Fleet Transport Feb 14 by Orla Sweeney

IRELAND'S LEADING COMMERCIAL VEHICLE MAGAZINE

REPORT:

Inside!

CONSTRUCTION: New Volvo FMX Off-Road FEATURE: Truck Finance - What's on Offer? PROFILE: Roche Logistics Group, Rosslare TIMES PAST: Volvo Museum, Gothenburg

IVECO Eurocargo @ Euro6

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Contents February 2014

Fleet Transport Magazine, D’Alton Street, Claremorris, Co. Mayo, Ireland. Tel: +353 (0)94 9372819/ 9372826 Fax: +353 (0)94 9373571 Email: enquiries@fleet.ie Subscription Hotline: 094 93 72827 Editor: Jarlath Sweeney Contributors: Sean Murtagh, Paul White, Cathal Doyle, Jonathan Lawton, Donal Dempsey, Howard Knott, Jerry Kiersey, Rob Van Dieten, HSA, Joe O'Brien, Dr. Betty Maguire Photography: Jarlath Sweeney, Paul White, Cathal Doyle, Rob Van Dieten, Howard Knott, Gerry Murphy, Joe O'Brien, Paul Sherwood, Shane O'Neill, ACEA, Craig Eccleston, redbull.com, Gianenrico Griffini Administration: Orla Sweeney, Denise Owens, Paula Mullarkey Advertising: Mary Morrissey, Joanna Flynn Design: Eamonn Wynne

4 News • Transport Minister’s priorities for 2014 • RSA appoints new CEO • Danfoss covers Ireland with Hi-Power • Tranzaura benefits NVD • DAF Trucks No. 1 in Ireland • FTAI Transport Manager Conference • New Fuso & MercedesBenz Dealers in Cork • Call to establish Own Account Operating Licensing • Quinn’s Award winning trailer with Thermo King system • Award for Advance Drive 8 Viewpoint UK Road User Charge – the Implications 10 Cover Euro 6 Iveco Eurocargo launched 12 New Fleet 141 registered Mercedes-Benz and Volvo trucks

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.

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

Diary Date: Thursday 2 October 2014 FLEET TRANSPORT AWARDS www.fleet.ie follow us on twitter.com/ﬂeettransport

27 Motorsport Full report from Dakar 2014 as the dust settles! 31 Fuel Prices & Safety Matters 32 Profile Award winning Roche Logistics Group 34 Materials Handling Happenings from the industry 36 Finance Banks – user friendly? 38 Legal The RSA and the EC 40 Comment Dishing the dough

16 Fleeting Shots Pin Pics featuring Berliet, Irish Ferries & Claremorris Colts

42 Opinion Defending the faith! 44-47 Fleet Maritime 48 Health Matters Improving the health of professional drivers

20 Safety Haldex at Solutrans

50 Warehousing Latest technology in Reach Trucks

22 CV Finance Exploring the best way to buy a new truck

52 Times Past A visit to the Volvo Museum in Gothenburg, Sweden

24 Trailer Hireco moves with improved facilities

P18

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.

26 RSA Newsletter How safe is our commercial vehicle fleet?

14 Report ACEA Truck of the Future event, Brussels

18 Construction Getting down and dirty with the new Volvo FMX

Printed in Ireland

www.fleet.ie | 3

54 Soapbox Time to build on recognition

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Transport Barometer: Data from 16-12-2013 - 14-01-2014

Freight share increases

Over 2013 TimoCom’s Transport Barometer showed a positive progress in comparison to the previous year. A positive evolution continues but the bottom line is that 2013 will go down in history as another year of consolidation towards economic recovery. The overall result for this year amounted to a freight versus vehicle ratio of 47:53 and was better than in 2012 (45:55). Marcel Frings, TimoCom's Chief Representative, continues to see the future with optimism: "At the moment we expect further improvement in the European transport market. It is of course still too early for reliable predictions, but in general the situation will continue upward. Whether this positive tendency begins in the first quarter of 2014 depends on how the weather conditions affect the business. That is, if this winter shows its bitter side, certain difficulties cannot be discarded. Afterwards, no obstacles will be in the way for an increase in freight and transport jobs.” www.fleet.ie

4 | NEWS 1

Roads, Ports, Safety & Haulage among Transport Minister’s priorities for 2014

he priorities for 2014 issued by the Minister for Transport, Tourism & Sport, Leo Varadkar, T.D., include the extension of motorway into the West and renewed focus on safety on our roads and sea. “This year my focus is on developing new projects across all three areas of Transport, Tourism & Sport, while consolidating progress already made. Priorities include starting work on the GortTuam motorway, targets to increase the use of public transport, reducing road fatalities,” stated Mr. Varadkar.

RSA Appoint new Chief Executive Ofﬁcer

ith extensive experience in the transport, freight and logistics sectors, Moyagh Murdock is well qualified to take up the role of Chief Executive Officer of the Road Safety Authority following Noel Brett’s departure last October. Ms. Murdock, a former Bus Éireann Chief Operating Officer, had previously been the company’s Chief Mechanical Engineer and holds a CPC from the Chartered Institute of Logistics and Transport; a B Eng (Mechanical Engineering) from Queen’s University, Belfast; and an MBA from Dublin City University. She also worked in the private sector with Team Aer Lingus, Johnson Controls and McCormick Macnaughton. “Appointing someone with such technical and operational expertise for the role demonstrates the commitment by the RSA to continuously improve road safety in Ireland, particularly as the Commercial Vehicle Roadworthiness (CVR) legislation comes into effect,” stated Neil McDonnell, General Manager, Freight Transport Association Ireland.

On the objective to reduce the number of marine fatalities and casualties, Mr. Varadkar plans to develop and implement a ‘Safety at Sea’ strategy. A renewed focus on Road Safety aims to reduce the number of deaths and serious injuries in 2014, including the enactment of the Road Traffic Bill and the introduction of equipment to enable roadside testing for drivers under the influence of drugs. Another safety incentive includes implementing the recommendations of the Speed Limits Review and also the launch of the new National Cycle Policy Framework.

For road transport operators, 2014 will see the introduction of an on-line facility for Road Haulage Operator Licence applications as well as the development of a road charging scheme for HGVs, similar to the Road User Charge due for implementation on 1 April throughout the United Kingdom. Other projects listed include the publication of a roadmap for the transition of transport to a low-carbon future, a strategic framework for investment in land transport ensuring that priorities for future capital investment are evidence-based, and finally mapping the future development of Rosslare Port.

TranZaura continues working relationship with NVD

ranZaura’s tachograph management software TranzTacho continues to become the preferred soft ware for the Irish Transport sector. NVD, Ireland’s largest Vehicle Logistics company appreciates its advanced and powerful tachograph management and analytical soft ware. Operating throughout Ireland, Northern Ireland, UK and mainland Europe, NVD, which account for over 125,000 vehicle movements ever y year, introduced TranzTacho in 2012 . With a fleet of 100 vehicle transporters and a team of 120 drivers, managing and monitoring both analogue and digital data is a very time consuming challenge, according to Tim Neville, Transport Manager NVD.

the Working Time Directive for our drivers and assists us in managing their hours and improving driver utilisation. As it is a web based soft ware solution, we have the ability to monitor and upload our drivers and their data from any internet enabled computer. The support from TranZaura has been excellent over the years and I would have no hesitation in recommending their soft ware.” Douglas Higgins, TranZaura with Tim Neville, NVD

“We are very impressed with the soft ware, TranzTacho addresses all of our requirements and ensures that we are always up to date with both driver and vehicle data. It also monitors

Developments at Danfoss : Hi-Power covers Ireland

eading mobile hydraulic solutions provider, Danfoss Power Solutions has appointed Hi-Power as its Sales & Service partners for All-Ireland. The appointment coincides with the renaming of

Sauer-Danfoss to Danfoss as a new business segment within the Danfoss Group. Danfoss is globally recognized for its innovative, energyefficient solutions in a variety of industries, and adopted the Sauer-Danfoss business into its business structure through the acquisition earlier this year. Employing 23,000 people worldwide, Danfoss has a top market ranking in all core business areas, including refrigeration and air conditioning

FLEETTRANSPORT | FEBRUARY 14

controls, power electronics, heating and mobile hydraulics. Technical service, applications know-how and a focus on advanced hydraulic and electro-hydraulic components and systems continue to be key elements in the company’s strategy.

NEWS II | 5

DAF tops Truck Sales Charts as market increases 39%

he 39% surge in new truck registrations during 2013 could best be described as a false dawn. Why? In the main it’s down to the Euro 6 emission legislation, particularly the high additional cost of the new engine technology. Therefore, the take up on the fi nal run out of Euro 5 trucks exceeded expectations, and with order books brimming, deliveries will continue into the fi rst quarter. Th is of course, will have a knock-on effect on the overall picture for the 2014 totals with the remainder of the year likely to be quieter as the €8,000 to €10,000 premium on Euro 6 may prevent operators from investing in same, especially as there is no significant gain in running costs. Due to major fleet sales to An Post and SuperValu, DAF Trucks topped the charts with almost 20% market share. As per the accompanying chart, the Dutch brand almost trebled sales in 2013 over the previous 12 months. Th is success pushed the two main players in the field, Volvo and Scania, to exchange places from last year as well as moving around podium positions. Volvo Trucks moves to second thanks to interest and demand for the all-new Volvo FH series, the 2014 International Truck of the Year. Mercedes-Benz increased sales too as the impact of the new Actros (Fleet Transport Truck of the

Decade) is making headway especially when it 2013 largely due to the pre-buy effects of Euro 6 comes to conquest sales. “We are very pleased to vehicles. According to Dr. Wolfgang Bernhard, see the tremendous growth in our Heavy Truck Head of Daimler Trucks, it remains to be seen business in 2013. While there was clearly a spike how sales will develop in 2014. He anticipates created by the introduction of Euro 6, the new a slowdown after pre-buy effects fade, “but we Actros has been strengthening its position and cannot provide valid outlook beyond March,” reputation in the marketplace with every passing he said. "Many may struggle with temporary month,” stated Fergus Conheady, Sales Manager, shift from under-to-over capacity due to Euro 6. Mercedes-Benz Commercial Vehicles. MAN Bottom Line," he added, "2014 might be similar and Iveco did well also, while Renault Trucks to 2013 – a weaker start, but chance of recovery dropped its market share in the overall bigger as a strengthening economy might help off set marketplace. The Magnum and Premium Long weaker demand after per-buy." Distance models have all but been phased out and the introduction of the all- SIMI NEW TRUCK REGISTRATIONS 2013 VS 2012 new Range T (Long Haul) Position Marque Unit Market Position Unit Market and C&K (Construction) 2013 Sales Share 2012 Sales Share series is imminent. In essence, the 1,554 unit sales over 2013 is the best result in the Irish HGV market since the economic crash of 2009. On the European front, the start of 2013 was tougher than expected as major markets contracted in the fi rst six months. Figures improved signif icantly during the second half of

1 2 3 4 5 6 7 8

DAF Volvo Scania Mercedes-Benz MAN Renault Iveco Hino

Under 7.5 tonnes Isuzu 72 Fuso 41

306 268 239 153 141 120 96 47

4.63% 2.64%

19.69% 17.25% 15.38% 9.85% 9.07% 7.72% 6.18% 3.02%

3 2 1 5 6 4 9 7

117 229 245 105 86 117 31 48

47 26

10.45% 20.45% 21.88% 9.55% 7.68% 10.45% 2.77% 4.29%

4.20% 2.32%

TOTALS: 2013 - 1,554, 2012 - 1,118, 2011 - 1,123, 2010 - 1,056

FTAI Transport Manager Conference 2014 is go!

reight Transport Association Ireland (FTAI) has announced that its third Transport Manager Conference will take place on Tuesday, 25 March, 2014 at Johnstown House Hotel & Spa in Enfield, County Meath. The popular seminar, supported by Fleet Transport magazine, is sponsored by Finol, Enprova, Scania Ireland, and RSA Insurance Ireland, and will focus on ensuring transport managers have all the information, guidance and best practice advice that they will require on forthcoming legislation and enforcement changes.

Key topics to be covered by the conference include cyclists’ safety, the UK’s HGV Road User Levy, and Logistics Carbon Reduction Scheme. Guest speaker Denise Barry of the Road Safety Authority (RSA) will present on legislation updates, while Martin O’Halloran, CEO Health & Safety Authority (HSA) will present on Developments in Work Related Road Safety, Emerging Trends in workplace health and safety, as well as Enforcement emphasis for the HSA in 2014. In addition, FTA Ireland’s policy experts will be on hand to discuss the latest issues affecting

operators. A special ‘early bird’ price is available for anyone booking before 31 January of €220 + VAT per delegate. After that time the price for FTA or FTA Ireland members is €250 + VAT for the fi rst delegate and €220 + VAT for subsequent delegates; and for non-members €300 + VAT for the fi rst delegate and €260 + VAT for subsequent delegates. To book a place at the FTAI’s Transport Manager Conference, please go to the FTA Ireland website: htt p://www.ft ai.ie/events/ transport_manager_ireland_2014/ or call 01 822 0040.

New Fuso & Mercedes-Benz Dealers in Cork

ne of Ireland’s leading suppliers of commercial vehicles and municipal equipment, Walker Vehicles has been appointed Fuso Truck Sales & Service Dealer at its Rathcormac, County Cork facilities. Commenting on the appointment, Gerard Rice, M.D., of Fuso Ireland said, “As a highly regarded operator in a very important market location for Fuso, we are delighted to welcome Walker Vehicles to the Dealer Network.” Declan Malone, M.D. at Walker Vehicles added, “Mitsubishi Fuso Trucks is a brand with a long tradition in Ireland and a strong reputation for

that reputation in Cork and beyond.” Pictured L-R: Tim Cronin, Fuso Ireland and Michael O’Dwyer, Walker Vehicles Cork.

Meanwhile, Mercedes-Benz Commercial Vehicles has strengthened its business association with Cork Truck Services. From 1 January, Cork Truck Services, Old Mallow Road is the Approved Mercedes-Benz Light Commercial Vehicles Dealer for Cork city and county. quality, reliability and durability. With the new expanded Canter range we plan to further grow

The company which is also a DAF Trucks, Hyster and Trident Dealer has been an After-Sales dealer for Mercedes-Benz for a number of years. www.fleet.ie

6 | NEWS 111

Call for Own Account Operator Licensing

ith Minister for Transport, Tourism & Sport Leo Varadkar T.D. targeting the launch of an online facility for Road Haulage Operator Licence applications as one of his priorities for 2014, the Freight Transport Association Ireland (FTAI) has called for all commercial vehicles to be registered under an Operating Licence system. Unlike in Great Britain and Northern Ireland, only goods vehicle operators carrying other people’s goods – i.e. the ‘Hire or Reward’ sector – are required to hold a Road Haulage licence. This represents less than a quarter of all goods vehicles in use.

Ireland says that requiring operators who carry their own goods to hold a Road Transport licence makes overwhelming sense from compliance, road safety and environmental arguments. While acknowledging that holding an operator’s licence doesn’t ensure compliance, “the existence of an O Licence imposes clear responsibilities on the operator, obligations which are subject to sanctions. These sanctions are not clearly available at present within the Own Account sector. Providing an Operator Licensing scheme in Ireland would help the RSA and the Gardai identify and effectively target operators who break the rules, and help the industry improve the poor reputation it suffers throughout Ireland and across Europe,” he said.

Neil McDonnell, General Manager of FTA

CSO statistics from 2012 showing that licensed operators representing 19% of the national fleet carried 54% of the annual tonnage on just 35% of the annual laden journeys suggest that efficient vehicle utilisation is far higher among Licensed Operators than it is in the Own Account sector – making a strong environmental case for licensing, stated Mr. McDonnell. He rejects a perception that Operator Licensing is being sought by Hire or Reward operators as an ‘imposition’ on the Own Account sector, noting, “some of the most vocal advocates for Operator Licensing are within the Own Account sector.” Read Neil McDonnell’s case for operator licensing in full on www.fleet.ie

Quinn’s Trailer Innovation hits the road with Thermo King

hen it comes to refrigerated transport, the industry has developed a long way since the late thirties. At that time, ice and salt were the only practical way for hauliers to keep perishable shipments from spoiling.

Under the leadership of Micheal Quinn, the firm has the unique ability to manufacture each and every component on its truck bodies in-house. This gives Quinns total control over quality, ensuring every fridge body is built to the highest standards requested by customers. It also enables the company to meet its customers’ individual requests for customized truck and trailer body designs.

Over the last 75 years, the science of refrigerated transportation has advanced dramatically and the next years will no doubt bring about further customer-driven innovations to make refrigerated transport even more effective and efficient in the years to come. Today, innovative technologies and designs are already available to enable fleet operators to meet their goals. Quinn Refrigerated Vehicles, a leading manufacturer of temperature controlled refrigerated vehicles, trailers, and specialist vehicles in Ireland and the UK, was recently honoured at the Fleet Transport Awards 2014. Its new Quinn Arch 1360 Transcool semi-trailer was recognized with the Trailer Innovation award. The new semi-trailer can be considered an Irish thoroughbred, as Galway-based Thermo King

delivers the refrigeration unit. The SLXe 300 Spectrum unit, like its predecessors, has been designed to achieve low operating cost and maximum load protection with low environmental impact. Located in Athenry, Quinn Vehicles, a family owned company, has adapted through the years to meet the demands of an ever-growing transport industry. It started manufacturing refrigerated vehicles in the early 1980’s to supply the growing food industry, with diversification into other transportation markets in recent years.

In the neighbouring city of Galway, Thermo King, a manufacturer of transport temperature control solutions for a variety of mobile applications and a brand of Ingersoll Rand, has a manufacturing plant. Thermo King has been cooperating with Quinn Vehicles for decades providing Quinn truck and trailer bodies with innovative, efficient and reliable refrigeration systems. Both companies are known for placing great emphasis on maintaining individual service to customers and putting great care to meet their needs. The award-winning semi-trailer is currently on a roadshow through Ireland and the U.K. providing customers looking for reliable and efficient refrigerated transport units with the chance to experience this innovative solution first-hand.

Leading Lights in Road Safety Award for Philip Rice Advance ce Drive

hilip Rice, Managing Director & Instructor at Advance Drive School of Motoring in Galway was presented with the ‘Leading Lights in Road Safety Award’ for ‘Approved Driving Instructor of the Year 2013 for the Truck Category’ by the Chairman of the Road Safety Authority Gay Byrne and scooped the Nationwide Award for his recognition and contribution to road safety. Philip, a registered ADI since January 2009 was nominated in two ‘Leading Lights’ Award categories for both Bus & Truck and provides driver training in all categories of vehicles along

FLEETTRANSPORT | FEBRUARY 14

with delivering Driver CPC Periodic Training for Professional Drivers. He is also a member of the RSA’s Stakeholders Forum representing the West of Ireland. As said by MC of the Leading Lights Awards Event, Today FM’s Ray D’Arcy, “Philip really has all areas of Road Safety fully covered.”

Philip Rice, M.D. & Instructor at Advance Dr ive School of Motoring, Galway and Gay Byrne, Chairman of the Road Safety Authority

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8 | VIEWPOINT

Implications of UK Road User Charge are serious By Neil McDonnell, General Manager, Freight Transport Association Ireland (FTAI)

he November Toll Holiday proved a big success in increasing the numbers of HGVs using the tolled motorways. Toll free operations on the M1, M3, M6 and N18 showed an increase in HGV usage of between 11% and 16%, while Limerick Tunnel usage was up 60%, a figure that strongly suggests active avoidance by HGV users.

While the scheme has identified the problem, it doesn’t solve the dilemma as to what to do about it. Road tolling via PPP investments removes capitalintensive projects from the national balance sheet, while getting users to pay developers directly for our new road network. The problem, of course, is that many HGV operators are shunning the tolls to reduce costs. FTA Ireland considers this a false economy, as fuel used on secondary routes negates the savings of toll avoidance. However, “cost forgone” is always a tricky sell when an operator has a six-figure toll spend per annum. Except for bridges, tunnels and the M6 Toll, the UK has largely avoided the tolled road phenomenon. It’s not surprising, therefore, that the UK has decided to adopt a Vignette (time-based) system to charge for road use. From 1st April 2014, the HGV Road User Levy comes into effect. Its implications for Irish operators are serious. The UK will base its Vignette system around its VED (Vehicle Excise Duty) charge. So when a UK operator pays their VED charge for the year (or six months), they have also paid their UK Road User Levy. Thus there is no net increase for a UK operator, but all non-UK operators will incur a cost-increase equivalent to the UK VED charge for their vehicle type. These charges are shown in Table 1 below. The UK VED system is based on maximum laden weight, the Irish system is based on unladen weight. Most Irish HGVs would fall into VED bands E, F, or G, to a maximum charge of £1,000 per year. The comparison with the Irish rates in Table 2 is stark. The equivalent rates are between €2,500 and €4,900 for most units. While Irish operators might feel sore about the methodology, the UK Government can’t be blamed for trying to recover something from foreign operators. The real issue remains - what will Ireland do about it?

Tax Band (KGs)

Annual Half Year Quarter Year

Arrears (Per Month)

11001 - 12000 12001 - 13000 13001 - 14000 14001 - 15000 15001 - 16000 16001 - 17000 17001 - 18000 18001 - 19000 19001 - 20000 20001 - 21000

€2,490 €2,792 €3,094 €3,396 €3,698 €4,000 €4,302 €4,604 €4,906 €5,195

€249.00 €279.20 €309.40 €339.60 €369.80 €400.00 €430.20 €460.40 €490.60 €519.50

€1,381 €1,549 €1,717 €1,884 €2,052 €2,220 €2,387 €2,555 €2,722 €2,883

€703 €788 €874 €959 €1,044 €1,130 €1,215 €1,300 €1,385 €1,467

Irish operators aren’t taking it lying down. There has been a steady trickle of Irish operators who have either applied for a UK Operator’s Licence, or are purchasing a licensed UK operation. Ironically, the Diesel Rebate Scheme has played a role in their decision making. Since it’s open to all licensed operators (including non-Irish), there is no penalty for re-flagging a part of their fleet to UK registration plates. And the rates at which the Irish rebate is being paid (currently 6.6 cent for July-September) is insufficient for many to repatriate their Continental diesel purchases to Ireland. While the Irish rebate is higher than that payable in France or Spain, it is below that payable in Belgium, currently at 7.2 cent. We’ve spoken to one Irish operator, with just under 100 temperature-controlled articulated units, about the Irish/UK road tax issue. They are not unique: the same issues affect anyone with cross-border or GB traffic. At any one time, about 80% of its fleet is on the Continent, or in the UK. Their monthly fuel spend is approximately €500,000, of which €400,000 is purchased somewhere else in Europe. The Irish rebate is too low to tempt them into repatriating more diesel spend to Ireland. Most new units they purchase in 2014 will not be registered in the Republic. The confluence of the UK Road Levy, and the fact that they can avail of the Irish diesel rebate on an as-needs basis when in the Republic, means they will shift their “centre of gravity” eastwards. Apparently the Department of Transport is considering a usage-based (distance) system for Irish roads. This will be hugely expensive, impractical, and require a technological solution. It cannot be delivered in time for Irish operators. Ireland should rapidly reconsider implementing a system analogous to that in the UK. Were all operators on Irish roads to be charged Irish motor tax rates (with pro-rata charging for day, week or month usage, as in the UK) the expensive Irish road tax rates could be retained without distorting fair competition. The funds raised could be used to pay toll-road operators directly for HGV usage, while lifting HGV motorway tolls. We need to encourage HGV traffic onto the motorway network for all but the “last mile”. Some sectors have argued that such a system would be illegal; however the UK has limited road tolling in place, on top of which it is now introducing its levy. Why can’t we? Readers can check out how to pay the UK Levy at: http://www.northgate-ispublicservices.com/uk-hgv-levy.aspx PS: I’m sure if we did go for a time-based system like that in the UK, we’d get a really competitive quote from Northgate Public Services to run it. They’ll be collecting your UK Road Levy from 1st April 2014.

FLEETTRANSPORT | FEBRUARY 14

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10 | COVER STORY

Iveco Eurocargo: Perfect Business Partner

talian Embassies around Europe such as Madrid, London and Berlin hosted the launch of the new Euro 6 Iveco Eurocargo within three weeks of each other. In the case of the UK and Ireland, the residence of Ambassador Pasquale Terracciano in Th ree Kings Yard was the location of what was to be the fi nal new truck introduction for Euro 6. Senior Executives from Iveco travelled over from Turin to join the occasion including Lorenzo Sistino, Iveco Brand President. Following the welcome by his Excellency Mr. Terracciano, Claudio Zanframundo, Managing Director, Iveco UK & Ireland opened his presentation by stating that the Iveco Eurocargo is one of Europe’s favourite medium range trucks. Although made in Italy, it has European DNA throughout and is a truly global product. He described Eurocargo as "an icon in its segment for its versatility, quality and low operating costs." “The new Euro 6 version sets another record by combining superior power and optimized fuel efficiency through the exclusive Hi-eSCR technology.” Th is innovative development as featured in the Stralis range is a unique after treatment system that reduces nitrogen oxide (NOx) emission by over 95% without altering the combination process. Just as significant is that this system technology offers better performance, in terms of power and torque with a 2% reduction in fuel consumption. There is no penalty on usage of AdBlue required for the SCR – Selective Catalytic Reduction mode either. Visually, the new Eurocargo Euro 6 looks the same as its Euro 5 predecessor which availed of a serious makeover in 2008. (Could be another 5 years before we see a totally new truck). The biggest change is the new Tector 5 & 7 Euro 6 drivetrains developed by Iveco’s partner at CNH Industrial (its new parent) and FPT Industrial. FLEETTRANSPORT | FEBRUARY 14

Both units feature increased displacements of 4.5 litres and 6.7 litres, up from 3.9 and 5.9 litres respectively. Tector 5 (with 4 cylinders) now has increased power by 13% to 210 hp at the top end, with 160 and 190 hp the other options from this 4 cylinder block. Torque levels from the 210 hp engine have been improved by 23% with to 750 Nm at 1400 to 1800 rpm. The performance of the Tector 7 boasts a 7% increase in power of up to 320 hp joined by 220, 250 and 280 hp in the line up. For the 320 hp engine maximum torque reaches 1100 Nm between 1250 – 1900 rpm. Together with its transmission partners ZF, a new 12-speed Eurotronic automated gearbox is now available on Tector 7 powered models with 6 and 9-speed manuals and Allison full automatics are also on the system options. As Martin Flach, Product Director, Iveco UK & Ireland stated, “The Euro 6’s 4 cylinder 210 hp Tector 5 engine replaces the 6 cylinder 220 hp Tector 6 on the Euro 6, guaranteeing lower

fuel consumption whilst maintaining high performance. The 6 cylinder Tector 7 reaches a power output of 320 hp, while the previous 6 reached a maximum power of 300 hp. Despite the increased displacement, the Euro 6 engine and the relative exhaust gas aftertreatment system produced by FPT Industrial are even lighter compared to those of the engines produced by the main competitors, ensuring a greater vehicle payload compared to the market average,” he added. On average the Tector 5 and 7’s are 3-4% lighter. Martin then went on to explain how the High Efficiency SCR (Hi-eSCR) system works. “The SCR-only system utilises clean air to maximize combustion efficiency and minimise Particulate Matter (PM) production without the use of Exhaust Gas Recirculation (EGR), thus minimizing fuel consumption and maximizing performance. The post-treatment system uses a catalytic converter (SCR) which uses the chemical reaction with the water-urea solution (AdBlue) to convert the nitrogen oxide emissions produced during combustion into

COVER STORY | 11

His Excellency, Pasquale Terracciano

Claudio Zanframundo

nitrogen (N2) and water vapour (H20). The absence of both the EGR system and of an active regeneration particulate fi lter (DPF) also ensures increased engine reliability. Service intervals can now be stretched to 300,000 kms,” he added.

expanding the growth potential of all our brands,” he said. Among the expansion plans already underway is the development of a new assembly facility for trucks and buses in Rosslyn, South Africa.

Mr. Zaframundo emphasized that the Eurocargo is a reliable means of transport backed up by high levels of service support. He pointed out that Eurocargo enjoys 96% pass rate at an annual UK MOT test fi rst time, a significant result considering the industrial average is 77.6%. Martin Flach mentioned previously that the Eurocargo has the broadest range of variants – a whopping 11,000 ex-factory versions in all. He mentioned the manoeuvrability of the 2.1 m sized cab, with its turning circle of less than 11 m, (depending on the wheelbase chosen which covers from 4.1m to 10.2m in length). A 4x4 drive version is also produced. While the Eurocargo’s exterior remains unchanged, the cab’s interior has been upgraded with the instrument panel graphically redesigned. Apart from the usual info on fuel levels, fuel consumption, maintenance schedules, travel time and average speed, tyre pressure monitoring is included. On the safety front, EVSC (Electronic Vehicle Stability Control) is standard at 12 tonnes plus which incorporates Hill-Hold while links to Bluetooth, iPods, and iPhones are now possible. As before, cab types range from the Day variant to the Sleeper with a standard or high roof or a six-person double or crew cab. On the Smart Technology front, there is a new, original App for iPad available free from iTunes App Store in six languages. The fi nal words from Lorenzo Sistino, Brand President, Iveco, "Eurocargo is a product of excellence that our customers appreciate since its launch, and continue to do so, as demonstrated by the continuous increases in its European market share. Also the new Eurocargo Euro 6 presentation takes place at a time of evolution and development in our company." Mr. Sistino, former Head of Fiat Professional was referring to the bringing together of Fiat Industrial and Case New Holland (CNH) Global to become CNH Global. “The objective of this union is to reinforce the competitive position of CNH, Iveco and FPT Industrial, improving and

“After 22 years and nearly 500,000 units sold, Eurocargo is still in the prime of its commercial youth. Customers continue to prefer our vehicle, one generation after another, because they know it is a great product,” he concluded.

Evolution of the Iveco Eurocargo

urocargo has been a most successful product line for Iveco since fi rst launched in 1991. Over the decade the Eurocargo has received numerous international recognitions including the prestigious ‘1992 International Truck of the Year’ award. “The Eurocargo can define itself as the heir to a model series that has written history for medium weight segment. This history precedes that of Iveco’s foundation itself: from the rounded form of the Lupetto from OM in Brescia, first launched in 1959; to the more modern and angular Gamma Z in 1977 up to the introduction of a new turbo engine in 1987 with the TurboZeta range,” explained Martin Flach, Product Director, Iveco UK & Ireland. From its market début in 1991, the Eurocargo has always placed itself amongst the top-selling trucks in its segment, a testimony to its success. In 1999 the EL range was launched, specially designed for urban distribution applications. The new version features technical solutions such as a lowered cab, lighter chassis and tyres with a smaller diameter. The introduction of the Tector engine in 2000 and the restyling of the cab in 2003 further consolidated the status of this vehicle in its category. In 2008, Iveco presented an important vehicle renewal with a wide range of models, and a greater number of available versions and new features that guarantee customers a vehicle configuration which is increasingly more adapted for their requirements. Today, the Euro 6 Eurocargo is produced in Brescia according to the standard of World Class Manufacturing (WCM).

Iveco Eurocargo Timeline

Lorenzo Sistino Text: Jarlath Sweeney - editor@fleet.ie

1959 1977 1987 1991 1992 1997 1999 2001 2003 2005 2006 2008 2013

Lupetto Launch Gamma Z Launch TurboZeta Launch Eurocargo Launch ‘International Truck of the Year’ Eurocargo MY 97 Launch Launch of the new Eurocargo EL range Launch of the new Eurocargo Tector Eurocargo MY 2003 Launch Introduction of the new 140E and 160E variations Introduction of the Euro 4 & Euro 5 models New Eurocargo Launch Eurocargo Euro 6 Launch www.fleet.ie

12 | NEW FLEET

New Actros – a ﬁne legacy to Brian Grennan his high specification MercedesBenz Actros tractor-unit is the latest addition to Brian Grennan Transport’s fleet, purchased from Kinahan Commercials, Moate, County Westmeath. Sadly, the new Actros 2551 BigSpace was to be the last order made by Brian before he passed away suddenly.

with the haulage of feeds and fertilisers for J Grennan & Sons Ltd from its depot in R ath, Birr, County Offaly. In the past the company has worked on the Continent, primarily in France, Germany, Holland and Austria. At the Mondello Truck Show last July, Brian’s trucks were rewarded with Best Liver y Award.

At the age of 24, Brian established the company in July 2009 with one vehicle and over the years the number of trucks rapidly increased to 14 at this present time.

Currrently, 22 full time people are employed and sub contractors are also taken on at peak times. This new vehicle represents Br ian’s a mbition, energ y and dr ive for success. May he Rest in Peace.

Brian Grennan Transport operates mainly

Fuel efﬁciency of MercedesBenz Actros attracts

nother proud new owner of the multiaward winning Mercedes-Benz Actros is John McGarry, Castlerea, County Roscommon. The attraction of the International & Irish Truck of the Year to John is its superior driving comfort, and above all its impressive fuel economy. At the handover of the new Actros BigSpace 2551 tractor-unit at Kinahan Commercials, John said, “The overall efficiency of the new Actros best suits my business going forward”. John is pictured (left) with Greg Kinahan, Kinehan Commercials, Main Mercedes-Benz Commercials Dealer, Moate.

25 New Volvo FHs for Dixon International

eigning Fleet Transport Irish Haulier of the Year Dixon International has taken delivery of 15 of 25 new Volvo FH.460 tractor-units in a special way from supplier Irish Commercials, Naas. The whole episode of collection at the Volvo Trucks dealer to Dixon’s headquarters in Swords, County Dublin was captured on video and uploaded on YouTube and the view numbers on this 3 minute clip is increasing by there thousands!

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system, low height chassis and low profile tyres. Double fuel tanks and Volvo’s Dynafleet telematics system ensures that every litre of diesel is used most efficiently. All of the new FHs (reigning International Truck of the Year) sport Volvo’s new Aircraft Blue paintwork, a change from Dixon’s traditional Winter White - another distinguishing feature on the new fleet.

Destined for work on the Continent, which is no surprise as Dixon’s has scooped the Fleet Transport International Haulier award for threeyears-in-a-row, twelve have the standard 4x2 tractor configuration while three are 6x2s. All have Globetrotter cabs and I-Shift transmission on Euro 5 drivetrain. Other fittings include Volvo’s I-Park Cool air-con/cooling

Stamp’s mark of approval

hipping & Forwarding agents Stamp Transport (Enniscorthy, County Wexford) has put into service across the Continent four new Volvo FH13 tractor-units. Sporting the company’s trademark blue livery and personalised number plates, the new fleet additions are 4x2 left-hand-drive version powered by Volvo’s 13 litre 500 hp Euro 5 diesels. Supplied by McCarthy Commercials, main Volvo Trucks Dealers, Cork, the new trucks are also fitted with Volvo’s award winning Dynafleet telematics system. Text: Jarlath Sweeney - editor@fleet.ie

14 | REPORT

“European Truck Industry enables growth and prosperity”

ACEA Truck of the Future event, Brussels, Belgium

ctive dialogue between representatives of the truck industry, European policy makers and relevant stakeholders concentrated on the current status of the industry, future topics for the sector and the expectations on policy makers at the 10th annual ACEA Conference in Brussels. Under the topic headline ‘The Truck of the Future: Innovation, Fuel-Efficient, Safe,’ the event hosted by the organization that governs the European Automotive Industry (ACEA) and held at the Royal Museum of Art and History began with a press briefing guested by Erik Jonnaert, recently appointed ACEA Secretary General and Wolfgang Bernhard, CEO Daimler Trucks and Chairman CV Board ACEA. “The European truck industry is in very good shape and if all of us work together and live up to our responsibilities, we’ll keep winning,” was the clear statement made by Dr. Bernhard before inviting questions to media present representing the automotive and financial sectors. The Daimler Trucks’ boss gave his thoughts on the future of the truck industry, looking beyond shortterm market developments. “In terms of technology, European commercial vehicle manufacturers have made great progress, be it active safety, emissions or fuel-efficiency,” he said, and followed with a number of memorable points highlighting that the truck industry has done its homework: • • •

A decrease by 60% in the number of truck accidents with fatalities over the last 10 years; Nitrogen oxide and Particulate emissions of European commercial vehicles have been cut massively, with Euro 6 emissions down 98% since 1990; European truck manufacturers are the world leaders in fuel efficiency. The modern long-haul truck of today is 30% more fuel efficient than 30 years ago.

Connie Hedegaard, European Commissioner for Climate Action

Cindy Miller, President, UPS Europe

Dr. Wolfgang assured his audience that the industry is certainly not resting on its laurels. "We want to offer even more advanced technologies tomorrow. Why? The reason is simple – customers and competition drive us to that end," he emphasised. "That’s why all European truck manufacturers have invested over €6 billion in development of Euro 6 technologies, keep pushing active safety technologies and have committed to a 20% reduction in fuel consumption from 2005 to 2020. Still there are issues we cannot solve alone and that’s where we need co-operation with policy makers and smart regulations." Leading into the debate and discussions that were to follow, Dr. Bernhard raised the question of the expectations of policy makers and said, “For commercial vehicles, we don’t need CO2 regulation, we need to focus on more transparency for fuel efficiency for one important reason, customers are best regulators as they have to earn money with trucks, calculate and decide based on hard facts. If we give customers full transparency on fuel consumption, then the most efficient products will be the most successful ones. Customers, the environment and the economy will all benefit,” he maintained. The complexity of the high variety of truck and trailer combinations was also highlighted. “As regulation by CO2 limits is sub-optimal at best FLEETTRANSPORT | FEBRUARY 14

Live Twitt er feeds

REPORT | 15 and virtually impossible at worst, in our view the necessary solution is the development of measuring methods that cover the wide varieties in vehicles and missions. Th is would allow for a transparent comparison of vehicle performance, and would help customers to purchase the best vehicle in terms of cost of ownership.” “For future efficiency gains an integrated approach will be required, and while the truck industry will not shirk responsibility, others must do their part as well. To see significant improvements in fuel efficiency, we need to optimize more than just tractor and trailer,” he said, giving examples including improvements to the transportation infrastructure, ensuring the ideal set up of trucks

and their loads, driver training and telematics, amending vehicle weights and dimensions, and increasing availability of second generation biodiesel. His third main point dealt with meeting the needs of the pending growth in transport volumes – estimated at 1.5% annually. The truck industry will remain the backbone of the industry and the dominant force in carrying about 90% of all goods across Europe. “It is the best solution due to its speed, flexibility and efficiency,” he stated. In conclusion, Dr. Bernhard proudly said that the truck industry is an enabler for growth and prosperity and with a total of more than 3.6 million

people in Europe working for the commercial vehicle industry, he asked the ultimate question, “Can you imagine an economy without in and outbound logistics as nearly every industrial job depends on road transport? As everyone wants free movement of goods, a safe job and a thriving economy, the substitution of road transport by rail transport, as proposed by some policy makers, simply doesn’t make sense. What does make sense is Intermodality. All means of transport to tackle future growth is called for instead of just substituting one for another. We have to discuss how we get there together, free of ideology, free of bias and free of prejudice.”

Europe will continue to set the benchmark for the world

t the ACEA Transport Policy event Dr. Bernhard elaborated on the topics discussed earlier in the day, taking a closer look at the EU truck industry’s record with active safety. “Thanks to new braking systems, trucks have nearly the same stopping distance as passenger cars. Given the pure physics involved, this is an amazing accomplishment! It’s also a real success story for joint efforts of EU policy makers and our industry, together we have set the right priorities for the development, commercialisation and market penetration of active safety systems. Europe will continue to set the benchmark for the world,” he said proudly. “We’re already working hard on technologies beyond 2020. Those include, for example, pedestrian detection and a turning assistant, which will help the driver to discover blind spots when turning left or right.” Relating to the environment and the extent to which the collective European truck, bus, van and engine manufacturers have taken to reducing harmful emissions and lowering fuel consumption, trucks and vans are among the cleanest and most efficient modes of transportation, especially in Europe. "Taking payload and average fuel consumption into account, we have the lowest CO2 emissions of all major regions: • • • •

Japan has an average emission rate of CO2 43 grams per tonne-kilometre; the US average is 41; China is 36; while Europe is just 32."

trucks, stating, “Driver stress and fatigue are the biggest risk factors and we all have a social responsibility to make a change.” The Debate Group Session moderated by UK TV personality Cathy Smith, had guest speakers Cindy Miller, President, UPS Europe; Jos Delbeke, Director General, Climate Action; and Fotis Karamitsos, Deputy Director-General, Mobility & Transport. Ms. Miller through her global company UPS is one of the converts to alternative fuels and creating efficiencies through their distribution chain. She also advocates driver training and driver safety.

Dr. Bernhard and Erik Jonnaert

our customers to reduce their costs.” Also speaking at the event were Connie Hedegaard, European Commissioner for Climate Action and Olga Sehnalova MEP. Former Danish Minister for the Environment, Ms. Hedegaard got immediate attention with her statement that emissions from commercial vehicles are on the rise – despite the collective efforts of engine manufacturers – and that the European Union must act “By 2020” she said, “a 10% reduction must be achieved. Despite some improvements in fuel consumption efficiency in recent years, heavy duty vehicle emissions are still rising, mainly due to increasing road freight traffic.”

On the issue of calculating CO2 emissions from trucks beyond Euro 6, Dr. Bernhard delved further into the subject, “The truck market’s complexity can hardly be ref lected in any legislation. Instead, we should put our focus on a more stable foundation, that is, the development of measuring methods that cover the wide variety of vehicles and missions.”

She admitted that there is a knowledge gap in determining the method of calculating CO2 emissions from heavy commercial vehicles.

“By developing a computer simulation based on real-world data, the Commission has already laid a solid foundation to do just that. Basically, the system can calculate the specific emissions data for each individual truck configuration. Th is value will be very close to reality. Our industry fully supports the development of this method, as it will improve the real-life declaration of fuel consumption in the truck industry, and thus help

Olga Sehnalová, an MEP from the Czech Republic spoke about the social responsibilities in achieving sustainable safe transport. By that she explored the numerous elements that innovation comes under, from planning, human resources, time and money, impact on the environment, social aspects, etc. She then highlighted the high number of fatal accidents on Europe’s roads amounting to 30,000 per year, over 4,200 of these involving

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

Mr. Delbeke expressed concern that the increasing number of trucks on the road required to meet growing demand will require modifications to vehicle weights and dimensions “to allow added flexibility.” “Improved aerodynamics will reduce fuel consumption and CO2 emissions also,” he said. A call was made to improve the driver’s field of vision to decrease pedestrian and cyclist vulnerability. Dr. Bernhard argued the point that to redesign cabs would cost millions and explained that the most cost effective method is to reduce drag at the rear of the truck’s trailer which, with the proper fit for the application involved, could reduce fuel consumption by up to 30%. The potential of Natural Gas as an economical alternative source of fuel was highlighted by Ms. Miller. UPS has invested heavily in both CNG (compressed) and LNG (liquefied) Natural Gas, and has reaped the benefits in carbon reductions to the tune of 27,000 tonnes CO2 from the 2,500 gas powered vehicles. Other topics under the spotlight included Electric Power, tyres, telematics and safety enhancements on HGVs. Participation from the audience was on-going through Social Media. Live updates from Twitter were put up on the big stage screen for all to see with Cathy Smith regularly taking questions from the feed. Erik Jonnaert, Secretary General, ACEA summarized the event and was pleased with the "positive vibes felt throughout its richness in terms of content," he said. "Individuals working in the industry must come together to work together along with policy makers and other stakeholders to fi nd solutions to issues that lie ahead. One thing for sure," he emphasised. Trucks will have a major role in the movement of goods into the future." www.fleet.ie

16 | FLEETING SHOTS

Berliet at Retromobile 2014

t the 39th Retromobile Show in Paris from 5/9 February, the Berliet Foundation will display four of its vintage vehicles at the exhibition that will commemorate the 100th anniversary of World War I. The special vehicles on show will be the Berliet CBA, which was built to be a mobile surgical unit, the Latil 4x4 trailer and the Peugeot 1525 canopy covered flatbed at the Renault FT17 victory tank. At its own stand the Berliet Foundation will feature a Laffly D2 type road sweeper from 1921, which was in service for more than 20 years in the city of Grenoble.

Reading Matters - Book Review

Irish Ferries – An Ambitious Voyage Published by Ferry Publications €26.00 ISBN 978-1-906608-60-6

Alexandre Laffly created the brand in 1896, when he bought out a steam roller manufacturer in Ballincourt, with the first road sweeper designed in 1912. When the brand went bankrupt in 1952, some management and staff joined Berliet which helped the Courbevoie company’s progress in building road transport and firefighting vehicles.

liquidated Irish Shipping, and on to the buy out of B&I Lines. Rothwell who climbed the company ladder to become CEO was involved in the aborted management purchase proposal in recent years which happened during a massive investment in its fleet and port facilities. There is no doubt that the Icelandic Volcanic Ash debacle that grounded airlines shed new light on the clear-cut alternative that ferry ships offer. The book provides the same.

t. Patrick led the way not only for introducing Christianity into Ireland but for giving his name to the fi rst ferry ship of Irish Continental Line to sail from Rosslare to Le Havre in 1973. That new subsidiary of Irish Shipping, better known to us as Irish Ferries, celebrated its 40th anniversary last year. To acknowledge the landmark, a new book, Irish Ferries – An Ambitious Voyage jointly written by Miles Cowsill and Justin Merrigan was published recently. While the 144 page hardback charts the currents of the cross-channel ferry trade between Ireland and Britain over those few decades, the book also explains the history of Irish maritime from the steam ships era of the mid 1800s. The history and origins of every ship that sailed under the Irish Continental Line/Irish Ferries Flag are well described and pictured. Two of its vessels for instance, the Leinster and Connacht share the unique distinction of having the most number of changes to their funnel colours in Western Europe. Today Irish Ferries carries €9 billion worth of exports every year as well as 1.5 million passengers, 350,000 cars and 180,000 trucks/trailers, indicating the significant contribution it makes to our island nation. But during the past 30 years it was not all plain sailing for the Irish Continental Group company, as stiff competition, proposed buyouts from both management and other interested parties and Union strife took their toll on the shipping line that still fl ies the white shamrock logo on its funnels, a remnant from its former Irish Continental Line parent. One person, Eamonn Rothwell, has been in the thick of it all, involved in the happenings right from the early days of putt ing the new company together to the take-over of the

‘Fleet’ Kit bags for Claremorris RFC

laremorris Colts Rugby Football Club, established in 2009, entered the Connacht Junior League this season. To mark the continuous progress of the Club, particularly their under-age set up, Fleet Transport Magazine has sponsored kit bags for the squad. Claremorris Colts Rugby Football Club, established in 2009, entered the Connacht Junior League this season. To mark the continuous progress of the Club, particularly their under-age set up, Fleet Transport Magazine has sponsored kit bags for the full Junior Team squad. Pictured at the handover are two members of the Colt's Junior Team, Dara McDonagh and Padraic Kilboyle with Jarlath Sweeney, Group Editor, Fleet Transport Magazine. FLEETTRANSPORT | FEBRUARY 14

Transport Companies Wanted for Deliveries to Stores Lidl is a European wide company in the food retail market, with three warehouses in the Republic of Ireland servicing our network of stores.

We are looking for transport companies to handle the daily, internal store deliveries for a long-term business relationship. Whether a company is regional or international, we seek partners who have a high degree of ﬂexibility, reliability, quality, service and who are willing to develop and grow with us. The ideal company we are looking for is well established in the haulage market and has a medium to large ﬂeet of high quality trucks and trailers. The goods to be transported consist of both temperature and non-temperature sensitive goods that are picked on pallets. The vehicles will primarily be used for round trips i.e. the start and end points of a trip will always be the central warehouse. Transport companies can express an interest in operating within one or all of our regions, namely Newbridge, Charleville and Mullingar.

Technical Requirements · Articulated and rigid trucks designed to carry foodstuffs · Dual evaporator trailers and splitter doors · Detailed technical requirements will be speciﬁed during the tender

Interested? Please contact us at the below email address with a brief proﬁle of your company and your contact information by Friday 14.02.2014: Email: logistics@lidl.ie Lidl Ireland GmbH, Great Connell Road, Newbridge, Co.Kildare

18 | CONSTRUCTION

New Volvo FMX – Tougher than the Rest!

ipper drivers are a special breed. They have to soak up all that happens underneath them, whether on or off-road. Vibrations up through the steering column puts strain on their arm, shoulder, neck, and back muscles, not to mention the pressure on tendons and ligaments. Still, they don’t complain (too loudly at least) as they gallantly go about their daily chore from ‘pit to tip’. Volvo Trucks has invested heavily in redeveloping its award winning FMX construction chassis to not only ease the life of the multi-axle driver but also provide the operator with solutions to increase efficiency and productivity. Back in its hometown of Gothenburg, the Swedish brand that proudly wears the ‘Iron Mark’ symbol has looked into every aspect of making the original FMX better. Of course, it has had a good base to start from. Many may be surprised that this revamp of the FMX came after only three years, but thanks to Euro 6 some changes had to be made similar to the other new Volvo Truck models launched from the FH, FM, FL and FE. With the FMX, it went the ‘whole hog’! Some of the main features installed into the FMX II include the new family look (with 3 piece bumpers), advanced steering systems, and changes to the suspensions. Additional configurations are offered with the 8x4 Tridem

Front Section FLEETTRANSPORT | FEBRUARY 14

with its rear lift steering axle, a major advantage for certain applications. Driver ergonomics have been enhanced also with a well thought-out interior cab design. In taking part in the Volvo FMX Dealer/Customer Product Experience event we discovered just why Volvo Trucks want the FMX to become the Driver’s Choice, and aims to achieve this objective through desirability and appreciation of what has been accompanied through technology and innovation. “With the new FMX, we created a truck that is fit for purpose - strong and desirable,” said Martin Williams from Volvo Trucks UK & Ireland. In a presentation on Functional Design, he mentioned that the new chassis frame is mounted 40 mm higher than the outgoing Euro 5 version, due to the larger Euro 6 engine and the additional cooling required. The new sump guard with holes to its rear-most section allows for drainage and access to filters, etc. Other groundbreaking elements include the Dynamic Steering system and new rear air suspension while the steerable multi-axles with their hydraulically steered tag and pusher axles provide impressive manoeuvrability for the operator inside the cabin. The fresh look extends to a new full dash display console, with the info screen located on the side panel that covers Sat Nav, Dynafleet, telematics and reversing camera. Slimmer seats (hard wearing) and steering column allow for more knee room, while all around ‘Smart’ storage areas are to be found. On the floor, thick rubber mats facilitate easy cleaning and air-gun blasting can be done through a connection on the back of the seat. When asked for feedback, operators and drivers questioned the position of the foot lever for the steering adjustment, why the windows do not go down fully and why the bottom of the door panel does not cover the second step, points duly noted by Martin and Arne Knaben, newly appointed MD of Volvo Trucks UK & Ireland.

The next work station centered on superior handling with Brian Anderson, another Volvo UK & Ireland representative explaining about the enhanced productivity reached through ensuring metrics such as load capacity, cycle time and vehicle utilization are met in full. Some time was given towards explaining about the new rear air suspension and the Tridem axle configuration in particular. Volvo 8-wheeler operators and drivers have for years appreciated the B-ride bogie system on offer and Brian and his team are confident that the new rear air suspension will not only be as durable as the traditional multi-leaf spring layout, but ensure that the ride and handling of the multi-axle vehicle will be much better, while at the same time reducing component wear around that heavy load sensitive area. “Less wear and tear on the driver too,” says Brian. There is no issue relating to tipper stability, as tests have proven positive. On the Tridem configuration, manoeuvrability is the key here as well as saving on tyre wear, as the rear most single steering axle lifts when not required, something that cannot be done on the second steering axle up front. There is however a slight weight penalty of up to 180 kg but price wise, little difference. Brian described Volvo’s Active Dynamic Steering System as the biggest development from the company since the I-Shift automated transmission. Available as an option for around €3,000, it changes how steering control is achieved and projected up

Martin Williams

CONSTRUCTION | 19

The Driving Experience

ons of inspirational insight and real, hands-on experience of the new Volvo FMX was to be had at Kållered Quarry. The massive live working construction extraction site was very messy and mucky due to the heavy rainfalls providing higher level challenge to both the machinery and the pilot! A broad selection of FMX tippers with varying configurations were available over two differing courses within the vast multi-level site. First up for us was the 410 hp 6x2 which helped to set the pace and basically do a ‘recce’ on the ‘Extreme Course’ laid out. Along the pathway full of hillocks and troughs with sharp turns in between the trees, the 410 horses were pushed hard. With a few more pounds of torque added, it would have performed better. In contrast, the 460 hp 8x4 was more of a thoroughbred as the 12-speed I-Shift transmission galloped along gracefully. We even set the cruise at 1100 rpm, to help control things on the rumble section, with diff locks on of course.

FMX 420 4x4 Tractor

Moving further up the power scale with the 500 hp 8x4 Tridem with the Active Dynamic Steering. At 41 tonnes, the whole unit was impressively smooth with little vibration up through the steering column. Steering feel was different than normal, but while it did seem a little lighter than standard versions, it felt precise and controlled. Manoeuvrability was noticeably better too. There was big contrast between that and the final FMX driven on the day which turned out to be the most challenging of all. The 4x4 tractor-unit with short trailer, leaf springs and drum brakes was like going back to the old days especially with its bigger steering wheel than the others and ‘rough’ driving experience. This combination earns its bread ‘n’ butter around tough and unforgiving terrain as witnessed here.After a short while, one got climatised to the working conditions and the temperament of the beast.

FMX 500 Tridem

returns to centre as part of the technology. This technology is also brilliantly demonstrated on another YouTube video featuring Jean-Claude Van Damme doing the splits while standing on the mirror frames of two Volvo FM’s. “This feat could not have been done without Volvo’s Active Dynamic Steering,” explained Arne at lunch taken on site at the massive quarry at Kàllered outside Gothenburg. Tridem provides better traction to the rear wheels due to the rear most axle pressure at the front steering axle. Drive to these foremost wheels can be engaged when needed also. Needless to say, it will be needed only 5% of the time on or off-road. FMX 540 10x4

to the steering wheel forever. Thanks to an electric motor fitted to the steering system (which controls and monitors any sensation up to 2000 times per section) little or no effort is required by the driver, especially at low speeds. (Just ask Oscar,

the hamster star of Volvo Trucks’ demo of this innovation on YouTube - check it out!). At higher speeds, driver stability is improved with diminishing effort required and the steering always

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

Engine choice stretches from the 6 cylinder 11 litre D11K330 hp to D11K450 hp while at the upper side, the 13 litre 6 cylinder D13K420 hp has the D13K540 hp at the top end. All Euro 6 engines are mated to Volvo’s I-Shift transmission with 14-speed manual gearbox and PowerShift fully automatic are also on the Specification Sheets. www.fleet.ie

20 | SAFETY

Creative Value Haldex at Solutrans in Lyon Load Transfer is critical

Fleet+ Vehicle Speed

‘C

reating value’ was the focus of the Haldex stand at the most interesting Solutrans exhibition in Lyon, France late last year. “Intelligent solutions that create added value. This is the competitive edge that Haldex was quick to identify and pursue further,” stated Diana Spieler, Marketing Communications Manager, before going on to present an overview of the exhibits: The next generation of tried and tested ramp approach assistance systems, EB+ Soft Docking, offers optimal rear area detection, enhanced electronics and state-of-the-art sensors. Wave goodbye to unwanted dirt and foreign bodies in your pneumatic system with the Haldex creation Protect-O coupling: Th is device is a diaphragm that automatically seals the palm coupling when the air hose is disconnected. Ideally balanced axle loads for towing and towed units are provided by the new system EB+ Load Transfer. Limited only by possibility, the EB+ Load Transfer system relieves load on the last trailer axle, which counters overload of towing vehicle drive axles in the event of uneven trailer load.

The new ILAS-E+ lift axle valve offers extremely rapid response thanks to optimised f low conditions. Up to seven ports give the customer

features are extensive additional functions and a new extremely sturdy casing for the ECU. The perfect addition to EB+ Gen3 is Fleet+ data analysis. In-depth analysis of trailer data and faster focus on details are the strengths of this system, which Haldex pioneered over ten years ago, and that continues to set standards today. Fleet+ also impressed the judges of the coveted Trailer Innovation Award 2013 and won the Smart Trailer category.

outstanding flexibility if they decide to add more connections. The TEM - Safe Parking Single is a practically foolproof method of handling uncoupled trailers. The trailer module prevents accidental deactivation of the parking brake and thereby eliminates all associated risks. Air disc brakes from the ModulT family are available in 22.5-inch and 19.5-inch versions. Customers benefit from a lightweight brake that is extremely maintenance-friendly. The new generation EB+ Gen3 electronic braking system from Haldex offers a wide range of connection options. Th is is exactly what the steadily increasing number of electronically controlled trailer systems requires. Other typical

The Haldex TPMS (Tyre Pressure Monitoring System) offers considerable potential for savings and increased traffic safety: the system monitors not only tyre pressure but also tyre temperature. RoRo function for air suspension systems with both single and double circuits: COLAS+ achieves this. The raise/lower valve can lock the structure into a fi xed position. The Reset to Ride function automatically activates the driving position at a defi nable speed as soon as the driver moves the vehicle. Diana concluded by saying, “Haldex has enhanced its customer service with new online support from Haldex Remote Services, a comprehensive update of the Findex product navigation tool and last, but not least, a brand new edition of the extensive Aftermarket Catalogue for Europe, which was released just in time for Solutrans.”

Soft Docking braking at the ramp Haldex TPMS data transmission

FLEETTRANSPORT | FEBRUARY 14

Text: Rob Van Dieten - rob@fleet.ie

Unlock your company’s potential. Asset Finance We offer competitive rates and up to 100% finance options for our customers. Asset Finance is the flexible repayment way to grow your business. Drop into any branch • 1890 47 47 47 • aib.ie

Warning: You may have to pay charges if you pay off a fixed rate loan early. Lending criteria, terms and conditions apply. Credit facilities are subject to repayment capacity and ﬁnancial status and are not available to persons under 18 years of age. Security may be required. Allied Irish Banks, p.l.c. trading as AIB Finance & Leasing provides Asset Finance by way of Hire Purchase. AIB Leasing Limited trading as AIB Finance & Leasing provides Asset Finance by way of Leasing. Allied Irish Banks, p.l.c. and AIB Leasing Limited trading as AIB Finance & Leasing are regulated by the Central Bank of Ireland.

22 | CV FINANCE

Commercial Vehicle Finance Offerings in focus

e’re a long way from returning to the heady days of pre-Celtic Tiger commercial vehicle sales, but with tentative signs of growth in the moribund van and truck markets, many transport companies and operators will be reassessing whether to take the plunge and invest in new vehicles in 2014. The problems in obtaining fi nancing over the past number of years have been well documented, and clearly no lending institution is going to advance money without careful checks these days. That said, virtually all lenders say they are open for business. Is there still a disconnect between fi nancial lenders and their customers? Many operators might say so, but clearly the days of turning up ad-hoc hoping to get fi nance are gone. Equally important is deciding on the right kind of fi nance package. Few businesses are in a position (or would even want) to purchase new vehicles without some sort of fi nancial loan, but choosing the right package at the right rates is as important a decision as deciding on what brand of van or truck to opt for. Get it wrong and you could end up paying many thousands extra over the life of the fi nancial package. With some manufacturers and distributors now offering in-house fi nancial plans, it pays to shop around as often – though not always –they may offer subsidised fi nancial packages at more att ractive rates than the traditional banking institutions. As regards what’s popular, Hire Purchase and Business Lease Plans continue to dominate, whereas unlike in the UK, there has been relatively low take-up so far on Contract Hire packages. Increasing in popularity too are repair and maintenance packages which can benefit long term fi nancial planning. Fleet Transport asked all the major van and truck distributors as well as the major fi nance houses to outline what sort of fi nancial packages are on offer to customers in 2014. In this issue we outline what the fi nancial institutions and

FLEETTRANSPORT | FEBRUARY 14

HGV distributors have to offer, with commercial vehicle fi nance offerings for vans covered in next month’s Fleet Transport.

the term, but a typical Internal Rate of Return (IRR) would be in the region of 5.9% - please note this is an IRR rather than an APR.

FINANCIAL INSTITUTIONS

AIB Finance provides finance for terms ranging from 6 to 60 months typically, but can fi nance an asset over a longer period in certain circumstances. The minimum amount for finance is €5,000. Other Lending criteria, terms and conditions may apply, and security may be required depending on the individual deal.

Bank of Ireland Finance Bank of Ireland Finance provides a number of funding options for Business/Fleet customers through franchise relationships with various dealers. Additionally it provides vehicle stocking and retail fi nance solutions to 14 franchises and there are bespoke fi nance offers in place through these respective franchises which provide customers with a variety of funding options. These offers are provided on Business Hire Purchase, Business Vehicle Lease and Business Vehicle Lease (Contract Hire) with rates ranging from 3.9% APR on some manufacturer subsidised campaigns up to 8.75% APR for standard funding rates. Trends Clare O’Riordan of Bank of Ireland Finance says the market is extremely competitive with mainstream banks, credit unions and forecourt fi nance which is offered through the various main franchised dealers actively offering and targeting potential purchasers. She notes that manufacturer supported “Subsidised Finance Offers” have gained in popularity and can benefit the customer with an att ractive lower funding rate. As regard challenges, the continued availability of credit and an increase in business confidence is essential to support future growth in the sector.

AIB Finance Brendan Crowley, Head of Asset Finance – Corporate & Business Banking, AIB Finance & Leasing says that AIB Finance offers the following packages for fi nancing both light and heavy commercial vehicles (1) Business Purchase Plan (HP), (2) Business Lease Plan and (3) Contract Hire Rates obviously vary depending on the individual asset being fi nanced, the amount involved and

Trends According to Brendan, about two thirds of product uptake is for Business Lease and a third HP, with Contract Hire not as popular as they would have expected. He expects a strong Quarter 1 in 2014 due to remaining Euro 5 stock being sold but notes the market could tail off significantly. One of the major concerns facing distribution companies is stability of fuel costs.

PTSB Permanent tsb doesn’t offer specific commercial vehicle packages, rather a general car loan offering covering both commercial and personal vehicles, for which commercial vehicle owners can apply.

Cl ose Brot h er s Finance

Com m erci a l

The bespoke asset fi nancial solution specialists to small and medium enterprises offer a selection of asset fi nance packages for commercial vehicle fi nancing including Hire Purchase, Leasing and Invoice Finance - a fi nancial solution based on the money a company is owed from its customers. Additionally Adrian Madden of Close Brothers Commercial Finance says that they believe they are the only company offering Re-Finance – providing refi nance packages to businesses based on the value of equity in existing assets. It’s a package that is growing in popularity says Aidan, as SME’s can raise funds on existing units that are free of fi nance.

CV FINANCE | 23

HEAVY GOODS VEHICLE Track Parade DISTRIBUTORS MAN MAN Importers Ireland Ltd offers fi nance packages via MAN Financial Services Plc (MFS). Micheal Hynes of the importers says that 93% of its business is fi nanced through MAN Finance. “We fi nd the flexibility and speed of response is and will be a major plus for our future,” he said, adding “With the cost of Euro 6 vehicles we will be offering all fi nance packages especially a very competitive Operational Lease package with a very competitive R & M contract.” MFS in Ireland provides a complete range of fi nancial products to suit fleets of all sizes, including hire purchase, operating lease, fi nance lease and contract hire packages as well as extended manufacturers warranties. MAN Importers also offers through its service department, tailored comprehensive repair and maintenance contracts to suit your specific requirements.

SCANIA Scania offers financial packages via Scania Finance Ireland, a wholly owned subsidiary of Scania CV AB Sweden. Karl Wicks of SFS says that Finance Lease remains the preferred funding method with VAT collected monthly on the rentals rather than at the start of the agreement as is the case with Hire Purchase. He adds “For the right business, fi nance leases also allow for a faster write down against tax. Karl expects 2014 to be similar to 2013, as customers look to replace ageing vehicles or add to their fleet as new business is secured. “Scania Finance Ireland’s aim is to continue to work hand in hand with our dealerships in order to provide a ‘one-stop-shop’ solution whether businesses operate a single vehicle or a large fleet.“ he added.

FUSO TRUCKS Gerard Rice of Fuso Ireland advises that FUSO Finance is offered in partnership with Bank of Ireland Finance, with a current att ractive base rate of 6.5% through the FUSO sales network in Ireland. Th is is, he says, a very competitive rate for a new commercial vehicle, available on both the light and heavy Canter truck range.

DAF TRUCKS DAF Distributors Ireland offers financial packages through Deutsche Finance, through which DAF can offer a range of Finance Packages and Repair and Maintenance Contracts tailored to individual customer requirements.

VOLVO TRUCKS Volvo Trucks offers fi nancial packages via Volvo Financial Services. Steve Williams of VFS Financial Services Ltd says the lender supports the Volvo Group dealers with a full range of facilities tailored to individual needs, from new start business to Blue chip companies, for Trucks, Bus & Coach and Volvo Construction Equipment. On both new & used vehicles Text: Cathal Doyle - cathal@fleet.ie

(subject to age and spec) VFS Financial Services offers Hire Purchase, Finance Lease, Operating Lease and Contract Hire. Insurance products will soon be launched for Write off protection cover (GAP) and Road Risk insurance. “The most popular product in Ireland is Finance Lease, that provides excellent cash flow benefit, but increasingly we see operators looking at the comfort of Contract Hire” says Steve.

RENAULT TRUCKS Renault Trucks Financial Services (RTFS) offers a variety of fi nance packages for Renault Trucks’ business customers. Neil Francis of Renault Trucks says fi nance rates are extremely competitive based from 5% upwards. The keener rates depend on certain factors. Creditworthiness obviously being the prime factor, equity deposits are key as well as any trade-ins which would boost the debt to equity position. Seven year money can be offered in exceptional circumstances. All customers who have availed of RTFS fi nance have opted for a full payout fi nance lease.

DENNIS EAGLE Renault Trucks Financial Services (RTFS), the in-house provider of fi nance for Renault heavy and light commercials now provides fi nance to Dennis Eagle. According to Neil Francis of Renault Trucks, this is done on the basis that the Dennis has a Volvo engine and that the low entry cab Renault Access is effectively a Dennis Eagle. The life span of the Dennis Eagle chassis goes from 10 to 12 years and there is value in the unit well after the lease has terminated. Most operators will not be keen to hand back the vehicle once a contract hire/op lease fi nishes. It is not a complicated fi nancial scenario. A fully comprehensive insurance policy with the fi nance companies interest noted on the policy is now mandatory.

Looking at fi nance trends, Neil notes that because none of the captive fi nance providers and indeed all of the domestic lenders will not bridge the VAT on hire purchase this product has fallen off in popularity. Furthermore even though the trend in the UK and mainland Europe is going further and further down the up lease/contract hire route – this trend has not been mirrored here in Ireland. www.fleet.ie

24 | TRAILER

Hireco Trailers – ‘We don’t just hire trailers’

n late 2013, Hireco Trailers moved its operational base from Dublin Port’s Tolka Quay a few short kilometres to East Road just off North Wall Quay. However the move was not simply a change of address. The relocation was to allow Hireco to expand on the core trailer hire business, and provide a wider range of services to meet the ever changing needs of the transport industry.

Importantly at Hireco Park drivers that park overnight are also well catered for. The site has showers, rest rooms and free Wi-Fi. Close by and within walking distance of the yard are additional facilities including a cafe, shops, and cinema. If more adventure is needed the nearby Luas line will bring drivers into the city centre, or indeed link up with national bus and rail services to anywhere in the country.

In addition to providing the regular short or long term hire of skeletals, curtainsiders, fridges and double-deck trailers from their new address of Hireco Park on East Road, the company can offer a fully monitored 24 hour secure parking service for up to 150 vehicles.

However secure parking is only one of the services Hireco intends to provide for operators. A paint shop and maintenance facility is already in place, and will soon include a rolling road where it is intended to offer a pre-check for the annual vehicle roadworthiness test.

The lack of suitable secure parking for heavy vehicles in the Dublin Port area has always been an issue. Th is can be seen by the number of operators who signed up for long term slots, and the high demand for occasional spot parking which can be pre-booked at East Road. After-hours access can only be granted when security codes and registration numbers are cleared through the monitoring systems. Hireco staff are on call 24/7 to resolve any queries that may arise, and all staff can access the network of cameras directly from their smart phones which give a real time view of all activity on the site through a clever IT system.

While some work on the site remains to be finished and not all services are fully in place. Hireco Park brings some good news for hauliers. Hireco’s Helen Flynn understands the difficulties being experienced by operators, which were made more difficult by the full implementation of the 4.65 metre height restriction in 2013. Th is has caused some serious headaches for transport companies who have developed their business model around high cube trailers over a number of years. Helen said, “The reduction in heights for double-decks at this time is a very hard hit financially for hauliers, especially while they are working on very small margins in the fi rst place.”

Being less than ten kilometres from the M50 through the Port Tunnel and a few minutes from the Ferry Terminals, the site is perfectly located and easy to access from the main transport routes.

The restriction has also caused difficulties for Hireco who acquired high trailers to meet demands from their customers – and who now cannot use them. Currently these trailers are being refurbished to comply with the limit, and the company has ordered additional double-deck trailers to meet the demand. Coincidentally on

FLEETTRANSPORT | FEBRUARY 14

our journey to Hireco Park, we travelled down Dublin’s Malahide Road behind three foreign registered trucks pulling trailers which did not conform to the regulations. Speaking of regulations, Helen has received a noticeable increase in the number of enquiries from operators wishing to change aspects of their business. The enquiries relate to Hireco taking over maintenance and administration for trailers to ensure compliance with the newly reformed Commercial Vehicle Roadworthiness standards. On asking Helen about the level of awareness among operators and how this awareness changed purchasing policies, she believes that there is a change, “very gradually it is dawning on our hauliers that there is going to be no excuses going forward”. Helen also noted, “a number of our customers are looking at some of their old trailers and deciding (correctly) that there is no point throwing good money after bad - so they’re taking the hire route.” The trailer hire business has always been an accurate barometer of how the transport industry is performing. Another question asked of Helen was if she felt there is an increased level of optimism for the Irish economy? She replied, “Yes there is a small lift in optimism and there is defi nitely a bit more confidence around in the last quarter.” Although the industry remains under immense pressure there are some small signs that the situation may be stabilising, and Hireco’s investment in its new Transport Park is certainly one positive sign.

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

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26 | RSA NEWSLETTER

How Safe is Our Commercial Vehicle Fleet?

ecently we ran a short survey on the RSA Facebook page. We asked followers how safe they felt sharing the roads with commercial vehicles such as trucks and buses. Three out of five replied that they felt very safe. Next we asked how many commercial vehicles were found to have defects at RSA roadside checks last year. Only 7% got the answer right. Most felt the vehicle fleet was in good health. The reality I’m afraid is far different. In 2012 7,048 vehicles were checked by RSA Vehicle Inspectors at roadside checks mounted in co-operation with An Garda Síochána. Almost half of these vehicles had defects. Of these vehicles, two in every five, had defects serious enough to warrant immediate action such as impoundment, repair on site or a new roadworthiness test. The Top 3 most worrying defects found on the Roadside Inspections were: • Axles, Wheels, Tyres & Suspension 15.5% • Braking Equipment 13.8% • Chassis & Chassis Attachments 10.6% Not surprisingly when asked how safe they felt armed with this information the majority changed their view. The industry should be concerned too by the number of defective commercial vehicles on our roads. While it’s important to acknowledge that many operators maintain their vehicles to the highest standards, many others do not. The photograph with this story is a picture of a ‘chassis rail’ on a school bus. It has been packed with paper and

expanding foam to disguise corrosion. It was discovered by one of our inspectors at a road-side check. The vehicle was immediately impounded at the road side. The effect of the extensive corrosion shown would be to considerably weaken the overall strength of the vehicle structure. In time it could cause a part of the vehicle to become loose (e.g. suspension) leading to the bus collapsing on the road probably when going over a bump or hitting a pot hole. If it were ever involved in a collision, the consequences could be far greater. Basically, this vehicle is dangerously defective and should not be used on the road until repaired. Of greater concern is the fact that in trying to conceal the level of this corrosion, the owner was fully aware of the issue with the vehicle and had no intention of fixing it i.e. they are prepared to continue using a defective vehicle fully understanding how dangerous it was. Over the past number of years we have been working to turn the system that tests trucks and buses on its head, to ensure they are mechanically sound. The last of the reforms to what is now commonly referred to as the ‘DOE Test’ and is called the Commercial Vehicle Roadworthiness Test (CVRT), are falling into place. The new system means a more effective and standardised annual mechanical test. It includes the introduction of operator premises visits where spot checks can be done on vehicles and maintenance records. There’s also been an increase in inspection powers and the number of road side checks being conducted. Later this year a risk rating system will be introduced. This means that enforcement activity is targeted at higher risk operators, who are breaking the law to under-cut law abiding ones. And this is important: We are supporting and protecting those who maintain safe fleets, and we will leave them alone to run their business. The new system will certainly improve things because we know that not all vehicles are going for their annual roadworthiness test. Of 1,000 randomly sampled commercial vehicles aged 5 years, only 70% of the legally required tests were conducted. This means that these vehicles are not being checked to ensure they are maintained to a proper standard. We all have a responsibility to make sure that the vehicle we are driving is safe and roadworthy. This is even more important for owners and operators of large commercial vehicles such as buses, trucks, lorries or vans, as they can pose a big risk to their drivers, passengers and other roadusers if they are not properly and safely maintained. For more information on CVRT view cvrt.ie or visit the RSA’s Youtube page to see our information videos. Stopped at an RSA Vehicle Inspection Checkpoint. The ‘chassis rail’ on a school bus that’s been packed with paper and expanding foam to disguise corrosion.

FLEETTRANSPORT | FEBRUARY 14

MOTORSPORT | 27

Dakar 2014 – Toughest yet!

Overall wins for Mini, KTM & Kamaz … again!

t was a case of what should have been, could have been and was richly deserved at the conclusion of the 38th Dakar Rally held in South America. French driver Stéphane Peterhansel should have been allowed to win his twelfth Dakar but had to succumb to

team orders from the Monster Energy X-raid Mini ALL4 Racing outfit. Gerard de Rooy (Team Petronas Iveco Powerstar) could have added to his truck title win in 2012 but the Dutch pilot lost the lead within sight of the chequered flag in Valparaíso and the overall victory went to

Russian Andrey Karginov (in the Kamaz). Red Bull KTM factory rider Marc Coma received a warm welcome at the finish podium after the Spanish biker secured his fourth individual Dakar title in what has been described as one of the toughest Dakars of all time.

www.fleet.ie

28 | MOTORSPORT

MINI MASTERS!

ust 204 vehicles (78 motorcycles, 15 quads, 61 cars and 50 trucks) or 47% of those that started at Rosario in Argentina on 5 January, crossed the fi nish line. The 9,374 kilometre long route crossed the Andes, through the challenging Atacama Desert to conclude along the Pacific Coast in Chile as well as taking in Bolivia for the fi rst time. All of the competitors had to deal with extreme weather conditions and varying terrains, from gravel in the Andes to high sand dunes in the hot Atacama Desert. Mini ALL4 Racing dominated the cross-country marathon, taking the top three places winning 11 of the 13 Special Stages and all of the 11 Minis entered fi nished. It was also the third win in a row since Mini made its debut at the Dakar Rally in 2011. However, the fi nal standings in the car category hid the fact that the order given by Team Manager Sven Quandt to prevent Stéphane Peterhansel (pictured)from overtaking long time leader Joan ‘Nani’ Roma on the penultimate stage left a sour taste in the mouths of all followers of the iconic event. Th is extremely unpopular decision meant that Peterhansel had to sett le for second place, thereby forgoing the opportunity to record a dozen Dakar wins in bikes and cars. Nasser Al-Attiyah, a newcomer to the Mini ALL4 Racing car (based on the JWC Countryman) but not to the X-raid team (an off-shoot of BMW) completed the podium positions, but will regret missing a timed waypoint on SS10, as otherwise the former winner (with Volkswagen) could have been second.

was fun to drive! Also a big thank you to my codriver Michel Périn, who was a great navigator again! A great result for Mini, now it’s time to celebrate.” “I’m so relieved and happy,” Roma added. “It was my big goal to win the Dakar not only on a motorbike but also in a car. A dream come true for me and I want to thank everybody at X-raid and Mini for their great work!” And well he might.

Nani Roma savoured his fi rst Dakar win in a car, a decade after taking his motorcycle title and thereby becoming only the third competitor in history to accomplish this fact after Hubert Auriol and Peterhansel. Having led for nine days and winning two stages, he said, “The Mini ALL4 Racing is a brilliant car and was extremely reliable and quick throughout the whole rally. It

Coma's fourth win on the KTM

ast year in the motorbikes, leader Cyril Despres and his lieutenant Ruber Favia signed off an impressive one-two for the Austrian KTM squad. It was the same team spirit that Marc Coma invoked to claim his fourth overall win, escorted on the podium by Jordi Viladoms, who had previously stood at his side with his victories in 2006 and 2009. On this occasion, Coma, who missed last year’s event due to a back injury, led the charge from SS4, overtaking Joan Barreda in the HRC Honda CRF 450 Rally, while electronic problems in the Yamaha of Cyril Despres ruined any chance of another victory for his new team. From then on, Coma focused on avoiding mistakes, while his rivals suffered more and more mishaps, mechanical breakdowns and errors, which lost them hours. He even had the luxury of a 15 minute time penalty for replacing the engine on his KTM 450 rally bike. Deemed as his finest victory in his Dakar career, Coma described his experience as “an extreme and gruelling Dakar” and dedicated the win to “my friend Kurt Caselli.” Caselli, part of the Red Bull KTM Factory team was killed in a race accident in November. “Without the right people behind me it would have been impossible to win,” Coma said. “We have worked very well throughout the race and also before. Last year I went through a very difficult situation not being able to compete because of injury and I came back to win the race. I think this says a lot about the people I have around me. I am very proud of this victory. What was key to winning the Dakar was not to make any mistake.” Sadly, the 2014 Dakar did have a fatality with Belgian motorcycle rider Eric Palante passing away during the event. FLEETTRANSPORT | FEBRUARY 14

The Mini convoy had five of its eleven cars in the top 6, with Giniel de Villiers (pictured) in the Toyota Imperial South Africa Rally Team Toyota HiLux the only thorn in the side of the powerful German-Anglo outfit. De Villiers fi nished fourth. The Ford Ranger’s Dakar Rally debut materialised into 22nd overall with local crew of Lucio Alvarez and Ronnie Grave posting a string of top ten stage times helping them up the running order after litt le niggles with the pick-up dropping the Argentinian duo down to 129 th at one stage. Portugal’s Carlos Sousa grabbed early headlines with his sixth, and Chinese brand Great Wall Haval's fi rst Dakar Stage win. World Rally legend and former Dakar winner Carlos Sainz crashed out in his SMG Buggy on a liaison section while moving up the leaderboard. US motor-racing hero Robby Gordon deserves a mention for his gallant efforts in the Hummer following a disastrous start losing hours to the other leading challengers.

MOTORSPORT | 29

Clash of the Truck Titans

ry as he might, Gerard de Rooy in the Iveco Power Star had to fi nally give in to the all-powerful Kamaz steam-roller led by Andrey Karginov. The result was not decided until the fi nal special stage which saw the Russian win by a mere 3’ 11” after times were re-adjusted following a road blockage that affected the Kamaz drivers. Behind these two chargers, the blue and white Kamaz Master Team trucks hogged the third, fourth and fi ft h places with defending champion Edward Nikolaev stepping on to the fi nal position on the podium. Earlier in the race, de Rooy showed true sportsmanship in helping out one of the stranded Kamaz, which upended down a ravine. Despite being pipped at the post, Iveco should be pleased with having three examples in the top 10. Hans Stacey (Netherlands) who is related to Gerard and a former winner with MAN Trucks took seventh place in the standings. Spaniard Pep Vila was tenth. Both were driving Iveco Trakker Evolutions powered by 900 hp Cursor 13 engines that deliver 1,100 Nm @ 3,800 Nm. “It was a tough test. It was not a good idea to have the trucks and cars start together. That was also the case last year and we told A.S.O. (Amaury Sport Organisation). Eventually I did everything that was in my power. I had hoped that would be enough. We can at least be very satisfied with the team, our Iveco Trucks and our performance,” said a disconsolate Gerard de Rooy after he fi nished the last special.

A couple of best stage times by Ales Loprais in the SWB bull-nosed Tatra (which he calls Queen 69) added further entertainment for the tens of thousands of adoring fans that lined the route. “We are the first purely private team without the factory support, which can occasionally mix things up,” said the Czech Republic native. Team Hino Sugawara continued its rich vein of success in the Dakar winning its fi ft h straight championship in the under 10 litre class. The Hino 500 Series driven by Teruhito Sugawara fi nished a credible twelfth overall with his father, Dakar veteran Yoshimura 32nd in the fi nal standings. Finally, in the ultra competitive Quad section, hats off to 26 year old Ignacio Casale from Chile who put his name to the prestigious list of winners of the world’s most grueling motorsport event.

Text: Jarlath Sweeney - editor@fleet.ie

DAKAR WINNERS - TRUCKS Kamaz (11) 1996/2000/2002/2003/2004/2005/ 2006/2009/2010/2011/2013/2014 Tatra (6) 1988/1994/1995/1998/1999/2001 Mercedes-Benz (5) 1982/1983/1984/1985/1986 Perlini (4) 1990/1991/1992/1993 DAF (1) 1987 Hino (1) 1997 MAN (1) 2007 Iveco (1) 2012 www.fleet.ie

ALL-SEASON

FUEL PRICE UPDATE (WEEK 5) / SAFETY MATTERS | 31 Country

Currency

95 Lead Free

98 Lead Free

Diesel

Country

Currency

95 Lead Free

98 Lead Free

Diesel

Albania

ALL

188.00

186.00

Lithuania

LTL

4.62

4.72

4.52

Andorra

EUR

1.234

1.288

1.131

Luxemburg

EUR

1.288

1.322

1.195

Austria

EUR

1.334

1.474

1.322

Macedonia

MKD

77.50

79.00

68.50

Belarus

EUR

0.724

0.731

Moldova

MDL

17.35

17.75

16.75

Belgium

EUR

1.598

1.632

1.452

Montenegro

EUR

1.350

1.380

1.270

Bosnia-Herzegovina

BAM

2.35

2.50

2.40

Netherlands

EUR

1.767

1.834

1.495

Bulgaria

BGN

2.55

2.73

2.66

Norway

NOK

15.31

16.06

14.32

Croatia

HRK

10.15

10.45

9.65

Poland

PLN

5.28

5.55

5.35

Czech Republic

CZK

35.83

35.90

Portugal

EUR

1.567

1.684

1.387

Denmark

DKK

11.79

12.19

10.71

Romania

RON

5.74

6.44

5.97

Estonia

EUR

1.274

1.314

1.319

Russia

RUB

33.08

33.89

Finland

EUR

1.612

1.668

1.518

Serbia

RSD

151.90

152.90

France

EUR

1.521

1.570

1.348

Slovakia

EUR

1.436

1.358

Georgia

GEL

2.15

2.22

2.17

Slovenia

EUR

1.434

1.455

1.359

Germany

EUR

1.478

1.560

1.367

Spain

EUR

1.375

1.495

1.335

Greece

EUR

1.620

1.822

1.336

Sweden

SEK

14.23

14.73

14.32

Hungary

HUF

408.00

428.00

Switzerland

CHF

1.704

1.744

1.843

Ireland

EUR

1.529

1.479

Turkey

TRY

5.08

5.16

4.58

Italy

EUR

1.764

1.878

1.679

Ukraine

UAH

10.50

12.30

9.40

Kosovo

EUR

1.20

1.19

GBP

1.297

1.383

1.372

Latvia

EUR

1.279

1.321

1.269

USA

USD

1.023

Safety Matters . . . Safety Matters . . . New resources help you manage vehicle risks in your workplace

fficial figures, released by the Health & Safety Authority (HSA), show that there were 46 people killed in work-related accidents during 2013, compared to 48 in 2012. The number of fatalities in the Transportation and Storage sector increased from 1 in 2012 to 4 in 2013. Incidents involving vehicles at work accounted for 20 fatalities in 2013. In the last 10 years, almost half of the 600 deaths arising from workplace accidents reported to the Health & Safety Authority were vehicle related. There are over 7,000 injuries at work reported to the Health & Safety Authority each year. The Transport and Storage sector reports an average of 1000 injuries each year, resulting in up to 100 lost working days from injuries linked to manual handling, slips, trips and falls and being struck by vehicles.

to effectively manage the risks and prevent avoidable harm at work. Vehicle manoeuvres and reversing continue to be the main activities most involved in vehicle deaths in the workplace. To assist Employers and Duty Holders in the effective management of Work Related Transport and Vehicle Risks, the Health & Safety Authority has recently published a suite of four information sheets dealing with Workplace Transport & Vehicle Related Hazards: • Delivering Safely • Forklift Safety Tips • Forklifts |Operator Pre-Checks • Pedestrian Safety in the Workplace There are some relatively simple steps that can be taken now to protect those who work for you and members of the public.

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32 | PROFILE

Roche Logistics ‘Networking works both ways’

ver the past 25 years Rosslare Europort has had to account for some dramatic changes in the way it operates. The area around the port has seen many companies come and go, with others diversify and expand. One long-time resident of the port area and twice winner of the ‘Fleet Transport Pallet Network Member of the Year’ is the Roche Logistics Group. Under the guidance of Maurice Roche, the Roche name has been present at the ferry port since 1983. Back then the business was Customs Clearance, when such services were necessary for all import and export traffic. Because of the deregulation of customs procedures brought about by increased harmonisation within the Single Market, the company diversified into transport and logistics, setting up shop across the road. Since the move the company has grown to become one of the leading suppliers of transport services to a wide and diverse client base in Ireland, the UK and beyond. Of the thousands of tourists who travel to and from the ferry-port every year, few would notice the company’s premises facing onto the road, as the large warehouse and offices are tastefully hidden from view. However if they stopped to examine the site they would see one of the most pristine and beautifully kept business properties anywhere in the country - in any sphere of business. Throughout the four acre site there is nothing out of place and the grounds are

kept in an immaculate condition. It is a clear statement that if the company pays such attention to detail about its external profile, the ethos should be mirrored internally and in the manner in which they do business. As a family owned and run concern specialising in warehousing and third party logistics (3PL), Rochefreight is very much a hands on operation. This is of particular importance when you have a high number of blue chip clients on the books who demand that attention to detail is paramount. To ensure constant monitoring of shipments, the company has an abundance of hi-tech systems to track and trace consignments. These systems are invaluable to handle the volume of traffic through the warehouse that can contain 12,000 pallets. While the IT systems within the Roche Group operate independently, they are linked with the partner members to allow full traceability of consignments across the systems. Roche Group aspires to a 99% pick accuracy from their warehouse, and their statistics are showing they are exceeding their target with an actual pick accuracy of 99.7%. As a founding member of Palletxpress, Damien Roche says, “membership of Palletxpress creates great opportunities for each member, though in return membership demands a degree of openness and trust.” The opportunities arise in the potential to save costs while still providing a quality service to customers, also to trust that associate members will deliver to your customer as if it were their own. As a prominent member of the network the concept works well for the Roche Group, allowing them to deliver to any point in Ireland or the UK within 48 hours, without necessarily dispatching one of their trucks. The business of third party logistics has its rewards. The small profit per pallet can only be achieved by moving a vast number of pallets, though as a rule the more pallets you move the more customers you have, which is also directly aligned with the number of headaches it creates. This in turn creates the need for additional resources to manage and ensure that promises to customers are kept, and these can be found within Palletxpress network. However in many ways the Network operates in a similar manner to the way pallet delivery has always been done, except now you are working with operators who have as much to gain or lose as you have. Damien Roche says Palletxpress allows members to keep trucks on the main routes which provide the savings. “If a truck has to go 10 kms off the main route to deliver and 10 kms to return, any savings in diesel and time

FLEETTRANSPORT | FEBRUARY 14

PROFILE | 33 Damien Roche

are quickly lost.” Speaking on efficiencies the imposition of the 4.65 trailer height has meant a change to some of the scheduling at the company’s depots in Ireland and the UK. Damien says it is particularly the small businesses that are bearing the brunt of this. He continues, “Previously we could have delivered one high pallet to a small business whereas now it has to be broken into two.” Despite his representations to the relevant authorities he has not been offered much comfort. To account for the new regulation the company has ordered a number of new height compliant trailers on long term contract hire for inclusion in the eightystrong trailer fleet. While Damien appreciates the value of contract hire the Wexford headquarters has a maintenance facility, and all Roche Group vehicles are maintained in-house. As with all facilities in Rosslare the service bay is exceptional in its level of equipment and method of operation. In a highly sensitive market there is always the possibility of losing work on price, and Roche Group has suffered on this score, though Damien is seeing a change in customer attitudes, with clients beginning to value quality of service as much as value for money. “There is no point in getting a cheap rate for your transport if the goods don’t arrive when they should, and you have a workforce delayed because the products aren’t there.” It’s a scenario that has happened, and the customers have come back to the Wexford company with a greater appreciation of the service levels offered. Never a company to rest on its laurels, Damien is building greater working relationships with many of the customers and integrating the skills of Roche Group further into the factory. Roche Group prides itself on the fact that it can cover the transport needs of any company. In addition to the regular daily services throughout Ireland and the UK, the company can also look after ADR, air and sea freight, and has a waste licence. Speaking about Roche Logistics being honoured at the Fleet Transport Awards as Pallet Network Member winner, Damien says “The award was a great recognition of the efforts made by the staff and was appreciated by all.” He also feels the award validates the company’s work and extends to the whole of Palletxpress, as the partner companies also play an important role in delivering the service. It also means that companies must come up to your standards.” It is clear that Damien’s method of working has had a profound effect on the way Roche Group and Palletxpress operate. His energy and enthusiasm for the company and the Network appears to know no limits, and will drive Roche Logistics on to develop and succeed in the future. The company’s new livery clearly indicates where it intends to go, as does the investment in the vehicles, premises and operational systems. The company has achieved a great deal since 1983, and we asked Damien what is he most proud of? It is, he said, the fact that “the Roche name has created a company in Wexford that gives secure employment for over 50 local people.” In 2004 the then Minister for Transport Seamus Brennan, T.D., officially opened the Roche Logistics headquarters in Rosslare. Apart from the previously mentioned well-kept nature of the facility, there is also plenty of scope and space for the Roche Logistics Group to further expand and develop - watch that space.

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

www.fleet.ie

34 | MATERIALS HANDLING

Junheinrich Forklifts best suit JMC Van Trans operations

ungheinrich Lift Truck Ltd, market leader of industrial forklift trucks and warehousing technology based in Maynooth, has secured a major deal worth €300,000 with JMC Van Trans (Dublin). Jungheinrich’s latest model Hydrostatic Gas forklift trucks will operate at JMC Van Trans' Naas Road facility.

delighted to enter this partnership with JMC Van Trans at their flagship Naas Road depot. Jungheinrich is independently proven to offer the best running cost efficiency in the market and is proud to have recently scooped two awards in the fi rst International Forklift Truck of the Year (IFOY) Awards 2013. Our new hydrostatic gas/diesel models are taking fuel savings to the next level for many of our clients, and this together with 40 mobile engineers nationwide and industry leading support helped convince JMC that we were the right fit for their business. Being the only supplier able to offer a total solution in the intralogistics sector combined with our continued investment in Ireland has helped Jungheinrich be in the right place as the economy turns.”

On delivery of the 12 new forklift s, Garrett Murphy JMC Van Trans Managing Director said; “The performance and quality of the Jungheinrich trucks, together with the unrivalled aftersales support helped convince us that they were the right fit to our business. Pictured (l-r)Mr. Garrett Murphy (Joint Managing Director), As JMC is a 24-hour operation and with Mr. Tom Hevey (Operations Manager) JMC, Barry Doyle (Area thousands of deliveries required nationwide Sales Manager Jungheinrich Lift Truck Ltd. on a daily basis, we needed to be fully sure that we will get maximum uptime and fuel efficiency. Jungheinrich Lift Truck Ltd matched all the Adding comment on the contract Jungheinrich’s JMC Van Trans has started 2014 with a full criteria for this very demanding operation.” Sales Director Ronan Leonard said, “We are replacement of its current forklift fleet.

Aisle-Master’s Special Delivery for Eddie Stobart *Marked increase in productivity thanks to articulated forklifts

ell known transport operator Eddie Stobart has placed a substantial order w ith Monagahan articulated forklift manufacturer Aisle-Master to provide a large fleet for its Contract Logistics & Warehousing Division, which offers over 6 million ft 2 of storage facilities for major names in the UK retail and manufacturing sectors. 25 Aisle-Masters have so far been delivered, another 10 are due to be operational over the next 12 months and as new opportunities for sites and contracts are identified, this number looks set to increase further.

operational life of the old forklift fleet. Keen to keep the articulated system, which ensures optimum pallet density in narrow aisle configurations, Stobart decided to switch to the Aisle-Master brand. The 2000 kg capacity electric powered 20WHE models in operation in around 70% of Stobart’s warehousing network are bespoke units. They place and pick pallets that have been deposited in the goods-in bay by other forklift s or power pallet trucks. Versatile indoor/outdoor capability means that they can also be used for offloading and yard work at sites with external pallet banks.

The Aisle-Masters were selected following a tendering process for a new fleet prompted by changes in the business model, increased customer demand as well as the end of the

Scania and Bär Cargolift in global service cooperation

cania has signed a cooperation agreement with the global German tail lift manufacturer Bär Cargolift, and according to the deal, workshops and dealers within Scania’s global service network will be fully authorized to carry out professional service on Bär Cargolift products. Westward Scania, the Irish Importers & Distributors of Scania trucks will look after Ireland in this respect. The agreement also covers such aspects as spare parts logistics through Scania, warranty handling, workshop procedures, help desk and training of workshop technicians. Bär Cargolift is one of the top quality tail lift manufacturers in Europe and has been the market leader in Germany for years. The company, which was founded in 1981, has about 250 employees and exports to more than 25 countries. FLEETTRANSPORT | FEBRUARY 14

“This agreement with Bär Cargolift will enable us to deliver a better total solution to our customers with increased uptime as an important keystone. Our strategy is to focus on our customers productivity and what adds value for them”, says Christofer Edéus, Scania Vehicle Related Services. Tobias Bär, who leads the family-owned enterprise in the second generation, follows a clear growth strategy: ”We strongly believe in the potential of Bär Cargolift also outside of our home market. With Scania we have a very competent service partner that helps ensure maximum availability of our product range. And that’s what counts for our customers.“

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36 | FINANCE

Are Banks User Friendly?

his article concentrates on the key business requirements of transport companies dealing with fi nancial institutions in 2014, it is not concentrating on the obvious factor that Banks, to cut costs, have reduced or eliminated daily interaction between customer and staff, but rather concentrates on how the banks and the transport sector are coping with the new ethos in business banking, margin and assessment to risk.

The fi rst big change you will experience if you undergo an annual review by your bank, or seek funding for fleet renewal, expansion or large capital spend is that the format and content of bank meetings have changed fundamentally. Your Bank Manager or Business Manager will now be joined by additional staff, normally two, and increasingly both qualified Accountants. The Bank Manager’s discretion/power has now been lifted to a central credit committee. While the Bank Manager’s input is important, ultimately Head Office will review all aspects of business borrowing and exposure. It now seems unbelievable but banks had fragmented various sections in the past and there was no joined up thinking regarding aspects of a businesses fi nancial requirements ranging from asset fi nance to debtor fi nance to standard overdraft or term loans. Because you are now dealing with accountants their understanding or interest in your business is limited, but their understanding of core figures is not in question. Now that banks have recruited accountants from auditing backgrounds, projections for two/ three or four years ahead is not an unusual request. Unfortunately for an industry that normally does not have contracts in place and is weak in its control over legislation that affects it fi nancially (e.g. trailer height), these requests can be time consuming and difficult to accurately predict, especially as you will be reviewed regularly on information supplied. Banks have been left with a legacy of poor performing debt at low margin, and tracker loans that are costing money. Banks are now looking at increased margins and lower risk. Against this backdrop transport operators are not on any fi nancial institutions preferred lending niches. Low margins, lack of contracts, poor information supply, low entry and exit barriers and lack of professional status put haulage companies in the high risk category. Now the role of the accountant is vital because the previous important interaction between Bank Manager and customer is replaced with professionals trading data and assessing systems plus speed and accuracy of information. Previously lending requests for substantial funds (millions of euros) were based on the slimmest of data, assessed by bank officials whose acumen on the rugby pitch guaranteed advancement. The belief that a rising tide will lift all ships was the only stress test carried out. Banks now have teams of accountants and the devil is in the detail, they have litt le interest in understanding the key principles that drive your business, but they have huge concern that only the “safest” projects with ample security will pass their desk. It’s no coincidence that “in-house” fi nance availability by some manufacturers has emerged. These institutions know the market has an

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interest in increasing market share for the product, and have a national and global dealer network to offload plant if repossession is fi nally required. As transport operators, unless you step up to the next level in business information systems and improve the level, accuracy and timelines of information in your business based on what banks demand, funding availability and cost of funds will curtail business growth or even business survival. Question is, if we improve business systems, how will this added cost be made productive to also improve your bottom line? The concept of improving margin in transport is simple, reduce costs, increase productivity and create a niche customer base that is fi nancially solid and wants a seamless service (e.g. our huge agriculture and food sector). Reality is very different, the road transport industry in Ireland is highly competitive, not fundamentally productive and low margins means lack of investment and unregulated standards.

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Text: Donal Dempsey - donal@fleet.ie

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38 | LEGAL

In 2014 the EC may be the most important issue

he Road Safety Authority (RSA) notes in its website that in the European Commission (EC) there are currently a number of proposals for Directives and Regulations concerning the automotive industry and they are currently all at different stages of the legislative process’. The European Commission’s programme of work relating to the transport industry is substantial. It lists the detail of those areas in which it is intended to make improvements or amendments to the existing legislation. What needs to be remembered is that each one of these improvements or amendments may ultimately be incorporated in the EC legislation and that, in turn, means that every operator in the EC may come to be affected. More importantly there is the real probability that some of these changes will apply to vehicles that are already in use. It is clear that the EC continues to be concerned about the problem of ‘emissions’. The need to consider amendments to the existing regulatory control of emission levels is one of the fi rst tasks that the EC has set itself, and any change to those regulations is likely to have an immediate impact. Another day-to-day problem that the EC has targeted is the need to reduce the impact of noise. It contemplates the need to set new acceptable levels, and the need to support the new regulations by new test procedures. The EC is also looking at type approval for tyres. Any regulations affecting the type of tyre that can be used on a commercial vehicle will inevitably affect every operator. New regulations could make it illegal to use tyres that have previously been on another vehicle, and could make the age of a tyre a significant factor. Permissible tread depths are, of course, subject to constant review. Any new regulations are likely to be of immediate effect as there is rarely ‘a period of grace’ when public safety is involved. There are some new areas to which the EC has decided to give attention that could have a wide impact on the transport industry. These topics include environmental performance, functional safety and occupational safety, and administrative provisions. It is only necessary to consider the potential for new regulatory controls on ‘occupational safety’ as an example to see how employment issues in the transport industry might be affected.

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As always with regulatory changes, the operator is very often the last to fi nd out that there has been a significant change in some essential day-to-day practice. Many of the changes however will initially affect the suppliers. In the event, for instance, that the proposed introduction of type approval for tyres comes into effect, it is probable that tyre suppliers will be concerned about tyres that have been held in stock for some time. A careful operator will always ask the supplier to confi rm, ideally in writing, that any new product complies with current EC legislation. Th is is particularly important when it is the purchase of a new vehicle that is being considered. EC regulations are constantly changing and many of those changes affect the transport industry. Read the trade press, check the RSA and IRHA websites, and ask questions if anything is unclear. Finally remember that the Irish Government has a voice in the EC and if you are concerned about any proposal that is about to be considered in the EC get in touch with your TD and make your views known. FLEETTRANSPORT | FEBRUARY 14

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Text: Jonathan Lawton - jonathan@fleet.ie

40 | COMMENT

There is cash out there;

the problem is how to access it

From where I'm sitting Howard Knott

ecently I was talking with Henry Kingston of the Port of Cork about their development plans for the Port and the assistance that they have received under the EU Trans European Networks TEN-T programme. Th is funding will assist in ensuring that the Port of Cork meets future connectivity needs and will support the development of the wider regional and national economy. The Irish Ports Policy Statement of 2013 divided the Irish Ports sector in a manner that is consistent with the set up in the European Ports Policy. It defi nes certain Ports as being part of the European Core network of just over 300 Ports, with others as part of the comprehensive network of some 3,000 Ports, and the remainder as being regional Ports and harbours, and clears the way for a great deal more to be done by those engaged in the Ports, Airports, Road and Rail infrastructures to secure similar assistance. In the space of a week in December I took part in four different events each of which had a lot to do with the question of European funding. The fi rst of these was the European launch of the “Horizon 2020 programme which replaces the EU’s FP7 series of programmes. It focuses very much on research on transport issues and not really on the implementation of the results of the research. The last took place at the Department of Transport on the ‘shift 2rail’ programme which seems to be linked, in thought at least, to the Horizon one. In between times I travelled to Lille to take part in a ‘Weastflows’ project meeting. There the emphasis was on seeking practical solutions to issues that stand in the way of sustainable freight transport development. One part of that work, led by the Midwest Regional Authority but with partners from Britain, France, Germany and Luxembourg seeks to describe and defi ne what is meant by a ‘Sustainable Gateway’ for freight. The prize out there is that if, for example, the Shannon Region achieves such a status it could greatly assist public bodies and private enterprises in securing assistance for developments that would improve the connectivity of the region and develop port and other infrastructures. The fi nal element of the quartet was participation in a TEN-T Info day in Brussels. I attended at the invitation of Carlo de Grandis, Policy Coordinator of the Trans European Network. The attendance there topped 400 and included representatives of Government bodies from all over Europe, ports, universities, transport organisations and political representatives. A number of Northern Ireland MLA’s were there.

I cannot help feeling that yet another one of the regrets for the recent Celtic Tiger madness was that Irish eyes were taken off the prizes that were to be won for projects that Europe deemed to be useful. It now seems that there is a drastic need for a group of experts in understanding and gett ing the best of European funds. Twenty years ago we were brilliant at doing this, why not now?

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This particular event was focused on advising people who had projects ready to run on how they may secure funding under the 2013 call for TEN-T. It was interesting, though, to see the range of areas that such projects could cover and the likely success for particular projects, especially those concerned with scoping new developments, indeed, just the sort of thing with which the Port of Cork had success. The existing TEN-T structure, together with that of other programmes that relate to broadband and other issues, will be absorbed into a new ‘Connecting Europe Facility’ for 2014 and onwards. The new programmes will have substantially more funding attached, will be open to a very wide range of projects. The fundamental thought behind all of this is to ensure that connectivity within Europe and the outside world is not a barrier to growth anywhere in the community and helps Europe to fight off the challenge from the emerging economies.

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Text: Howard Knott - howard@fleet.ie

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42 | OPINION

Protecting the Cause

ver the past few weeks I listened to the newly elected President of the Irish Farmers’ Association (IFA), Eddie Downey and Simon Coveney, T.D. the Minister for Agriculture being interviewed about a wide range of topics that affect that sector. Both men spoke with a passion and a sense of protection for an industry and representing people that are often described affectionately as farming families, to say the least they were very impressive. Minister Coveney was asked about the controversial below cost selling of one of the supermarket chains in the lead up to Christmas. He said that while the supermarket gave assurances that the producers were paid the agreed price, he was a litt le uncomfortable about this concept. Crucially, he went on to say that growers must be protected from the danger of a supermarket or any other purchaser using a dominant position in the market to force down prices. Would a Transport Minister ever go out that far on a limb to protect transport operators? Without doubt as an industry we are better represented by our current Minister, Leo Varadkar, T.D. than we have been for a long time. It is not that long ago that the Irish Road Haulage Association (IRHA) could not be assured that the Minister of the day would attend its Annual Conference. In fact when Máire Geoghegan-Quinn was Minister for Transport, she attended the Conference in Galway but infuriated delegates by starting her speech along these lines “I am glad you decided to hold your Annual Conference in Galway because it allowed me to attend.” Very promising indeed. Some years later when Emmet Stagg, T.D. was Junior Minister for Transport he addressed hauliers at the IRHA gathering in the Great Southern Hotel, Killarney, now the Maldron, but seemed confused about the event or who it was he was addressing. He spent the fi rst five minutes of his speech complimenting the staff of the State run hotel and the value of semi-state companies in the county. When you bear in mind that at that time CIE’s Road Freight division was in full swing and competing in a very unfair fashion with most of the delegates in the room, his comments were very inappropriate. Fortunately today, organisations like the IRHA and the Freight Transport Association Ireland (FTAI) enjoy a better and more professional relationship with the Minister and his Department. The relationship between IRHA President, Eoin Gavin and the current Minister certainly is unique and I hope when both men leave office that the type of working relationship they have will be continued and improved. What I mean by improvement is that a Transport Minister should and would defend the industry better. Recently Cabotage has become a big issue, primarily because of a change in the law by the European Commission. While Irish hauliers in the UK have been on the blunt end of heavy law enforcement, some UK carriers have been given some very lenient treatment by the Irish Authorities. Minister Varadkar should have used his office and been more vocal to protect Irish hauliers. The Minister for

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Agriculture would have, not because he is a better man, but because that is what Ministers in that Department should do. One downside of the current Cabotage dispute is that it has put hauliers from Ireland and the UK on a collision course. Th is is unfortunate because over the past few years there was a lot of co-operation at operator level and Trade Association level, it would be a pity if this were undone. Finally, if the Minister for Agriculture feels that vulnerable, small farmers need to be protected from the dominance of their customers (i.e. supermarkets) lets hope the Minister for Transport would feel the same way about protecting small hauliers also.

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Email: info@peservices.ie Web: www.peservices.ie

IMPORTANT NOTICE Reminder for All Professional Bus and Truck Drivers

DON’T FORGET YOUR ANNUAL DRIVER CPC TRAINING DAY All professional truck and bus drivers (those who drive for a living) must have a current Driver Certificate of Professional Competence (Driver CPC). If you held a full truck driving licence before 10th September 2009 you had ‘acquired rights’ to drive a truck professionally for a period of five years from that date, that period is up on 9th September 2014. In order to continue driving professionally you must have completed all of your Driver CPC periodic training by this date. Important If you drive trucks and buses you need to attend six days of refresher training in each five year period. If you have not already completed your CPC training in full please contact an RSA approved Driver CPC Training provider to ensure that you can complete all of the required training in good time. This will enable you to receive your Driver CPC Card by 9th September 2014. If you are not sure about the status of your CPC training you can check your training record, up-date your contact address and details by visiting ‘MY CPC’ or the RSA website. In addition, if you hold a digital Tachograph Card you can apply for your Driver CPC Card through ‘MY CPC’. For more information visit www.rsa.ie Tel. (096) 25000; or locall 1890 50 60 80

44 | MARITIME I

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

Volume 9, No. 1 Spring 2014

LD Lines opens the ﬁrst Ireland/Spain ferry service

ollowing the announcement by LD Lines of the extension of the Gijon – St. Nazaire ferry service to Rosslare, initially on a once a week basis, ‘Fleet Maritime’ met Gary Andrews. His functions within LD Lines include the establishment of the Irish link. LD Lines is the ferry division of the French privately owned Armateurs Louis Dreyfus. Other divisions include a major Bulk Shipping Operation. The ferry services have mainly operated on the English Channel with operations in the Dover Straits and between Portsmouth and Le Havre. In 2008 it opened a Rosslare–Le Havre service competing with the Celtic Link service on the same route. In 2009 LD Lines chartered the vessel used on that route, the ‘Norman Voyager’ to Celtic Link and, for a period sold the passenger capacity on the service, while Celtic Link concentrated on the freight. In 2011 the vessel reverted to LD Line and Celtic Link chartered its present vessel, ‘Celtic Horizon’. In early 2012 LD Lines and DFDS Seaways set up a joint company to operate the range of DFDS and LD Line services in the Channel and in the Mediterranean. This operation is 90% owned by DFDS. The only LD Lines service left outside the agreement was the EU ‘Motorways of the Sea’ a part-funded service operating between St. Nazaire and Gijon three times weekly, using a sister ship to the ‘Norman Voyager’. Following the withdrawal by Brittany Ferries of its Poole/Santander service in October 2013, LD Lines introduced its own service on the route. It now has followed this with the introduction in January 2014 of a twice weekly Poole/Gijon service and a once weekly Rosslare/ St. Nazaire/Gijon service. This latter service is an extension of the existing Gijon/St. Nazaire service with vehicles remaining on board the same vessel for the second leg of the journey. All these services, together with the Portsmouth/ Le Havre one, are operated by similar Ro-pax vessels from the Italian builder, Visentini. Each has a passenger capacity of 500 and can take 200 cars, 110 freight vehicles, or 150 unaccompanied trailers.

Asturias

On the Irish service, scheduled departure from Rosslare is on Fridays at 21.00, arriving St. Nazaire at 19.00 on Saturday before sailing onward for Gijon three hours later, with a scheduled arrival time of 13.00 on Sunday. Departure from Gijon for St. Nazaire is on Tuesday at 22.00, with the onward leg from St. Nazaire leaving at 23.59 on Wednesday, due, Rosslare, on Thursday at 21.15. The advantages that the new services offer for Irish based exporters and importers might include:• The route is outside the SECA (Sulphur Emission Control Area) that comes into effect on the English Channel in January 2015. This should enable rates to be kept at a more stable rate than on other routes. • The route enables international hauliers to avoid eco-taxes which are being implemented in Britain in April 2014, and for traffic to and from Iberia to avoid French eco-taxes due for implementation shortly. • The Port of St. Nazaire has good road and rail connections with the French hinterland though there aren’t, at present, any intermodal services operating from the Port. • The Port of Gijon has a good road links to Vigo, Madrid, Lisbon and locations further south. Rail links are extensive, but no intermodal services. • The Port of Rosslare has good road links which are currently being improved to international standards. Rail links are available at the Port, but currently no freight services. • The through vessel arrangement facilitates

•

the use by hauliers of unaccompanied trailers in conjunction with hauliers at the destination port. The vessel specification facilitates the carriage of Lo-Lo containers on mafi trailers, also, hazardous goods on open decks. Livestock may also be carried. Though the Rosslare connection is currently only once weekly, the developing network of LD Lines services in the Biscay area will enable hauliers operating to and from Iberia to ‘round-trip’ using St. Nazaire and Cherbourg or Poole, and connecting via South Wales Ports to and from Rosslare. According to Virginie Dias of Nantes-St. Nazaire Port the establishment of regular rail freight services for Lo-Lo and Ro-Ro cargo is one of the Port’s ambitions. It will publish a new presentation on the Port, its hinterland and its economy very shortly. Both BG Freight and MSC offer container links with St. Nazaire from Irish Ports. LD Lines’ parent company, LDA is a partner with Hoegh Autoliners in the joint venture company Fret Cetam. This Company operates a weekly Ro-Ro service from St. Nazaire into the Mediterranean, calling at Tunis, Naples and Cadiz. The LD Lines service operating from Gijon to St. Nazaire operates close to full capacity northbound, but runs light southbound. This should induce good rates for Irish exporters using the service.

Lorcan O’Toole of O’Toole Shipping, Arklow is the LD Lines’ port Agent in Rosslare.

E bookings@derrybros.com T 0044 28 87784949 www.derrybros.com

FREIGHT FERRY SERVICES FLEETMARITIME | SPRING 2014

MARITIME II | 45

Freight Transport options for Asian Shippers compete ever more strongly

CMA CGM Marco Polo in Port kelang

he question of how best to transport goods from Asia to markets in Europe has always been an open one, as importers have sought to trade off the cost of transport over distances of up to 10,000 kilometres against the reliability of the chosen mode. Within the last five years and going forward into the next five there will be further significant changes.

Marco Polo and the earliest traders had no option but to use land based routes, but as the 19 th century progressed sailing ship design improved towards a peak demonstrated by the Tea Clippers including the ‘Cutt y Sark’ transporting significant volumes of higher value products to arrive at destination in perfect condition, securing good revenue for all involved. The opening of the Suez Canal in 1869 and the development of steam ship technology effectively killed off the sailing ship, which could not compete on time or cost. Work started on building the Panama Canal twelve years later seeking to provide an alternative route for Asian products destined for the European and North American markets, but the Canal was not completed until 1914. While all of this was going on, the Russian Czarist regime commenced building the Trans-

Siberian Railway (TSR) to link St. Petersburg to Vladivostok, with part of the originally built route running through what is now Chinese territory. There were many motivations for building this railway, but the carriage of freight from east to west was seen as a high priority. In fact, it was not until the 1970’s, and development of the intermodal container that the line began to carry significant volumes of international trade. The development of a liner train concept took boxes with cargo from Japan that had been shipped into Vladivostok and carried them through to destination in Finland. The costs and technical problems made this routing unsustainable at the time, and cargo went back to the sea route. Meanwhile a new generation of larger and faster container ships began to enter service, but as they did so it became clear that the Panama Canal with its restricted lock size would struggle to compete with the Suez Canal option, not just for the Asia to Europe traffic but also for traffic to US and Canadian East Coast ports. It was also becoming clear that the growth of efficiency at the West Coast ports together with major investment from the US railroads was giving importers much better service. About one quarter of Asia – US East Coast traffic now sails through Panama. Th is is mainly because

eastbound transit times are much faster via the West Coast; China to Los Angeles can take between 10 and 15 days, while US East Coast ports are only reached after 30 days. On top of this there is a freight rate differential of just under $1500 for a 40ft container. The Panama Canal is currently being redeveloped so as to be able to accommodate the large vessels that are becoming the norm on the Far East Trades and the new larger locks, with a straighter and deeper canal will be opened at the end of 2015. The development currently underway in Liverpool will also mean that that Port will be ready to accommodate the larger vessels to come through the Panama Canal from Asia and Australasia. Containership in ICE

E bookings@derrybros.com T 0044 28 87784949 www.derrybros.com

IRISH SEA ROUTES FLEETMARITIME | SPRING 2014

46 | MARITIME III Luft hansa Cargo B 777

The growth in vessel size appears to be relentless. A recent announcement by the United Arab Shipping Company (UASC) for an order placed with Hyundai Heavy Industries (now the world’s biggest Shipbuilder), for delivery of five vessels capable of carrying up to 14,000 20ft. containers (TEU) and a further five capable of carrying 18,000, shows this. At the same time UASC took options to build a further six such vessels. There has been considerable speculation that another line will shortly order even larger container ships with a capacity of over 20,000 TEU, while Maersk and China Shipping have now ordered fleets of 18,000 TEU vessels, each of which has the capability of driving down the shipping cost per container by 30% compared to 13,200 TEU vessels currently in service, and for which the ‘new’ Panama Canal is designed. Virtually all of the Top 20 container shipping lines will deploy vessels of 12,000 TEU+ within the next few years, and these will operate on the Asia/Europe routes. The planned launch in April 2014 of the ‘P3’ Alliance involving the World’s Top 3 Lines, Maersk, MSC and CMA-CGM is causing some uncertainty in both shipping and goods trading circles. That alliance will be the biggest alliance ever between shipping lines. Deploying 28 services in the three east-west trades, the P3 would control 42% of capacity in the Asia-Europe trade, 40 to 42% of TransAtlantic capacity, and 24% of Trans-Pacific capacity, according to Maersk Line estimates given to the US Federal Maritime Commission. The P3 group presently plans to deploy 255 ships, down from the 346 vessels currently deployed by the three Carriers involved on future P3 routes, yet there will be no reduction in capacity. The average size of the ships will be larger, with operating costs consequently lower. Outside of the P3 Alliance there is considerable discussion about future consolidation. NorthSouth trade specialists Hamburg Sud and CSAV are already engaged in merger talks, while Hapag Lloyd is now likely to become part of those talks. Lines based in Asia are unlikely to stand back from making their own alliances so as to be able to compete with P3,not only on ship size and the economies flowing from the larger vessels, but also in matters such as access to port facilities, intermodal services and much else. The one difficulty about the thrust of these developments with the singular focus on unit transport cost reduction has been that the transit times on the Asia-Europe services have lengthened. Th is is a result of an initial policy of ‘slow-steaming’ the existing vessels to reduce fuel consumption, which then became a policy to create vessels that were designed to sail more slowly with a larger payload. A second issue is

that the larger the vessels the fewer ports that can accommodate them. Th is may add costs and time for the customers through the increased use of feeder vessels to more local ports. Specifically on the Asia/Europe trade routes a combination of factors have bought the Intermodal option strongly into the picture. The Russian, Chinese and other Governments whose territories straddle the Trans Siberian Railway have in particular seen the commercial opportunities of stimulating the development of intermodal services on the railway. There has been considerable investment in doubling the line right through and adding infrastructure so as to minimise delays en route. Major investments have been made in electrification and the provision of new rolling stock capable of running at higher speeds. Th is has coincided with the emergence of rail operators such as DB Schenkers that have developed the ability to put together services over very complex networks.

transit of about 30 days, while cost is about one tenth that of airfreight. While air transit time is three to four days, a combination sea-air transit would take about 22 days and delivery by rail the same. The cost of rail is currently about 25% more than by ocean freight. DB Schenkers says that it can deliver a notebook computer from Gongqing to the Netherlands via rail in 22 days. The mode which is now actively used with a mix of scheduled and charters trains by shippers including Volkswagen, HewlettPackard, BMW and Audi, will become more attractive as Chinese production locations move further west. The business will grow further with the development of the Asian auto industry and the movement of components eastwards from European suppliers. During 2013 the Northern Sea Route (NSR) to the north of Russia has seen considerably more traffic. By late September over 1.5 million tonnes of cargo had been transited in over 500 vessels, an increase of 20% on the 2012 figure. Sailing from Dalian to Rotterdam, a Cosco owned vessel shaved more than 15 days over the normal transit time using the Bering Strait and NSR compared to the normal route via Suez. The cost of use of a Russian icebreaker for such a voyage is less than the costs that the vessel would have incurred to transit the Suez Canal.

Air cargo also features in the mix of modes for Asia-Europe transport but is of course far more expensive. Volumes, however, are not insignificant. The German Luft hansa Group has reported a 7.4% rise in volumes on its Asia/ Europe services in December 2013 to 43,000 tonnes, making Asia traffic its dominant flow throughout the network. The airline has just introduced two Empty Hamburg Sud vessel B-777 cargo aircraft into its fleet, seeking to drive down costs and increase efficiency. Improving transit times and favourable rates do give the air and ocean shippers, particularly of automotive and high-value electronics, the option to use of rail shipment. Ocean shipping remains the slowest and cheapest mode, with a normal quay to quay

E bookings@derrybros.com T 0044 28 87784949 www.derrybros.com

EUROPEAN ROUTES FLEETMARITIME | SPRING 2014

MARITIME IV | 47

PORT PORTALS Irish Ferries has altered its intended schedule for the ‘Epsilon’ ferry, deleting the Dublin-Holyhead weekend sailings, and instead sailing her from Dublin to Cherbourg. The year round service departs from Dublin on Saturday at 15.30, due Cherbourg at 11.30 on Sunday while sailing from there at 17.00 to arrive back in Dublin on Monday at 11.00. Irish Ferries markets this as an economy-style service distinctly different from that operated by the cruise ferry ‘Oscar Wilde’ which will continue to operate her normal schedules linking Rosslare with Cherbourg and Roscoff . That vessel has undergone a cabin upgrade creating three premium suites offering a comfort level far in excess of any previous ferry travel.

Meanwhile, Irish Ferries has been voted Ireland’s Best Ferry Company for the 4th year in succession at the Irish Travel Industry Awards held in Dublin recently. The award was bestowed on the company by Irish travel agents and comes in the week when the company launched its new weekend direct return service between Dublin and the French port of Cherbourg.

and one 145 metre long Cruise vessels within walking distance of the Point Village and the LUAS terminal as well as two freight ferries in the basin, again removing the length restriction on these that has hampered service development. The project will also deepen the container berths and access channel and allow access to the largest container feeder vessels.

IEA Deep Sea Shipping award winner for 2013, Maersk Line reports significant success with its weekly direct vessel service from Central America to Ringaskiddy. The vessel, laden mainly with reefer containers continues on to Tilbury, Rotterdam, Bremerhaven and, in summer, to St. Petersburg. Irish based exporters are increasingly using this service for cargo to Mexico, Central America and to European and further destinations.

Pictured attending its fi rst sailing from Dublin were (left to right) Dermot Merrigan, Irish Ferries Head of Passenger Sales; Chief Purser Fran Grau and ship’s master Capt. Brian McKenna.

Dublin Port which recently topped up its €7 million dividend paid to the State with a further payment of €8 million, will shortly seek planning approval for a significant Cruise Ship and Ferry Terminal complex in the Alexandra Basin and the North Wall extension area. Th is will facilitate the berthing of up to 2 x 340 metre

The former Irish Naval Service vessel L.E. Emer has been sold at auction for €320,000 to a private owner for use in the Niger Delta. The fi rst of two 90 metre Off shore Patrol Vessels has been launched by Babcock Marine in Devon, taking the name, L.E. Samuel Beckett and the keel for the second vessel has been laid. Galway Harbour Company has lodged a planning application with An Bord Planala to enable it to significantly expand its existing footprint. The 27 hectare extension will be carried out over four stages, with the fi rst stage

construction to begin in 2015 with a budget of €52 million. The remaining three stages should be complete by 2017. Harbour Company CEO, Eamon Bradshaw said, “The expansion of the Port is critically important for the economic future of the entire Western Region. Th is proposal envisages the creation of a marine facility capable of ensuring that Galway has a harbour infrastructure fit for the twenty-fi rst century.” Also in Galway an NUI report shows that Ireland’s Ocean economy employs over 16,300 full-time equivalent people with a turnover of more than €3.5 billion.

n exciting 24-hour pit-stop which will bring fans to within touching distance of the Volvo Ocean Race 2014-15 boats has been introduced for the fi nal leg in the iconic Dutch port of The Hague. The news will delight fans in The Netherlands who were already celebrating last month the entrance of Team Brunel for the 12th edition starting on October 4 this year and the follow-up revelation that the professional training company Schouten Global are planning their own Dutch campaign in 2017-18. The boats are due to arrive on Friday, June 19, 2015 after sailing from the French port of Lorient and then continue racing the following day with a resumption with the same time gaps between them as when they arrived. The public can get close to the boats and the sailors as they watch the clock tick and get ready to hoist the sails again and complete the fi nal leg of the ninemonth marathon in Gothenburg, Sweden. For Volvo Ocean Race CEO Knut Frostad, the choice about where to stage the pit-stop was easy. "Millions around the world follow offshore racing’s leading crewed event but there are few places where that support is greater than in The Netherlands. That passion was unleashed to full effect last month when the Dutch-backed Team Brunel campaign, skippered by six-time race legend Bouwe Bekking, was launched to a major media fanfare in Amsterdam. A few weeks later, Schouten Global announced they would be a sponsor of that boat and were working on having their own for the 13th edition."

E bookings@derrybros.com T 0044 28 87784949 www.derrybros.com

AN ESSENTIAL PART OF YOUR TEAM FLEETMARITIME | SPRING 2014

48 | HEALTH MATTERS

The General Health of Truck Drivers

o continue Fleet’s ongoing Drive to Fitness Campaign, a new Health column written by Dr. Betty Maguire will highlight issues pertaining to the Professional Driver. The first of a series of advisory articles looks at the working environment of the truck driver. The environment in which the driver of a Heavy Goods Vehicle spends their working time is noisy, polluted and dangerous.

They are prone to having pain or stiff ness in the neck, arms and back, and difficulty in standing, sitt ing, walking and climbing stairs.

The driver also has all the stresses and strains of gett ing the job done to a tight schedule whilst having no control over an environment that wrecks his/her schedules, makes social activities and regular breaks very hard to plan, and supplies constant hassle.

Constant and excessive noise is a cause of bad health. It can damage hearing, is associated with an increase in stress levels, and is known to increase the disorders of the heart and circulation, as well as the digestive and nervous systems. Added to traffic situations and time pressures this is surely a unique working environment. Another result of stress is fatigue, this is a serious problem with implications for the safety of the driver as well as that of others.

A driver’s lifestyle is not conducive to good health, being exposed to diesel exhaust, and sitt ing in a driving position for several hours, which can result in neck and back trouble, pulled muscles and general stiff ness. Drivers are liable to suffer from fatigue, develop deafness as a result of a combination of noise and vibration, and have increased stress levels as well as raised blood pressure. All this in a situation in which there is never enough time to do the job well, and where trucks are perceived as noisy, dangerous and are unwelcome in many city centres and residential areas. Exposure to diesel fumes and particulate matter from diesel engines is strongly associated with lung, bladder and bowel cancers, this also applies to gas station workers, and other workers who are in the environs of fuel oil. Musculo-skeletal problems are common mainly in drivers involved in the distribution of goods.

If the drivers have incessant pressure to stay on time, and have no time for rest breaks except for a meal respite, the constant low frequency noise of the engine together with the uniformity of many motorway roads leads to hypnotic drowsiness and the risk of falling asleep. It is in the interest of both the drivers and the public that this does not happen as it has been found that about 40 per cent of truck drivers who fall asleep at the wheel have been involved in an accident. Truck drivers, especially long distance drivers are prone to peptic ulcers, which are another manifestation of stress. Th is is perceived as a nagging abdominal pain which is alleviated by food intake, leading to overeating. Th is is compounded by the largely sedentary workplace of the driver, resulting in overweight, which can lead to a number of diseases including diabetes, coronary artery disease, arthritis etc.

checkups, good communication to relieve isolation and attention to schedules so that drivers can return home at weekends all help to ‘normalise’ life for drivers. Drivers are usually not in a position to ‘go to the doctor’ unless he/she takes a day off work. Truck drivers are as anxious as anyone else to have good health, and a provision for access to a health check at a convenient location would motivate truck drivers to make some lifestyle changes. The aim is to educate drivers to eat healthily, lead physically active lives and keep a constant eye on their health. A pilot scheme has been launched in various locations, usually a workplace or service station, where the drivers were weighed and measured and had blood pressure, glucose levels and cholesterol measurements. More than physical measurements, the drivers were made aware of the fairly simple things needed to be done to keep a check on their personal health. They were then invited to return after some months to see how they were gett ing on with their new regime. These health checks were at a time and a venue that did not involve inconvenience or delay for the driver. As the health of truck drivers is an important issue not alone for the drivers themselves, but also for the community as well as for employers, it is important that measures to protect their health should be pursued vigorously.

The driver who works not only unsocial hours is often his/her own company for hours every day and cannot partake in the ordinary things of life missing out on much of family life, and may suffer from isolation. Many of these hazards are intrinsic to the job, and the individual driver is not in a position to alter them, however other people are. Continuing progress in relation to cab design and ventilation, which helps ensure correct posture during driving, driver/management decisions about timings and organization, regular medical

FLEETTRANSPORT | FEBRUARY 14

Text: Dr. Betty Maguire - enquiries@fleet.ie

IRISH LIFT TRUCKS

NEW HYSTER REACH TRUCK FOR DEMANDING WAREHOUSE APPLICATIONS. ®

Greater efﬁciency through faster acceleration and lift speeds. Excellent all-round visibility with innovative mast design. Designed for business with the driver in mind.

DISCOVER THE NEW REACH TRUCK WITH ALL THE HALLMARKS OF HYSTER

Irish Lift Trucks, Clonlara Avenue, Baldonnell Business Park, Baldonnell, Dublin 22, Ireland t. (+353) 01 4034100, f. (+353) 01 4034183, e. info@irishlifttrucks.ie A member of

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WWW.IRISHLIFTTRUCKS.IE HYSTER, the Hyster logo and STRONG PARTNERS, TOUGH TRUCKS.TM are registered trademarks, service marks or registered marks in the United States and certain other jurisdictions.

50 | WAREHOUSING

Forklift manufacturers ‘Reach’ for new designs

each trucks play a vital role in thousands of logistics operations worldwide, and performance levels are critical in the pursuit of lower handling costs. These trucks have long been associated with maximising storage density in the warehouse with operators spending more and more time in the seat. Manufacturers must therefore analyse the feedback from customers and drivers to enhance the design of their equipment to get an edge on the competition. In this feature we look at some recent developments.

wet or loose surfaces. In addition, a range of all-weather protection options is available - including fully enclosed cabs with large clear-screen windows and a door – for year-round outdoor operation. BT Reflex O-series incorporates powerful AC motors, 360º steering, advanced ergonomic driver cab with the ‘Totalview’ concept, and the unique Transitional Lift Control (TLC) system that allows full-speed lift and lowering of loads without the risk of shocks. The BT Reflex O-series is available with a 1600 kg capacity and lift heights up to 7.5 metres.

HYSTER

BT Reflex R-series from Toyota can work inside and outdoors Hyster cab has been designed to optimise operator comfort

The latest Hyster Reach Truck has been designed to lift loads up to 12.5m, featuring a new mast design and a modular operator compartment. Residual capacity is maintained to greater heights thanks to the new channel mast design, and visibility is improved through reduced total channel width. The new Reach Truck offers faster lifting and lowering speeds and provides travel speeds of up to 14 km/h and a lift speed of 0.8m/second. The modular design of the operator compartment helps to reduce complexity in manufacturing and for replacement parts. Enhanced ergonomics The new truck provides enhanced ergonomics with intuitive operator features and functionality. An operator will get on and off a reach truck approximately 60 times during a 12-hour shift, according to research carried out by Hyster, so easy access has been integrated into the design, with two dedicated handles and a low, wide step. Easy access and a spacious and comfortable operator compartment help the reach truck operator to work harder and faster, combating fatigue. A large range of new components have been installed, including a new adjustable armrest and steering column, new premium display and a new mini lever system which is featured on the Hyster electric counterbalance truck range. A joystick option is also available. To help enhance speed and accuracy, an optional laser positioning system shines a beam of light onto the racking when a load is raised above free lift (around 2m). TOYOTA/BT – The new BT Reflex O-series is a reach truck that can work indoors and outside – offering an alternative for tasks usually undertaken by counterbalance trucks. The new model is derived from Toyota’s BT Reflex R-series model, with features which include the unique Transitional Lift Control system for fast but secure working at height. Outdoor Capability The main difference with the O-series is at ground level, where the traditional wheel and gearbox configuration has been changed to allow effective work on outdoor surfaces in a wide variety of industries and applications. The ground clearance is 145 mm, allowing the truck to work on uneven and rough conditions, and the treaded super-elastic tyres mean secure grip on FLEETTRANSPORT | FEBRUARY 14

LINDE Linde Material Handling’s new generation of reach trucks, the R14 to R20 range, has load capacities from 1.4 to 2 tonnes. The compact, manoeuvrable design makes the trucks more comfortable, powerful, safer and easier to service. According to Linde, reducing vibrations lessens the risk of accidents, therefore the operator’s compartment has been fi xed to the lower chassis via four rubber blocks shielding the operator from harmful vibration. The operator is further protected by an air-suspended seat which automatically adjusts to the operator’s body weight when the truck is energised. The new design also includes Linde’s Load Control hydraulic levers and armrest which can be adjusted forwards and backwards vertically for comfort when driving. 13m lift height The new range has lift heights to 13 metres, ensuring that additional pallet storage locations can be reached, maximising the use of warehouse space. Unladen lift and lower speeds are also faster in comparison to the previous series. In order to match energy consumption and productivity to the needs of the application, there are three different driving dynamics settings to choose from: ‘Performance’ for the highest power output, ‘Efficiency’ for the best combination of handling performance and energy efficiency and ‘Economy’ for less demanding applications or those where extended shift life is required. A

Linde's R14-20 range is designed to maximise visibility

WAREHOUSING | 51 high-visibility armoured glass roof and a range of new camera systems give additional vision resulting in faster and safer load handling. JUNGHEINRICH The new ETV 318 from Jungheinrich is capable of lift ing and transporting loads of up to 1,800 kg to a maximum lift height of 11,500 mm with a residual weight capacity of 1,000 kg. Highlights include a new operator-protecting panorama roof made of tinted safety glass, offering improved visibility during storing and picking operations. The ETV 318 is also fitted with a new electric steering. The steering wheel knob is always in the most ergonomic position — the so-called 9 o’clock position - whenever the truck travels in a straight line. Even if the steering wheel has been moved while the truck was turned off or was rotated several times in 180° steering mode, the steering control always brings the knob back to the starting position. Fast and Easy Stacking at Predefined Heights The truck has a number of features, which makes the operator’s work easier and enhances the vehicle’s efficiency. The Position Control assistance system facilitates fast and easy stacking at predefined storage heights, while the new integrated ‘snap’ function goes a step further. When the operator moves the control lever, the truck automatically recognises the right rack level. It is no longer necessary to manually select the height, which also provides protection against damage to goods and racks.

1.2-tonne loads at 12-metre elevations. While lowering the fork carriage and load, the system uses the energy produced to recharge the truck’s battery resulting in greater efficiency and enhanced productivity between battery recharging. Ergonomics All new Crown reach trucks are designed to be as comfortable and userfriendly as possible. The laterally-offset clear-view mast gives operators an unmatched broad field of vision. The driving seat has luxury features such as the’ FlexBack’ seat back and adjustable lumbar support, ensuring operators can work through lengthy shifts without fatigue or discomfort. The top-ofthe-range ESR 5280S is also fitted with Crown’s unique, MoveSeat, which swivels 10° in the direction of travel when driving , or 20° in the direction of travel when driving forks-fi rst, giving operators a full view of their working environment. Crown ESR 5200 has easy access for maintenance

The Warehouse Control assistance system is responsible for data transmission between the reach truck terminal and the warehouse management system. Data is processed in the vehicle and serves as set points for lift height preselection. The Operation Control assistance system uses sensors to constantly measure the payload and synchronise it with the respective lift height. If the residual capacity is exceeded, the forklift operator receives both visual and acoustic alarm signals. The new ETV 318 can also be fitted with optional packages geared to the particular type of operation. The Efficiency package is for the longest possible operating times with a single battery charge. Drive Plus is geared to operations with a sizable percentage of long routes and the Lift Plus package is designed for jobs involving high lift heights.

Jungheinrich ETV 318 can lift to 11.5m

MITSUBISHI There are ten models in the new RBN series from Mitsubishi, all fitted with AC drive and hydraulic motors that ensure high torque for smooth, fast, precise performance. Capacities of 1.4, 1.6, 2.0 and 2.5 tonnes are available, with options such as straddle legs for handling wider pallets, compact chassis designs for use with drive-in racking and multi-direction versions. Stability and Visibility Among the most advanced features of the RBN is the ‘Visionmast’ involving a unique construction in which the hydraulic cylinders are enclosed within the profi le of the mast’s fi rst stage. The result is less sway, higher residual capacity (40% better than a conventional mast) and better visibility. The fork carriage has been similarly reorganised to give the clearest of views. The automatic, stepless speed reduction system constantly monitors lift height and steering angle, and slows the truck down if the driver attempts a risky manoeuvre too rapidly. Within the operator environment, all controls are ergonomically designed and positioned. The steering console, for instance, adjusts for both column length and angle. It also folds conveniently aside for easy access and then returns to the selected position. The seat is fully suspended and adjusts to the weight as well as the height of the driver. Dedicated spaces have been provided for everything from pens to cups, scissors, mobile phones and documents.

CROWN The new ESR 5200 reach truck series from Crown offers exceptional versatility, performance and efficiency. To enhance operator confidence and achieve greater productivity, all models in the series feature OCS – Crown’s intelligent Optimised Cornering Speed system which detects whether the truck is driving into or out of a curve, and adjusts speed and acceleration accordingly. Optimised for smaller storage units The ESR 5220 is extremely compact and at only 1120 mm wide, two trucks can pass in an aisle just 2.5 metres wide. Capable of lift ing loads to a height of 7500 mm, the ESR 5220 has narrow outriggers allowing Euro-pallets to fit comfortably between the legs. With up to two tonnes lifting capacity and a maximum lift height of 13 metres, the 5260 and 5289 models can handle Text: Joe O'Brien - joe@fleet.ie

Mitsubishi RBN is also available in a Multi-direction version www.fleet.ie

52 | TIMES PAST

Volvo Museum – Explore the

rigins of Volvo’s pedigree in producing safe and reliable vehicles going back to the 1920s can be seen and appreciated along the Quay at the company’s hometown of Gothenburg. The location of the Museum, established in 1995, not only attracts visitors from all over Europe, but from further afield as cruise ships stop off at the Port. With around 70,000 people passing through the doors per year, the facility which blends old with relatively new is jointly run by the Volvo Group and Volvo Car Corporation (the latter now owned by Chinese Geely Automobile). Products from all Volvo brands are exhibited here around an 8,000m2 display arena including 2,000m2 dedicated to the years of involvement of the Volvo Ocean Race. “Here you can take part in the evolution of cars, trucks, buses, construction equipment, industrial and marine engines as well as aircraft engines,” explained Sören Nyeboe, newly appointed Director of the Volvo Museum. “It is also a great opportunity to explore our greatest success through the years, and have a look at yesterday’s secret concept products,” he added. The exhibition also houses a golf simulator (to remind visitors of Volvo’s support of the small round ball sport!) with a driving range and a putt ing green. A reconstruction of one of the Volvo Ocean Race boats is there too, for budding seafarers to get a feel of what it’s like on-board. Sören is keen to improve on the interactive aspects of the venue for the visitors to get involved and enjoy. Together with applications for social media, a guided walking tour through independent audio will be developed to enhance the initial audio/visual introduction that all visitors take before exploring the two level showroom. Situated at Arendal Skans to the West of Gothenburg, the Volvo Museum is reachable by public transport (bus and tram). At the reception area where the merchandise shop and café are located, the conference room accommodates up to 100 people while also offering a splendid view of the sea.

Volvo F88 from 1975

It is no coincidence that the Museum is situated within a stone's throw of where the fi rst Volvo car – the ÖV4 series, affectionately known as ‘Jakob’ was built. That was in 1927 after Assar Gabrielsson, an SKF Sales Manager, and Engineer Gustaf Larson decided to start construction of a Swedish car company three years earlier. Volvo in Latin means ‘I-roll’ (the latter term that’s still used today in its truck technology) relating to ball bearings, which were manufactured by SKF AB, the engineering company where Gabrielsson & Gustaf initially worked. From the Jakob, AB Volvo emerged after a successful stock exchange entry from Stockholm. In 1935, SKF sold its shares in the new company. Volvo’s first truck the ‘Series 1’ rolled off the assembly line in 1928 and the fi rst bus took to service in 1934. Marine and aircraft engines were then part of its growing portfolio as the brand expanded production facilities across the globe. Following the sale of the Volvo car division to Ford, the Volvo Group purchased Renault Trucks and became a major shareholder in Nissan Diesel and UD Trucks in Japan and White Trucks (North America).

The National TransportMuseum, Heritage Depot, Howth Demense, Howth.

Wild Viking FLEETTRANSPORT | FEBRUARY 14

Opening Times: Sept - May: Saturdays, Sundays and Bank Holidays, 2.00 - 5.00pm

TIMES PAST | 53

history of the Swedish brand

Volvo FL10 International Truck of the Year 1996

Tribute to Volvo Founders

Volvo FH12 International Truck of the Year 2000

VolvoFH International Truck of the Year 2014 Text: Jarlath Sweeney - editor@fleet.ie

Volvo Ocean Race www.fleet.ie

54 | SOAPBOX

RECOGNITION

ver the Christmas break I was fortunate enough to find time to read an excellent book “The Long Watch” by Captain Frank Ford. It tells the tale of how in World War II an Irish Merchant Marine was created primarily out of rust buckets of ships, manned by iron men to keep Ireland from starving. It is a tale that makes one both proud and extraordinarily sad. Sad at the almost total indifference paid by our various Government’s pre-War to the transport industry as a whole and maritime in particular. But worse it seems to me on reading of the sinking of one ship, the Limerick Steam Ship Company’s ‘Clonlara’. The book recounts how the loss of the ‘Clonlara’ and twelve of her crew of thirteen on the 21 August 1941 to German torpedoes hardly warranted mention in the ‘Limerick Leader’ of the 27 August which on its front page carried the banner headline ‘Downpour Mars Opening’ of the local Horse Show. I do really hope we have moved on and the sinking and loss of brave souls would make the headlines of today?

How often does Government pay attention to the transport industry? Typically it seems everything is left until it is too late, while the public seem completely indifferent until goods are no longer available on the shelves. We’ve just seen the farce of irate rural TDs incensed over new height regulations affecting the price of hay. Where was their indignation when a bunch of incompetent public servants ruled that the height of two major tunnels would be below the height of the motorway networks, a waste of billions of euro's? The same public servants who presided over Priory Hall, not one accountable for their failures. Yet they are the fi rst to utilize traffic notice boards surrounding Dublin to inform poor old truck drivers that they would go straight to jail for breaking the new height regulations.

Council. Ireland is not Holland but there are many similarities, we are an island of exporters and importers. Holland is a country claimed from the sea and has built its role as an Entrepot Port for Europe based on the skills of all its transport industry starting with its great mariners. We here in Ireland have as much expertise, and have much to offer our Nation by way of wealth creation and employment rather than giving it away to outsiders. It’s time to build on recognition.

The Irish Road Haulage Association (IRHA) and the transport industry has long batt led for recognition as an industry in its own right. I have listened to countless presentations from such as the IDA on the ability of Ireland to connect to global markets, from executives who really would not know one end of a ship or truck from another. 2012 and 2013 finally for me brought the beginnings of serious recognition, at least for the road haulage sector. We found ourselves in the opening lines of 2012’s Budget speech by Minister Noonan who spoke of our industry’s importance to Ireland and the EU. More recently was the attendance of An Taoiseach at the Fleet Transport Awards, the fi rst in history of any Taoiseach to attend an event such as this. His speech published in the November issue of Fleet Transport Magazine was a rounded reflection of the thoughts of our Government on the industry; it needs to be studied and built upon. Cabotage, something Irish hauliers have done for twenty years or more suddenly changed shape and direction thanks to the misguided efforts of Commissioner Siim Kallas and the indifference of our Government of the day. The new interpretation by UK Authorities has seen Irish trucks impounded, never to be returned. Here in Ireland imagine the chagrin of well-equipped hauliers as they watched An Garda Síochána provide escorts for the illegal activities of non-national hauliers. That provoked a lengthy statement from Minister Varadkar in the Dáil in response to well thought out questions from Timmy Dooley, T.D. It outlined the Government’s views on cabotage, liberalization and free trade but a particular passage resonates; Minister Varadkar “There is absolutely no way that we will again permit a set of circumstances in which Gardaí end up escorting goods against the cabotage laws, whether they realise it or not”. The full text of this Dail exchange is available at htt ps://plus. google.com/+fleetie/posts. What is the way forward? How do we build on the undoubted recognition of the foregoing highlights? There has to be more dialogue between all parties who interact with our industry, we know them all DOE, DOT, DOE, RSA, HSE, NERA , IEA, IDA etc. The one model I know that works and have often talked about is the Dutch HIDC – Holland International Distribution FLEETTRANSPORT | FEBRUARY 14

Tel: + 00 44 (0) 28 9268 8863 Mobile: + 00 44 (0) 772 5631 113 www.mpmsales.org.uk

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