnes. Mitchell Powersystems, Nott inghamshire UK are the main suppliers to Ireland Irish Service Agents - Adtec Aerauto Ltd, Allison Dealer, Gibbstown, Navan.

Scania P380 6x4 & R480 6x2 Rear-Steer

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

FLEETTRANSPORT | DEC 09/JAN 10 17

Ask the Expert Question 1. “As a transport operator, what are my legal obligations when it comes to insurance cover for my employees and fellow directors?” Answer: As employer you are responsible for any harm that comes to your employees or fellow directors which is caused by, or arises out of, their employment. As an example, sending out a driver in a defective vehicle which crashes as a result of the defect, injuring the driver, would make you liable to the driver should he/she make a claim for damages. Perhaps surprisingly, in Ireland, there is no legal obligation to take out insurance cover for your employees or fellow directors. In other countries ‘Employer’s Liability Insurance’ is compulsory. Having said that, however, there are many compelling reasons why you should take out a policy that will indemnify you against any claim that might be brought by an employee and, in this context, it is important to remember that directors are also employees of the company for which they work.

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

An employee’s claim for damages can follow any accident that happens in the course of the employee’s work and for which it can be argued that the employer was responsible. An example might be an accident which occurs whilst driving a company vehicle, whether a car or a commercial vehicle, when it is a defect in the vehicle that has contributed to the accident.

Question 2. Can my vehicles be impounded in the UK? Answer: A number of EC countries, including Ireland, have agreed that visiting vehicles may be impounded if they are found to be operated illegally, either because of the condition of the vehicle, or because of some ‘driver offence’ such as working for an excessive length of time.

Another example might be an accident that should not have occurred if the employer had proper health and safety systems and procedures. It should not be forgotten that what might seem to be a slight injury, say a cut hand or a sprained ankle, can lead to a claim if it can be shown that there was fault by the employer.

In the UK vehicles that are overloaded are increasingly likely to be impounded in addition to those with technical defects such as worn tyres. The digital tachograph, of course, makes the discovery of driver related offence easier for the enforcement agencies.

Given the increase in the amounts that are being awarded by the Courts, an accident, when the employer is not insured against this type of risk, could lead to the closure of the company.

The vehicle will be held until the defect has been corrected, or the driver has had sufficient rest. It can be taken to a garage for repairs if a ‘surety payment’ is made.

Although there is no legal obligation to have ‘Employer’s Liability Insurance’ there is little doubt that, in today’s world, such a policy is essential.

The Garda now have similar powers to hold foreign vehicles and, as the size of the enforcement staff increases, we are likely to see many foreign vehicles held in this way.

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. 18 FLEETTRANSPORT | DEC 09/JAN 10

fleetMaritime: IRISH SHIPPING & FREIGHT

MARITIME I

Compiled by Howard Knott Edited by Jarlath Sweeney email: maritime@fleet.ie

Volume 4, No. 4 Dec 09/Jan 10

Successful Volvo Race Stopover won’t be repeated

peaking shortly after the publication of the Volvo Ocean Race Galway Stopover Economic Report, Ger O’Rourke was sceptical that there could be a viable Irish entry for the 2011 running of the event. Therefore, there will not be a Stopover at an Irish Port. O’Rourke’s Volvo 70, which he christened ‘Black Bett y’ but which had raced under the name of her principal sponsor, ‘Delta Lloyd’ had acquitted herself well throughout the recent Race with a number of podium fi nishes in the latter stages. His total campaign budget was approximately €4 million, one tenth of that for each of the two Eriksson boats and one third of that for the Irish/Chinese ‘Green Dragon’ entry. At present, O’Rourke’s V70 is on charter to Delta Lloyd undertaking promotional work and he is hopeful that the race vessel will be bought for use as a training boat by a team participating in the next Volvo Round the World Race.

report done in 2007. It was estimated that the stopover TV audience globally was 1.327 billion and a radio listenership on 234 million.

The Economic Impact Report shows that the Galway Stopover in May was among the most successful ever such event anywhere with a value of over €55 million to the City of Galway and Irish Tourism. Galway City alone benefitted from a non-local visitor spend of €36.5 million, 30% more than had been predicted in the advance

Failte Ireland invested €8 million in backing the ‘Green Dragon’ team and sponsorship of Galway and was well pleased with the outcome. Redmond O’Donoghue, their Chairman said; “The Volvo Ocean Race att racted the biggest audience for Irish tourism since the Ryder Cup in 2006. The stopover was the latest in a series

of major World sporting events which we have att racted to Ireland under our International Sports Tourism Initiative, and, indeed, when it comes to att racting big name events, Ireland very much punches above its weight Photo: Jarlath Sweeney internationally.” Meanwhile, the Irish entry in the equally challenging, but lower profi le, 'Clipper Round the World Race' led the 10 boat fleet across the third leg fi nish line at Cape Town. The race had started from Hull on September 13th and the 'City of Cork' reached Cape Town two months later. The boats are 68 footers, just 2 feet shorter than the Volvo boats, but unlike the 'VOR' most of the crew members are ‘fi rst-time’ amateurs. The 'City of Cork' entry is sponsored by Cork City and County Councils and together with Failte Ireland will sponsor the race stopover in Cork in July 2010, an event that will be boosted by co-inciding with 'Cork Week', one of amateur sailing’s major Regatt as. The City and Port of Belfast remains optimistic that it can secure a stopover on the next Volvo Race. 2011 marks the centenary of the launch of the 'Titanic' from the Harland & Wolff Yard there.

Cobelfret settles in at Dublin Port

elgian Ro-Ro operator, Cobelfret has announced the successful consolidation of its Irish Terminal location, which were previously spread between operations at Waterford, Rosslare and Warrenpoint, to Dublin Port. The Lo-Lo container service to and from Radicatel in France has switched from Warrenpoint and from Waterford, which has also lost its Zeebrugge service. Rosslare has lost the Ro-Ro services to Zeebrugge and Rotterdam which had only started from the SouthEast Port in October 2008. Waterford Port has been advised by the Line that they will review the operations next Summer and that the option of a renewed Port call there is on the table. Cobelfret has already increased the frequency on the Dublin to Rotterdam service to twice weekly while the Zeebrugge service, likewise, has a single vessel doing two rotations. The company is using the

FLEETTRANSPORT | MARCH 2009

Cobelfret is now recruiting its own Irish management and operational staff to be based at a Dublin office while Burke Shipping which handle the Cobelfret vessels and cargo at its Portroe Terminal advise that it is still work in progress there with ongoing ground works and gate works. Pat Brennan, Director of the Terminal also said; “We are extending opening hours so that customers can pick up units and drop them off outside normal hours.”

sister ships ‘Mazarine’ and ‘Palatine’ both of which have just been delivered from the Flensburg Yard in Germany. This same yard built the very successful ‘Flower’ series of vessels for DFDS Lines.

Brennan also advises that the monthly RMR Lines service to Lagos, Nigeria, which also picks up cargo at Harwich and Antwerp, is going very well. He expects frequency to move up to fortnightly very shortly. Brennan comments; “We should be getting a bonus from the Department of Transport for getting rid of all of those old vans and cars off the Irish roads.”

FLEETTRANSPORT | DEC 09/JAN 10

MARITIME II

19 November 1984 – Irish Shipping Ltd is driven onto the rocks Just a couple of weeks ago, one of the saddest anniversaries in Irish Maritime history passed quietly, obliterated in part, I suspect, by the emotional overdrive caused by the way in which the France/Ireland soccer match of the previous evening had fi nished. On 19 November 1984, the Irish Government liquidated Irish Shipping Ltd. It was an ignominious closure of a Company that had given the State and people of Ireland such service over, at least, the fi rst 40 years of its 45 years in existence.

owners and cargo owners all over the globe? It was understandable, if extremely unpleasant, if a privately owned Shipping company went bust, but Irish Shipping was guaranteed by the State and that State was not declaring itself bust, just this Company. The call was followed by one from a previous employer, a German with shipping interests; I sometimes still think that these men, brought up in the strict, “my word is my bond” world slightly blamed me personally for what happened.

I can remember as a child diving into the inside pages of ‘The Irish Independent’ to the “Follow the Fleet” column. There, was listed where each Irish Shipping vessel was, was she in Port loading? If so with what cargo and bound to where? Next, get out the family ‘Reader’s Digest World Atlas’ and try to fi nd these Ports, most of them at the far corners of the earth. Made me think of the fascination of school children in these places with the Irish tricolour and the Port of registry, Dublin or Cork, on the stern.

In the end, there was one slight “rescue” from

Later, I began to wonder just how many others who had followed 'their' fleet around the globe, fi nished up in the Shipping business, attempting to live that dream. But, on 19 November 1984 the dream died. For me, I was running the Dublin office of a Finnish Shipping Line at the time, the real shock came when I had a call from Helsinki. I was asked, in language that was, let’s say very colourful, what was going on? What was a sovereign Government doing welching on deals with ship-

the disaster, the Irish Continental Line which, later, provided a home for the B + I Line which a State bureaucrat could not wait to get rid of and think about anything other than ships. I was always intrigued to know where the real cause of this calamity lay and, in a recent lecture

Export Industry Awards 2009

editeranean Shippping Company Ireland (MSC), Burke Shipping and Expeditors scooped three of the main prizes at the Irish Exporters Association’s Export Industry Awards Dinner held at the RDS Concert Hall, Dublin. The Deep Sea Shipping Company of the Year and Short Sea Shipping Company of the Year Awards were presented to MSC Ireland and Burke Shipping while Expeditors took the Logistics Company of the Year title. E Flahavan & Sons Limited emerged as the winner of the overall title. Speaking to Barry Boran Regional VicePresident Expeditors, he praised the fantastic job his team at Expeditors is doing in Ireland. He said that the Irish division set new standards

3620 FLEETTRANSPORT FLEETTRANSPORT| MARCH | DEC 09/JAN 2009 10

dedicated to the memory of the late John de Courcy Ireland, Glenn Murphy, CEO of the Irish Maritime Development Office spelt out the sorry saga. Curiously, in a world of NAMA, massive Bank re-capitalisation, perhaps, we are now in a position to comprehend the story of greed, incompetence and downright dishonesty, that brought this Company tumbling down around the shoulders of fine and proud seamen and office personnel who had given their working lives to the dream of feeding all of their neighbours, the people of Ireland. To quote from Glenn Murphy; “In my opinion the demise of Irish Shipping Ltd. (ISL) is akin to the collapse of Barings Bank in 1995. Both companies were long standing and reputable institutions; ISL was the manager and keeper of a sovereign flag carrier’s fleet, while Barings was the manager and keeper of sovereign wealth including that of the British monarchy. Both companies were fi nally brought down by the reckless decisions of a small number of people, who allegedly took exceptional risks without clear authority and gambled on trying to make a profit on the differences on future contracts. It is this type of speculation and risk taking entered into by a small minority that bears all too many similarities to many of the failings of large, previously impervious institutions that is taking place today.” Recent revelations about FAS perhaps, slightly undermine Murphy’s hope that the disaster that was ISL did force several new accounting and reporting rules and regulations to be implemented for the management of commercial state bodies.

Fleet Maritime's Howard Knott and Jarlath Sweeney atttended.

within the company in obtaining the IMB International Maritime Bureau Certificate in Logistics. “Other Divisions are now looking to Ireland for guidance,” he advised. Expeditors Ireland is also leading the way in delivering new products and services to the company such as cold-chain healthcare in logistics. Sam Symington of MSC Ireland was absolutely delighted to have won the Deep Sea Shipping Company prize on the fi rst occasion that it had been awarded and felt that this was very much a tribute to the 38 people in the Irish Company and the work that they do. Unlike other Deep Sea Lines MSC do all the front office and back

office activities for their Irish clients in Ireland. Their export volumes from Ireland have grown by 20% in 2009. Eamonn O’Reilly of the Burke Shipping Group was equally delighted to have got the Short Sea award and to be the fi rst operator of Terminals at the Irish Ports to receive such an award. He saw the award as being a recognition of the consistent investment made by the group in developing and upgrading the facilities, particularly at Dublin, which gives client shipping lines a better and more cost effective service.

MARITIME I1I

Glenn Murphy explained that between 1981 and July 1983 ISL entered indirectly into a combination of nine time charters – chartered a vessel from the owner at a stipulated price, paid every 15 days in advance for 15 days, for a stipulated time. These Bulk Carrier vessels were of the ‘Handymax’ and Panamax’ sizes, 30,000 tonnes and 70,000 tonnes deadweight. The company was probably one of the only operators at the time that was taking on such tonnage on long period charters which ranged in duration from 4 to 10 years. Most prudent operators were reducing their exposures in these particular market segments. Some were taking two to three year cover with period charters, while at the same time incorporating clear option – in their favour-to extend, renegotiate or re-deliver vessels back to owners whenever convenient. Murphy’s research found that these long charters were taken on at a rate of about $6,500 a day for the Handysize vessels and $15,000 a day for the 70,000 tonne vessels. On the latter, research shows that the actual market rate for such vessels never reached the $15,000 a day figure at the time of delivery or even over a subsequent 20 year period. The average market rate for such a vessel was in the order of $ 7,000 a day while for the smaller Handymax vessel the figure was about $4,000 a day. Worse than that, these rates are based on new vessels in shorter charter deals, if a deal ran over three years a discount would be negotiated – no such discount was negotiated by ISL. All of this took place in a market that was clearly falling and one into which huge volumes of new tonnage were being delivered, much of it going straight into ‘lay-up’ in the River Fall, near Falmouth, and elsewhere. Murphy fi nds that the aggregate forward cost of chartering these vessels was somewhere in the region of $61 million for the ‘Handymax’

Deep Sea’ Shipping Company of the Year: MSC Ireland. Liam Shanahan; President-Irish Exporters Association, An Taoiseach Brian Cowen, Sam Simington of MSC Ireland and Brendan Keating of the Port of Cork (Sponsor)

vessels and $79 million for the ‘Panamax’ ones. In total, he says, the ‘off- Balance Sheet’ cost to the company was $140 million, a heavy fi nancial burden in a falling market. Every 15 days ISL faced a cash call of $1.48 just to service the chartering costs of the deals; on top of this were all the running costs of the ships. Some of the charters did contain equity participation in the vessels but this still should not have meant that the company should have paid such a heavy premium over market value. Inevitably the chartering in and the sale and purchase deal undertaken by the company were simply unsustainable and disaster loomed. Murphy reviewed the transcripts of various ISL meetings and these would appear to indicate that the shareholder – the Department of Finance on behalf of the taxpayer – was initially not fully aware of the scale of the majority of these chartering transactions. It is on record as stating that the few transactions it did know about were, it believed, of a short term nature. There appears to be no record of the actual transactions and the nature of them in the company Board meeting minutes. Th is raised the question of decisions being taken independently by the executive and management of the Company. The shareholder was, however, fully aware of and indeed instructed the Company to enter into an agreement to build a further 'Panamax' Bulk Carrier to be named the ‘Irish Spruce’. She was being built at the Verolme Cork Dockyard at a cost to the Company of IR£14.2 million with further costs being paid by the Exchequer. The purpose of the deal was to support employment at the Dockyard and to give the company extra capacity without having to go to the market.

been about one third of that figure. In order to conserve cash flow the Company entered into a ‘Sale & Leaseback’ deal with a Japanese fi nance house. Th is had the effect of increasing the real cost of the vessel by a further 40%. By 1982 the Bulk shipping market collapsed, not a dramatically as it did in late 2008, but the typical charter rate for a ‘Panamax’ vessel fell to $3,000 a day – yet ISL was paying $ 15,000 a day for such vessels. The company attempted to reduce the cost of several of these long term charters, but, many of the owners, feeling that they had a ‘gilt-edged charter’ given that it was backed by the Irish State, refused to reduce the hire payments. The management now entered into a number of panic deals including buying out one of the Panamax vessels for £23 million. When the Company folded the liquidator sold this vessel for $7.5 million. There seemed to be no evidence, throughout this sorry saga that the normal trading of the Irish Shipping owned fleet was anything but well managed and, in a world in which the ‘Cold War’ was always a spectre the notion that Ireland had a strategic fleet that could, literally, keep the country afloat was reassuring to both Government and the public. The Company had an active agency division, representing such Lines as Manchester Liners and Bugsier which brought to Irish exporters and importers good, reliable services. The Company commissioned and operated, on behalf of the Government the Sail Training ‘Asgard’ vessels and, as said, at the outset, the Irish Continental Ferry was, and continues to be a great success.

The ‘Irish Spruce’ cost IR£ 28 million. Had she been built in Japan or Korea the cost would have

Short Sea Shipping Award: Burke Shipping Group. Liam Shanahan; President-Irish Exporters Association, An Taoiseach Brian Cowen, Brian McCarthy of the Burke Shipping Group Limited and Rory McGuire of the Irish Maritime Development Office (Sponsor)

Logistics Company of the Year Award: Expeditors Ireland. Liam Shanahan; President-Irish Exporters Association, An Taoiseach Brian Cowen, Greg Lewis of Expeditors and Enda Connellan of Dublin Port Company (Sponsor) Photos - Paul Sherwood www.sherwood.ie

FLEETTRANSPORT FLEETTRANSPORT | DEC | MARCH 09/JAN 2009 10 21 35

MARITIME IV

A Bridge too low

he world’s largest Cruise Liner 'Oasis of the Seas' sailed from the Builder’s Yard in Finland on 30 October. The 360 metre long vessel with a passenger capacity of over 6000 was due to pass out from the Baltic into the Atlantic the following evening passing beneath the Great Belt Bridge which links the Danish islands of Funen and Sealand. Because the total height of the vessel from waterline to the top of her funnels is 72 metres

and the headroom under the bridge is 65 metres, both the builders and the Danish VTS Storebaelt (Vessel Traffic Service Storebaelt) had agreed that the funnels would be dismantled to allow 'Oasis of the Seas' to pass underneath. But when the VTS measured the vessel as she approached the bridge, using heat sensitive cameras, the vessel suddenly appeared to be too high. She was halted while an answer to the problem was sought. It turned out that the hot exhaust gases emitting from the funnel stumps had deceived the cameras and that the vessel was not too high and could

“For Sale” sign still hangs over Norfolkline

n the course of its statement announcing the Maersk Group’s third quarter 2009 results, the company said; “the previously announced discussions concerning a possible transaction concerning Norfolkline have not yet been concluded”. When this was first mooted six months ago, the Company indicated that both DFDS Line and P & O Ferries had shown interest in acquiring the operator which has a selection of routes linking Britain with the Continent and with Ireland.

get beneath the bridge. Nevertheless, just to be sure the VTS Storebaelt decided to clear all traffic room on the bridge and require the master to 'shoot' the bridge at full speed, thus pushing 'Oasis of the Seas' lower in the water. The passage went off successfully and next year a sister ship 'Allure of the Seas', which is the same size will follow the same route to the open sea. Jorgen Brandt, head of the VTS Storebaelt said that this time they will be equipped with better measuring instruments and will be in no doubt about the height of the vessel.

Maersk’s trading update for Norfolkline said; “Norfolkline has been negatively affected by the economic crisis and declining activity level in the first nine months of 2009. A number of initiatives have been launched to optimise capacity and reduce costs”. The DFDS market guidance issued at the same time indicated a continuing slowdown in the rate of decline of volumes and a possible 2009 outcome of total volumes for the year being similar to those in 2008. Freight rates have, however, continued to fall due to excess capacity on the market.

Irish Continental Group shows resilient ferry volumes

rish Continental Group (ICG), in its statement at the end of the first nine months of 2009 trading stated; “The economic environment remains challenging and the weakness of sterling against the euro remains an issue for the Group. Freight volumes (down over 20% on 2008 volumes) continue to reflect subdued trading activity while passenger and car volumes (down 4% and 2% respectively) have remained more resilient and have responded favourably to our marketing

initiatives.” The Company’s container terminals; showed a volume decline by 25% to a throughput for the first nine months of 137,000 units.

UK Government's draft Port Policy document

Fenit Port Road upgrade

he UK Shipping Minister, Paul Clark M.P. has unveiled their long awaited UK Ports Policy Statement. “With over 80% 0f all goods arriving in the UK by sea, our Ports currently employ over 54,000 people and clearly play a crucial role in the daily life of everybody in the country,” he said. “While it is completely right that Ports are free to operate on a commercial basis, any planned development, clearly needs to be considered carefully to ensure local and environmental issues are properly taken into account. Th is new document will make it easier for those wishing to invest in Ports development to submit planning applications, as well as providing an important framework for the Infrastructure Planning Commission to use when considering them,” he added.

22 FLEETTRANSPORT | JUL/AUG DEC 09/JAN 44 200910

Meanwhile the 29% of the company’s issued share capital acquired by Property developer, Liam Carroll has been sold into the market to unknown investors at a price of €12.40 a share, approx. half the price paid by Carroll.

Freight Transport Association (FTA) spokesman, Christopher Snelling, in welcoming the document said, “Correctly projects that massively increased container capacity will be required by the UK in the years to come. Particularly pleasing is the recognition that capacity should ideally be greater than the level of demand. Th is would help make UK port operations more competitive and provide greater resilience in the UK supply chain when disruption occurs.” A source in the Irish Port industry commented to ‘Fleet Maritime’ that this UK Policy Statement would be carefully studied here not only for its implications for Port development North of the Border, but also as indicating the direction in which Irish Policy might move.

erry County Council is embarking on a €360, 000 road improvement scheme for the access road to the County’s only deepwater Port. Fenit Port is a vital link in the Supply Chain for Killarney based Leibherr Container Cranes. Last year the Killarney plant moved 22 cranes out through Fenit Port. To facilitate transport and shipment these huge cranes were broken down into 800 individual shipments. They were destined for Ports all over the World. Prior to gett ing agreement from the Kerry Local Authority that it would undertake the scheme as a matter of urgency, the German company stated that closure of the Port would spell disaster for the company that provides several hundreds of jobs in the South-West and is tied into manufacturing and delivery contracts to the global market.

FLEETTRANSPORT | MARCH 2009 eet.ie 37 Text: Howard Knott – howard@fl

LEGAL

The need for adequate Insurance cover

urprisingly, Ireland iPage is one of the countries in which ‘Employer’s Liability Insurance’ is not a legal requirement. Such a policy is designed to indemnify an employer against any claim that may be made by an employee for damages, as the result of an accident occurring in the course of employment, and for which the employer can be said to be to blame.

the right to hold an Operator’s licence. Rightly or wrongly, however, the most persuasive factor in considering whether or not to take out Employer’s Liability Insurance is the substantial financial risk that exists if you choose to operate without insurance. The cost of an insurance premium is of little significance if a company is faced with a successful claim for damages following a work related injury. At the very least it might be expected that an employer would at least check the cost of this insurance.

As risk avoidance becomes increasingly important, the damages awarded by the Courts to successful claimants have increased in value proportionately, and we sometimes forget that such an award can close a business that does not have sufficient assets to meet the award. Unhappily it appears that, where an employer has decided not to take out Employer’s Liability Insurance, the general level of safety systems and checks falls below that which might otherwise be expected. A recent report suggests that at least 5% of companies do not have Employer’s Liability Insurance which, given the potential for disaster, is an unsatisfactory situation. Whilst the transport industry is undoubtedly safer than, say, the construction industry, the risk to those working in the industry is high. Clearly those employed in a workshop face a wide range of risks, but, whilst it is perhaps less obvious, those working as drivers also face a wide range of hazards. The difference between those employers who do have insurance and those who don’t largely arises because those employers who are sufficiently aware of the advantages of insurance are more likely to be aware of the risks faced by their employees, and, therefore, to take action to mitigate the risks. Many accidents involving commercial vehicles are caused either by driver error, driver fatigue, or by mechanical defects in the vehicle. At fi rst sight the connection between the accident and the employer may seem difficult to see but, where there is driver error, questions may be asked about training, skill assessment, and familiarity with the vehicle. Where the driver is fatigued, tachograph records and work sheets may be scrutinised to discover what tasks had been given to the driver. Where there is a defect in the vehicle, maintenance records, the qualifications of those working on the vehicle, and parts purchase records may be checked. Any shortcoming by an employer will allow an employee to make a claim based on the employer’s failure. In the workshop risks are mainly health and safety related. Have the mechanics been made aware of the risks arising from contact with Text: Jonathan Lawton – jonathan@fleet.ie

Whilst it may not happen tomorrow, it would seem to be inevitable that legislation will be introduced to make Employer’s Liability Insurance compulsory.

waste oil. Are the tools, and particularly the power tools, routinely examined for defects or wear? Have the mechanics all received formal training in the use of the equipment! These issues are all the direct responsibility of the management. Ta k i n g o u t a n Employer’s Liability Insurance will have the effect of directing the employer’s attention to these issues particularly because, of course, a failure to give proper attention to safety issues may result in the insurance company refusing to indemnify the policy holder. It has to be remembered that, as the level of control and enforcement in relation to the haulage industry increases, the overall performance of a haulage company is going to become more and more relevant and convictions for health and safety offences will have a direct impact on FLEETTRANSPORT | DEC 09/JAN 10

LUBRICANTS

Changing oil to cut operating co s

ith the industry facing the third hike in fuel duty in nine months, Castrol offers operators a dependable way to cut diesel consumption

by the independent agency Statistics for Industry. All trucks were given fresh oil at the start of the trial, with half the trucks filled with Castrol Elixion Low SAPS 5W-30 and the results monitored over a 37-week period, during which the trucks covered an aggregated distance of over 1.5 million kilometres. Statistics for Industry confirmed that the overall fuel consumption for the half of the fleet running Castrol Elixion Low SAPS 5W30 was 2.2 per cent better than that of the fleet that remained with the competitor product. Even when the increased cost of filling with the Castrol lubricant was taken into account, there was still a calculated saving of over €1000 per truck per year. But that wasn’t the only benefit of switching to Castrol Elixion Low SAPS 5W-30. At the end of the trial, analysis revealed that the trucks running on Castrol had a much reduced amount of wear metal content in the oil: a reduction in engine wear of over 14 per cent.

The Savings Consistent fuel savings of up to four per cent without driver training or vehicle modification can be achieved simply by using a better engine oil, according to Castrol, which has completed fleet trials of its Elixion Low SAPS 5W-30 engine lubricant with two truck operators in mainland Europe. Even taking into account the slightly higher purchase price of the Castrol lubricant, one of the test trial participants achieved a calculated annual saving of over €1,000 per truck: the other participant achieved even more. Castrol recognises that the operation of each fleet is different, and therefore so are the potential savings, and is now challenging operators to establish the savings for their fleets using an online calculator. The independently-verified real-life test results support data Castrol collected during laboratory and track trials of Elixion Low SAPS 5W-30, which is suitable for all modern truck engines. The field trials also confirmed other benefits claimed for the lubricant, including reduced oil consumption and better engine protection when compared to a competitor 10W-40 synthetic previously used by one of the field test participants. Working with the 28-strong fleet of Konig in Austria, Castrol first had the identical EGRengined MAN Euro 4 articulated trucks, which were running on a synthetic low SAPS 10W40 oil, fitted with accurate fuel consumption monitoring equipment with the data analyised 24 FLEETTRANSPORT | DEC 09/JAN 10

Oil consumption was reduced with the Castrol product too. The trucks using Elixion Low SAPS 5W-30 used almost 20 per cent less oil between changes than those remaining on the 10W-40 product. When Castrol Elixion Low SAPS 5W30 is trialled in different operating conditions, the results are even more impressive. In a test overseen by Quadt Consultancy of the Netherlands and completed earlier this year, identical 22 Euro 3 Volvo FH Globetrotters operated by Hendrickx were monitored for a period of 42 weeks, during which time they covered an aggregate distance of 750,000 kilometres. From May to October 2008, the trucks all ran on a high-specification 15W-40 mineral oil to establish baseline fuel consumption figures. On 1 November, all the trucks had their oil changed, with half the fleet being refilled with the mineral product and the remaining 11 switched to Castrol Elixion Low SAPS. Again, fuel consumption was monitored during the second part of the trial, and the Castrol-filled trucks returned an average fuel saving of over 4.2 per cent against their mineral-lubricated stablemates. When the added cost of the Castrol lubricant was taken into account, there was an equivalent net saving of €1050 per truck per year for the operator.

The Technical Explanation Castrol technical manager Brian Utton explains: “Castrol set seven objectives when we came to develop Elixion Low SAPS 5W-30 to meet the increasingly sophisticated demands of the transport industry. “We had to improve vehicle fuel consumption, engine wear protection, and lubricant life, while at the same time reducing exhaust emissions,

and oil consumption. We also had to offer enhanced low temperature oil flow and improve the performance of the vehicle on the road.” No easy task then. “While some of these goals are complementary (for instance, increased fuel economy will reduce carbon emissions), others appear at first sight to be counter to each other. For example, there’s a commonly held perception in the truck industry that so-called fuel economy oils somehow compromise engine protection, or have to be paid for in terms of increased oil consumption. This has been the case when we look at some competitor low viscosity oils where wear protection is significantly below what you would expect from a mineral 15W-40 product. “If we look first at fuel economy, the most obvious feature of Elixion Low SAPS 5W-30 is that it is rated at 5W-30, which means it is faster-flowing and offers less churning resistance than competitor oils, which typically have a viscosity grade of 10W-40 or 15W-40. Over a wide range of lubricant temperatures, ranging from cold start up through the operational cycle, Elixion will have a lower viscosity figure than competitors with a similar or higher viscosity grade. But that’s only part of the story, because the oil also contains friction modifiers, which reduce the internal friction generated when engine components move in relation to each other.” But has that fuel economy been won at the expense of engine protection? Not according to Brian Utton. “We took great care to ensure that Elixion Low SAPS 5W-30 offers full protection to the engine throughout its life. Under the industry standard ACEA engine wear test, we found a 25 per cent plus reduction in wear metal levels compared to a 15W-40 CH-4 lubricant. We also undertook soot-related wear protection tests using the CH-4 15W-40 as a benchmark against Elixion Low SAPS 5W-30 and a competitor’s 5W-30 oil. We found that the competitor oil allowed substantially more wear of camshafts and tappets than the benchmark oil, while Elixion Low SAPS 5W-30 significantly outperformed both. “On a cold start, the Elixion Low SAPS 5W-30 can flow quicker to the extremities of the engine than a higher viscosity oil, which provides extra protection, particularly to the ‘top end’ components. “There are two obvious operator benefits from reduced engine wear: one being less risk of vehicle breakdown due to a major component failure on the road and the other being a likely reduction in maintenance costs.” Another way of reducing maintenance cost is to extend oil drain intervals and reduce the need for topping up between changes. Again there are

LUBRICANTS

sts – the Castrol way deposits are impervious to the normal filter regeneration process. The Low SAPS (Sulphated Ash, Phosphorous and Sulphur) formulation of Castrol Elixion 5W-30 eliminates high levels of these elements, which are a major source of the ash that contaminates and chokes exhaust after-treatment devices. This enables operators to run the most environmentally-friendly vehicles available without fear of compromising reliability.

perceptions in the industry that low viscosity oil will thicken in use, destroying its free-flowing qualities, or conversely that it will be more volatile and require more frequent top-ups than a thicker competitor. Brian acknowledges that modern engine technology places a considerable burden on lube oils: primarily in the ability to carry large quantities of soot in suspension. “Elixion Low SAPS 5W-30 exceeds industry cleanliness limits by over 70 per cent,” he says. “A typical ‘sump full’ of Elixion Low SAPS 5W30 can hold almost 2kg of soot in suspension.” And that performance lasts, as he explains: “Elixion Low SAPS 5W-30 meets or exceeds extended service requirements for all MercedesBenz, Volvo, Iveco, MAN and Renault heavy truck engines: and is also approved for extended service on some DAF engines. It has standard approvals from the other truck manufacturers. In Hot Liquid Process Simulator tests, which relates to internal engine deposits, it beats all European competitor lubricants. It also resists oxidation at higher temperatures, remaining free-flowing while other oils are turning into black sludge.”

“The enhanced fuel economy benefits of Elixion Low SAPS 5W-30 also see a quantifiable reduction in CO2 emissions, which is significant enough to make a contribution towards operator compliance with environmental targets.” Reduced oil consumption between changes has many benefits, including cost and convenience, and reducing the risk of compromised performance through miss-filling with an unsuitable product. There is also less danger of a serious mechanical breakdown should oil levels become dangerously low. As evidenced by the Konig field trials, the Elixion Low SAPS 5W-30-lubricated trucks covered over 290 kilometres further per litre of oil added than comparable trucks using a competitor’s synthetic low SAPS 10W-40 lube. Brian Utton’s explanation is that Elixion Low SAPS 5W-30 is simply less volatile than oil formulations of higher viscosity. “In our laboratory tests, it outperformed even the industry’s low consumption reference oil, and these results have carried through to operational experience in the field.”

Even with winter blends of diesel, operators can experience problems with engine start-up on cold mornings. Cold oil which has thickened in the sump overnight can provide so much resistance that batteries, which are not at their best in low temperatures, are unable to turn the engine fast enough to start it. In extreme cases, the lube oil can gel, and cause damage when an engine start is attempted. Brian Utton says: “Elixion Low SAPS 5W-30 has been proven to remain fluid enough to allow engine cranking at – 43º Centigrade. It has a far lower cold temperature pour point than competitor 5W-40 and 10W-40 oils.” Lastly, the low friction properties of Elixion Low SAPS 5W-30 offer operators improved performance in arduous conditions. Brian Utton recounts: “Our sponsored Elixion Low SAPS 5W-30 MAN race truck can out-accelerate a Porsche 911 from a rolling start, but what will be of more significance to operators is that the reduced friction of Elixion Low SAPS 5W-30 offers superior over-the-road performance in everyday use: particularly where hill-climbing and acceleration are concerned.”

‘Fit and Forget’ solution There are many ‘fuel saving’ products and services on offer. Most of those that actually return quantifiable results, such as economy driving techniques, require consistent human intervention, but changing to a more fuel efficient oil is a true ‘fit and forget’ solution. Castrol is now so confident in the vast amount of data that it has collated from field and laboratory testing that it is prepared to offer a softwarebased fuel efficiency calculator to enable operators to predict the fuel savings they can make by switching to Elixion Low SAPS 5W30. You can either contact your local Castrol supplier direct, or arrange a consultancy on-line by visiting www.castrol.com/iebusiness

A modern diesel engine is also expected to be environmentally-friendly, and achieving this objective means that the majority of truck manufacturers now use either an exhaust particulate filter or a catalytic converter. There is a downside for the operator to all this though, and that is the high cost of replacing or cleaning these devices should they become contaminated. Unfortunately, as many have found to their cost, using standard oil in a modern engine can lead to exhaust aftertreatment devices becoming contaminated or choked, with dire consequences. A word of caution from Brian: “Traditionally, the additives used to enhance the performance of engine lube products are often rich in elements such as phosphorous and sulphur, which can form thick ash deposits on exhaust filters. Such Text: Rob van Dieten - rob@fleet.ie

FLEETTRANSPORT | DEC 09/JAN 10 25

WESTWARD SCANIA EURO 4 “Run out specials”

WESTWARD SCANIA & the Irish Dealer Network have a limited stock of Euro 4 trucks & coaches available for January delivery. Now taking orders for the Award winning New R-series

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For details of your local dealer please see our web-site www.westwardscania.com or call 071 96 34502/34503/34505

REVIEW

Trailer 2009, Kortrijk Xpo, Belgium –

Beyond the Crisis

risis, what crisis? Over 100 exhibitors defied the doom and gloom in the road transport industry and gathered

together to present their latest wears at Trailer 2009. The 13th edition of the bi-ennial Show held at the Kortrijk Xpo, Belgium from 20-24 November did not draw record number of attendees “but that was not necessary,” says Lode Verkinderen, Secretary General, SAV (pictured), the event organizers. “Trailer does not have the ambition of pretending to be able to paint the market situation as a whole in rosy colours. But Trailer does aspire to enable customers and suppliers from the sector to come together. Their contacts will demonstrate that people do not want to be left to rust-up but do, intend, want to think and look beyond the present. And that is the theme of Trailer 2009 – “Beyond the Crisis!”

Fleet Transport’s Jarlath Sweeney and Rob van Dieten were present to capture the occasion in words and pictures.

Westerschelde Tunnel NV – www.westerscheldetunnel.nl

Transics - www.transics.com

Opened in March 2003, the 6.6 kilometre Westerschelde Tunnel crosses the River Scheldt to join up two regions of Zeeland in Belgium. For road transport operators, it provides a shortcut to Rotterdam. Heavy goods vehicles (arctics) are charged a toll of €23.50 with a 20% discount offered for transponder holders.

“A good fleet management system can pay you three fold,” that’s according to Bart Penninger, Product Manager, Transics. Europe’s market leader presented a number of new services that will save operators money. TX-ECO solution is a programme that collaborates with specialist training company Key Driving Competences who educate and support driver’s performance in a safe and economical manner. More details next issue.

Yara/Air1 – www.air1.info Interesting developments in the world of AdBlue, the liquid urea solution that’s added to SCR engines to filter emissions. With more cars and light commercials heading down the SCR route, demand will increase as a consequence. Th is will require a nationwide supply network as topups will be required between service intervals, which was not first envisaged as vehicle weights must reduce, going forward in accordance with new EU Legislation.

Manitou – www.manitou.com New engines have led to a redesign of the cab structure of the Manitou range of material handling vehicles. A 2.2 litre Euro 3 engine supplied by Kubota now boasts 50 bhp. Although demand for new units has dropped, interest in good used vehicles is high. Repair and maintenance contracts have been extended also. FLEETTRANSPORT | DEC 09/JAN 10 27

REVIEW

Turbo’s Hoet – www.turbos-hoet .be

Mitsubishi Heavy Industries – www.mhi.co.jp or www.3dair.co.uk

Th is Belgian company is one of the biggest suppliers of commercial vehicles and services in Europe. From Trucks and Trailers (new and used), Turbos and parts, repair and maintenance as well as leasing and renting. Turbo’s Hoet is also the agent for the Stonehall Shunty, the Irish made truck mounted forklift . Turbo’s Hoet employ 1,000 people and has 17 DAF and 8 Iveco dealerships. Pictured is Lieven Dewaele, Key Account Manager.

For temperature controlled transport, Heifo die Profis is the pan-European agent for Mitsubishi Refrigeration units. Established in 1998, over 6,000 units are in operation in Germany alone. As with the other big names in the business namely Thermo King and Carrier Transicold, much investment is directed towards the ecofriendliness of the units and Christian Meyer says that 2011 levels have been achieved now.

BPW – www.bpw.de

Mabo-Lifting – www.mabo-lift ing.be

Axle and suspension systems manufacturer BPW demonstrated their goods in a newly acquired show trailer which would slot in unnoticed at a Formula 1 paddock. Mentioning F1, its disc brake, Eco Disc has its bearings installed in the trailer disc brake. Accordingly, the complete wheel and hub can be removed together, just like a Formula 1 wheel change.

Agents for three Irish made material handling products – Moffett, Combilift and Aislemaster, Mabo-Lift ing had a selection of Moffett Mountys on display. Steven Aelbrecht informed us about the new compact M2 model that has just been launched here. Suitable for the beverage distribution industry, it has a carrying capacity of 1500 kg.

JOST – www.jost-world.com

Tridec – www.tridec.nl

Container Quick Lock NV –

With Rockinger, Tridec and Regensburger Zuggabel, Jost has become the top producer of vehicle connecting systems, modules and components for trucks and trailers. The range of products is divided into four areas – Jost (5th wheel couplings), Rockinger (towing hitches), Resenburger (drawbar connections) and Tridec (steering systems and suspensions).

Since being acquired by Jost this year, Tridec has increased its global business audience. The Dutch company, a leading supplier of axle steering systems and single wheel suspension systems for trailers has a R+D and manufacturing base near Eindhoven as well as a plant in Portugal. A number of new innovations were displayed.

www.containerquicklock.com Available worldwide the Container Quick Lock answers the highest standards required for container locking systems. “Th is quality product is delivered through smart design, the usage of high-tech materials and thorough processes monitored by total quality control systems,” said a sales representative. “Ease of use is another factor,” he added.

28 FLEETTRANSPORT | DEC 09/JAN 10

REVIEW

VanHool – www.vanhool.be

Palfinger – www.palfi nger.com

Difficult trading conditions has led to VanHool having enough time to concentrate on developing specialist products. The Belgian Bus and Truck manufacturer had a selection of new interesting products here. Tailor made automatic folding curtainside and side step frame body for Coca Cola. Also a 90o tipping trailer with belt driven tip-down system. Also shown were new trailers for transporting beer and liquid chocolate.

The Palfi nger Crayler, an ingenious piggy-back remote controlled fork-lift caught the eyes of the Fleet reps present. Featuring a fold-away system that allows the unit to fit into a box underneath the trailer in between the axles eliminates any of the disadvantages associated with truck mounted forklift s. However, its 20% more expensive. Sales have been conducted with Defence Forces across Europe

Bridgestone – www.bridgestone.com

Continental – www.conti-online.com

Both Bridgestone and its sister brand Firestone were highlighted at Trailer 2009. Products such as L355, W990, M748 and M768 cater for truck and trailer requirements. Bridgestone’s ‘Total Fleet Management’ programme was featured also. Due to the downturn, fleet operators are looking to these systems as investments to reduce and maintain lower running costs.

One of the biggest exhibitors in terms of stand space was Continental Tyres. Its full range of Goods, Construction and People (PSV) tyre products were showcased as were its various services such as Tire Management and Breakdown Services. Udo Brandes, Conti’s Press Officer informed us of some interesting developments to be announced early in the New Year.

Magyar – www.magyar.fr

Royen – www.royen.be

SAV – www.sav.be

The French trailer manufacturer Magyar was represented by their agent Turbo’s-Hoet. In speaking to Philippe Garet he said that this event would provide a good gauge with regard to the present state of the marketplace. He hopes that there will be increased demand but is confident that its range of diversity within its product range will see them through.

Royen’s new MaxiWay low-loader trailer covers all the requirements of the heavy haul operators needs. Its axles lift and steer. Its roof and side curtains slide and it has a 5.9 metre loading ramp. So for wide and high loads that have to be kept dry, the Royen MultiWay is the one. Already two customers in the UK have been supplied.

Trailer 2009 is organized by SAV, the association of the Flemish hauliers and logistics service providers. Its extended range of services offered to its membership include payroll assistance, recovery of foreign VAT, provision of road transport related documents, legal advice, cost calculations and environmental issues to mention a few. SAV’s membership is growing as a consequence. FLEETTRANSPORT | DEC 09/JAN 10 29

REVIEW

Volvo – www.volvo.com

DAF – www.daf.com

Taking centre stage on the Volvo stand was the World’s most powerful production truck the FH16.700 with a Euro 5 FL 4x2 and a FM 6x4/2. Also promoted was the FM11 which scooped the Irish Truck of the Year 2010 Award recently. Volvo was the only truck company exhibiting with actual product on display. The stand was put together by a group of independent Volvo Truck dealers in Belgium.

Using the old adage ‘One-Stop-Shop’ for its aftermarket spare parts division DAF’s Truck & Trailer Parts programme comes under the parent’s PACCAR Parts banner. From humble beginnings in 1994 when the range of products consisted of 340 items, at the moment there are 60,000 items. DAF’s new truck security system Night Lock was also featured prominently at the event.

One of the highlights of the Trailer Exhibition is the Trailer Awards. Two main prizes are up for grabs – Best Vehicle & Best Accessory. The awards were presented by Hilde Crevits, Flemish Minister of Public Works & Mobility.

STAS – www.stas.be

Versus-Omega – www.versus.omega.com

It’s big, it’s white, but also green that was fi rst impressions of the STAS V-streamline tipping trailer. Equipped with side-skirts and an innovative open air flow tailgate, the design overall reduces fuel consumption by 15%. Wind tunnel and subsequent field evaluation tests verify this. Tridec provide the steering system and Michelin the green energy tyres. V-streamline won the main Trailer 2009 Award.

Belgian company Versus-Omega began production of trailer sliding roofs in 2006. Most recently two other local companies, Dynatex and Coatex (Sioen), Versus developed the Carapax sliding roof. Using glass fibre and carbon fibre materials within the sheeting allows the roof to become stronger and eliminates cables that hang into the cargo space when the roof is folded.

Best Vehicle – Winner – STAS V-Streamline

Best Accessory Winner – Versus Omega

30 FLEETTRANSPORT | DEC 09/JAN 10

Text:Jarlath Sweeney – editor@fleet.ie Photos: Rob van Dieten - rob@fleet.ie

FUEL PRICE UPDATE IN ASSOCIATION WITH CASTROL The price of fuel is an important element in costing an international trip. Drivers are invited to check this report which is compiled fortnightly from information supplied by IRU national associations and by ‘TCS Touirsme et Documents’, Geneva. Prices you can see here are an average for each country (for week 48). Country

Currency

95 Lead Free

98 Lead Free

Diesel

Country

Currency

95 Lead Free

98 Lead Free

Diesel

Albania

ALL

129.00

125.00

Latvia

LVL

0.717

0.747

0.687

Andorra

EUR

0.993

1.044

0.853

Lithuania

LTL

3.83

3.97

3.19

Austria

EUR

1.120

1.285

1.028

Luxemburg

EUR

1.086

1.106

0.887

Belarus

EUR

0.683

0.545

Macedonia

MKD

63.00

64.50

50.50

Belgium

EUR

1.369

1.388

1.053

Montenegro

EUR

1.080

1.100

1.000

Bosnia-Herzegovina

BAM

1.92

1.93

1.89

Netherlands

EUR

1.455

1.510

1.099

Bulgaria

BGL

1.93

2.10

1.85

Norway

NOK

12.19

12.50

11.04

Croatia

HRK

7.75

7.81

7.16

Poland

PLN

4.31

4.57

3.84

Czech Republic

CZK

28.50

30.30

26.60

Portugal

EUR

1.306

1.417

1.063

Denmark

DKK

10.25

10.59

8.81

Romania

RON

3.84

4.43

3.69

Estonia

EEK

16.10

16.60

15.85

Russia

RUB

24.24

25.19

20.03

Finland

EUR

1.321

1.359

1.023

Serbia

RSD

105.90

103.80

France

EUR

1.289

1.322

1.069

Slovakia

EUR

1.182

1.132

Georgia

GEL

1.80

1.90

1.75

Slovenia

EUR

1.125

1.143

1.061

Germany

EUR

1.315

1.389

1.103

Spain

EUR

1.080

1.180

0.970

Greece

EUR

1.084

1.283

0.986

Sweden

SEK

12.54

12.94

11.96

Hungary

HUF

290.00

275.00

Switzerland

CHF

1.632

1.695

1.698

Ireland

EUR

1.189

1.099

Ukraine

UAH

7.50

8.40

6.20

Italy

EUR

1.293

1.419

1.126

GBP

1.089

1.157

1.101

Kosovo

EUR

0.96

0.91

USA

USD

0.736

FLEETTRANSPORT | DEC 09/JAN 10 31

FINANCE

Ten Key Financial and Operational Controls

n this the fifth of ten articles based on transport business financial management we concentrate on the ten most important business controls required to operate a successful transport firm. 1. 2.

Bank & Cash Flow Sales vs Work Performed vs Debtors Control 3. Purchases and Credit Control 4. Competitive Tendering 5. Fuel Usage 6. Maintenance/Tyre/Accidental Damage Costs 7. Fleet Replacement Cost 8. Labour Controls 9. K.P.I.s 10. Profitability/R.O.I. Bank & Cash Flow The most important control within monthly accounts is the reconciliation of all bank and loan accounts. Once you have reconciled the bank account versus the bank statement any irregularities in respect of lodgements not cleared or direct debits taken by suppliers are highlighted and must be followed up. Reconciling the bank account means you know exactly what receipts and payments that have not yet cleared and you are in a position to inform your bank of any additional requirements needed. Sales and Debtors Control It is vitally important that all work undertaken is invoiced accurately in a timely and professional m a n ner. Cu r rent controls must be in place to insure all work done is chargeable and that all PODs are correlated back to work carried out. Incorrect or late invoicing will result in customers extending credit taken or refuse to pay for work carried out. In relation to debtor control, agree terms in writing, know what balances make up any outstanding debts from each customer and for large and important invoices verify that the customer has received the invoice, send statements monthly and follow up with calls to verify payment date and how payment will be made (e.g. electronic transfer, cheque etc). Purchases and Credit Control Have a system in place that a senior manager or owner passes all invoices and verifies all payments to suppliers. Where possible set up a Purchase Order system and inform suppliers of the policy of no payment without a valid Purchase Order. Print off a creditors list at end of month and pay based on agreed credit terms or inform creditor of payment date if different. Reconcile payments with supplier statements and balances on your system. 32 FLEETTRANSPORT | DEC 09/JAN 10

Competitive Tendering If you as the business owner are not the person making the purchasing decisions, make sure there is a policy of three competitive tenders for substantial purchases. Regular purchases such as parts, fuel and tyres need to be reviewed to see are you getting value for money, is there better value in the market or have we been lazy in letting suppliers dictate price and credit terms. Annual costs such as Insurance can be reduced significantly by looking for competitive quotes and fully understanding what is being offered. Fuel Usage Diesel costs in transport rank as the highest financial outlay along with labour, these two costs together normally represent in excess of 50% of all expenses. Are we buying fuel competitively? Are we controlling usage and stocks from an onsite bunker? How are we checking usage per vehicle, do we check MPG monthly? Have we a telematics system in place to monitor MPG per vehicle/driver and what are we doing to improve MPG? Are certain vehicles and drivers performing better than others? With the likely increase in excise duty/carbon tax in the next Budget and the recession ending globally, this cost is likely to significantly increase.

plant. Th is eliminates the need for finance (a difficult situation for some transport firms) and eliminates additional cash flow expenditure. However if you have appropriate records per vehicle it may be the case that 4/5 year old vehicles are no longer as reliable or cost effective and that the current cost of replacement along with an extended dealer warranty may be the best option. Any replacement decision must be made in light of secure and profitable use of new assets. Labour Costs In relation to labour, most payroll packages have a means to control or monitor the number of days an employee takes for holidays and the number of days an employee is absent due to sickness. Do you have controls in place that will highlight the most profitable or least profitable employee in the business? In relation to directly productive employees, how do we reward their efforts? Is it fair that all employees are paid the same and the best employees get the most work to do? In relation to administration and transport management staff, what criteria is their work performance based on? What controls are in place so that our biggest asset (our employees) and our biggest cost (our employees) are contributing to the bottom line. K.P.I.s In taking on any new substantial contract part of the tendering process is to outline our KPIs (Key Performance Indicators) and how we are going to monitor, report and make adjustments if necessary. The usual KPIs are 1) Percentage of on time deliveries 2) Percentage of damages 3) Percentage of returned PODs 4) Percentage of collections on time 5) A cc u rac y of invoicing.

Maintenance/Tyre/Accidental Damage Costs For transport firms that have an in-house workshop how are we monitoring overall maintenance costs per vehicle and per driver? Damage to trailers may be more difficult to know which driver was responsible; undertake weekly driverâ&#x20AC;&#x2122;s sheets to highlight trailer and truck defects and install a system that verifies what drivers cause damage. If you can pin-point issues with diesel/maintenance/ tyre and damage costs to individual drivers do they need training or disciplinary action. Fleet Replacement Costs In relation to fleet replacement costs the majority of transport firms have surplus assets (up to 33% of overall assets) and for this reason will not replace

For all customers, attention to detail is vitally important and if you have an independent audit of the top KPIs it further adds to the professional image of the business. Profitability The tenth and most vital control mechanism is Accurate and Timely Management Accounts. The reason we are in business is to make profit and while controls over service and cost are vitally important they all must be profit driven for the business to survive. The value of your business is a combination of Balance Sheet value and a multiple of profits (or potential profits). Few businesses are being sold at present but developing a financially strong business in a recession leaves 'get out' options available to business owners when economic activity and financial borrowing commences again. Text: Donal Dempsey â&#x20AC;&#x201C; donal@fleet.ie

COMMENT

Eye-opening open road tolling

here are some things in life that disappear and we all get very sad and nostalgic, but there are others about which there is no sentimentality. For most Europeans, the Berlin Wall was one of those, for most Irish, particularly most Dubliners; the demise of the West Link Toll Plaza was definitely something never to be regretted. For each and every one of the two million vehicles, which have passed along this section of the M50 in the last year, some of them many times, the arrival of “Open Road Tolling” on the M50 must have done more to reduce their blood pressure than the HSE could ever do. The Eastern Region Branch of the Chartered Institute of Logistics & Transport (CILT) hosted a paper which was presented by Cathal Masterson, Project Manager, National Roads Authority following which a lively discussion ensued. I must say that I was quite taken aback by the inherent complexity and innovation of the whole ‘Open Road tolling’ scheme. I guess that, when it started in August 2008 I already had my Eazy Pass tag and very quickly only became aware that I had passed the bridge over the Liffey with the bleep of the tag. However, the fact that the operators, BetEire Flow, a combination of French Companies, Sanef and CSSI, found that, in the early months a call centre staffed by over 500 people could not cope with the flow of problems, clearly indicates that many people were not so lucky. In the early weeks the call centre handled over 50,000 phone calls a week in addition to emails and correspondence. Even now, with the call centre staffi ng reduced to about 160, the phone call average is still about 28,000 a week, the emails, 50,000 and up to 2,000 letters. Stacked up against 600,000 journeys a week these figures are not too huge. The fact that one Tag provider eFlow alone is adding about 9,000 new accounts each month will, inevitably bring down the level of problems and further increase the figure from the present 70% of journeys that are paid through such accounts. Two interesting points; the fi rst was that, despite the planning done in advance of the system launch and the drop off in traffic flows due to a combination of Recession and endless roadwork’s, the dedicated payment system at AIB came close to crashing a number of times and had to be completely rebuilt. Question; what would happen if we all were armed with smart cards for public transport, parking, buying the paper, etc. etc., would that really blow the system? The second interesting point was to do with the Tags. When the NR A was building the specification for the scheme, they were told that the Tag payment system would have to work with all brands of Tags currently in use and envisaged for other toll routes throughout Ireland. The engineers 34 FLEETTRANSPORT | DEC 09/JAN 10

From where I'm sitting - Howard Knott not pay. While it is easy to chase up Irish registered vehicles through the licensing records and, indeed, British and Continental ones through their systems, to get after the drivers for payment, the NRA cannot folllow up registered non-payers from Northern Ireland. Th is appears to be part of the ‘All-Island’ traffic management quagmire that has led to muddles regarding penalty points, drink driving limits etc. etc. It just really doesn’t make any sense.

saw this as an added difficulty and something that their opposite numbers in France or the US who had worked on similar schemes did not have to face. In the end, however, this interoperability of Tags has proven to be a masterstroke. People going through using Tags, by and large, do not create any problem, but over sixty per cent of the vehicles using the M50 do so less than 3 times a year, while 70% of journeys are accounted for by 2% of the vehicles. Thus, a regular user of the M8 with his Tag bought to facilitate that f low can use the M50 without problem. Of the 400,000 Tag users in Ireland only 150,000 are dedicated M50 users. Conversely, over 95% of HGV’s using the Waterford By-pass in its fi rst two weeks were using existing Tags.

Perhaps more important was the question coming from the floor at the CILT event; if 30% of the revenue collected is swallowed up by administration of the system is tolling really worth the effort? It is very likely that the figures for other toll plazas are similar. Why not forget about tolling altogether and charge for road use on the basis of distance travelled by each vehicle on-say- a monthly basis, using a GPS system that would discriminate between use of “M” routes, “R” roads, Bridges, Tunnels etc.? Such a system could also factor in time of day and day of week so as optimise the use of safe routes. Th is would not be far from the German “MAUT” system and could be a model for a Europe wide system. Now, there’s a technical challenge.

One last statistic; revenue collected to date on the M50 is € 103 million. Of this about 30% is used up in collection charges and other in administration while the balance goes into the NRA’s coffers to pay for road building and maintenance, and to pay back the cost of buying out National Toll Roads’ licence. The penalties collected for failure to pay slightly more than offset the losses on vehicles that do Text: Howard Knott – howard@fleet.ie

BUYERS' GUIDE

ith vehicle fi nance still difficult to obtain, it is unlikely that there will be an avalanche of heavy commercial vehicle sales in 2010. That said a number of developments in the sector may lead to an increase in business and reduce the large stocks of trucks still remaining at importers compounds. Since October, Euro 5 engine emission legislation has been introduced. Th is new technology is more expensive to buy compared to Euro 4 and in addition the global fi nancial crisis has led to drastic restructuring by the vehicle producers which will lead to an estimated

25% increase in the purchase price of trucks manufactured in 2010. So, the advice is seek out the remaining Euro 4 trucks that’s out there and save a packet! For Fleet Transport’s Buyers Guide 2010, we take a different slant in that all the new truck specifications and other data are now to be found on our website www.fleet.ie. All you have to do to access this detailed information is to long-on and register your name and password and all will be revealed. Due to the downturn there has been little activity from truck manufacturers in relation to new product launches. Any launches that have been conducted were timed to fall in-line with the introduction of Euro 5. Scania and Isuzu are introducing new models in the latest R-series and F-Series respectively. Other brands such as DAF, Iveco, MAN and Fuso have shaped up some models while Mercedes-Benz is said to be

working on a new Actros but this flagship model is unlikely to make it into the marketplace until 2011. Volvo will concentrate on pushing its Irish Truck of the Year 2010 Award Winning FM11 with its new 11 litre driveline that lends itself well to the supermarket/petro-chemical distribution sectors. For a select few, the most powerful production truck in the business the FH16.700 will be something to aspire to. See the Test Drive Report on the 700 hp Volvo in this issue. Now all Volvo Trucks models for regional and city distribution can be specified with automated transmission. The most recent addition is the Volvo FE which in a 4x2 distribution configuration only is now available with Volvo I-Sync, as part of the company’s drive to strengthen its position in the segment. The following pages outline the major developments undertaken by various manufacturers for Model Year 2010.

Full specification details on all makes & models for 2010 are on www.fleet.ie

FLEETTRANSPORT | DEC 09/JAN 10

BUYERS' GUIDE

DAF LF Under the theme ‘Evolution never stops’, DAF has updated its LF range to further satisfy the needs of the distribution operator. A fresh interior design brings increased driver comfort while the driveline is now in-line with Euro 5 engine emission requirements. Covering the gross weight limits of between 7.5 to 12 tonnes, the LF is powered by a 4.5 litre four cylinder diesel with outputs from 140 hp to 210 hp. Above that weight range is the LF 55 which extends the family to 21 tonnes. Here the 6.7 litre 5 cylinder is used with power outputs from 224 – 285 hp. For the popular 18 tonne model, there is a 300 hp version. An EEV environmentally friendly type is also available. Inside, the new colour schemes and increased storage areas have been praised.

Isuzu F-Series Isuzu Truck is to extend its range to the middle weight sector with the arrival of the all-new F-Series. Launched in the UK under the ‘Forward’ brand in 2008, Isuzu Ireland decided to wait to introduce this new 12-18 tonner until Euro 5 versions became available. Physically not much bigger than the popular 7.5 tonne N-Series range, the F-Series will win customers with its manoeuvrability and payload. Engine range is likely to extend from 210 hp to 300 hp with a choice of 6 speed and 9 speed manual gearboxes. EGR technology is used throughout, so there is no need for AdBlue. Cab choice to include DAY, Sleeper and Crewcab options.

Iveco EcoDaily From Turbo Daily to EcoDaily the Iveco range of vans and light trucks has come of age in the 21st century as the Italian CV manufacturer concentrates on ecofriendliness like never before. The new range of Euro 5 Dailys not only has environmentally friendly diesel engines but Natural Gas, Diesel-Electric Hybrids and full Electric power units. For Model Year 2010, the new EcoDaily, which will be sold alongside the Euro 4 Daily as it wears a new look inside and out. In addition, there is a 7 tonne GVW version that can now batt le with the ageing Mercedes-Benz Vario in the panel van, chassis/cab and bus conversion sectors. Expect to see the new EcoDaily and Daily at Irish Iveco dealers next Spring.

36 FLEETTRANSPORT | DEC 09/JAN 10

BUYERS' GUIDE

MAN TGL/TGM MAN covers from 7.5 tonnes to 26 tonnes with two models the TGL and TGM. The current generation of light to medium weight trucks benefited from a recent makeover with modifications made both inside and out. Most distinctive feature externally is the one piece black grille while the mirrors and side flarings are more aerodynamic. Internally, both models are now more in-line with the latest MAN heavy models the TGS and TGX. For Euro 5 MAN sticks to its principle of offering the broadest range of engines with EGR emission control systems together with SCR version to cater for certain markets such as Germany that offer reduction in toll fares with this technology.

Fuso Canter Since the Daimler Group took over Mitsubishi Fuso’s Truck & Bus division, part of the restructuring process saw the Mitsubishi name being dropped. So from now on the 3.5 tonne and 7.5 tonne Canter light truck range available in Europe will now wear a Fuso badge. In addition, for Model Year 2010, some changes have been made to the engine line-up. To comply with Euro 5 engine emission controls, Daimler has done a deal with Fiat Powertrain Technologies to supply its 3.0 litre EGR diesel units. These 129 and 143 hp blocks replace the current 4.9 litre Euro 4 unit. A 175 hp SCR requiring AdBlue is to be added to the range as well as a 5.5 litre model. Th is Spring will herald the arrival of the EEV version – Enhanced Environmentally Friendly Vehicle.

Scania R-series The new Scania R-series can be classed as the ‘newest’ of the new models to enter the marketplace. Compared to the present day version much has changed with the new range from the more aerodynamic exterior to the seriously improved interior. But that’s not all – Scania’s Opticruise automated transmission is now a twopedal affair … at last! Also introduced is an innovative in-truck driver training programme called Driver Support whereby the driver can monitor his/her performance behind the wheel as the journey progresses. No changes have been made to the engine line-up with the majority of power outputs available with EGR technology with the exception of the HPI versions which use SCR as does the V8 units. Apparently there is not enough take-up with the latter to justify the investment required to develop an EGR type.

Text: Jarlath Sweeney – editor@fleet.ie

FLEETTRANSPORT | DEC 09/JAN 10 37

BUS & COACH

Zero emissions, silent Fuel Cell Hybrid Bus from Mercedes-Benz

he new Mercedes-Benz Citaro FuelCELLF-CELL, Mercedes-Benz successfully follows the Citaro FuelCELL-Hybrid, developed with the Hybrid made its fi rst appearance in its cost-effective principle of using common parts. support of the European Union, plays a major future operating location of Hamburg Components such as fuel cell stacks can be used role in this. today. One of the exceptional features of this as modules for both cars and commercial vehicles, latest-generation fuel cell hybrid bus is its for example: the new Citaro FuelCELL-Hybrid Prof. Kohler, Vice President e-drive & Future outstanding environmental compatibility. The bus is e.g. powered by two fuel cell systems of Mobility at Daimler AG: “Our intensive research bus emits absolutely a nd de ve lopment no pollutants while in conducted since 1994 motion, and it’s also has enabled us to bring virtually silent, making the fuel cell to series it ideal for use in highly production maturity. congested inner cities This enables us to entrust a nd met ropol it a n two fully practical a reas. From nex t electric vehicles with year, no less than ten battery-electric and of the 30 vehicles fuel cell drive systems that Daimler Buses is to our customers – the producing for European smart fortwo electric transport operators drive and the B-Class are destined for the F-CELL. The main Hamburg Transport objective now is to Authority. In addition, achieve a competitive Hamburger Hochbahn cost level in comparison will take delivery of 20 with conventionally Mercedes-Benz B-Class powered veh ic le s F-CELL cars starting and to create a full 2010, which are also infrastructure of electric equipped with a fuel and hydrogen filling cell drive system. stations in cooperation The Citaro FuelCELLwith energy providers Hybrid is taking part in and the petroleum large-scale fleet trials From left to right: Dr. Christian Mohrdieck, Director Fuel Cell and Battery Drive Development, Daimler AG; industry.” which are due to take Günther Elste, Chairman of the Board, Hamburger Hochbahn AG;and Richard Averbeck, Head of Product Large-scale project place in Hamburg and Engineering Daimler Buses, Daimler AG; in front of the Mercedes-Benz Citaro FuelCELL-Hybrid. using fuel cell other European cities. vehicles Th is is a follow-up to the European Union's successful CUTE and the same type used in the B-Class F-CELL. HyFLEET:CUTE projects, which were carried Thanks to improved fuel cell components and In this large-scale project for the use of fuel cell out from 2003 to 2009. In the HyFLEET:CUTE hybridisation with lithium-ion batteries, the technology in Hamburg, Daimler is cooperating project, a total of 36 Mercedes-Benz Citaro buses Citaro FuelCELL-Hybrid consumes almost 50 with the city council as well as with Shell, Total equipped with the second-generation fuel cell percent less hydrogen compared to the preceding und Vattenfall Europe. The aim is to accelerate drive system have performed outstandingly generation. The operating range of the fuel cell the creation of an emission-free vehicle fleet for 12 public transport agencies on three bus is around 250 kilometers. The fuel cell drive and establish an appropriate infrastructure of continents, among them Hamburger Hochbahn system is also practically maintenance-free, and hydrogen fi lling stations. The project is part AG. In more than 140,000 hours of operation, has a long operating life. of the Clean Energy Partnership in Hamburg during which they covered a total of more and Berlin. It is being supported by the federal than 2.2 million gererated kilometres, these Daimler’s Global initiative “Shaping Future German government as part of the National environmentally compatible Mercedes-Benz Transportation” which consolidates all Innovation Program for hydrogen and fuel cell buses have impressively demonstrated their its activities for sustainable mobility in the technology (NIP). ability to function reliably under operating commercial vehicles conditions. sector, aims to use clean, efficient drive systems Intelligent use of synergies in the passenger along with alternative car and commercial vehicle sectors fuels to realize zeroemission commercial “The new Citaro FuelCELL-Hybrid clearly vehicles for tomorrow’s demonstrates that electric mobility is already transportation needs. feasible today also with commercial vehicles”, “ S h a pi n g F u t u r e says Hartmut Schick, head of Daimler Buses. Transportation” “Besides, synergy potentials with our Mercedesmea ns conser v ing Benz passenger car development and Daimler resources and reducing research can be optimally used in particular emissions of all kinds, with the fuel cell drive system.” while ensuring the highest possible level For the Citaro FuelCELL-Hybrid and the B-Class of traffic safety. The Mercedes-Benz Citaro FuelCELL

38 FLEETTRANSPORT | DEC 09/JAN 10

Text: Jarlath Sweeney – editor@fleet.ie

BODY BUILDER

‘Whole Vehicle Type Approval' is Getting Closer - Institute of Road Transport Engineers Seminar

‘W

hole Vehicle Type Approval’ (WTVA) legislation for new commercial vehicles and in particular its impact on road transport operators in Ireland, was the subject of a recent IRTE Seminar. The event was held on 24 November and was sponsored by MUTEC, which provided the venue and excellent hospitality at its Naas Road facility.

and ancillaries fitted will also need to be certified before it can be registered. Within the act there is extensive detail covering other possibilities, and exemptions, but the main ways by which this certification will be achieved are:• A National Small Series Type Approval (NSSTA) • An Individual Vehicle Approval ( IVA) • A valid and mutually recognised CoC ( from an approved EC authority)

The subject of complex EC Directives, and the Irish legislation which puts them into practice through ‘Statuary Instruments’ (S.I s) is never going to be a simple task! IRTE President John Kelleher introduced three speakers to throw John Kelleher, Chairman, Irish Road Transport Engineers. some light on this subject and pointed out that the impact on new commercial vehicle registrations will soon be taking effect. In his presentation, Tom McHale, Principal Engineer at the Road Safety Authority (RSA), firstly outlined the structures and role of the RSA in the area of vehicle standards and enforcement. Although mainly known for its high profile Road Safety Media Campaigns, in its short life the RSA has taken over the responsibility for Vehicle Type Approval, Roadworthiness, NCT and HGV test monitoring, Weight & Height issues etc, and indeed all matters relating to road transport. His presentation included a summary chart showing the dates for implementation of the new directives which will be required to register vehicles in Ireland, a process which started with cars in April 2009. The RSA website offers lots of valuable information and news for the industry under the ‘Services’ section, as well as the full text of WTVA legislation SI 157, and S.I. 158 via the following link.http:// www.rsa.ie/SERVICES/RSA_Services/ ECWVTA(European_Community_Whole_ Vehicle_Type_Approval)

To expand on this, the second presentation was by NSAI, (National Standards Authority of Ireland). Mary Madigan, and Rory Brennan outlined the role of the NSAI, and the proposed methods of certification for new vehicles going into service. For vehicles operating in Ireland, the NSAI is the Approval Authority responsible for issuing all national approvals (IVA or NSSTA). They have established a network of Appointed Test Centres (ATC) to undertake testing for these vehicle approvals. ATCs will issue test reports and the NSAI will evaluate and grant approvals. These approvals are only valid at national level, but discussions are now taking place with UK to seek a ‘Mutual Acceptance’ agreement between UK and Ireland.

Rory Brennan, Certification Officer, Manufacturing & Transport Division of National Standards Authority of Ireland; Mary Madigan, Operations Manager, Manufacturing & Transport Division of National Standards Authority of Ireland and Tom McHale, Chief Engineer, Road Safety Authority.

Those who are interested can study the S.I documents in detail, but in a nutshell, all vehicles will need WVTA in order to be registered. Most cars, and many vans etc. come complete from the original manufacturer with an EC Certificate of Conformity (CoC), but any add-ons or alterations which are carried out will need certification. Significantly, commercial vehicles will need ‘Whole Vehicle Certification’ also. For example, chassis cab or bus chassis must have valid manufacturers CoC, but this Mary Madigan, Operations Manager, Manufacturing & only covers the incomplete vehicle. The body Transport Division of National Standards Authority of Ireland.

Details of the NSAI, and information on ECWVTA, and the NSSTA and IVA certification process, as well as timetables for their implementation are all contained on the NSAI website, via the following link:- http:// www.nsai.ie/Our-Services/Certification/ Transport-Certification/Motor-VehicleApproval-Schemes.aspx During the Q & A session, some operators did express concern about the additional cost and timing that will be required to register vehicles, but all-in-all the seminar was very well received. Both the RSA and NSAI representatives certainly provided lots of valuable information, and have introduced a new and positive approach to the whole type approval process. Dermot Thunder

FLEETTRANSPORT | DEC 09/JAN 10 39

TIMES PAST

SOLVING PROBLEMS and seeing quirks of history

Newly opened Castleruddery, Aug 1974

hanks to the Editor, last month’s Times Past marked the Transport Museum Society of Ireland’s (TMSI) sixtieth anniversary. Staying with the subject this month, I would like to dwell on some of the problems encountered in trying to assemble and manage a collection of heritage vehicles. As the Transport Museum Society was coming into being sixty years ago, there were very few official historic transport collections. In these islands, the most important was probably that of London Transport, with vehicles stored in various bus garages and now located in Covent Garden. In Britain during the 1950s and sixties, positive steps were taken to safeguard and display railway and road vehicles in various locations. Government agencies, vehicle builders, transport operators and Local Authorities were behind many of the schemes, but voluntary organisations assembled several of the many splendid collections that exist today. These include establishments of world importance like the National Tramway Museum in Crich (Derbyshire), the British Commercial Vehicle Museum in Leyland and a host of other wonderful and very worthy institutions. In Northern Ireland, a fine collection of road and rail vehicles was put together, based first at Witham Street in Belfast and now in the Ulster Folk and Transport Museum at Cultra. Meanwhile, those responsible for heritage in the Republic remained firmly addicted to axe heads, high crosses and shards of pottery, often denigrating the efforts of

Loading vehicles for Howth, February 1986 40

FLEETTRANSPORT | DEC 09/JAN 10

Open storage at Castleruddery, 1986

the TMSI, a group of working people struggling in a poverty-stricken but elitist society. After losing some irreplaceable treasures along the way, we eventually achieved some success, first in Castleruddery (1974-1985) and then in Howth (since 1986) - and this is where two strains of theory and practice came together. The skills and expertise of nearly every member of the Museum lie in the public services or the transport field, every one of us enthusiastic about vehicles. Even in our earlier years in Howth, most of us regarded the vehicles either as engineering artefacts or items that were driven and maintained by people hardly known outside their own small circles. Then two seemingly unrelated events wrought great changes in our thinking and practice. First was a suggestion from a group of teachers that we present the vehicles against a background of social history rather than as technological relics. This followed the arrival of some dairy, bakery and laundry vehicles that encouraged research into how people lived and worked a hundred years ago. And, incidentally, with every chapter studied, we realise - despite the present recession - just how much better off we are compared to our forebears. Our second unexpected nudge came in 1998. On carrying out an audit of museums throughout the country, the recently established Heritage Council decided to introduce a registration or accreditation scheme. A two-stage experimental programme was run over

a period of five years and we were privileged to be one of the six museums invited to participate in the initial stage, with six more establishments joining us in the second stage. Much time was spent studying museum practice and attending various seminars - and subjecting ourselves and our work to critical scrutiny by museum professionals. It was a highly rewarding effort, enabling us to apply international museum theory and practice to our operations, which now conform insofar as is possible for a small unfunded voluntary organisation. The members of the museum share a significant body of expertise in the various aspects of transport operation and are well aware of our shortcomings. At the simplest, it is difficult to protect and manage a very disparate collection of vehicles which ideally should be started up and run regularly - if we don’t, batteries run down, brakes and clutches stick, tyres deflate, oil leaks on to the floor. In passenger vehicles, upholstery deteriorates. Trams and fire engines need to have brass work polished regularly and all other specialised vehicles have their own problems. Not having a controlled environment is a constant worry and museum professionals were horrified when we explained that humidity is measured by the amount of condensation on vehicle windows. Then there are vehicles that have to be stored in the open…..

On show in Howth, summer 1986

TIMES PAST

Rare Duff y-bodied O'Grady Bedford when new, 1967

Two historic AECs in Howth Yard.

ESB Ford D Lorry, carrying tram standard

A collection of archaic vehicles is very different from what is cared for in most museums, and since our much appreciated connection with the Heritage Council began, professionals from several institutions have become aware in some detail of what we do. The whole process poses a question about the ideal background for people who will in the future run our- or any other - transport museum. Should they be from a transport background who have also undergone museum training - or the other way round? Time will tell when, at some future time, full-time staff will take over in the National Transport Museum. Meanwhile, our core fifteen-strong volunteer workforce will continue to do their best. Over the past sixty years, we have learned from every operation, improvising where necessary and often solving problems never previously encountered. Apart from simply surviving, our greatest achievement has probably been the preservation of more than 180 historic vehicles and getting some of them restored. Castleruddery, now a store for about 50 vehicles, has been doubled in floor area to 12,000 square feet. Howth, at first displaying 25

vehicles in 6,500 square feet, has had its exhibition area doubled Dennison and Atkinson Tarctors and there is space for more than 50 vehicles and a workshop in a further 12,000 square feet. All of this building work has involved severe physical effort over and above that given to the rolling stock. The increase in vehicle numbers has always been welcomed but often very hard to manage. The number stood at 25 in 1974, went to 100 in 1986 and 184 in 2007; no items have been taken into stock for the past two years. None of us ever expected that interest in old vehicles would become as widespread as it has done and we take much pleasure in seeing students using items in the museum as the starting point for a history project. Even more surprising has been the revival of vehicle types consigned to oblivion some years ago. Door to door deliveries by batteryelectrics all but disappeared in the 1980s, but we were delighted to supply one to line up with modern long-range commercials last February. When we started in 1949 there were about 25 commercial vehicle makers in Britain alone. With a single exception, these have all gone and the decline and extinction of a once great industry is a story in itself. The same has happened in every other country that had a motor industry - this is globalisation at its fiercest and much has been lost in the process. Here in Ireland, there have been four admittedly small number producers and we are fortunate to have preserved examples of these. Local coach building has also been virtually wiped out and again, we have managed to retain some

GNR Gardner Bus, ESB Foden Tractor

excellent locally-built items. Some of this month’s pictures will awaken many memories. Despite the gloom of the last paragraph, there have been some unexpected happy events. Best of all was when the new Luas trams were being shown to the public before the system opened. Behind the gleaming new trams shown to an appreciative attendance at the Red Cow Depot was a genuine ghost - Joycean era tram No. 224. Here, somebody remarked, was the electric dinosaur’s revenge, also bringing the Transport Museum back to its beginnings all those six decades - a true time warp, perhaps. There are many more strange tales to be told in the future.

The National TransportMuseum, Heritage Depot,Howth Demense, Howth. Opening Times: Canteen comfort, Pat Fullam, Jim Crosland and Bert Brown, Howth 1992 Text & Photos: Michael Corcoran – enquiries@fleet.ie

Sept - May: Saturdays, Sundays and Bank Holidays, 2.00 - 5.00pm. 26 Dec - 1 Jan: 2.00 - 5.00pm daily. June - August: Monday - Saturday, 10.00am - 5.00pm. FLEETTRANSPORT | DEC 09/JAN 10 41

MATERIALS HANDLING

Demand for material handling equipment stabilises

he world economy found its way out of the recession over the course of the third quarter of 2009 and confirmed the positive signs of an economic turnaround. According to Jungheinrich, one of the leading suppliers of material handling, warehousing equipment, global demand for material handling equipment in the third quarter of 2009 experienced a marginal resurgence compared to the preceding quarters, remaining just 35 per cent down year on year. Nevertheless, the world market had decreased in size by a cumulative 45 per cent after nine months. Asia experienced the smallest decrease, recording a decline of 32 per cent. China posted a drop of 11 per cent. Europe’s market volume contracted by 51 per cent. Eastern Europe accounted for a substantial proportion of this loss, recording a 77 per cent reduction in demand, with Western Europe contributing 44 per cent. North America displayed persistently weak development, down 44 per cent.

The value of the Jungheinrich Group’s incoming orders, encompassing all business areas, declined by 23 per cent to €408 million in the third quarter of 2009 (prior year: €531 million). Incoming orders after nine months were down 26 per cent to €1,227 million (prior year: €1,651 million).

All of the business areas contributed to this. New truck business accounted for the single-largest decrease, falling by 34 per cent, followed by the short-term hire and used equipment business, which was down 9 per cent. After-sales services, suffered less, benefited from the steady rise in market demand, reducing by a mere 5 per cent. The foreign ratio declined to 72 per cent (prior year: 74 per cent) owing to the stronger decrease in export markets. The global economy’s marginal recovery has not yet directly resulted in a realistic upward movement in the material handling equipment sector’s economic development. Therefore, Jungheinrich expects demand on the world market in the 2009 fi nancial year to shrink by approximately 40 per cent to about 520 thousand trucks (prior year: 872 thousand units).

EPAL issues warning on World pallet appearances

he European Pallet Association (EPAL) has warned that World pallets are not exchangeable in its European Pallet Pool, following reports that they are appearing in the UK and Irish markets. Earlier this year, the German district court of Erfurt prohibited Falkenhahn AG from offering or selling wooden flat pallets carry the branding ‘World’ in an oval shape (reference number Az. 3 O 987/08), a mark that has a similar appearance to the ‘EUR’ and ‘EPAL’ trademark symbols – also in an oval – which have been used on EPAL Euro pallets for many years. The similarity created the potential to mistake world pallets for euro pallets and the wrong impression that world pallets were exchangeable in the European Pallet Pool. EPAL requested an injunction against Falkenhahn AG at the district court of Erfurt in the summer of 2008, which published its verdict on the 12th March 2009. The ruling prevented the company from

manufacturing any more ‘World’ branded ballets, which it had produced since February 2008. Paul Davidson, Chief Executive of EPAL for the UK and Ireland explains, “Although World pallets are no longer being manufactured, there are still many thousands still in circulation. According to the court’s verdict, there is a very real danger of users confusing the oval mark used in the ‘EUR’ and ‘EPAL’ trademark with the World pallet symbol.

“We would strongly advise companies that EPAL pool pallets are not interchangeable with World pallets, which are appearing in the UK but do not conform to the same quality standards as EPAL pallets. Based on standardised qualityassured EURO pallets, the ‘EPAL system’ is a competitive cross-sector open pallet exchange pool and our benchmarks for both production and repair are unrivalled in the market place for their stringency.” EPAL is the largest pallet pool in the world with 350m pallets in circulation and has seen a 60% growth in production throughout mainland Europe in the last three years. Based on this experience there is an opportunity for the UK and Ireland to follow that trend. Recently, C.J. Sheeran Ltd (Mountrath) was appointed as the first EPAL approved Irish Pallet Repairer. Pictured left to right: Stephen Delaney, Mark Sheeran MD, Brendan Hogan

Multihog driving-on

ollowing a successful launch at the National Ploughing Championship the Multihog 4WD 90 celebrated its international launch at Agritechnica in Hanover, Germany. The new multipurpose vehicle aimed at the highway and groundscare industry was created and developed by father and daughter team Jim and Ruth McAdam last year and the company has just moved into a new 15,500 sq.ft . production facility in Dundalk. “We currently employ 13 full time and hope that in the next 6-9 months to significantly increase the workforce. In five years time, we hope to be manufacturing 500-600 Multihog units a year in Ireland for worldwide sales,” explained Ruth, who’s background is in sales and marketing from the automotive industry.

FLEETTRANSPORT | DEC 09/JAN 10

Her father, Jim is one of the original owners of Moffett Engineering, the manufacturers of the Mounty Truck Mounty forklift . “Multihog is a very robust machine and has many features that differentiates it from anything else in the market,” she added. “Within the air conditioned cab the driver station can tilt 20o either side of centre, ensuring the driver can stay sitt ing in a vertical position when traversing a slope.” The differential lock on the articulated machine can be engaged while in operation and has a 2 tonne capacity on the rear platform as well as the front mechanism. With a 5 tonne capacity the versatility of the machine is immense.

Text: Jarlath Sweeney – editor@fleet.ie

TRAILER

Schmitz Cargobull – Difficult Times Schmitz Cargobull (UK) Ltd - UK Head Office

nevitably on meeting with any company involved in the transport sector these days the fi rst thing to come up is the economic downturn and unpredented trading conditions. The trailer sector is no exception, having gone from record growth where manufacturers were struggling to meet customer demands to, virtually overnight, a complete cessation of new orders. “It has been difficult,” admits Tom Macallan, Managing Director of Schmitz Cargobull UK, surely an understatement of a European market that has been reduced by 75% for refrigerated units and a staggering 90% for curtainsiders. Against such figures the UK market has held up relatively well thanks largely to continued reefer sales to supermarket and pharmaceutical transport operators. On the downside curtainsider sales are down 60% from last year. But when times are tough, that is the opportunity to build for the future. And for the UK arm of Europe’s largest trailer manufacturer, 2009 has been a busy year with an expanded product range as well as a major restructuring of its production facilities. Based in Harelaw in County Durham in the north-east of England the company which supplies trailers for the UK and Irish markets, has ambitious targets for the future, aiming to achieve 20% of the UK curtainsider market by 2013 while consolidating its position as the leading reefer producer. It is a target that Tom Macallan believes can be achieved thanks to a comprehensive range of trailers with low running costs and with an extensive service and afterservice support operation.

New Fixed Roof Curtainsider Leading the charge towards a greater market share of the curtainsider segment will be a new Fixed Roof “Top Technology” trailer which joins the Freepost design introduced earlier this year and the Euroliner curtainsider products. Its standout feature is a roof produced using galvanized steel cassettes that interlock to form their own cross-member support structure. According to Production Manager, David Pressley, the advantages over a traditional single sheet of aluminium are that the steel cassette 44

FLEETTRANSPORT | DEC 09/JAN 10

sections can be removed and replaced in-house if damaged, eliminating the need for patching, “It is stronger and lighter than aluminium, which from a production point of view is not straightforward to work with. With aluminium costs rising, the switch to steel will enable us to continue to build our fi xed roof trailer at a competitive price.”

dividers and multi-temp options. Whole Vehicle Type Approval will be provided by Schmitz Cargobull. Further options under consideration include factory fitted tail-lift s – expected from 2010, while curtainsider bodies, GRP translucent roofs and drawbar chassis are being looked at. Not on the agenda though at Schmitz Cargobull’s UK plant are tipper bodies.

With fi xed roof curtainsiders accounting for around two thirds of the curtainsider market, the new fi xed roof product is designed specifically to meet the requirements of the UK and Irish markets which traditionally have favoured heavier and sturdier curtainsiders than their European cousins. It features new front and rear frame designs with the front bulkhead using galvanized steel corner posts and a new integral kick strip from the chassis front member. The top of the bulkhead has been reconfigured to allow more space for the curtain pole to be stored, while the rear end is reinforced to allow greater impact protection. Fully retractable side posts - between two and five can be fitted on each side - allow for safe and fast loading and unloading, and retract the full length of the trailer. The trailer also features Schmitz Cargobull’s flexible galvanized bolted chassis which the company says gives better ride support over harsh and rough roads.

Tough Times For Irish Market For the Irish market too, there are developments afoot with the proposed introduction of a Regional Business Centre (RBC) in the Dublin area which is anticipated to open within the next twelve months. RBC’s complement the existing Service Partners of which there are presently five in the Republic of Ireland, the RBC will display both new and quality used and refurbished trailers as well as a large stock of spare parts. “Regional Business Centres operate like owned dealerships” says Managing Director Tom Macallan. “They perform different but entirely complementary functions to those undertaken by our existing Service Partners with whom we will continue to develop, train and grow our network.” Currently there are four RBCs in the UK with additional facilities planned for Scotland and the West of England as well as Ireland in 2010. Aftermarket activities remain an important

Schmitz Cargobull UK Moves Into Rigid Body Assembly The second new product to be unveiled by Schmitz Cargobull represents a new direction for the UK assembly plant – a Rigid refrigerated box vehicle. The MKO Rigid will be offered in 14, 18 and 26 tonne versions and is compatible with all makes of chassis. It features a unique sub-frame design which is fully bolted and galvanized using modular construction similar to the technology used on the trailer chassis. The MKO features Ferroplast panels using wet lay production which eliminates the possibility of delaminating of laminates. A wide range of options will be available including a flush load lock, double deck flooring, side doors, fridge units, meat rail systems and moving

Tom Macallan - Managing Director, Schmitz Cargobull UK

TRAILER

But Well Positioned For The Future part of Schmitz Cargobull’s business, including vehicle remarketing, parts sales and distribution, full service contracts, repair and refurbishment and customer support all offered. Speaking about the Irish market Tom Macallan commented on the extreme slump it is currently enduring. “The Irish market is a reflection of how the rest of Europe is doing – much worse than the UK.” He doesn’t see much opportunity for growth in the next year. “The reefer market will continue to grow and prosper, but in the curtainsider market there are very few signs of growth”. He is optimistic though that Schmitz Cargobull’s new fi xed roof product will compete strongly against the heavier curtainsiders that account for the bulk of sales here. “The new fi xed roof curtainsider is a step change from the competition both in its dynamics and in the product make-up. The fact that its a f lexible chassis rather than a rigid chassis, every component on the roof and ancilliary components have been evaluated and replaced, it has done thousands of test hours etc, and it all comes out as a shining example of a product that is fit for the 21st century.” “It has a greater flexibility than any of the competiton in Ireland, the competition have a rigid body, very firm, welded and heavy. Because Ireland has a lot of roads which are very difficult, the beauty of our body, being a flexible chassis, means it rides far better and doesn’t put shock loads through the body or what you are carrying.”

The World’s First Flexible Trailer Assembly Line? Arguably the biggest development for Schmitz Cargobull this year hasn’t been the introduction of new products, rather the implementation

of an entirely new assembly line process at its manufacturing plant at Harelaw. It can, says the company, lead to overall production savings of around 30 per cent. Dubbed MPS or ‘Multi Production System’, effectively it creates what is probably the world’s fi rst flexible assembly line for trailers where all types from Euroliner, Freepost and Fixed Roof curtainsiders to reefers, dry freight and rigid truck body trailers can be built simultaneously. It allows for much greater flexibility within the build process – for example if there is any problem with a component supply for one type of trailer, production switches to another product, meaning no or minimal downtime. The change to the assembly process has also freed up significant floor space – the entire production facility is now housed in the same building previously used for building curtainsiders only. Efficiency is measured by TAKT times – a German phrase meaning ‘the beat of the music’, or that production moves to continual beats – a measurement of what time interval a production line moves. Presently the Harelaw plant has a TAKT time of 55 minutes – the time taken to produce a compete trailer. It equates to eight units a day, but Schmitz Cargobull is targeting a TAKT time of 44 minutes or ten units per day by early 2010. Currently working one shift per day, production can be expanded to two or three daily shift s should demand increase.

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

FLEETTRANSPORT | DEC 09/JAN 10 45

SOAPBOX

The Boys from Brazil

“B

razilian Sugarcane Ethanol: A Sustainable Contribution to a Cleaner Transport mix” was the title of a lecture sponsored by the Embassy of Brazil and Chambers Ireland. It was held in the European Parliament Office and is one of many such lectures given throughout Europe. It is a heavyweight, well researched argument to counter the negative arguments being put up by the ‘Green Welly Flat Earthers.’ The Green Welly Brigade believes that the only way to save the world and counter Global Warming is by turning to bicycles and that anything that will keep the internal combustion engine going as oil gets dearer/runs out is heretical. The Brazilian Government obviously aspires in a very practical way to not only save the planet but also promote Brazilian jobs. Our Green Party T.D. and Minister Ryan wants to do the same thing and promote Irish jobs. On reading the list of benefits to society of Brazilian Ethanol, suddenly it all sounds familiar and then a bell rings “is this not similar to Irish grown and produced Rape Seed Oil”? There is indeed a similarity but to Ireland Rape Seed Oil offers a great deal more than Brazilian ethanol and it does not have to be delivered over long distances by maritime transport, the mode of transport with the largest carbon footprint. That Ireland will never have the scale to produce volumes of Rape Oil as the Brazilians supply Ethanol is unquestionable yet within the scale of Irelands truck energy and animal feedstock requirements it is very respectable contribution. There can be no doubt that the benefits Rape Oil can bring to Ireland are very worthy of inclusion in the battle to reduce our carbon emissions. Benefits that are unique to Irish Rape Seed Oil include a heavy truck fuel with Zero Carbon Foot Print, Fuel Security, Food Security, Wealth Creation, Employment Opportunities, Soil Enhancement, reduction of nitrogenous run off, a Biodegradable Fuel and no need to build an alternative network of fuel stations. So how come the Government and Minister Ryan are not rushing to produce it, after all the Government sponsored Hippo Project reckons we can power 5,000 HGVs with it? There are others who have put their money where there

The Hippo Conference For all the hope the Hippo Project inspired in those of us committed to Rape Seed Oil (PPO) in Ireland its concluding conference ended on a very down beat note. The Key Note speaker, Mairead McGuinness, MEP spoke very positively of the value to Ireland of Rape Seed Oil production, commended those involved but seemed to have very litt le else to offer. No mention of encouraging her Fine Gael party to take up the mantle, nor did she mention promoting its cause in the European Parliament. Eugene Woodbyrne of Glanbia spoke of the difficulties and learning experience of Glanbia along the PPO road. His analysis of replanting the old Sugar Beet land to Oil Seed Rape was that it could provide approx 33,000 hectares of land which would yield 60 million litres of oil and 110,000 tonnes of animal feed; that’s enough

FLEETTRANSPORT | DEC 09/JAN 10

mouth is who would say we can produce enough to power 15,000 HGVs, which given there are only 25,000 licenced HGVs in Ireland surely makes it very attractive especially now that we have a Green Government? That is the million carbon credits question because Minister for Energy Eamonn Ryan, T.D. when announcing his new Biofuel requirement on fuel companies (to add 4% of Biofuel to their production by 2010) completely ignores all of these possibilities and instead talks of protecting Brazilian Rain Forests. In a time of national crisis the question has to be asked why? Has this Minister got a grip on this brief at all or is it simply that he thinks this economy can be run without trucks? In other briefs such as broadcasting he seems quite willing and capable of taking on the state monolith of Radio Telefis Eireann. He is a Green Minister and as such one of key political goals is to advance protection of the environment and reduce carbon emissions and through that process promoting Green Jobs. Rape Seed Oil gives him that opportunity and he is well aware of it yet chooses to ignore it time and time again. There can only be one conclusion at this stage and that is that he neither cares for nor understands the role of the heavy goods vehicle in Irish society. He like Bertie Ahern doesn’t mind where these trucks will go as long as its not through his constituency. In the past under Transport Minister Dempsey’s Motor Oil Tax Relief schemes 1 and 2, we have had licenses given to fuel companies to import biodiesel from the United States made with Brazilian Ethanol, blended in the States, exported with a US 20 cent subsidy and then given an exemption from the Irish levy of 38 cent duty. Apart from the enormous carbon footprint this process creates it simply subsidises American and Brazilian jobs. In September 2008 Minister Ryan told us this was not what he wanted to achieve and would be rescinding MOTR II and replacing it with what? A charter to protect Brazilian Rain Forests and the jobs of the Boys from Brazil is not what Ireland’s economy needs now from Minister Ryan.

to power 1200 heavy goods vehicles running 100,000 kilometers per year. What he didn’t mention was the huge amount of available arable land that simply does nothing in Ireland.

His view of the 4.75% renewable target was that it was simply a minimum to achieve and would not inspire anything else. So much for Minister Ryan’s Green Jobs!

John Porter who led the Hippo Project asked by way of summary a number of posing questions: Is PPO viable? YES Can it be done here? YES Do we have all requirements? YES Could Ireland benefit? YES Will it happen? NOT YET Is Government support required? YES Is the system in place for same? NO Are we likely to see change soon? NO Do we need joined up thinking? YES Do we need to educate Government? YES Is the new carbon tax system a help? NO Will the new scheme drive PPO? NO Will it drive a just meet target psyche? YES

Allen Holman, Das Garage; Ray O'Sullivan, Great Gas; Mairead McGuinness MEP and Eugene Woodbyrne, Eilish Oils PLC pictured at the Hippo Conference

Text: Jerry Kiersey – jerry@fleet.ie