Fleet Transport Magazine August 2011 by Orla Sweeney

IRELAND'S LEADING COMMERCIAL VEHICLE MAGAZINE

All-New Actros

Inside!

JUl/AUG 11

€4.50 inc.V.A.T.

STG £3.75

Junction 14 Mayfield - M7 Motorway Services Area & Texaco Fuel Cards – At your Service 24/7

ISUZU Ireland A MEMBER OF THE HARRIS GROUP

ISUZU N-Series TRUCKING LIFE JUST GOT EASIER with the new range of Easyshift (Automatic) transmissions from Isuzu.

ISUZU Truck delivers again for An Post! An Post yet again choose the Isuzu 7.5T Easyshift (Automatic) following on the great success of their original order in early 2010.

ISUZU Ireland A MEMBER OF THE HARRIS GROUP

Naas Road, Dublin 12. Tel: 01 - 419 4500 Fax: 01 - 419 4535 www.isuzu.ie

contents JUL/AUG 2011 Fleet Transport Magazine, D’Alton Street, Claremorris, Co. Mayo, Ireland. Tel: +353 (0)94 9372819/ 9372826 Fax: +353 (0)94 9373571 Email: enquiries@fleet.ie Subscription Hotline: 094 93 72827 Editor: Jarlath Sweeney Contributors: Sean Murtagh, Gerry Murphy, Cathal Doyle, Paul White, Jonathan Lawton, Donal Dempsey, Howard Knott, Jerry Kiersey, Michael Corcoran, Rob Van Dieten

4 'NEWS' bites Move of trailer reg plate position? • FTAI calls for Dublin Freight Plan • Appointment at Irish Commercials • Sign up to the National Fleet Database • Crew Cabs come under higher VRT rate • Euro Coach Test 2011 • FedEx pulls for ORBIS plus HSA Safety Matters 8 COVER All-new Mercedes-Benz Actros – 1st in 15 years 10 LEGISLATION Eurovignette Directive • Spray Suppression 13 NEW FLEET Renault, Hino, Scania, Mercedes-Benz & Isuzu

Administration: Orla Sweeney, Denise Vahey, Helen Maguire

14 CAMPAIGN Join the Fleet Drive to Fitness Campaign 16 INTERVIEW With Paul Avery, Schmitz Cargobull

Design: Eamonn Wynne

17 PRODUCT New Digi-tacho from Stoneridge 18 FORUM I Fleet Transport Forum with DAF 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.

20 FIRST DRIVE On board the new Iveco Eco-Stralis 22 AWARDS Booking form for Fleet Transport Awards 23 FLEETING SHOTS New bites in pictorial form

26 FEATURE Irish Commercials’ Galway Depot – 1 year on 30 WORKSHOP Tyre Management 33 SERVICES New Motorway Services opens on M7 37 FUEL PRICES/ASK THE EXPERT Latest fuel costs and legal advice 38 TIMES PAST The bus and truck are the stars!

Photography: Jarlath Sweeney, Gerry Murphy, Cathal Doyle, Paul White, Michael Corcoran, Rob Van Dieten

Advertising: Mary Morrissey, Orla Sweeney

www.fleet.ie

40 LEGAL Health & Safety in Workshops 41 FINANCE Successful business motivation 43 COMMENT Coast & Rail links 44 GREEN I Volvo Truck’s alternative energy sources 46 SHIPPING & FREIGHT Maritime snippets 47 WAREHOUSING AIWA column • RTITB Irish Final 48 DIALOGUE Eoin Gavin, IRHA President • Operators Desk 50 SOAPBOX Eurovignette and its implications

24 FORUM II All-Island Freight Forum, Armagh

51–68 FLEET VAN & UTILITY – SUMMER 2011

THE OFFICIAL IRISH JOURNAL OF THE INTERNATIONAL VAN OF THE YEAR & INTERNATIONAL PICK-UP AWARDS

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

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

Volume 8. No 2. SUMMER 2011

P 51

New Ford Ranger Jarlath Sweeney, Group Editor, Fleet Transport Magazine and Elsa Jones, Nutritional Therapist & TV3 celebrity, pictured at the launch of the Fleet Drive to Fitness Campaign in association with Ford. Further details on pages 14/15 and see information leaflet enclosed.

Happy 60th Birthday Mercedes-Benz Unimog!

New Volkswagen Crafter

P 13

P 20

FLEETTRANSPORT | JUL/AUG 11

NEWS 1

Call for trailer registration mark off-side positioning be changed

ollowing a number of queries into the Fleet Transport office in relation to roadside road worthiness checks on HGVs, a call has been made to amend the legislation to have the trailer registration mark changed to suit countries that drive on the left. At present the legal requirement (according to the Road Safety Authority) is that the trailer number must be “punched on the off-side (driver's or right side) chassis of the vehicle.” In practice, the RSA would accept a mark being welded on the chassis rail if this was the method chosen by the trailer owner. In the RSA roadworthiness testing manual, the trailer number must be “indelibly marked” on the off-side chassis rail. That said, trailer owners are reluctant to carry out any type of welding on the chassis in case it invalidates the manufacturer’s warranty.

that roadside checks are conducted as safely as possible. Th is would ensure that the vehicle was parked in a safe location before it is checked for any roadworthy issues. In practice, an RSA inspector would have a number of items to check on the off-side of a vehicle during a roadworthiness check including the trailer number.”

Another issue raised was the fact that placing the trailer mark on the off-side poses a Health & Safety risk to the inspecting officer. Th is was addressed by the RSA representative, with this reply. “A Garda or RSA official should ensure

Even though the majority of trailers in operation here are manufactured in either Ireland or the UK, the mark is still on the off-side. As one trailer owner put it, “Perhaps it’s the legislation that should change or be amended to suit those of us that use righthand drive vehicles. At the end of the day, safety is everyone’s business and there is no point in risking the lives of the inspectors when it is safer to check the details on the left side (near/ kerbside) of the vehicle.”

Dublin urgently needs a freight plan says FTA Ireland

ith an expanding population, and with freight traffic through the Port of Dublin projected to double over the next 30 years, Dublin urgently needs a long-term freight strategy to meet the needs of businesses and people who provide services and live and work in the City according to FTA Ireland. While much needed and welcome investment has been made in public transport, litt le or no serious thought has been given to how goods are delivered to retailers and fi rms for the ultimate benefit of shoppers and those that work in the City. Declan McKeon, Head of Policy for FTA Ireland explains, “We need to change perceptions about the freight and logistics industry, its contribution to society and people’s life styles, and to try and improve public understanding of the industry, not least among officials and politicians responsible for developing transport strategies in Ireland.” Speaking at FTA Ireland’s Freight Council meeting in Dublin recently, FTA Ireland President Niall Cotton said, “Th is is very much about ‘gett ing Ireland back’, for example, by improving the way we do things, reducing red tape and enhancing the competitiveness of the Irish freight and logistics industry to support growth in the economy and employment. To do that we need to work in partnership with Government and Local Authorities.”

Niall continued, “Changing negative att itudes and increasing knowledge about the freight sector is not easy, that is why today FTA Ireland’s Freight Council has called for a new partnership with Dublin City Council. We want to work with the Council to develop a joint freight plan for Dublin. What we need is a realistic plan, one that addresses wider concerns about the environment, but also works with the grain of industry. For example, by making improvements to the existing lorry permit scheme and fi nding agreed solutions for city centre deliveries, including innovative thinking regarding quiet night-time deliveries and parking policies.” Declan McKeon concluded, “Decisions taken today will shape the future of our capital city for generations to come. If we want to make Dublin not only an att ractive place to live and work, but one that att racts future inward investment, we need to create an atmosphere that is conducive to and understands business needs. I believe we can achieve that by the freight industry working in partnership with the authorities in Dublin to hammer out a joint fit-for-purpose freight plan.”

Irish Commercials adds to Truck & Aftermarket Sales team

alcolm McKinstry has joined Irish Commercials (Naas) and will be responsible for Volvo Truck and Aftermarket Sales in the Greater Dublin area. Malcolm, formerly of MUTEC, the MercedesBenz Commercial Vehicle Division has over 14 years expertise built up in the business and looks forward to offering customers an all-encompassing range of transport solutions from the Swedish manufacturer and its Kildare based dealer.

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

4 FLEETTRANSPORT | JUL/AUG 11

NEWS II

National Fleet Database – get signed up!

leet owners and motor traders are now obliged to enter the registration number of each of their vehicles on the National Fleet Database website – www.nfd.ie. The website has been established by the insurance industry to assist the Gardai in their fight against uninsured driving and to comply with National and European legislation. If a vehicle registered belonging to you is not entered on the NFD it will be placed on a

‘potentially uninsured’ fi le and forwarded to the Gardai. The Gardai will upload this fi le onto their ANPR (Automatic Number Plate Recognition) enabled Garda vehicles. If your vehicle then passes a Garda vehicle with ANPR an alert is signalled to the Garda that your vehicle may be uninsured. Your vehicle will then be stopped and your vehicle may then be impounded until proof of insurance is furnished or you may have to

produce proof of insurance at a local Garda Station. Th is will continue to occur until your registration has been put on the NFD. Trailers do not have to be added to the NFD. Your broker/insurer will provide you with a UID (Unique Identifier), which will allow you to register and upload your vehicle registrations at www.nfd.ie. Th is UID stays with you, the fleet owner/motor trader, even if you change insurer and/or broker.

Changes to VRT on commercials raise Health & Safety issues

s and from 1 May 2011, vehicle registration tax (VRT) on the registration of Category C – Commercial & Passenger Vehicles (+3.5 tonnes) and agricultural tractors increased from €50 to €200. Car derived vans and commercial SUVs which were subject to a minimum VRT of €125 is now rated at 13.3% of the open market selling price. While the industry as in the users reluctantly accept this move, there is outrage at the less publicised change to the VRT rate charge on crew-cab vans and light trucks. Crew-cabs (with an average GV W of 3.5 tonnes) were used primarily by Local Authorities and employers involved in construction and civil engineering. Up to 5 passengers plus driver were accommodated in these vehicles and transported to their destination in a safe manner. Now, with the increase of VRT from €50 to 13.3% of their retail value, a serious health and safety issue has arisen. “The estimated €4,500 increase in price will prohibit the purchase of crew-cab vehicles by those who really need them,” said a concerned retailer. “Th is move brings with it

serious Health & Safety issues, as operators I fear will go back to the standard van and pile their employees in the back like the old days, which is not acceptable anymore,” he added.

a motor caravan. An N1 vehicle is a vehicle which is designed and constructed for the the carriage of goods and having a maximum mass not exceeding 3.5 tonnes e.g. Light vans and trucks. An N1 vehicle is liable to VRT at 13.3% of the OMSP. In the case of an N1 vehicle that, at the time of manufacture, has less than 4 seats and has a technically permissible maximum laden mass that is greater than 130 per cent of the mass of the vehicle with bodywork in running order, the vehicle can be classified as a Category C vehicle att racting a VRT rate of €200 as amended by s48 FA 2011.

A statement on the issue from the Revenue Commissioners reads as follows; “S102 FA 2010 amended the defi nition of a “category B vehicle” to mean a category N1 vehicle or

We would advise customers to clarify the EU Category of the vehicle by reference to the Certificate of Conformity. If it states that it is an N1 the VRT rate is 13.3% of the OMSP (open market selling price), unless it meets the rule governing the 130 per cent of the mass of the vehicle as outlined above.”

Euro Coach Test 2011

ften when the Chair of an adjudication panel delivers the famous line that the Jury will have a difficult time deciding on a winner - it can sound meaningless and patronising. Nevertheless in many competitive events there is little to choose between contestants, and the competition to find the Coach of the Year for 2012 is one such occasion. Over four days in Arendal, Norway, six manufacturers presented their vehicles for the Jury to drive, assess and scrutinise. The winner will be announced in late September, with the presentation at Busworld in Kortrijk (B), in October. A Jury of transport journalists drawn from nineteen countries with Fleet Bus & Coach representing Ireland assessed the merits of coaches

is little doubt that the competition will be close. In addition to the vehicles being tested, representatives of the manufacturers are also required to give the Jury a full technical presentation and then be subject to an interview on the virtues of their product. As with the vehicles, the presentations were first class, providing a positive insight into the time and effort invested by manufacturers in the event. from Irizar, Scania, Setra, VDL, Viseon, and Volvo. Individually each of the companies represent high standards of quality, and reliability in the manufacture of touring class vehicles. So when put head to head through a series of tests including safety, comfort, driveability, and practicality, there

For the successful entrant, being able to exhibit their product as ‘Coach of the Year 2012’ is to highlight an exceptional vehicle – among a collection of exceptional vehicles. Paul White

FLEETTRANSPORT | JUL/AUG 11

NEWS 111

FedEx Express lends its weight to ORBIS ‘Plane Pull’ • 85-tonne FedEx Airbus is pulled by teams of volunteers for ORBIS sight-saving charity

edEx Express lent its support to the second annual ORBIS Charity ‘Plane Pull’ which took place at Dublin Airport, providing one of its FedEx Airbus A300 models to be used in the fun charity event. The charity Plane Pull saw teams of 25 volunteers competing Tug-of-War style to pull the FedEx Airbus – an aircraft that tips the scales at 85 tonnes – across a 12-foot course in the quickest possible time. The winning team, leasing company AWAS, completed the challenge in 7.5 seconds. “We’re absolutely delighted to be involved in the ORBIS Plane Pull,” said David Canavan, Managing Director Operations, FedEx Express Ireland. “We have a really strong relationship with ORBIS, having sponsored the charity Internationally for more than two decades, and having also supported the inaugural event here in Dublin last year. Our collaboration with ORBIS forms part of the bedrock of our commitment to the communities we serve.”

FedEx Express has made available its unparalleled networks, dedicated team members and vast aviation expertise to help ORBIS in delivering the gift of sight to countless individuals in the developing world. FedEx Express provides ORBIS with a ‘Flying Eye Hospital’ – an aircraft converted

into an onboard ophthalmic hospital – as well as free shipping services to ensure that urgent medical supplies reach the charity’s worldwide locations on time.

Safety Matters . . . . Safety Matters . . . . Safety Matters . . . . Minimising In-Vehicle Distraction

river distraction is thought to play a role in 20-30% of road collisions. If you drive for work or employ people who drive on your behalf for work, driver management must include the effective management of in-vehicle distraction. This is one of the facts outlined by the European Transport Safety Council PRA ISE project in a recently published report. The report, aimed at employers, is entitled ‘Minimising In-Vehicle Distraction’. As part of the broader Work Related Road Safety agenda of PRA ISE. The report offers an insight for employers on how to minimise distractions. It offers clear and specific focus on the use of electronic devices or so-called ‘nomadic devices’. Nomadic devices include mobile phones, smart phones, music players and portable navigation devices [PND’s]. There is a clear business benefit associated with their use, but they must be used properly and safely, is the clear message from the PRA ISE report.

• Adopting policy for managing distracted driving. • Specific recommendations for employers The clear message is that if you as an employer provide the use of technology in vehicles used for work, you should evaluate all the risks associated with technology including mobile phones, smart phones, navigation devices and other electronic equipment. You can access the full report through the Vehicles at Work portal on the HSA website at www.hsa.ie/eng/Vehicles_at_ Work/Work_Related_Vehicle_Safety/ PRA ISE_Project/ The report provides sources of information for employers on; • What in-vehicle distractions are • Adverse effects of Nomadic Devices • Research findings on the risks of mobile phone use • How employers can manage the risks without losing the benefits

IN BRIEF . . . Driving for Work- Summer Driving Tips

he HSA has uploaded information for employers and employees to remind them of key seasonal tips for safer work related journeys over the coming months. Summer months bring more tourists, caravans, agricultural vehicles and seasonal traffic congestion to our roads. There are also more children about, so extra vigilance is needed when on journeys, during deliveries and collections as they are vulnerable road users who are not often aware of the dangers associated with vehicles and their actions are not

FLEETTRANSPORT | JUL/AUG 11

predictable. We ask employers to draw the tips to the attention of their employees who drive for work. They can be viewed at www.hsa.ie/ eng/Vehicles_at_Work/Driving_for-Work/ Summer_Driving_tips/ New publications On the publication section of the HSA website there are some new documents to help you understand particular risks.

Safe Handling of Cattle on Farms. Any work with cattle involves some level of risk. This publication has been prepared to provide general advice and guidance to all persons handling cattle. If you are involved in the transport of cattle this document may be of particular interest to you. The document can be downloaded for FREE at www.hsa.ie/ eng/Publications_and_Forms/Publications/ Agriculture_and_Forestry/Safe_Handling_ of_Cattle_on_Farms_2011.pdf

IMPORTANT NOTICE EXPIRY OF IRISH DIGITAL TACHOGRAPH DRIVER CARDS If you drive a bus or HGV, it’s up to you to make sure that your digital tachograph driver and company cards are up-to-date. When a driver card expires, it can’t record information on drivers’ driving times, breaks, rest periods or manual entries. When a company card expires, it prevents access to information held on the Tachograph Vehicle Units, and your company won’t be able to comply with their downloading requirements. If your cards are expired, you can’t do your job safely. Cards issued in 2006 will start expiring this year. You can see the exact date of expiry at point 4b on the front of your card. It is illegal to drive if your card is not valid. If you wish to renew your cards, you must submit the fee of €50 to the Road Safety Authority at least 15 working days before they expire. Remember, it takes 3-4 weeks for applications to be processed. For further information, and to get an application form, visit www.rsa.ie.

COVER

Mercedes-Benz heralds the dawn of a new Actros era

The new Mercedes-Benz Actros received its World premier in Europe’s Capital City of Brussels. The World’s media assembled at the Expo Arena at the Hysel Stadium, north of the city to celebrate the first new Actros in 15 years. New Actros is clearly focussed on road haulage into the future, with more comfort, the best possible driving dynamics, maximum profitability, energy efficiency and environmental compatibility. In addition to the truck launch, MercedesBenz through parent Daimler provided the opportunity to discuss current political trends related to goods transport within the EU. European Energy Commissioner Mr. Gunther Oettinger addressed the audience and was joined by fellow MEPs throughout the event. More details on www.fleet.ie and in the next edition of Fleet Transport.

ever witnessed Daimler Truck boss Andreas Renschler to be so excited. He was like an expectant father from a by-gone era awaiting news of the newborn child as he paced up and down the hospital corridor. Mr. Renschler had every reason to be anxious as the Head of his Mercedes-Benz Commercial Vehicles Division was about to reveal the all-new Actros to invited members of the press at the Staatsgalerie in Stuttgart. It was a fitting venue in the lead up to the World Premiere with Andreas referring to the new truck “as a masterpiece”. In heaping praise on the design team led by Bertrand Janssen, he said, “our art is an art of engineering, much of the finest European artwork is in this building. These painters were visionaries and just like us in truck engineering there is no room for imitations. It’s either good or not – but the verdict is clear – we are about to show you something very good. Mr. Renschler kept the suspense going by describing every aspect of the new expectant heir to the throne. “We undertook the clean slate approach with this vehicle. Having an already excellent truck that’s market leader in the EU and South America, made the challenge all the more difficult. As the industry is getting tougher with regulations tighter, customers’ expectations and demands are rising. A lot will change over the next few years and today we offer the best possible platform for whatever comes. While comfort and driving dynamics have improved the secret lies in the new (Euro 6) engine generation. It’s just as reliable and powerful as you would expect from Mercedes-Benz using SCR/EGR/ PF – (Selective Catylitic Regeneration/Exhaust 8

FLEETTRANSPORT | JUL/AUG 11

Gas Recirculation/Particulate Filterization) but without increasing on fuel consumption or higher CO2. In fact, it’s less than today’s Actros, which itself entered the Guinness Book of Records with its low fuel consumption.” Andreas continued to talk about his new arrival, “The new Actros aerodynamic design, while being efficient it will look like a macho truck!” On the business end he stated that after the initial outlay, the new Actros would actually save operators money through extended service intervals and on fuel consumption. In highlighting the importance of the truck driver to the economy he said that every detail of the truck is built to suit the needs of the driver from the seats, dashboard and sleeping area. “This means safe and efficient driving,” he

said. “There is nothing comparable in a long haul truck today.” The plan to create a totally new truck cab first mooted nearly 10 years ago, but it was to be five years later before the project really took off. After strenuous testing on all Continents, Mr. Renschler proudly said that nothing broke, and that the test prototype stood up to every challenge. “This is truly our masterpiece – this truck just rocks,” he concluded.

Daimler used its own wind tunnel at its Stutt gart Headquarters to help create the aerodynamic and efficient shape

COVER

First View The first actual sighting of the new Mercedes-Benz Actros took place at Daimler’s historic wind tunnel at its plant in Stuttgart. By describing it as ‘historic’ just indicates that this facility was first built 75 years ago and remains the biggest of its kind in existence in Europe. All of the aerodynamic design work was done here on the Actros cab. Hubertus Troska, the Head of Daimler’s Mercedes-Benz Truck Division outlined the time-line for the introduction of the new Actros range. “June 21st is the official launch date,” he said, "with delivery of orders beginning by late October.” He explained that it was possible to squeeze the new Euro 6 OM471 into the current Actros but “massive compromises would have to be made in relation to cooling,” he added. Mr. Troska admitted that this development was the biggest investment made in a new product by his Division in the 125-year history of the ‘triple-pointed-star’ brand. “It could be our biggest success or gamble,” he said coyly. To ensure it results in the former, he emphasized that every effort was made to return the best fuel economy in every area of the cab and drivetrain. The endless hours in the 5-section wind tunnel has paid off as compared to the Euro5 Actros, up to 6% less fuel will be required per 100 kilometres and by fitting the present Euro 5 engine into the new Actros cab it's 3% more fuel efficient. Power rating from the Euro 6 OM471 will be from 420 hp – 510 hp with Power Shift 12 automated transmission, but the 480 is only available initially. When the lights came on and the music stopped we could all see why Mr. Renschler was so excited. New Actros, while being muscular in shape is yet refined in its styling with intrinsic details to improve the aerodynamic shape. On that subject, we were informed that the perforated air-vent blades on the grille could be closed when cooling is not required. Hubertus stated that there was no compromise in providing maximum interior room either. “We can now offer the biggest area for drivers to operate and sleep in,” he said. More volume (up to 1 cu. m) is gained through clever use of space with the once flagship Mega Space superseded by the … wait for it … the 3.95 m high Giga Space.

New versus old

When it comes to repair and maintenance, the new Actros is 6% better with longer service intervals and the fact that its FleetBoard telematic system is now standard. Six different cab sizes will be available when the full range is introduced with two main equipment or trim levels. Chief Engineer Dr. Jorg Zurn proudly stated that the new Actros marks a new era in design – “modern, not too stylish, self-confident but not too aggressive,” he said. One thing for sure, the new Actros has laid down a marker for the other HGV brands to follow, particularly as the manufacturers must react to the extra cooling required for the Euro 6 engines which come into force at the end of 2012 for new vehicles sold.

Taken straight from the Campervan industry – a spirit level on the top bunk ensures that the driver has a level sleeping area.

Fergus Conheady, Sales Manager, Mercedes-Benz Ireland alongside the New Actros Text & Photos: Jarlath Sweeney - editor@fleet.ie

FLEETTRANSPORT | JUL/AUG 11

LEGISLATION

Eurovignette rates increase gets EU approval

... while Irish MEPs reject it, the IRHA supports it trucks operating in Europe instead of the high road tax rates currently charged. It is a form of double tax. If the road tax was eliminated, the road user charge could then be passed onto their clients in a transport manner,” he stated.

ollowing a vote in the European Parliament last month, Member States are now obliged to charge heavy goods vehicles not only for the costs of infrastructure, which is currently the case, but also to levy an additional charge to cover the cost of air and noise pollution. The revision of the current ‘Eurovignette Directive’ will also enable Member States to better manage problems of congestion, with a new flexibility to vary the charge for HGVs (by up to 175%) at different times of the day. In welcoming the vote, Siim Kallas, Vice-President of the European Commission responsible for transport said, “Th is vote seals a deal on new EU wide rules so that heavy lorries can pay the full costs of the noise and air pollution they cause. These new EU rules will send the right price signals to operators so they will invest more in efficient logistics, less polluting vehicles and more sustainable transport at large. They also give Member States new tools to fight congestion with possibilities to vary charges at different times of the day to get heavy lorries off the roads at peak periods. Th is is a very important step forwards.” In practice, the external cost charges would represent up to 4 cent per kilometre depending on the Euro emission class of vehicle (above 3.5 tonnes), the location of the roads and the level of congestion. The charge will have to be collected through electronic tolls which will be fully interoperable across 30,000 kilometres, double that of the old Directive which took in the TEN-T-Trans-European Networks. While Ireland has opted out of the Directive to date, the extension of its scope in other Member States would prove costly to Irish hauliers, exporters and producers. Irish MEPs Marian Harkin, Jim Higgins and Liam Aylward have opposed the introduction of the new measures and criticised the EU Authorities for failing to take into account the specific needs of peripheral Member States such as Ireland. They are not alone, as support has come in from Spain, Portugal and Italy against the increase in charges. Newly elected IRHA President Eoin Gavin would be in favour of the introduction of road user charges like this instead of the standard motor road tax system. “A road user charge like this would be a fairer system for Irish registered

Spray Suppression systems to be fitted to HGVs and Trailers

o alleviate the dangers of driving behind an HGV on the motorway in heavy rain the Road Safety Authority (RSA) and the Department of Transport are to introduce the compulsory fitting of spray suppression devices on all HGVs and trailers as and from 1 September next. Existing HGVs (over 7.5 tonnes) and trailers (+3.5 tonnes mass) will not require retro-fitt ing as only new trucks and trailers will have to comply. A further requirement will be that the standard of these spray suppression systems must be maintained throughout the lifetime of the vehicle. Among the exempted vehicles includes milk tankers, road sweepers, refuse vehicles and agricultural trailers.

FLEETTRANSPORT | JUL/AUG 11

Text: Rob Van Dieten - rob@fleet.ie

WHY BUY A RENAULT? There are several good reasons to buy a Renault, but just in case you forgot, here’s 4!

• • • •

4 YEAR MAXI WARRANTY (550,000kms Magnum 500,Kms Premium) ATTRACTIVE APR & FINANCE DEALS CLASS LEADING FUEL ECOMOMY 1 DAY FREE OPTIFUEL DRIVER TRAINING

RENAULT TRUCKS FINANCE WE’RE OPEN FOR BUSINESS

Renault Premuim 430.18 4X2 Only €1599 PM* Renault Premium 460.25 6X2 Only €1750 PM* Renault Magnum 480.19 4X2 Only €1899 PM* *Terms and conditions apply. Finance period 48 months and based on a €10,000 deposit/trade-in. Finance ﬁgures exclude Vat and €200 VRT.

TALK TO YOUR LOCAL RENAULT TRUCKS DEALER TODAY Setanta Vehicle Sales Dublin 12 T: 01 403 4555

Surehaul Commercials Co. Tipperay T: 051 640194

Croom Park Truck & Trailer Co. Limerick T: 061 602866

Transport Services Cork T 021 430 0200

Joe Curran Commercials Shaw Commercials Co Meath Co. Mayo T: 049 854 1114 T: 094 902 5908

Surehaul Commercials Co. Kilkenny T: 056 883 8696

Garahy Commercials Co. Offaly T: 057 912 1366

Kelly Trucks Co. Roscommon T: 071 963 7070

Mike Horgan Commercials Co Kerry T: 068 32086

NEW FLEET

Renault’s Premium Distribution is a ‘Wise Bin Move’

New Hino is Doran’s Pride!

iser Bin’s Eoin O’Brien paid a visit to Renault Trucks Ireland’s Headquarters in Dublin to collect the Cork company’s new Premium Distribution refuse truck. The 6x2 Premium specified with a 310hp DXi engine and rear–lift axle will operate from Wiser Bin’s Middleton base servicing the West Cork area.

lift-axle is fitted with a fully automatic Allison transmission. Also pictured are Sean Loft us of Renault Trucks and Willie Greene of Manvik who supplied the very tidy 23 m3 Olympus (REL) bodywork.

his new Hino 8x4 block truck is the first of its type sold by Gethings Garage (Enniscorthy) in three years, obviously a sign of the times. Dorans Concrete in New Ross, County Wexford, which manufacture and deliver pre-cast products in the South East, specified this 8 wheel rigid Hardox dropside built by Jimmy Kelly fitted with a Palfi nger PK18000 crane.

Wiser Bins operate a fleet of over fifty vehicles from a number of manufacturers. But after driving the Premium, Eoin was impressed with the Renault’s strength, reliability and quiet running. He is pleased with how the vehicle turned out and based on Wiser Bin's experience is confident the Renault will out perform the other marques in the Wiser Bin’s fleet. In keeping with the rest of Wiser Bin's vehicles the 6x2 with rear

Spa’s spanking new Scania

Gallery’s new Art of Works!

here is more to meet the eye than this new Scania R500 V8 sporting Spa Transport’s colours. Not only does this new 6x2 tractor feature the V8 embellishments such as the special mesh grille, chrome touches and interior enhancements, it is the 25th new Scania bought by the Ennis company’s owner Eugene Drennan from Westward Scania. In fact, Eugene is one of Westward’s lon ge s t a nd most v a lued customers. Michael Tracy, Westward’s R et a i l Sa le s Manager who sold this truck to Eugene also sold him his fi rst Scania over 30 years ago.

o to a gallery and you will find some fine works of art. Visit Gallery Transport’s yard in Camolin, County Wexford and you will see its new ‘Art of Works’ – a brand new Mercedes-Benz Actros. But it won’t be there for long as the 1860 V8 4x2 tractor-unit will be at work crossing the Irish Sea on a regular basis. Owner Patrick Behan specified this BlueTec 4 Actros with Megaspace cab with an engine brake retarder and electronic brake stability control. Twin air-seats, double bunk, Bluetooth phone connection and fridge are also factory fitted. Purchased from Somers Commercials main MercedesBenz Commercials, Comolin in a straight deal brings the Gallery Transport fleet to 6 examples of the German brand.

Pictured at the handover are Gerry McDonnell, Mercedes-Benz Commercials; Pat Kenny, Somers Commercials; Patrick Behan, Gallery Transport and James Somers, Sommers Commercials.

Isuzu Truck delivers again for An Post

loghran based Isuzu dealer Dublin Tunnel Commercials Ltd has just supplied the second round of an Isuzu N-Series fleet sale to An Post. The specification on the 10 Isuzu NQR 7.5 tonne trucks is much the same as the initial fleet sale to the National postal service provider last year, with the exception of the Euro 5 standard engine. Tony Grey built the 16ft box bodies and Ballinlough supplied the Dhollandia 1 tonne cantilever tail-lifts. “Superior payload and excellent fuel economy from the

Euro 5, 4.5 litre 121 hp engine with EasiShift automatic transmission were the deciding factors for An Post to come back with this order,” said Ray Gregan, Managing Director, Dublin Tunnel Commercials, pictured with Paul Noonan.

MIKE MURPHY INSURANCE GROUP The Insurance Centre, 7 Sandyford Business Centre, Sandyford, Dublin 18. Tel: 01 2932350 Fax: 01 2932360 Email: info@mikemurphyinsurance.ie Web: www.mikemurphyinsurance.ie Mike Murphy Insurance Group is a trade name of Insureforsure Ltd. Is a member of IBA & Regulated by the Central Bank of Ireland.

Text: Jarlath Sweeney - editor@fleet.ie

FLEETTRANSPORT | JUL/AUG 11

CAMPAIGN

verweight, stressed professional drivers call for better roads and improved facilities in the Fleet Driveto-Fitness Survey in association

with Ford.

74% of professional drivers admit to being overweight from the Fleet Transport ‘Drive-toFitness’ Survey recently undertaken in association with Ford of Ireland. Conducted by Believe Consulting, the panel of 500 truck and bus drivers questioned, the majority of which drive between 90,000 – 100,000 kilometres per year are appealing for more roadside rest stops offering a broader range of healthier food options together with improvements to be made to non-primary routes. While 83% drive for a living 5 days a week, 57% of the panel enjoy life on the road. Surprisingly over half of the number of respondents believe they are healthy (57%), and yet 74% admitted to being overweight. This suggests that further advice and education is required on the subjects of healthy eating habits, diet and exercise, which is what 72% of those surveyed requested through seminar/discussion group sessions. Responses to other questions posed reveal similarly interesting results such as 41% eating in their vehicles – 66% of which consider they eat a healthy diet – 46% bring a packed lunch with 24% opting for take-away food. Traffic congestion continues to stress 53% of these professional drivers, with vibration (from poor road surfaces and worn seats) mostly affecting the overall health of the person behind the wheel with digestive problems, migraine and backache being the most prevalent. Only 27% exercise regularly while 30% of these drivers continue to smoke – 52% of which have lit up for 15 years or more. 18% have given up cigarettes, mostly on health or financial grounds. A mere 6% do not drink alcohol but the vast majority that do, consume 3 – 5 units (per week). On the question relating to medication, 14% take prescribed medicines mainly to reduce pain with 6% admitting to taking illicit drugs such as cannabis.

Pictured at the launch of the Fleet Drive to Fitness Campaign at the Applegreen Motorway Services on the M1 were Eddie Murphy, Chairman & M.D., Ford of Ireland; Elsa Jones, Nutritionalist Therapist; Jarlath Sweeney, Group Editor, Fleet Transport Magazine.

insert). “This hopefully will lead to drivers asking for healthier food options at outlets, which in turn will prompt a better selection on offer and ultimately benefit the well being of the professional driver,” explained Jarlath Sweeney, Editor, Fleet Transport. The information leaflet will be distributed nationwide through Fleet Transport and outlets nationwide including the Ford of Ireland Dealer Network. At the conclusion of the four-month programme a similar survey will be conducted once more to ascertain the improvements made, followed by a Seminar to highlight the need for professional drivers to maintain a healthy lifestyle (or indeed, to show them how to adopt a healthier lifestyle).

cracks along with speed restrictions were among the issues reported, together with the fact that local work is extremely scarce, with competition at an all time high. Therefore many drivers have to travel further from base to find work. Lack of respect from fellow drivers and the price of diesel were other issues raised.

Healthy Diet versus Exercise

Kilometres versus Home Away

Despite 56% of the panellists deeming themselves as healthy, 74% admitted being overweight belying the perception that one can carry a few extra pounds and remain in good health. A modest 20% of the drivers believe they do eat a healthy diet despite tucking into their ‘all-day-breakfast’ or burger and chips while out on the road.

In general, according to the Believe Consulting Team, the professional driver seems to be happy with their working hours and the high number of kilometres covered. 83% work 5 days per week driving on average 400/500 kilometres per day. 45% have 1 – 25 years experience and with 30% with 20 – 30 years of driving behind the wheel. Average age is 35 – 45 years (51%) with 22% in the 25 – 34 age group. The neglect of some primary and non-primary routes due to pot holes, bumps and

Many are of the opinion that as long as they have at least one healthy meal a day they are eating properly, but there does not appear to be much of an attractive appetising alternative out there. A great divide exists between the coach drivers and the HGV drivers – the coach drivers seem to enjoy quite a selection of tasty meals on their routes from buffet meals to set menu choices but then more often than not they are stopping off at hotels for

Most disappointing was the 92% of employers that do not promote healthy eating programmes or provide any type of medical screening for their professional driving staff. To create awareness and improve the general health and extend the lifespan of the professional driver Fleet Transport magazine in association with Ford of Ireland will roll out a ‘Drive-to-Fitness’ campaign, endorsed by the Health & Safety Authority and the Road Safety Authority. Elsa Jones, nutritionalist therapist, health columnist and TV presenter has come on-board to produce a handy pocket size guide to healthy eating while on the road (see 14 FLEETTRANSPORT | JUL/AUG 11

Jarlath Sweeney, Group Editor, Fleet Transport Magazine; Deirdre Sinnott , Senior Policy Inspector, Health & Safety Authority and Eddie Murphy, Chairman & M.D., Ford of Ireland and Elsa Jones, Nutritionalist Therapist.

CAMPAIGN Comment from Eddie Murphy, Chairman & Managing Director, Ford of Ireland on the Fleet Drive to Fitness campaign initiated by Fleet Transport magazine. "The well-being of drivers is at the heart of the improvements Ford continues to make in both its commercial vehicles and cars. The enhanced safety, interior comfort and specification of our vehicles is a recognition of the many hours our customers spend behind the wheel each day." "The Drive to Fitness campaign is a natural extension of this work. Research shows there is defi nitely a need here, and at Ford Ireland we’re happy to play our part in pointing drivers in the right direction when it comes to their general health." "For people who spend a lot of time on the road, poor diet and litt le exercise is unfortunately often part of the job, but it doesn’t have to be." the night. The coach drivers on the list did complain however, that there is not much of a choice for them during the lunch break/stop off. The HGV/ Bus driver appears to have to make do with a packed lunch in their vehicle or a quick stop-off at fast food burger outlets. One HGV driver calls a burger stop ahead of his approach and he doesn’t even have to get out of his cab – now that’s service! Quite a few have suggested that there really needs to be more of a choice at safe rest stops, perhaps with delis offering the more healthy option instead of the bacon sandwich or burger and chips. More dedicated rest stops and service areas are also high on their list of suggested improvements. 54% of the drivers exercise every week – walking, gym, football – but there is an age issue – only 10% of the drivers over 40 participating in any form of exercise and 33% over 40 years do not participate in any form of physical activity outside of working hours. 24% under the age of 40 don’t exercise – but 57% do workout at least 3 days a week.

Medical Check-Ups As a professional driver, regular check-ups are a requirement by the licensing authorities and accepted as part of the job, as the 97% returned replies stated they have done so in the last 3 years. Th is led to a question about stress. 86% stated that the actual driving itself does not cause too much stress as that is what they have been trained to do. Quite a high number did say that they get annoyed and frustrated with road works, congestion and “stupid” drivers. Not being able to smoke in the cab, which adds to the frustration, was also mentioned. Regular exercise and a more regular sleep pattern were outlined as the main contributors to improved health together with less vibration coming up through from the bumpy roads to the worn seats.

Promotion of Good Health + Well Being The lack of information from the majority of employers in relation to health awareness issues and promotion was a major source of disappointment among the all male panellists. Practically all agreed that by talking in groups at workshop type Seminars is the best method to highlight the issues and achieve results. “The Driver CPC module should incorporate more information of the everyday needs to improve drivers’ health,” was suggested by many of the respondents.

Fleet Transport Drive-to-Fitness Survey Synopsis in association with Ford of Ireland Type of vehicle driven for work 50% HGV 50% PSV Average Age 51% 35-45 years old 22% 25-34 years old Distance driven annually 36% 90,000-100,000 kms 17% 45,000-60,000 kms Average journey distance: 400-500 kms 83% drive 5 days per week Experience 45% 10-25 years experience 30% 20-30 years experience Job satisfaction 57% enjoy driving 39% enjoy driving sometimes Health Score 56% deem themselves healthy deem themselves not to be 35% healthy deem themselves overweight in relation to height

74%

deem themselves correct weight in relation to height have healthy diet eat unhealthily

17% 66% 20% Eating habits 30% 41% 21% 46% 24% 17% Exercise 54% 27% Medical Checks 100% Effects on health 16% 15%

eat at restaurants/hotels eat in vehicle cab eat in take-away premises bring packed lunch buy from take-away use restaurants partake 2/3 hours per week exercise to improve health have medicals every 1-3 years cab vibration poor ergonomics

15%

poor diet

Sleep 26% 50% 28% 13% 62% Smoking, Drinking, Medication/Drugs

regular sleep pattern sleep 8-10 hours sleep 0-6 hours spend 2 nights or more away from home sleep at home

30%

smoke cigarettes (52% for 15 years+, 95% smoke 30/40 cigarettes per day)

18%

gave up cigarettes (52% on health grounds, 39% for fi nancial reasons)

94%

drink alcohol (58% 3-5 units per week)

31% 14% 23% 12% 53% 6% 75% 25%

drink alcohol (5-10 units per week) take prescribed medication to combat pain to reduce cholesterol levels did not wish to state take illegal drugs at weekends daily FLEETTRANSPORT | JUL/AUG 11

INTERVIEW team are transferring – I have lived in the North East most of my working life and I’m currently planning my own move.

One-to-One Paul Avery, Managing Director, Schmitz Cargobull UK & Ireland with Jarlath Sweeney editor@fleet.ie

JS. With the closure of the manufacturing facility in Harelaw and the planned transfer of the head office and central parts facility to Warrington, how do you aim to restore confidence in the Schmitz brand to existing and new customers? PA. For the last 12 months all curtainsiders for the Irish market have been built at our 295,000m2 site in Altenberge, Germany, where Schmitz Cargobull has been manufacturing since 1950. Th is is a seriously impressive facility and not dissimilar to what you would expect from a prestige car manufacturer. It has the capacity to build up to 47,000 units per year and is nearly seven times the size of our site in Harelaw. Temperature controlled and dry freight box-van trailers have been built at our Vreden plant – and will continue to be. Th is is a similarly modern 120,094m2 facility with an annual manufacturing capacity of nearly 15,000 units. In terms of trailer manufacturing in Europe, these facilities are at the very top of their league. Today, fleet managers and haulage company bosses don’t think twice about ordering a new truck which is built on the Continent – and there’s really no reason to think any differently about trailers; in fact many customers don’t. As a company we remain totally committed to the Irish and UK markets and we are providing the same sales support, quality manufacturing and parts back-up as we did prior to production transferring a year ago. Arguably, since we aren’t involved with the day-to-day challenges of manufacturing on our doorstep, we’re able to spend more time focusing on supporting our customers and ensuring that our service levels remain at their highest. JS. What has become of the management and staff based in Harelaw? PA. W hen we announced that we were transferring our head office and parts operation to our sister-facility in Warrington we invited all of the Harelaw-based team to relocate with the business. Naturally, whilst we would love the whole team to transfer, this isn’t necessarily practical for office-based staff such as administrators. For a number of the positions where staff have chosen not to move with us, we’re recruiting locally. All senior management and the core sales 16

FLEETTRANSPORT | JUL/AUG 11

Sharing a site with our used trailer facility in Warrington is a positive step for the business. We’ll be able to work much more closely together – and it brings us closer to our customers. JS. Now that trailers for the Irish market will be made in the EU, does this mean that they will come in at a better price as the Euro/Sterling currency exchange should not be required? PA. In short, yes. With all products for Ireland being manufactured on the Continent we can trade directly in Euros. Th is is already having a significant impact – over the last year we have trebled the volume of trailers sold in Ireland. JS. Will there be a service point and finishing centre in Ireland to assemble rigid body kits? PA. Our long-term goal is to use strategic service partners to assemble Schmitz Cargobull rigid body kits at a local level. In the short-term rigid body kits are being shipped directly from our plant in Lithuania to our service centre in Doncaster, where they can be mounted for both the Irish and UK markets. If this proves successful, we’ll move towards establishing local operations in Ireland. We’re keen for more fleets to see the quality of our rigid body range, so we’re currently preparing an 18 tonne Renault rigid with a 26 ft reefer body which is going to be using as a demonstrator throughout Ireland. The plan is to take it to major fleets over a 3-6 months period in conjunction with Setanta Commercial Vehicles. JS. Your recent appointment of Setanta Commercial Vehicles as sales agent for Ireland, how do you see that developing? PA. Setanta is working with us as a strategic sales partner, supporting our own direct sales approach. It allows Setanta to offer a true one-stop-shop service to fleets, by not only selling them a truck, but the rigid body or trailer from Schmitz Cargobull to go with it. It’s a very positive step for the Irish market. JS. Will they stock parts and be in a position to handle your telematics business alongside the trailer sales and repairs?

PA. The majority of the standard wear and tear parts are items which are off-the-shelf, and which Setanta will hold for other divisions of its business. But yes, it will be keeping parts to support Schmitz Cargobull customers. Plus we are continuing to work very closely with McLoughlin Coachworks in Dungannon, which handles warranted repairs to Schmitz Cargobull products throughout the whole of Ireland. Our telematics services will continue to be managed directly by head office. JS. Looking at the company from a global scale, is the focus more towards Asia than Europe? PA. Schmitz Cargobull is the clear market leader in Europe for both temperature controlled and dry freight trailers; our focus here will not change. We are actually working hard towards increasing our share of the market further and have strong aspirations for Ireland. At the same time we recognise that Asia represents significant opportunities. Key to achieving this is our recently announced joint venture with the Dongfeng Motor Company – one of the largest manufacturers in the world (see contract signing below). It will allow us to combine our expertise and innovation in trailer manufacturing with Dongfeng’s own customerspecific know-how in China. Our joint goal is to establish a high-quality production facility in China, supported by a strong sales and service network across the country. JS. Is there anything new or innovative in the pipeline from a product point of view? PA. Yes, we’ve just launched our new dual-axle Eurocargo curtainside trailer which offers a payload of 25.6 tonnes – allowing fleets which don’t need the carrying capacity of a threeaxle trailer to benefit from a healthy payload, combined with lower fuel and maintenance costs. Compared with a five-axle combination running at 40 tonnes, the gross load capacity is only reduced by 1 tonne. Plus our new ROTOS+ running gear is now considerably lighter, which boosts payload across our trailer range. On a mega volume curtainsider with 19.5” disk brakes, the ROTOS+ axles deliver a weight saving of 250 kg. Payload is critical in the transport business, and it’s another area where Schmitz Cargobull is working innovatively to deliver real savings for fleets.

PRODUCT

Stoneridge Electronic Exakt – Timing is Everything u October 2012. This will see the introduction until o an enhanced motion sensor designed to deter of i interference with data recordings, by the use of m magnets. D Download times of the Exakt 5000 are ten t times quicker than its predecessor, and remote d downloading is now possible. This is viewed as a important time saver especially for the larger an fleets, where downloading VUs and Driver Cards c be very time consuming. can

not record the time as a driving activity.

Stoneridge’s new Exakt Vehicle Unit (VU), aims to take full advantage of ‘Commission Regulation (EU) No 1266/2009’ due to be introduced in October of this year. The Regulation amends some technical specifications regarding the way new VU’s record data, however it is important to note that,1266/2009 in no way changes or alters any of the ‘Driving Hours’ Directives.

The Exakt 5000 should benefit those at multi-drop work the most, though it offers possible savings for all operators. Even when stuck in a motorway traffic jam, if each movement is not the longest single event in any particular minute, it won’t be recorded against driving time. So if engaged in any type of work where drivers’ queue waiting to load or unload the saving of driving time could really improve productivity. Here the presenters cite testimonials from companies already using the Exakt. Companies such as ASDA and Coca-Cola are realising savings on their multi-drop delivery work, which is keeping drivers within the hours and improving vehicle utilisation.

he high level of interest at an early morning presentation by Stoneridge Electronics revealed how significant Tachograph legislation is now viewed. Area Sales M J h C ld anddFl Manager John Calder, FleettA AccounttM Manager Alan Barnes, were in Dublin to reveal details of the new Stoneridge ‘Exakt SE 5000’, Digital Tachograph. John Calder says Stoneridge is the first manufacturer to make available the next generation of Digital Tachographs.

The most significant change relates to the manner in which time is recorded by the VU. The VU will now ‘only record an activity for one minute if that activity is the longest single event for that minute’ instead of the current method where activity times are rounded up. Another significant change means that companies can also set the VU’s ‘default mode’, whereby once the vehicle stops the VU reverts to the preferred pre-selected mode, for example, rest - as was the case with the automatic analogue Tachograph. Being able to select the preferred default setting means that a driver can move a vehicle, and once the movement is no longer than 29 seconds the VU will

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

A Allowing drivers to make small movements without r recording might appear to contravene the spirit o the driving hour’s regulations. However, the of n regulations will finally correct a flaw with the new o original design specifications - which was extremely u unfair to both drivers and operators. P Price of the Exakt 5000 is €684 for the standard model, with the ADR approved version coming in at €694 – plus labour and calibration. Currently Stoneridge have an introductory discount available for anyone wishing to upgrade. The offer reduces the purchase price by the Euro equivalent of Stg £100 – at the exchange rate on the day.

Some long-standing issues drivers have highlighted have been dealt with and the VU now boasts a muchimproved display, which is easier to read thanks to the use of larger pictograms. In addition making manual entries is not always straightforward as the VU manufacturers claim. Stoneridge has addressed these complications by allowing the values to be entered in local time, and a provisional printout taken. If all is OK the entries can be confirmed, if not they can be amended and then confirmed. Also long overdue the Exakt promises faster processing of the Driver's Card on insertion and withdrawal. Although these changes will begin in October 2011, full implementation of 1266 will not come into force

FLEETTRANSPORT | JUL/AUG 11 17

FORUM 1

Fleet Transport Forum in association with DAF Trucks

Truck Technology Are we there yet?

y its nature transport often dictates that every waking hour is spent in the office, on the phone, or in some way immersed in problem solving or problem prevention. However devoting every hour of every day to the business cannot guarantee success and cannot ensure that all is on the right track. Where many transport operations fall into difficulties, in particular the small to medium sized entities, is affording the time to step back and assess where they are, what they are doing and where they are going. For example what affect if any, will the implementation of Euro 6 have. The affect of Euro 6 was just one of the issues listed for discussion at the latest ‘Fleet Transport Forum' held in association with DAF Trucks at the Carlton Hotel, Dublin Airport last month. This idea of standing back and discussing relevant issues with a group of like-minded people can only promote better understanding of the industry, and therefore a broader understanding of the position of your business within that industry. The people attending might be like-minded, but that does not mean that they will agree with your views. Phil Moon, Product Marketing Manager of DAF Trucks was the keynote speaker and his presentation gave the vehicle manufacturers' position on the state of the industry. First item on the agenda was the current status of engine development, what benefits have been realised, and at what cost. Phil began his presentation with a definition of the word ‘Technology’ drawn from the online source Wikipedia. It says that 'Technology is the making, usage and knowledge of tools, techniques, crafts, systems or methods of organisation in order to solve a problem or serve some purpose'. When Euro 6 comes into force in 2014 it will herald the lowering of NOx and Particulate Matter levels by 95% and 97% respectively, against the Euro 1 18

FLEETTRANSPORT | JUL/AUG 11

values. So employing the knowledge, tools and techniques has solved the problem of emissions. However, this has created another dilemma whereby, some vehicle producers have stated that meeting the Euro 6 regulations, may see an increase in fuel consumption. The drive to reduce emission levels has now stifled the objective of reducing fuel consumption. Reduced fuel consumption is what operators actually require. Phil then moved to address the issue of the numerous driver aids and Telematic systems available, posing the question, do these devices give direction or distraction? The products range from advanced mobile phones to tracking systems and proof of delivery recording. It is not solely the devices, which have caused concerns, the correct installation and positioning of the units have created difficulties. The Road Safety Authority’s Séan Breathnach, explained that the absence of legislation covering where additional devices are situated in a vehicle has caused complications - particularly with regard to forward visibility. Arguably the amount of Telematics and onboard equipment is now reaching overload. In addition, as the level of systems utilisation is often not fully exploited, their value is questionable. Improvements in vehicle aerodynamics have as with engine development reached what could be described as an impasse. Cab design has now reached a point where any radical attempt to reduce vehicle drag will impede on driver comfort or vehicle carrying capacity. As can be seen in the artist’s impressions depicting the truck of the future - for example ‘DAF’s XFC’ concept vehicle. It is possible for many of these designs to be produced, but to remain within the existing legal dimensions is not achievable without compromising living space or loading metres. Even factoring in the additional space to accommodate Euro 6 cooling requirements has created a design issue for manufacturers.

Phil explained that when it comes to vehicle design manufacturers do not have a free hand and are heavily constrained by approximately forty to fi ft y pieces of legislation concerning EU Type Approval - which questions who benefits most from these Directives? A discussion, chaired by Fleet Transport’s Group Editor, Jarlath Sweeney followed the presentation with thoughts turning first to how Euro 6 may affect the industry. While all speakers appreciated the benefits with regard to the environmental aspects, all voiced concerns about the costs which must be incurred to achieve these benefits. Simon Teevan and Gay Farnan from DAF Distributors (IRL) noted that with the exception of some State and Semi-state bodies, few customers are interested in what emission rating a vehicle may have. Their colleague Mark Hunter added that while we sign up to these standards we haven’t got the resources, and in Ireland there is no incentive for operators. These sentiments were echoed by Sean Curran of Sam Dennigan & Co. stating that such new initiatives just add extra costs and can be troublesome. Declan Allen (DIT) expanded on the issue of new technologies, and the difficulties attracting new entrants to the vehicle repair sector. Noting that as technologies have become more advanced, vehicle servicing demands a higher level of competence. Th is should be reflected with changes to the entrant criteria for Motor Apprentices to ensure future needs are met. Incorrect maintenance and repair is causing problems with electronic systems. When un-trained personnel fitting extra equipment break into the vehicle’s wiring loom, this can lead to systems failures in the modern commercial. This can often be a simple device which a driver may personally install - additional to any company installed equipment. The subject of mobile phones was also highlighted

FORUM 1

Participants in the Fleet Transport forum in association with DAF Trucks

by the Health & Safety’s Deirdre Sinnott, who promotes the Authorities of an 'engine on/phone off ' policy. A policy supported by the Freight Transport Association’s Declan McKeown, who encourages all companies to develop guidelines on the correct use of mobile phones. Deirdre Sinnott informed the Forum that information to develop such a policy is available on the HSA’s website, under the heading ‘PRA ISE’ a project funded by the ‘European Transport Safety Council’. While DAF offers an integrated phone system, their experience is that few operators avail of this as many have specific contracts with telecom providers. The Forum also raised the issue of safe access and egress to and from un/loading areas, and was highly critical of the planning process for granting permission to operate without consultation with the RSA and/or HSA. It may be possible to have some of these matters reviewed under Health and Safety Regulations, which stipulate the need to ‘provide a safe place of work’, which includes all visitors to the premises.

Jarlath Sweeney. Fleet Transport and Paul Moon, DAF Trucks

The final topic for discussion related to possible Road User Charges (RUC) for commercial vehicles. In essence the possible adoption of road charging was welcomed by George Mills of the IRHA. However, he qualified this on the basis that an RUC is a fairer system which can be allocated against a particular movement. It is more straightforward to factor into transport rates and is levied only when a vehicle is working. This is preferred to the current method of taxation which is levied whether a vehicle is used constantly or infrequently, noting that due to the downturn many hauliers may have some of their vehicles parked up, and are paying for the days a vehicle is stationary. After any discussion on transport issues many of the questions are left unanswered; however, that does not mean the exercise was not worthwhile. It may not have produced definitive answers to the questions asked, but it certainly provided an improved and wider understanding of the issues. Bringing with it a realisation that never before has transport undergone such immense change, and

that the pace of that change been so dramatic. One underlying thread throughout the Forum was the lack of consultation with the industry, by the various regulatory bodies regarding the possible affect any new regulation/s may have. One example highlighted by Bob O’Shea of Dan Ryan Truck Rental, was the immense increase in administration, when barrier free tolling on the M50 was introduced. Too often struggling with the day to day issues we can lose sight of the bigger picture and events such as the Fleet Transport Forum in association with DAF Trucks presents an opportunity to step back, and provides a valuable and comprehensive insight into the current state of the industry from everyone’s perspective.

Fleet Transport Forum in association with DAF Trucks Attendees

DAF Trucks N.V., a subsidiary of the American company PACCAR Inc, one of the world’s largest producers of commercial vehicles, is a leading manufacturer of light, medium and heavy duty trucks with a 2010 market share in the EU of 15.2% in the over 15-tonne category. DAF manufactures a full range of tractors and rigids, offering the right vehicle for every transport application. DAF is also a leader in providing product-related services: MultiSupport Repair and Maintenance Contracts, fi nancial services are offered in certain markets from PACCAR Financial and a fi rst-class parts service. In addition, DAF develops and produces components such as axles and engines for, in particular, bus and coach manufacturers all over the world. DAF Trucks N.V. has production facilities in Eindhoven, the Netherlands, and Westerlo, Belgium, and over 1,000 dealers and service points in Europe. DAF Trucks are imported and marketed in Ireland by DAF Distrubutors Ireland, based in Dublin.

Bob O’ Shea Declan Allen Declan Mc Keown Deirdre Sinnott Ed Claffey Gay Farnan George Mills Mark Hunter

Representing Dan Ryan Truck Rental Dublin Institute of Technology Freight Transport Association Health and Safety Authority Irish Industrial Explosives DAF Distributors Ireland Irish Road Haulage Association DAF Distributors Ireland

Phil Moon

DAF Trucks

Ray Cregan

Dublin Tunnel Commercials

Séan Breathnach

Road Safety Authority

Séan Curran

Sam Dennigan & Co

Simon Teevan

DAF Distributors Ireland

Chairman - Jarlath Sweeney, Fleet Transport Text & Photos: Paul White - paul@fleet.ie

FLEETTRANSPORT | JUL/AUG 11 19

FIRST DRIVE

Iveco’s New E EcoStralis coStralis will save fuel – Guaranteed!

s operators struggle with highly erratic fuel prices, which show no sign of easing any time soon, Iveco has come to the rescue with its new EcoStralis. Paul White reports. If someone walked in the door and ‘guaranteed’ to reduce your fuel costs by 4%, you may be a little wary, but you would certainly give them a hearing. With transport rates not increasing and more intense competition, the only possibility left is to reduce costs. So to knock 4% off your biggest running cost could greatly improve your chances of survival. If they are prepared to also guarantee a 4% saving then it is possible that you might achieve an even higher figure. For transport companies to be offered a genuine guarantee by any supplier is a rare thing indeed. However that’s what Iveco is promising with their latest version of their big selling Stralis – the EcoStralis. As one would expect some ‘terms and conditions’ do apply, though to be fair they are not unreasonable and most operators should be able to live with them without any difficulty. Iveco has managed to offer this guarantee by taking the well-known Stralis, making some changes and tweaking some of the soft ware. The result is that when combined, the several small improvements add up to significant savings. While they guarantee 4% it believes that far greater savings can be realised, in fact Iveco is sure that it is possible to double the savings if all the criteria is met. A number of the modifications Iveco have made may seem obvious and could be carried out by any operator to almost any similar spec truck. Others require a more in-depth mechanical intervention such as changing the final drive ratio, and the 20

FLEETTRANSPORT | JUL/AUG 11

fitment of improved wind deflectors and side skirts to the 4x2 tractor units. Nevertheless even if some of the ideas are applied there should be a corresponding reduction in fuel consumption. One major change for EcoStralis is that Iveco has turned down the speed limiter from 90 to 85 kph, and as our speed limit is 80 kph this should not really bother anyone who works nationally. Another key alteration for EcoStralis relates to the Eurotronic transmission, which is now fully automated, with all gear selections controlled by the ECU. This means drivers can no longer manually override the system, for example when approaching a hill. Depending on the driver’s ability this can be a good or bad concept. A skilled operator familiar with a vehicle can generally improve the gear selection on any of the modern AMTs (automated transmissions). Correct reading of the road ahead, anticipating and reacting in good time can allow the driver to change up sooner on certain occasions, thereby getting the optimum performance out of the driveline. However, not all drivers have this ability, and the bigger the fleet, the greater the variation in driving skills inherent in that company. EcoStralis can improve the performance level of the weaker drivers, bringing them closer to the figures achieved by the quality drivers. It won’t make a good driver better but it will improve the average over the fleet. Iveco has specified Michelin X Energy Saving tyres (315/70/R22.5) as standard, and a final drive ratio of 2.64:1 is also a condition of the deal. This ratio may appear to some as a little high, but should work well in Ireland, which in comparison to other European countries

as Ireland is relatively flat - and once you get EcoStralis up and running it is not such an issue as some might think. Iveco’s Cursor 10 engine delivering 460 hp (343 kW) is the standard power unit for EcoStralis. Chassis variants come in either 4x2 or 6x2 configuration, with Active Super Space or Active Time cab options - which suits most Irish operators. The Euro 5 EEV 10 litre has a maximum torque of 2,100 Nm, which kicks in at 1,050 rpm and stays until 1,550 rpm. Having 2,100 Nm available from 1,050 rpm through

FIRST DRIVE

to 1,550 rpm allows great scope to save fuel, and because there is no manual override the driver has no choice but to keep the rev counter in the lower section of the green band, as all gear changes are controlled by the Eurotronic’s soft ware.

most efficiently at 90 kph, trying to keep in top gear at 80 kph, the vehicle is somewhat labouring causing the driver to change or split down to maintain momentum, once any slight incline is encountered.

The interior of our test unit was in-keeping with any other Stralis Active Space. A cab that is deceptively bigger on the inside than it appears when viewed on the road. With us now since 2002, Stralis has aged well and is popular with drivers particularly in the large fleet sector. We have always found the big Iveco an enjoyable vehicle to drive and the Eco version doesn’t disappoint in that regard. Initially for those engaged in International work the idea of being limited to 85 kph may not be very appealing. However after a relatively short period you get accustomed to driving at that speed, and after all the performance settings on EcoStralis, it is something you can’t change. Once you accept that as a driver you have little input into vehicle performance, the drive becomes very relaxed allowing more time to concentrate on the everyday hazards of the road.

As part of the EcoStralis fuel guarantee Iveco offers two telematics packages, ‘Standard’ and ‘Advanced’ which assess driver and vehicle performance, and provide roadside assistance throughout Europe. Service and maintenance must be carried out by Iveco trained personnel and replacement parts must be original equipment. While this part of the deal may not suit everyone, it could be worth a re-think on the figures. Using the approved low viscosity synthetic lubricant, EcoStralis oil change intervals now extend to 150,000 Kms. Maintaining the vehicle in accordance with Iveco’s recommendations safeguards the warranty cover for three years, or 420,000 Kms whichever comes first.

It may sound like an Eco version is a boring and sterile vehicle to drive, with little to engage the driver; in fact we found this not to be the case. With the exception of the speed limiter set to 85 kph and not being able to override the transmission, it drives the same as any other Stralis on the road. With our current speed limit of 80 kph, many believe that when driving a truck, which is geared to run

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

by the price per litre, multiplied by the number of vehicles. When the figures are applied across a fleet the potential savings are significant, and it is with the larger fleets that EcoStralis will realise the greatest benefits. Nevertheless a 4% saving is relative to any operation regardless of size, and will benefit all operators proportionally. If Iveco is prepared to guarantee a 4% saving, it’s reasonable to expect that with careful driving style and dependant on operating conditions, you could possibly improve on that figure. It is a courageous move by a vehicle manufacturer to embark on such an undertaking, and demonstrates great faith in its engineering. However no manufacturer or service provider would offer such a guarantee unless they were confident they could fulfil their promise. In fact Iveco believes that “there is a potential to save nearly double that figure”. Iveco guarantee that operators will save at least 4%, if operators can save more, that’s all to the good - either way you win.

The mathematics are fairly simple, a saving of 4% on 1,000 litres of fuel equates to 40 litres, multiplied

Iveco EcoStralis Eco-sett ing Fully Automated Eurotronic Transmission

Michelin X Energy Saver-green Tyres – 315/70/R22.5

Final Drive Ratio 2.64:1

Speed limited to 85 Kph

Improved Air Deflector Kit

Cursor 10 - 460 hp (343 kW)

FLEETTRANSPORT | JUL/AUG 11 21

FLEETING SHOTS

Mercedes-Benz Atego Truck of the Year 2011

t the European Commercial Vehicles Show in Hanover, the new Mercedes-Benz Atego range was honoured with the International Truck of the Year Award. Jarlath Sweeney, the Irish Member of the Adjudication Panel and Executive Member of the Jury on behalf of Fleet Transport Magazine made a presentation of the replica trophy to MercedesBenz Commercial Vehicles Ireland. Pictured are Fergus Conheady, Sale s Manager, MercedesB e n z C o m m e rc i a l Vehicles; Stephen Byrne, Managing Director, Mercedes-Benz Ireland and Jarlath Sweeney, Group Editor, Fleet Publications.

TPN’s hot deal with Weber!

he Pallet Network (TPN), one of Ireland’s leading freight, transport and logistics services provider, recently signed a contract worth €750,000 with Weber UK & Ireland. The three-year deal will see Weber use TPN and their member network to store, ship and distribute all of its products and supplies to its Irish customer base nationwide, including leading DIY centres, hardware stores and garden centres. Weber Barbeques is the world’s premier manufacturer of charcoal, gas and electric grills, grilling accessories and other outdoor room products. The company has grown its Irish business by 50% over the last three years. Brendan Dunne, Weber’s Sales Manager, commented, “Our amazing progress over the last few years is due to the quality and range of our products and in no small way to the superb logistics services provided by TPN. Our clients now know that when they order stock they will receive the correct products on time every time in a presentable condition."

Pictured: (l-r) Brendan Dunne, Ireland Sales Manager, Weber, Nicola Smith, Customer Services Manager, TPN and Owen Cooke, Chairman TPN with the Weber BBQ Experience.

Around the World in 100 days with VW Amarok

n the tenth year of the World Aids Awareness Expedition (WAAE), Volkswagen Commercial Vehicles supported extreme athlete Joachim Franz in his fight against HIV, with the supply of 5 Volkswagen Amaroks with special fittings and equipment for the 'Move the World Tour'. Th is year, the adventurer’s team travelled in a 'W' shape over the globe. The expedition began in Vancouver, Canada, with the convoy then heading to Central America. From there the journey continued through Europe, southwards again to South Africa, then back up to Egypt and on to Russia and China, with the fi nal leg ending in Australia. In the process, the participants are aiming to travel through 50 countries in 100 days covering 65,000 kilometers. Having already proved its reliability as an escort and support vehicle on the Dakar Rally, the expedition team was faced with a whole range of extreme situations on their journey, but, whether it was the dusty heat on the East African Highway or icebound passes in the Andes, the International Award winning Pick-Up with its 4MOTION all-wheel drive, off-road ABS, and the electronic stabilizing programme was built to deal with these conditions.

Connaught Journalists Golf Team to the Fore!

embers of the Connaught Journalists Golf Team, resplendent in their Mercedes-Benz team shirts, fi nished runners-up in the All-Ireland Media Provincial Golf Challenge in Killarney. The highest score of the competition was recorded by a combination of Declan Tierney and Fleet’s Gerry Murphy with 49 points on the O’Mahony Course.

Pictured from L/R back row: Michael Kelly, Freelance Photographer; Ken Kelly, Galway Bay FM; Padraic O’Gaora, RTE; Maiti J O’Fahartha, Radio Na Gaeltachta; Michael Ruane, Irish Times.Front Row L to R: Declan Tierney, Connacht Tribune; Austin Garvin, Mayo News; Tommy Devane, Galway Bay FM; Gerry Murphy (Capt), Fleet Publications & Galway Bay FM; Kevin O’Dwyer, Galway Bay FM.

Text: Jarlath Sweeney - editor@fleet.ie

FLEETTRANSPORT | JUL/AUG 11 23

FORUM 11

All-Island Freight Forum – North South Ministerial Council Offices, Armagh

epresentatives from all aspects of the transport and freight sectors assembled at the North South Ministerial Council building in Armagh for the second meeting of the newly established All Island Freight Forum. It was set up in April 2009 by the North South Ministerial Council (NSMC) to provide a sustainable freight sector across the island of Island with an emphasis on safety, compliance and eco-efficiency. Following its inaugural meeting in January 2010, public authorities and stakeholders were invited to the 28 June event to agree on the key issues in relation to the above and to identify actions which are to be taken forward. Jointly hosted by the Department of the Environment (DOE) in Northern Ireland and the Road Safety Authority (RSA) various presentations by Government Agencies on both sides of the Border were followed by group workshops with the plenary session consolidating on the priorities and agreement on the way forward. Education and training were the two main strands for the two main Bodies to concentrate on in the future. Alex Boyle, Department of the Environment (N. Ireland) acted as Master of Ceremonies and introduced Deirdre Kenny, Director of Road Safety & Vehicle Regulation Division (DOE NI) who welcomed the attendees and outlined the

24 FLEETTRANSPORT | JUL/AUG 11

Agenda for the day. She highlighted the emphasis on a common approach North and South to freight transport when it comes to regulation, enforcement and operator compliance. “Compliant freight transport operators and drivers are safer and more efficient,” she said. Ms. Kenny’s counterpart in the Irish Republic Noel Brett , CEO, Road Safety Authority stated in his address that although the number of fatal collisions have reduced in recent years with less accidents in urban settings, those involved in rural areas continue to have serious consequences. He listed the causation factors as follows: 1) Age (young & older); 2) Impairment (drugs/ fatigue); 3) Experience; 4) Vehicle Defects; 5) Fatigue; 6) Load Security; 7) Urban Driving; 8) Mobile Phone Usage and 9) Health. “99% of freight is carried on commercial vehicles,” he said, to emphasise the reliance on the road freight sector to the economy. In line with the Northern Irish Authorities, the RSA is working on the introduction of an operating licensing system for own-account transport operators, which in effect would bring these industry players into the same level of rules and regulations as licensed hauliers. Since the formation of the RSA in September 2006, the main areas of concentration were to regulate drivers’ hours, increase enforcement and introduce a compliance strategy together with Commercial Vehicle Roadworthiness Reforms. To date notable gains have been made in all aforementioned elements with more to come.

Longer established and with high staff numbers, the Driver & Vehicle Agency in Northern Ireland has also delivered results in reducing non-compliance in relation to vehicle roadworthiness according to CEO Stanley Duncan. As found at the RSA roadside checks, similar defects were found on the HGVs/PSVs citing lights, brakes, speed limiters, tachographs and tyres as the big offenders. Peter Hearn, representing VOSA, the GB based Vehicle & Operator Services Agency, surprised the attendees with startling photographs of various sophisticated methods of tachograph evasion from magnets, separate disconnecting switches and other law breaking implementations. In demonstrating compliance rates, Peter stated that Republic of Ireland (ROI) registered goods vehicles still top the offenders list when it comes to overloading and trailer defects, while Northern Ireland operators infringe more on drivers’ hours but are on par with ROI with general vehicle defects. “Fact is, that HGV defects/offences are still much higher than GB based good vehicles.” That said, his next slide revealed that Swedish hauliers are top of the un-roadworthiness list with NI at number 9 and ROI in 10 th place. Eastern European vehicles mainly fi ll the gaps in between. Before the coffee break, Graham Brennan (Sustainable Energy Authority Ireland) presented details of the Irish Government body’s Policy Context which has three sections under Energy Efficiency – 1) Technology, 2) Driver Behaviour and 3) Logistics & Operation. Various SEAI supports, from information to fi nance were also covered. Special attention was given to electric powered vehicles and biofuels.

FORUM 11

It is only when best practice is in operation on a daily basis that one can gain from the benefits, as explained by Andrew Reynolds, MD, Reynolds Logistics, the multi-award winning Dublin based fuel and lubricant distributor. Over the years, the company has introduced many of its own developed safety enhancements such as in-house driver training, their Drive-to-Zero campaign, which focuses on behaviour based safety for employees. On the Eco-Efficiency theme, Reynolds strives to reduce emissions and lower fuel consumption with 10% savings generated in recent years through efficient scheduling, vehicle design and best use of telematic systems.

to educate transport operators and drivers in relation to ongoing issues in relation to road safety, compliance and enforcement. More training is also required with a review of the Driver CPC to cover a module for International hauliers.

Over the five-hour Forum lots of thought provoking issues were covered. The challenge now is to put policy in place to fi ll the gaps and provide better communication methods to the freight transport operator for all to benefit from.

Representing the Freight Transport Association (Ireland) Tom Wilson went through various aspects of day-to-day operational procedures that if implemented correctly lead to reduced costs and improved safety. He outlined a number of areas where changes/modifications to existing legislation that is more focused and user-friendly to operators would gain positives all-round. After lunch, three working groups were formed with balanced representation on the Enforcement, Eco-Efficiency and Safety discussion panels. Two strands emerged from the workshops â&#x20AC;&#x201C; Education and Training â&#x20AC;&#x201C; to prove that there is a need for an increased effort to be made by the legislators

Pictured at the All-Island Freight Forum held at the North South Ministerial Council building in Armagh were (front left , Denise Barry, Road Safety Authority and Andrew Reynolds, MD, Reynolds Logistics. Back l/r: Stanley Duncan, Driver & Vehicle Agency in Northern Ireland; Tom Wilson, Freight Transport Association Ireland; Noel Brett , CEO, Road Safety Authority; Peter Hearn, VOSA - Vehicle & Operator Services Agency and Alex Boyle, Department of the Environment (N. Ireland)

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

FLEETTRANSPORT | JUL/AUG 11

FEATURE

Volvo Truck & Bus at 'Full Sail' in Galway through Irish Commercials

he Summer of 2009 in Galway will best be remembered for one major happening – the Volvo Ocean Race. The Swedish brand’s profi le reached an all-time high during the Leg 7 stopover of the Round the World Yacht Race and is set to climax next year as the Race fi nishes in Galway Bay. Between events and long after the boats are packed up and gone, the Truck & Bus part of AB Volvo’s business will be available 24/7, 365 days a week through an Irish Commercials dealership set up just one year ago. Irish Commercials, a family owned and managed business has over 40 years experience in the trade, initially from its sales and service facility in the Naas Industrial Estate before moving into a new purpose-built centre outside the town at Osberstown. Now run by the second generation of the Horan family, Barry (Managing Director) and Conor (Sales Director), sons of company founder Brendan Horan, have introduced fresh thinking and enthusiasm in expanding customer services and the high levels of innovation and technology that is associated with Volvo Commercial Vehicles. Th is led to the creation of a Sales and Service Depot in Galway. Irish Commercials links with the City of the Tribes stretches back to 1974 when it sold its fi rst trucks there. From then on, it has fulfi lled the need to support West of Ireland customers. Now though its new facility, just off the Oranmore exit of the new M6 motorway, existing and new customers to Volvo Truck & Bus can look forward to a comprehensive range of services and facilities with fully trained and skilled technicians on hand to provide the best possible standards of repair and maintenance. Full availability on spare parts and a 24/7 Recovery Service are just two other vital components of the aftermarket back up on offer. “All our technicians are skilled in all aspects of diagnostics, servicing and repairs on the entire Volvo Truck & Bus range,” explained Barry Horan. He was keen to mention that the workshop is also open to quote on work not only on all makes of trucks and buses but 26 FLEETTRANSPORT | JUL/AUG 11

also on trailers and selected coach bodywork. The Galway depot also accommodates Irish Commercials’ sister company Partech, which specializes in parts for all makes of truck and bus, vehicle accessories and workshop consumables. As with the vast number of fi rst-pick Volvo spare parts off-the-shelf availability, any urgently needed un-stocked parts can be in Galway within a few hours. With the exception of the VTN Vehicle Test Centre, the same level of products and services available in Galway are on a par with its long established headquarters in Naas. Truck sales, Contract Hire, Short Term Rental and Volvo Financial Services are new additions to the offering, which in many cases has brought new customers to the Gothenburg brand. That goes for the various training programmes currently on offer at Naas & Galway such as Driver CPC and Eco-Driving. Inclusion of a repair and maintenance package is also becoming more popular according to Barry, which results in less hassle, reduced risk, steady cashflow and ensures compliance with road worthiness and health and safety issues. Another area concentrated on recently is the provision of its technicians on-site at operators’ Pictured L-R are: Brendan O’Malley, New and Used Truck Sales, Conor Horan, Sales Director, Barry Horan, Managing Director, Liam Kenny, Aft ermarket Manager

workshops. Th is innovative move began in a small way and Barry sees further growth potential in this area as some operators reduce f leet sizes or maybe seek better return on investment from its own workshop facility. A staff of 10 are employed in Galway, with additional numbers to follow based on current growth rates. Irish Commercials Galway cite the surrounding counties of Mayo, Sligo, Roscommon and Westmeath as their main sales and service target areas. Brendan O’Malley, originally from Louisburgh but now living in Shrule, joined the company some months ago to head up truck sales with immediate success – see photo captions on the next page. As a former transport operator, Brendan has the ‘knowledge’ to use a well known taxi term on what a customer’s specific needs are – which is a vital element when it comes to ordering the specification on the vehicle. Working with Conor Horan, Sales Director, and newly appointed Marketing Manager Emily Smith, various marketing initiatives have been drawn up along with a more targeted approach to direct sales, which sees Brendan spending around three days a week out on the road seeking deals. Such is the change in the industry in recent years, the days of the Salesperson sitt ing

FEATURE

comfortably behind their office desk has gone, possibly forever. Mentioning change, particularly since the elongated recession came upon us, trucks and coach operators are much more focussed on eking out the last ounce of juice out of their vehicles. Irish Commercials has evolved the Volvo developed Fuelwatch programme to best cater for Irish operators. Under its fi xed price policy, the three main elements include Tracking & Axle Alignment, a Reduction of the Road Speed Limiter and Valve & Injector Adjustment. Together they guarantee improved fuel efficiency plus wear and tear on the vehicle. Tracking & Axle Alignment can be done on other makes and trailers by request also. Then there is the latest Dynafleet Management System from Volvo. Of the four different services available here, Conor Horan said that the Fuel & Environment and Driver Times are the two most popular elements chosen by customers. Reports on fuel and its

Noel McDonagh of Haulmac (Galway) is literally swept off his feet by Brendan O’Malley (Salesman, Irish Commericials Galway). Noel is delighted to take ownership of his two Volvo FH460 I-Shift , 6x2s, both purchased with Volvo’s Gold Maintenance Contract.

environmental impact are relayed to the operator’s back-office as are working and driver time reports. Remote Tachograph downloads and driver time alerts are also relayed via this telematics system. “Take-up on this wireless communication is increasing, which is encouraging,” stated Conor. He went on to say that 3 Irish Commercials customers who have recently received EcoDriving Training from our Driver Training Academy are currently in the Top 5 in the pan-European Volvo Driver Challenge. Th is competition is a way for operators and drivers to learn what good driving behaviours mean and how they impact on the fuel used. Irish Commercials have also recently devised a Fitted-Price campaign offering clear advantage

to customers, in that genuine parts are fitted by Volvo technicians in a Volvo workshop. Th is ensures high levels of service, uptime and efficiency, coming under one cost structure. In other words the price quoted is the price charged. “It’s a super deal,” enthused Barry. “Not only do you have the fitted price, Volvo Fitted-Price carries a 2 year warranty on both parts and labour. On top of that, free roadside recovery and repair, if fitted parts fail or break. One year on and Irish Commercials has sett led in nicely to the Western shoreline. Both Barry and Conor are delighted with the progress to date and the speed of the implementation of the various range of products and services on offer to both Volvo heavy commercial vehicle users be it road transport or passenger transport. The next 12 months will no doubt build on this growth, and alongside that there is the litt le matter of preparing for the raising of the chequered flag to the Volvo Ocean Race where the Volvo brand is set for major global exposure once more as the sun sets on Galway Bay.

Martin Beirne of Beirne Express (Westport) has expanded his fleet with yet another Volvo. Brendan O’Malley hands over the keys of Martin’s new Volvo FH480 I-Shift 4x2 tractor-unit. Text: Jarlath Sweeney - editor@fleet.ie

FLEETTRANSPORT | JUL/AUG 11

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WORKSHOP

When it comes to New Tyres ‘Resistance is Futile’ wheel is back on the truck we are inclined not to think about it too much, hoping that with luck we won’t need to get the cheque book out again any time soon. Tyres are generally viewed as a costly expense and often replaced under duress when a vehicle needs to be somewhere quickly. At these times the most important concern is to get it back on the road. Nevertheless poor tyre choices cost more than the straightforward replacement when the thread depth falls below the legal limit - poor tyre choice can have a dramatic effect on fuel consumption. Conversely good tyre choices and stringent monitoring systems can greatly reduce the costs associated with putt ing rubber on the fleet.

hatever type of transport an operator is engaged in, there are certain aspects of the industry that everyone dreads - one of those elements is new tyres. If you run any class of vehicle from vans to trucks or buses, tyres are an issue that must be dealt with at some time. However, it is curious considering the expense associated with tyres that once the

Unfortunately selecting the right tyre is only one small step on the road to saving money. As with other components of a transport vehicle, tyres need regular maintenance. Principally this amounts to ensuring the correct inflation pressure is maintained, which we all agree is a tiresome task but well worth the effort. Simply monitoring thread pattern wear can be a useful diagnostic tool as to the condition of the vehicle as a whole. The information gained from wear patterns can indicate that a steering or suspension component is faulty and needs attention and until this problem is rectified the tyre will continue to wear unevenly as will any replacement fitted. It may also highlight problems with axle alignment particularly with trailer axles - the affects of

which are largely ignored. Trailer axles can be misaligned in two ways; one where the axles are misaligned but remain parallel to each other, which itself is a problem. However if the axles are ‘non-parallel’ misaligned, it means that the axles are all pointing in different directions. A trailer running with non-parallel axles is being ‘dragged’ by the truck, rather than rolling with the truck - with the obvious consequences for fuel consumption and excessive tyre scrubbing. Due to the simple fact that transport vehicles are mobile and many operate to and from the yard on a twenty-four hour basis, it can require great amounts of time and attention to detail to keep on top of the tyre issue. Problems may occur during the night where wheels or tyres are changed, which can go undocumented if the vehicle is away from base for extended periods of time. The amount of time spent monitoring the fleet’s tyres must also be accounted for. If it is felt that too much time is allocated by someone who could be more productive in another area of the business, then it may be worthwhile contracting out the activity. Many companies are realising that contract maintenance can be the most cost effective way of handling the question of tyres. All reputable tyre companies can offer this service at a number of different levels which are suitable to the nature of the operators work. For example an Inter-City coach service has different requirements than a transport company running 8x4 tippers. The needs of each individual company can be assessed and a package developed to meet the needs of that operator, which means that you are not paying for what you don’t need. It also provides an exact and tangible cost which can be factored into the pricing structure when quoting for work. Engaging in an agreement with a tyre company is more than just them replacing tyres as they reach their end of life. The purpose is to extend the serviceable life of the tyre as long as possible. Well-timed turning of tyres on rims or the rotation of wheels on axles can realise immense savings, prolonging the need to purchase new rubber for a considerable time. In addition when the time comes to replace the tyres, there is now the matter of carcass disposal in accordance with waste regulations to be considered. While operators have never had as much choice as they do now, many will remain with the brand they have always used, a judgement based on experience. Other reasons for choosing a particular brand might be because it’s the only one the local dealer sells. However, as previously mentioned the initial purchase price of the tyre is only a small percentage of what it can cost in fuel consumption over its lifetime. The major tyre manufacturers state that rolling resistance can account for 25-30% of the fuel

30 FLEETTRANSPORT | JUL/AUG 11

WORKSHOP used by a heavy vehicle. Putt ing that percentage in real terms means that out of a 600 litre diesel tank 150 to 180 litres is burned just to overcome rolling resistance. The total rolling resistance apportioned across the axles of a 2+3 five axle artic breaks down as - Steer 17%, Drive 33%, and Trailer axles 50% - which highlight the importance of correctly aligned trailers. All of the household names in tyre manufacturing now offer a selection of products specifically designed to meet the needs of particular areas of operation. Some manufacturers claim that their unique ‘low rolling resistance’ or ‘energy saving’ tyres can save from 6% to 10% over a standard fitment. Unlike some large fleets in Europe, and particularly operators in North America, Irish operators have never taken to the idea of fitt ing retreads to their vehicles, and with good reason. The idea was worth a try, as on paper the figures made perfect sense; unfortunately for many the performance never matched the promise. Possible reasons for this were incorrect maintenance and inflation pressures and their suitability to certain types of work. The retreads worked fi ne on low weight transports to the Benelux or Germany, but could not cope with heavy fridge traffic in the Summer months to Southern Europe. Either way the bad experiences for the companies, who did try retreads, at home or abroad, tarnished the name. Despite their chequered history retreads have since benefited from improved production techniques, and more stringent regulations governing their manufacture, and as a result are making a comeback. Companies who previously would never have considered fitt ing retreads, now have them on trial, and are satisfied with the results to date. It also allows companies for whom their environmental profile is an important consideration, to board the ‘green’ train. Depending on brand of choice, the production of each retread saves approximately 55 litres of oil per standard 315/80/R22.5, when compared to the complete manufacture of a new unit - a significant saving across a five axle combination. Th is saving is worth keeping in mind as the price of oil keeps increasing, as will the cost of tyres. As operators look for savings anywhere they can be found, good tyre choices and a diligent monitoring system can provide some. It is not an easy task and one for which the results are not easy to quantify. It can take two vehicles doing similar work in similar conditions running on two different brands to compare performance, and harder still to determine which brand is the more fuel efficient. If you change trailers or damage a tyre then the integrity of the exercise is compromised. Manufacturers can provide any amount of statistics to support the miraculous benefits of their products. However, realising tangible cash savings can be a litt le more difficult – the savings are there but it can take a long time to fi nd them. Text: Paul White - paul@fleet.ie

FLEETTRANSPORT | JUL/AUG 11 31

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SERVICES from Dublin to Cork, Kerry, Limerick, Tipperary and Clare, as well as a vast region of Ireland’s Midlands. Uniquely Junction 14 Mayfield is also the only facility of its type that can be accessed from both sides of the new motorway – so that northbound and southbound travellers can meet at one junction if necessary.

Ireland’s newest Motorway Services Area on the M7 opens

Behind the development are local businessmen and brothers Donal and Liam Fitzpatrick from Monasterevin, County Kildare, whose name might be familiar to those who travelled on the old N7 before the motorway was constructed, and visited Fitzpatrick’s Texaco Service Station in the village. Fitzpatrick’s newest venture will employ at least 50 people, providing a much needed employment boost for the local area. High mileage motorists and leisure travellers alike will appreciate the numerous facilities and services available under one roof such as the 24 hour Texaco Service Station comprising of a 6-island Retail Forecourt and a 4-lane HGV Forecourt (both forecourts with automatic fuel card and credit card readers), Spar Express, Supermacs, Insomnia Coffee and ATM, plus toilets and showers, all within the main building, while outside there are two types of car washes (brush/jet), over 200 parking spaces (170 cars/25 truck & 5 bus) as well as a picnic seating area. Adjacent to the retail block is an additional seating arena and a children’s play area. For HGV’s and Coaches there is a separate air and water dispenser, and there is a coach service area, which includes an effluent dump for coach toilets, and a water refi ll facility. To future proof the €7 million investment there are charging points for electric cars (standard & quick charge) installed in association with ESB eCars.

Liam & Donal Fitzpatrick pictured (left and extreme right) at the opening of their new motorway service area at Junction 14 Mayfield at Monasterevin, County Kildare. The Fitzpatrick family has been involved in business locally since the early 1950’s. Back then their father Joe began trading as a motor mechanic, which then developed in providing sales and services to the agricultural and commercial vehicle sectors. In 1990, a Spar Shop was added to the original separate forecourt site in the town, which has been totally rebuilt since then. Managing the new development off the motorway is Leitrim native Gavin Moran (second left), standing beside Brendan Crowley, Manager, Fuelcards Division Texoil Ltd, who both have over 20 years experience in the trade.

reland ’s landscape has changed dramatically over the past decade with towns and villages by-passed to facilitate construction of new road networks, many of which elevated to motorway status. Much criticism had been directed at Government level for not implementing service and rest areas along these National routes. To date, a number of National Roads Authority approved sites have been developed on the M6 and M1 under a PPP – Public/Private Partnership Scheme. On 17 June, following the recent completion of the M7, a brand new independently owned motorway services area at Junction 14 opened for business.

as Junction 14 is located before these motorways diverge. The location is very central with links

It is quite clear that much thought and effort have gone into the design of the whole complex so that all parties involved are working in harmony to cater for all the needs of the discerning Irish motorist – particularly the professional driver. Convenient access to fuel is paramount to their daily work as time is of the essence. Previously stopping for fuel on this route would have involved more lost driving time. To facilitate a speedy pit-stop Texaco provides a number of services for the company car, van, truck or bus driver. Brendan Crowley,

Named Junction 14 Mayfield, the facility’s location near Monasterevin in County Kildare means that both M7 and M8 traffic is catered for, FLEETTRANSPORT | JUL/AUG 11 33

Junction 14 Mayfield - M7 Motorway Services Are

Photos: Jarlath Sweeney â&#x20AC;&#x201C; editor@fleet.ie

Area & Texaco Fuel Cards – at Your Service 24/7

SERVICES Manager– Fuelcards Division, Texoil, explains, “We are extremely proud to be associated with this new development which more than meets the needs for the high mileage driver. With their requirements in mind, a separate forecourt has been provided to the side of the main building.’’ Here drivers will find specially selected Tokheim integrated pumps with cardreaders, unique in Ireland to this site, as each unit contains all commercial fuel products and a cardreader, with an output of up to 130 litres per minute for diesel, compared to the standard 70-90 litres

per minute at most truck sites. HGV drivers and operators will recognise that time savings will be achieved at the forecourt.

as major Irish fuelcards and international cards such as DKV and AS24 to accommodate the overseas driver.

As well as road diesel, these units have marked Gas Oil for agri and fridge use as well as an AdBlue pump for SCR emission controlled trucks and buses. Each unit also contains a lower speed diesel nozzle for smaller commercial vehicles. The cardreaders facilitate all major fuel cards as well as automatic Credit/Debit Card payments.

Another notable feature is that shelter is provided in this area by a 5.5 metre high canopy, which is not often seen around the country for this type of facility. “Th is is our flagship forecourt facility and sets a standard for us going forward,” added Brendan. “Texaco’s relationship with the Fitzpatrick family goes back to 1954 and we are delighted to continue the link with this new development,” he said.

The Texaco Diesel Card and Texaco Fastfuel Cards are automatically processed here as well

About Texoil Ltd

exoil Ltd is a subsidiary of Texaco’s Irish business and is the largest Texaco distributor in Ireland. It is well known for the supply of home heating oil through a national network of oil depots, and is also involved in wholesale fuel distribution and the operation of a number of Texaco Branded Service Stations around Ireland. Texoil employs approximately 200 people in Ireland.

module, as well as many other features. Texoil also has a transparent pricing policy, which keeps pricing keen, and makes sure there is no ‘drift’ in prices, which can happen with some fuelcards, who offer ‘fi shing prices’ in the marketplace, and can then hit the customer with unrealistic price movements and administration charges.

The Junction 14 Mayfield facility is owner-operated by the Fitzpatrick brothers and supplied by Texaco’s Retail Division. Texoil’s input into the facility has been on the Texoil has no administration commercial fuelcard side, as Texoil Brendan Crowley – Manager Fuelcards Division Texoil Ltd – Brendan has over 20 years charges and is keen to point is responsible for the Texaco Diesel experience in the fuel industry. out that there should not be a Card and also markets the Texaco perception that all fuelcards are the Fastfuel card in Ireland. network. same. The sales team are open for business, and any enquiries should be directed to Geraldine Two distinct markets operate in this sector, with Texoil has looked to create an advantage Lavery, Sales Manager, and her sales team at 01some level of overlap. The Texaco Diesel Card in the marketplace by employing their 8566111.. Services the HGV, Coach, and high volume own staff to manage and market the er commercial fuel user. The site network contains Texaco cards, with a focus on customer many truck refuelling and fully automated service. There has been a significantt locations. investment in the Insight Computer System, provided by Herbst Software The Texaco Fastfuel Card is a relatively new based in Wicklow. This system product in the Irish market, and is a card for facilities close customer contact large or small business fleets. The card operates management, and online access uell on all Texaco and Maxol Branded Sites in the to fuel drawings, including priced fuel ormation, Republic and on Texaco Sites in Northern drawings with full transaction information, ctions to Ireland, making it a truly all Ireland dual a facility to download all transactions network fuelcard, with a very large branded Microsoft Excel, and an electronic invoicing 36 FLEETTRANSPORT | JUL/AUG 11

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

FUEL PRICE UPDATE / LEGAL EXPERT

The price of fuel is an important element in costing an international trip. Drivers are invited to check this report which is compiled fortnightly from information supplied by IRU national associations and by ‘TCS Touirsme et Documents’, Geneva. Prices you can see here are an average for each country (for week 26). Country

Currency

95 Lead Free

98 Lead Free

Diesel

Country

Currency

Albania

ALL

168.00

186.00

166.00

Lithuania

LTL

Andorra

EUR

1.099

1.259

1.099

Luxemburg

EUR

Austria

EUR

1.351

1.524

1.311

Macedonia

MKD

73.50

Belarus

EUR

0.642

0.635

Moldova

MDL

Belgium

EUR

1.569

1.604

1.394

Montenegro

EUR

Bosnia-Herzegovina

BAM

2.30

2.40

2.35

Netherlands

EUR

1.676

1.744

1.369

Bulgaria

BGL

2.36

2.52

2.40

Norway

NOK

14.33

14.64

13.30

Croatia

HRK

9.56

9.90

9.02

Poland

PLN

5.07

5.34

4.92

Czech Republic

CZK

33.60

35.90

32.90

Portugal

EUR

1.560

1.673

1.382

Denmark

DKK

12.20

12.54

11.11

Romania

RON

5.32

5.81

5.24

Estonia

EEK

1.209

1.249

1.229

Russia

RUB

28.29

26.15

Finland

EUR

1.564

1.616

1.360

Serbia

RSD

130.40

135.40

France

EUR

1.519

1.556

1.343

Slovakia

EUR

1.460

1.343

Georgia

GEL

2.30

2.35

2.40

Slovenia

EUR

1.255

1.267

1.225

Germany

EUR

1.489

1.565

1.374

Spain

EUR

1.330

1.450

1.260

Greece

EUR

1.656

1.737

1.461

Sweden

SEK

13.93

14.33

14.09

Hungary

HUF

389.00

379.00

Switzerland

CHF

1.740

1.790

1.830

Ireland

EUR

1.499

1.399

Turkey

TRY

4.17

4.25

3.59

Italy

EUR

1.528

1.645

1.405

Ukraine

UAH

10.50

11.50

9.76

Kosovo

EUR

1.22

GBP

1.343

1.416

1.383

Latvia

LVL

0.907

0.937

0.877

USA

USD

1.027

Ask the Expert Q: - My employers have decided that the look of the company will be improved if we wear a company uniform. I have told them that I will not wear a uniform, and they asked me to reconsider. Can they make me wear a uniform? A: - There seems to be litt le doubt that customers like to see their hauliers well presented. Obviously this means keeping the vehicles clean, but it also means having courteous and efficient looking staff and many companies now provide company uniforms to their drivers even if it is only a T-shirt or shirt with a logo. The request that you wear the company uniform is perfectly fair and, if you continue to refuse, they might be entitled to dismiss you. (Clearly the uniform must be sensible).

95 Lead Free

98 Lead Free

Diesel

4.60

4.74

4.30

1.283

1.319

1.125

75.00

66.50

16.43

16.89

15.69

1.340

1.350

1.270

YOUR CALL! Send in your legal questions or queries to ASK THE EXPERT – Contact: jonathan@fleet.ie Q: - My employers want me to wear safety boots; do I have to do this as they are not very comfortable? A: - Chapter 3, Section 62, of the Safety, Health and Welfare at Work (General Application) Regulations 2007 requires that your employer provide you with any necessary safety equipment. Workers in the transport industry are particularly prone to foot injuries most of which would have been prevented by wearing footwear with steel toecaps. You are entitled to ask for comfortable footwear provided that you are being reasonable, but your employer has a duty to provide it and is entitled to expect you to wear it. Jonathan Lawton

J L SERVICES

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

We offer assistance with: • Employment documentation • Health and Safety documentation • Dismissal and redundancy procedures • Transport administration and documentation t: 094 9038087 m: 0861 510938 e-mail: jlservices@eircom.net Address: Parkmore, 16 Watersville, Castlebar, Co Mayo. FLEETTRANSPORT | JUL/AUG 11

TIMES PAST

IMAGINE THAT - FANTASY VEHICLES to Dublin, calling for Street scenes featuring suitable vehicles. The Museum supplied three of these and one needed a registration plate change to make it authentic. One of the Museum’s trophy vehicles is the 1954 Guinness Albion four-axled platform lorry which has appeared before in Times Past, most recently when it received a major overhaul and a new body for the Guinness 250 celebrations in 2009. Th is Albion was originally operated by a contractor on Guinness’s behalf in Liverpool and carries the registration RLV 154. It ended its working life in the hands of an Irish showman sometime in the mid-1970s and came into preservation in 1977.

The former London AEC used to promote Irish tourism in the United States in the 1960s

was sorting through some images recently that were hard to fi le logically in the computer when I happened across a very old,worn, and almost forgotten picture. It showed what appeared to be a CIE double-decker working the Ballymun (19A) route in Dublin in the 1960s. Fine at fi rst glance, the bus was an AEC Regent – a type sometimes found on that service after CIE took over the Great Northern Railway buses in 1958. The registration number also coincided with one of the ex-GNR vehicles but the similarities ended there. The bus in this picture, used to promote Irish tourism in the USA, was in fact a former London Transport vehicle – one of the many sold off and exported across the Atlantic. Th is one belonged to the London RT class, a famous and revered type first seen just before the Second World War and delivered literally by the thousand in the post-War era. Although the era of the RT was to last until the late 1970s, it was

increasingly supplanted from the late fi fties by the Routemaster (RM class), the legendary bus that became a formidable London symbol (the words icon and iconic are very overused these days) and some of which survive on heritage services to this day. Several RTs and Routemasters also came to Ireland and some of the latter are still inactive service. However, going back to the CIE-liveried RT, at the time it appeared it was a clever fantasy vehicle and a lot of trouble went into making it look genuine. Looking beyond the ex-London imposter led to thoughts about other vehicles purporting to be what they are not and fi lms are often a rich repository of such beasts – and we in the Transport Museum have been complicit in such deceptions on more than one occasion. A fi lm that readily comes to mind is The Lonely Passion of Judith Hearne which was made in 1987. Th is story is set in the 1950s and for some reason the fi lm makers transferred the action from Belfast

A former GNR AEC showing the same destination as the London bus 38 FLEETTRANSPORT | JUL/AUG 11

Early on the morning of Sunday 10 May 1987, a veritable fleet of period vehicles assembled on Aston Quay. Henry Harris, the Artistic Director of the fi lm was meticulous in matters of accuracy which we knew would necessitate changing the registration numbers of some vehicles, including the Albion. Th is scribe, a draughtsman by trade, brought along the heavy card, rulers, pencils and black felt pens needed to create false plates. The Albion received a Dublin number compatible with its age, the identity of a vehicle no longer in existence being chosen. And so the appropriate (card) plates were made and I recall a Garda who was standing beside me as I did the work remarking that it was the fi rst time he had ever witnessed a vehicle being ringed. The bus standing behind the Albion in the picture (top, next page) also needed attention. Th is was one of a batch built in 1958, about five years too late for the fi lm’s period, but it happened to be similar in frontal appearance to an earlier series dating from 1946-47. And so it too got the treatment, as did some of the other vehicles. The Lonely Passion of Judith Hearne was one of several fi lms for which we have had to change vehicle numbers over the years and which were deemed to be honest compromises in support of chronological accuracy.

A genuine Irish RT - re-registered and operated by Kenneally's of Waterford

TIMES PAST

The Museum's Guinness Albion carrying a Dublin number plate in 1987. The bus behind has also been doctored

The Leyland Titan R1 showing Liverpool, ads, Lime Street destination and a false registration

Disguised as GSR 766, GNR Gardner in Athlone (August 1982)

GNR Gardner No. 390 as itself in Howth

A fi lm where things went the other way was An Awfully Big Adventure, which was shot in March 1994. The fi lm was set in Liverpool immediately after the Second World War and its requirements included a suitable green double-deck bus that looked like a Liverpool Corporation vehicle of the period. Film people visited the Museum well in advance of shooting, selected the 1937 Dublin United Tramways Company Leyland Titan R1 and were advised that a change of number would be necessary. Liverpool had no Leylands like ours at the time of the picture but we discovered that a lookalike Leyland demonstrator similar to ours could fi ll the bill and so its number was given to the fi lm people. On the morning of the shoot our Leyland was parked in the middle of Dame Street while suitable period advertisements were pasted on – and they could not possibly go wrong with brands like Hovis and Oxo. Leyland R1 has a particularly old front destination scroll which includes the long-closed Lime Street Garage, replaced seventy years ago by Ringsend, so they had a reasonably accurate Liverpool Street name to display. But the registration – a plate was produced showing EG 2757, hailing from Peterborough; it was a 'proper' plate which was probably lying around in the props department. When the bus returned to Howth, it carried the fi lm adverts for some time, leading to a few visiting wits whistling the Going Home theme used in Hovis advertising and often heard at funerals. The fi rst time the Museum was involved with a

bus needed for a fi lm was in 1978 when a vehicle that operated in the Waterford area in the early 1930s was required. Th is touched on one of the most serious gaps in the Museum collection: no vehicle belonging to the Irish Omnibus Company or the Great Southern Railways has survived. The Irish Omnibus Company operated throughout Provincial Ireland south of a line from Dublin to Sligo in the period 1926-1934. It is the distant ancestor of Bus Eireann, serving the main cities and providing interurban services. The IOC was closely associated with the Great Southern Railways, into which it was subsumed in 1934.

Northern Railway in Dundalk between 1937 and 1951 bear a very strong frontal appearance to a particular version of the Leyland Lion, especially in the matter of the radiator and so our Gardner No. 390 had the necessary modifications made, got a genuine GSR Lion registration and was painted faithfully into the red and ivory livery, complete with oval GSR logo.

The IOC/GSR Omnibus Department operated a large fleet of very distinctive buses in a livery of signal red, ivory and black. It was a most important element in the opening up of the country in the 1930s and became part of Coras Iompair Eireann in 1945. Some GSR buses survived with CIE up to 1954 but they were scrapped just before the preservation movement became accepted and as far as I know there is not even a colour photograph of a GSR bus. A great pity.

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

In the case of the 1978 fi lm, an AEC Regal bus was borrowed from an English Museum and suitably disguised, carrying a Cork regisrtration – the fi rst time I made a cardboard number plate. Four years later the need for a GSR bus arose again for the RTE television series Caught in a Free State, about German spies in Ireland during World War Two. Th is time, we had time to think and resorted to a subterfuge which worked well. The GNR Gardner buses built by the Great

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

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

Several other Museum vehicles have worked or appeared in fi lms over the years and it is a subject I hope to visit again.

FLEETTRANSPORT | JUL/AUG 11

LEGAL

Workshop Health and Safety

ompanies in the haulage business, who have their own workshop, tend to see the workshop as an ancillary activity to the company’s main activity which is, of course, haulage. However the introduction of the Safety, Health and Welfare at Work Act 1989, with the subsequent arrival of the Safety, Health and Welfare at Work Act 2005, taken together with a mass of dependant regulations, has made it essential that a workshop is recognised as a separate activity with its own administration, particularly having regard to the need to ensure the safety of people working in that environment. More or less every activity in a workshop entails risk, and for that reason, a written risk assessment will be expected for each activity. The fact that an experienced worker is doing a particular job without apparent risk must be ignored for the purpose of the assessment. The test is simple; does the particular activity raise a risk of injury, and if there is a risk, what needs to be done to avoid the risk? It is inevitable in a workshop that any risk assessment will recommend training for the task that is being undertaken, and, again, every employee working in the workshop should have a written certificate confi rming that s/he has been trained to do the particular task, however experienced the employee may be. Many accidents result from the misuse of equipment. Not only does this underline the need for training, but it also underlines the employer’s duty to ensure that any equipment, including such things as hammers and spanners, as well as power tools and other machinery, are suitable for the task for which they will be used.

To those employers who do not yet have similar systems in place this may all seem to be a time consuming administrative exercise. There is no doubt that initially sett ing up these systems will take some time, but once they are in place, maintaining the records should not present a problem. There is no doubt that records of this sort will become routine company documents, and in the event of an accident requiring investigation, the authorities will be looking for this type of evidence to support any claim by a company that adequatew systems are in place.

Power tools should be maintained in accordance with the manufacturer’s instructions, and hand tools should be inspected on a regular basis looking particularly for excessive wear. Employees should be advised, in writing, that they must report any tool, of whatever sort, if they have reason to think that it is unsafe. As each of the relevant enforcement authorities in Ireland increases its use of enforcement procedures, it becomes more and more important for employers in the transport industry to be able to show that they have adequate systems in place to ensure the safety and legality of their operation. Written records are the best evidence of any system, and this is particularly true in the context of Health and Safety. In a transport workshop the records that might be expected are: • Training Records to show the date of the training, the name of the course, the name of the employee who attended, and the name of the trainer. • Purchase records for the power tools. • Purchase records for ancillary safety equipment such as safety goggles. • Maintenance records for the power tools to include repair receipts. • Inspection and maintenance records for all other tools. • Purchase records for all substances used in the workshop such as hand soap, engine cleaning fluid. • Manufacturer’s handbook for any equipment provided with a handbook. Th is list is not intended to be in any sense a fi nal list. Each company is likely to have its own systems, but the form of the records should be similar. It is good practice to issue each employee with a certificate when a training course has been completed. A certificate might be the size of a Post Card with the date, the name of the course, the name of the instructor, and, of course the name of the employee. Issuing certificates adds to the status of the course and tends to persuade employees to take the training seriously. 40 FLEETTRANSPORT | JUL/AUG 11

Text: Jonathan Lawton – jonathan@fleet.ie

FINANCE

Successful Business Motivation

n the current economic climate many fi nance articles that deal with individual specific business issues seem to miss the overall point that business owners are looking for a strategy or plan that will see them through the current crisis. Planning at present is best done on a broad scale and then reviewed frequently as the ‘sands’ may shift daily. For example, changes in business volumes, due to unforeseen matters such as a competitor undercutt ing for business, may be a short lived victory when the customer leaves the new carrier with a bad debt. Let’s look at the ten key points that are prevalent in successful businesses. Review your own business to see how you measure up:

Clear and Quantifiable Goals: The most successful businesses have definite financial goals. These objectives may have been reappraised due to economic factors, but the most profitable transport firms are those with quantifiable objectives. Remember the saying: If you can’t measure it you can’t manage it. Attention to Detail: Successful businesses are organisations whose attention to detail leaves the competition looking shoddy. Attention to detail need not be at the cost of a huge administration staff, but it does start from the top down, and the importance given by management to gett ing the job done and all aspects of running the business in order. Cost Control: No matter what sector of transport you are in, the most profitable companies are those that are most cost conscious. Other companies may have spells of profitability but a company that is continuously monitoring and reducing costs will in the medium to long term be the most successful. Hard Work and Determination: I have often admired the fact that what made a business a success was hard work and determination carried out by its owners. Very often it is the spouse’s strength and motivation that carry the business forward. Ability to Change, Learn, Adopt new Technology: Sometimes we fall into a comfort zone and believe that the product or service we provide is essential and cannot be replicated or bettered. Successful businesses are always changing, but use their core skills and knowledge in the process. Look at Mercedes-Benz car and look at the brand’s latest range! High Standards: Successful transport company owners aspire to high standards in all aspects of their life. They are achievers away from the business as well, and very often their achievements in community and sporting circles are as important as business success. Recruit others with Additional Abilities: Successful business owners have the ability to recruit others that have strengths in areas

Text: Donal Dempsey - donal@fleet.ie

the owner is weak and by doing so develop the business beyond a restricted level. A business owner who is technically brilliant may not be sales orientated and those who have marketing and sales strengths may not have a strong fi nancial knowledge - this is where you see successful fi rms with key employees reporting to the owners with information in a format that the owner is comfortable with. Can do Attitude: It’s a fact YES, WE CAN, is a far more prevalent att itude in transport than I WILL LOOK INTO IT, and it’s this ‘can-do’ att itude that makes businesses successful. Being in the right place at the right time and seizing the opportunity is what created many of Ireland’s top companies. Many will look back and see what made the company grow but few will appreciate that with each change the business owner had to make a conscious decision to push ahead and develop new opportunities.

Good Motivator/Communicator: It’s a very difficult job being a successful business owner, as your need to successfully communicate new initiates is hampered by business risk and fear of failure. Read as many applied psychology books as you like but there are only two types of motivators - those that bring the employees with them like a band of brothers and those that lead with an iron hand. Depending on the type of person you are and the employees you are dealing with either scenario will work and whichever method is applied it’s a talent that needs work. 10. Perspective: The most successful business owners are those that apply items 1 to 9 in full but still hold a perspective on what is important in life. It's hard to quantify but success to them has not come at the expense of the work /life balance.

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COMMENT

Coastlink and Rail-Links

t all started with a talk given by Andy Rickard at the recent ‘Coastlink’ Conference held in Liverpool in mid-June. He is the Commercial Director of the Liverpool Produce Terminal. As reported in Fleet Maritime, the theme at the core of this event was how to best exploit the port infrastructure of the English North-West in the best interests of business and consumers living north of a line from Bristol to The Wash.

From where I'm sitting - Howard Knott

Andy explained that the core business of their Terminal located at the Seaforth Dockside in Liverpool is bringing in fresh produce from Southern Europe, South Africa and South America. With the flows increasing and decreasing with the passage of the seasons, it is packed on behalf of, principally, retail customers and forwarded to the Multiples’ Distribution Centres throughout Wales, Scotland and Central and Northern England. Another key destination is the Dublin region using the high frequency services operated from the adjacent Docks by P & O Ferries and Seatruck. The bulk of the fruit and vegetables from the Southern Hemisphere arrive in containers while much of that from Europe comes by trailer. Obviously, given the location of the event, the main thrust of his presentation was on how greater volumes could reach the Terminal by modes other than road transport with a focus on sea freight into Liverpool and rail into Widnes and other local Terminals. When talking with Andy about the issues surrounding Rail Freight from Continental Europe and running through to the Merseyside area, I was particularly interested on the whole area of rail freight and of its potential or otherwise to give Irish based exporters a route to market that cut out road landbridge over Britain without ‘Eurovignette’ and other forms of Tolls that appear to be on their way. Containers moved by rail to the new Dublin Port Rail Terminal then shipped to Merseyside, before being forwarded by rail service to a Continental Terminal close to the final destination, would seem to be the ideal ‘green’ route. It might also be a more economical route than the currently favoured journey to Rotterdam, Zeebrugge and other Continental Ports. Starting next year the ‘Marpol six’ marine pollution rules, which run through to 2020 will force shipping service operators to use progressively less polluting fuels. This development could seriously drive up costs for Irish traders and might even compromise the service frequency that is vital to the provision of top class distribution services.

Peter Conway, CEO of Warrenpoint Port raised an issue that had eluded me. He said that all the major retailers define Scotland and Northern Ireland as a single region. This means that all goods for Northern Ireland are first shipped to Distribution Centres in Scotland and then sent into Larne or Belfast using Northern Corridor services. This way of operating not only adds to the retailer’s costs but also deprives Seatruck’s services out of Heysham to Warrenpoint and Larne of valuable traffic. I guess that you could argue as well that a policy shift by the retailers to treat Ireland as a single market could see Warrenpoint, which is almost equidistant from Belfast and Dublin, becoming the logistics hub for the UK Multiples in Ireland. It might also, of course, mean that such a change could do nothing at all for Warrenpoint and any other Northern Port, but simply add to the volumes moving in and out of Dublin. Logistics planning is a complicated business.

Last Autumn, DB Schenkers and Stobart Rail launched a service specifically to bring fruit and vegetables from Southern Spain to Britain with the weekly train running to Daventry feeding into similar operations to the Liverpool Produce Terminal. At the beginning it seemed to be a great success with trains running North with forty or more reefer boxes and building up Southbound cargo. Plans were hatched to extend the service North to Liverpool, thus neatly, for example feeding the Dublin market. However, the reality of Spanish haulage business which was in severe financial difficulties began to bite on the service as the train costs soon emerged to be at least 25% more than the hauliers were prepared to pay. The existing MacAndrews Line container service from Bilbao was offering use haulage to that Port, up to three times a week to Liverpool and once to Dublin. The through costs here matched that of the hauliers and as Andy Rickard pointed out, “in the face of rising fuel and compliance costs in Spain the situation is now being countered by the development of rail freight services feeding the cargo into Bilbao from the South.” The fact that a number of lines serving South America also make their first European call at Bilbao now results in the MacAndrews service being used as a feeder to the English Northwest. However, Andy felt that, though the DB Schenkers/Stobart train did not work out that was not to say that services from Central or Eastern Europe will not in future run through to Liverpool. There may be an element of ‘watch this space’ for the Irish link. Indeed, another talking point at the event was the start-up of a weekly Antwerp rail service to central China with a transit time of sixteen days each way, half the time that shipping services take. In due course this service could be linked to Britain. Text: Howard Knott - howard@fleet.ie

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FLEETTRANSPORT | JUL/AUG 11 43

GREEN 1

Volvo Trucks Alternative Drivelines – Hybrid, Methane Diesel & DME

n 2007 the debate surrounding alternative fuels was gathering momentum; unfortunately no one was quite sure what the alternative fuel of the future was going to be. Different manufacturers were trying different ideas, with some quite convinced that their solution would be the one to win out, establishing itself as the standard. At this time Volvo Trucks took a slightly different approach, because they were sure of one thing, which was that they did not have the answer - so they tried everything. They developed a project using seven different alternative fuel vehicles, and began trials. Following the trials they selected the two most promising and decided to take those projects further. The result is Volvo’s FE (diesel/ electric) Hybrid and a 13 litre FM model, fuelled by methane diesel - plus a very interesting alternative to their alternatives, Dimethyl Ether (DME) powering an FH.

FE Hybrid In the right sett ing there is no doubt that Hybrid vehicles work - on paper at least. Unfortunately for commercial vehicle applications the cost benefit ratio is still highly questionable. Volvo’s FE Hybrid is superb to drive and comes with a number of added features such as charging options, which enable the driver to disengage the electric motor and only use the diesel, which then completely charges the battery. In this manner the vehicle can be driven completely in electric mode if the vehicle must work in sensitive areas such as indoors or low noise operations. Volvo is hopeful of selling 100 FE Hybrid’s between 2011 and 2013, but they will not just sell to anyone. Operators will be assessed to establish their need for the vehicle, and other criteria will also apply. Volvo will not sell the vehicle if the local dealer does not have the equipment or knowhow to service and maintain the Hybrid, and all proposed drivers must be trained to drive the Hybrid in the correct style. FE Hybrid

44 FLEETTRANSPORT | JUL/AUG 11

The driver training aspect is extremely important, and should really be termed ‘vehicle operation training’ rather than driver training. From our test drives we would fully agree with Volvo regarding the importance of the training. If drivers are not trained to operate the vehicle in a manner which gets the most out of the Hybrid technology, then no benefit is realised for the owner, operator or the environment. Using Volvo’s 7 litre in-line six linked to an I-Shift rather than I-Sync transmission the drive is very smooth. A ‘Stop Start’ engine cut out saves fuel once the vehicle is halted and then uses electric power from the 120 kW motor to move off . Slowing and stopping provides the charging source for the lithium-ion battery, which has a life expectancy of approximately 6 years depending on operating conditions. As with other Hybrid commercials, the vehicle knowhow is still waiting on the battery technology to catch up. The longer this disparity persists the the greater the question mark over the viability of Hybrid commercials.

GREEN 1 FM Methane Diesel

may be limited.

Methane h Diesell The methane diesel alternative fitted under the cab of an FM tractor will be available initially in three markets, Sweden, the Netherlands and the UK. Using compressed bio-gas derived from landfi ll it has the potential to offer a real alternative to diesel. Gas engines have proven themselves to work well, be reliable, quiet and clean. The natural gas or bio-methane is injected into the combustion chamber on the compression stroke as a small amount of diesel is ignited, which in turn ignites the gas. Our FM 6x2 tractor with a D13C - 460 hp performed as well as you would expect any 460 hp FM - with one exception. Depending on the quality of the methane or natural gas being delivered to the engine, a pronounced knock can develop. If this knocking persists the system reverts to using diesel only and here lies the problem with operating gas powered vehicles. Volvo’s engine and fuelling systems are fi rst class; however the quality of the gas used cannot always be guaranteed. Methane diesel FM’s are already running with some companies on regular traffic within Sweden. Grossing forty tonnes, the on road performance of the D13C methane diesel is excellent, and tests also show it performs well at the max Swedish weight of sixty tonnes. At present the Methane Diesel FM has a range of about 500 Kms, which can be increased with the addition of larger or extra fuel tanks - though space on a 6x2 chassis FH DME

Using a combination of diesel and methane greatly reduces fuel costs and emission levels. Currently the long term availability of natural gas and bio gas is not thought to be an issue. It would appear the only possible question to detract from a more widespread use of gas powered vehicles is the infrastructure. However the gas supply company ‘Fordonsgas’ is addressing this issue and are confident that improved availability is only a matter of time. Anna Berggren, Market Development Manager at Fordonsgas believes “that within five years every truck owner in Sweden can run on methane diesel. I believe that in the near future there will be 'green corridors' all over Europe where you can fill your vehicle with liquefied methane”.

DME Dimethyl Ether is most commonly used as a propellant in aerosol cans and of the three vehicles we tested, the DME powered FH was by far the most impressive. It also has the advantage of meeting Euro 5 without the need for AdBlue or particulate fi lters.

produce the DME in a liquefied form called ‘Black Liquor’ which is similar to the heavy fuel oil used in large marine diesel engines. After treatment at a gasification plant the DME gas is pressurised allowing it to be stored in liquid form on the chassis. The modern diesel truck is a quiet vehicle inside and out, nonetheless our run in the DME fuelled FH was even quieter. Placing it somewhere between a standard diesel FH and the FE Hybrid in electric mode. Not only is the DME quiet it is exceptionally smooth and works superbly with the I-Shift transmission. Performance is equal to a diesel powered FH 440, with an impressive 2,200 Nm of torque between 1,000 and 1,400 rpm. Extensive trials are currently taking place and filling points are already available in Gothenburg, Jonkoping, Stockholm and Pitea. As with the methane diesel FM, the DME version can revert to diesel if necessary. Though still in the development stage, if DME can be produced and distributed easily it would appear to be the cleanest and most practical of the three options for regional and long distance traffic. Re-fuelling procedures for the gas powered trucks are different and require some small precautions, but the process is relatively simple and presents no greater hazard than when re-fi lling with other fuels.

In Sweden, Dimethyl Ether is produced from the by-products of their extensive timber industry, primarily wood pulp. Although Per Salomonsson of Volvo’s Energy Conservation and Physics department states it can COMMENT:- Although Volvo began serious research and be produced from a wide development four years ago, the whole area of alternative drivelines range of waste products. and fuels are still work in progress, and look set to be so for the The pulp is distilled to

foreseeable future. It can be hard for any to justify the asking price for a Hybrid unless there is a particular need for the technology. Methane and DME are highly efficient and practical solutions that can help to reduce emission levels and our dependence on oil. Everyone agrees that for the wider transport industry - diesel is the fuel and will remain so for quite some time. There is no 'one size fits all' solution to this problem. What works in Sweden due to an abundance of trees and a highly developed timber industry, will not necessarily work in other areas of the world. In producing three clever and innovative vehicles Volvo has shown that it is possible to change and that there are alternatives. It has also become apparent that manufacturers have invested immense resources to produce cleaner, quieter and more efficient vehicles. They have now exceeded the demands placed on them by the respective governments – who have yet to bring anything to the table.

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

FLEETTRANSPORT | JUL/AUG 11

SHIPPING & FREIGHT

Coastlink Conference focuses on Liverpool region

he first of the three 2011 Coastlink conferences was organised by Gavin Roser, Deputy Chairman of Coastlink and took place in Liverpool with a focus on the role of Regional Ports in a competitive economy. Over 100 delegates attended with John Lynch and Peter Conway, Chief Executives of the Ports of Rosslare and of Warrenpoint were active participants. A unique feature of the Coastlink event was that the first day’s discussions took place aboard the Mersey ferry ‘Royal Daffodil’ while she transited the Manchester Ship Canal en route to Manchester. Along the route are the busy Port of Runcorn and Ellesmere Port while Stephen Carr, Head of Business Development, at Peel Ports outlined plans for the re-development of these Ports and the planned new Ports at Warrington and Salford along with the major development of the multimodal freight terminal at Irlam. The original Port of Manchester has been re-developed for leisure purposes.

that amount per box/kilometre.

operating there has a capacity of under 8000 TEU. The planned Terminal would accommodate vessels of more than twice that capacity. Mike Garrett of the research organisation, MDS Transmodal in the course of his presentation, pointed out that an 8,500 TEU capacity vessel offers a three cents per kilometre per container cost and the new generation of larger vessels will significantly reduce this figure. Rail freight, by comparison costs over ten times

The Mersey Partnership is heavily involved with Peel Ports in plans to develop a PostPanamax Vessel container terminal on the river beside the Royal Seaforth Dock and the new facility will allow a step change for the Port where the typical deep-sea vessel

Ian Higby, UK Managing Director of Atlantis Container Line (ACL) focussed on the capacity aboard the Company’s vessels for the carriage and high and heavy units of cargo with a weekly service to and from Liverpool and the Ports of Antwerp and Gothenburg. Operating out of the Royal Seaforth Terminal, ACL could link up easily with Irish cargo arriving on the Seatruck and P & O European Ferries services operating there. Moving north from Liverpool, Janet Fallon from the Port of Warrington, confirmed that plans are well advanced there for the start of new container services to Dublin, Belfast and Rotterdam, while further north, Professor Alf Baird re-visited the proposal for the deep-sea transhipment terminal at Scapa Flow in the Orkney Islands which is being examined under the EU funded Stratmos project. Many of the arguments being discussed would be worthy of examination by proponents of a similar project for the Shannon estuary. The next Coastlink Conference is planned for Bilbao to take place in the autumn and promises to be every bit as lively and intellectually challenging as the Liverpool event.

The Irish Sea looks up for Stena

he UK Competition Authority will, on 28 July issue its final judgement on whether or not to approve Stena’s purchase of the Belfast – Birkenhead Ro Ro service from DFDS Seaways. The takeover has been cleared by the Irish Competition Authority while the UK Authority has given provisional approval, accepting that whether or not Stena took over the Birkenhead route their Larne/Fleetwood route was doomed anyway as the economics of fleet replacement and Port works required at Fleetwood would not add up. Clearance of the purchase would enable Stena to integrate the service into their Irish Sea operations.

vessels will then be re-furbished prior to their introduction onto the Belfast to Scotland route to co-incide with the opening of the Company’s Cairnryan terminal in October.

On completion of their peak-summer operations with the Estonian operator, Tallink, Stena will charter Tallink’s ‘Superfast’ sister ships. The

RMR Line doubles Dublin/West Africa capacity

urke Shipping Group who represents RMR Line in Ireland has announced the upgrade of the RMR service from Dublin from a monthly to a fortnightly frequency. The Ro-Ro service operated with vessels chartered from Cobelfret gives a 16 day transit time to Ports in Ghana and in Nigeria. Pat Brennan of Burke Shipping advises that most of the cargo ex Dublin is end of life vehicles and construction equipment, which amount to being huge business from Ireland. However, the increase in frequency and capacity on the service will facilitate the development of unitised and project cargoes from Ireland. The Burke Shipping Group also includes the Cork Dockyard Company. The Group 46 FLEETTRANSPORT | JUL/AUG 11

have invested heavily in the former Verolme dockyard and have developed a substantial ship repair business there. With the development of a number of Celtic Sea Wind Energy projects the yard is now actively seeking business in the wind turbine assembly area and point out that they can offer facilities in Cork harbour that are fully the match of those available in Belfast and elsewhere.

Following completion of a new lower cost agreement with the Dun Laoghaire Port Company Stena brought back the HSS ‘Stena Explorer’ onto the Holyhead route several weeks earlier than planned while the fast craft ‘Stena Lynx’ is operating an extended Rosslare to Fishguard summer service.

Phone app for shipping services Maersk Group Company DA MCO has introduced the fi rst mobile phone app aimed at providing the Agency’s customers with a fast and simple way to get an overview of the status of logistics services being delivered by the Company. Initially these apps will offer tracking of ocean freight shipments but DAMCO plans to expand the functionality to cover the range of tracking and other services operated through their website.

WAREHOUSING "While marketing empty warehouse space to other user companies may be an increasingly attractive option to a growing number of non-warehousing specialists, it is essential that the most appropriate industry terms and conditions are in place before venturing into the third party storage business," says the All-Ireland Warehousing Association’s Roger Williams.

Learning to share

cross the third party logistics sector executives are being squeezed to reduce operational costs as companies seek to weather the downturn and fi ll pallet positions that have become empty due to a fall in demand for the products that once occupied them. Many 3PLs have sought to fi ll storage space freed up by lower volumes by making sites that were once dedicated to one client shared user facilities. And it is not only the warehousing specialists that are offering shared storage. Many own account operators – retailers and manufacturers that run their own warehouses and distribution centres – are looking to recover fi xed storage space costs by lett ing out parts of their stores too. For any company with storage capacity to spare offering space to a third party can provide a valuable extra revenue stream and allow staff to be utilized cost effectively. However, while filling empty racking with another fi rm’s products has obvious fi nancial and operational att ractions, it is essential that any own account operator looking to let part of its warehouse has clearly defi ned industry terms and conditions in place before it starts to store goods on behalf of anyone else. Standard industry terms and conditions are principally a mechanism to regularise the commercial relationship between the supplier of a product or service and the supplier’s customer. For a service provider, using standard terms is a cost-

effective way of protecting your position, especially when dealing with numerous customers. However, standard terms can only perform their function if they are effectively incorporated into the contract between the parties. Warehouse space providers need to ensure that the customer (and the owner of the goods, if not the same person) understands and agrees that the contractual relationship will be on the space provider’s terms. Seeking to rely on terms only to fi nd that they have never become part of the contract is an easy situation to fi nd oneself in, especially when handling goods that are owned by someone other than your customer. It is always best to have your standard terms and conditions incorporated in writing, as proving that they have been agreed orally is not always straightforward. It is important that own account warehouse operators who are looking to offer a third party storage service have some form of storage contract in place, as goods held in a warehouse face a wide range of potential causes of damage. Once in the warehouse, careless handling – whether manual or by forklift truck, damp, fi re, pest or even the proximity of other goods which have the ability to contaminate products stored nearby, are all potential causes of product damage. The value of goods stored may be high and, unless the storing company has dealt with the issue of value in a storage contract, he may be liable for the full value of the goods in the event of a disaster. It is, therefore, important that within all contracts the responsibilities of the customer and the logistics

service provider are made clear. The newly formed All-Ireland Warehousing Association’s (AIWA) Conditions of Contract are highly recommended as the basis for the standard terms and conditions for any company involved in third party storage and handling. AIWA Conditions of Contract cover a broad range of services such as freight forwarding, haulage and, of course, warehousing. By using AIWA’s Conditions the Association’s members do not have to prepare three different contracts to encompass these distinct areas of their business - one document is sufficient. Th is is particularly important in instances where it is not clear if damage to goods is caused by the storage fi rm or, perhaps, the haulier – say, a dropped pallet in the yard. For companies seeking warehouse space, shared user sites can offer valuable extra storage when it is needed to cope with seasonal peaks, overflow, new product launches, acquisition or expansion, while start-up enterprises looking for flexible warehousing options also often fi nd shared user sites att ractive. So, while marketing empty warehouse space to other user companies may be viewed as an option to a growing number of non-warehousing specialists, it is essential that the most appropriate industry terms and conditions are in place before venturing into the third party storage business. More details on the AIWA on www. warehousingireland.ie

Winner of the RTITB Operator of the Year is a Miller!

amuel Miller from Ballymena was recently crowned as the Irish National Champion at the RTITB Operator of the Year National Final. Hosted by Daralinn Training Ltd in Blanchardstown, Dublin the 12 fi nalists took part in two practical tests (The BBC and The Platinum Ring), a pre use check and a theory test, and they were marked on a 'penalties' basis. The competitor with the lowest number of penalties after all fi nalists had completed the tests was crowned Irish National Champion. He received a red Buyagift voucher and a trophy sponsored by Toyota Material Handling UK, and will also go forward to the Grand Brendan Meagher, Samuel Miller and Seamus Day Final on Friday 16 September where he

will compete for the chance to be RTITB Operator of the Year 2011. First runner-up was Brendan Meagher from Portarlington, County Laois who is employed by Glanbia plc and trained by Jungheinrich. Second runner-up was Seamus Day who was trained by Daralinn Training. The day concluded with Health & Safety Authority representatives Ronan Kilgannon addressing the audience with an informative speech about Health & Safety in the Workplace. Jarlath Sweeney

FLEETTRANSPORT | JUL/AUG 11

DIALOGUE

New IRHA President Eoin Gavin hits the ground running

ince his election as the new Irish Road Haulage Association President, Eoin Gavin has certainly hit the ground running. In sett ing out his agenda over the two-year term, the Bunratt y, County Clare based National & International haulier has laid down a marker in outlining the Association’s Five Point Plan to the Minister for Transport Leo Varadkar. Another clear objective of his is to rebuild the Association having seen membership drop off over the past few years. He appreciates that the transport industry needs to continually improve its image to the general public, which cannot be achieved overnight. The Five Point Plan was created to help ensure the survival of Ireland’s Road Haulage industry and to promote the long-term sustainability of the sector, which employs an estimated 50,000 people and contributes over €1 billion to the Exchequer via Fuel Duty, Road Tax, PAYE and PRSI. One of the most important issues on his desk at the moment is the ongoing saga in relation to the use of agricultural vehicles and work vehicles on public roads. Eoin, in a statement has strongly objected to the Road Safety Authority’s proposed plans to grant exemptions to agricultural vehicles for the hire and transportation of goods on public roads on the grounds of road safety and unfair competition. “This move could lead to additional deaths on our roads as untrained, unlicensed and unqualified drivers, some as young as 16, operate unsuitable agricultural vehicles to haul up to 30

48 FLEETTRANSPORT | JUL/AUG 11

tonnes weight on public roads,” he stressed. “This clearly disregards EU legislation and safeguards.” Eoin mentioned that the Authorities in Northern Ireland introduced legislation capping the use of agricultural vehicles on public roads to a gross weight of 24 tonnes. The IRHA wants a similar law in the Republic. Another issue of concern contained in the Five Point Plan is the proposal to introduce a road user tax system as per Continental Europe. “We are urging the Government to scrap road tax for heavy goods vehicles and introduce a ‘Pay as you Go’ charge system for the entire National road network. Th is would protect jobs and prevent more Irish road haulage companies from going out of business,” he explained. Th is proposal is also aimed at generating tax revenue from foreign haulage operations using Irish roads. Likewise Irish hauliers operating across Europe would then be only faced with one Eurovignette type charge, which then can be charged to the customer in a transparent manner. His Association is also calling on the Government to permit licensed freight carriers to charge carbon tax on services in the same way as VAT, in recognition of the fact that the demand for transportation services and movement of freight is collectively generated by manufacturers, traders, distributors and consumers. “There is an urgent need to differentiate between discretionary and non-discretionary users of fuel. Under the revision of our Essential User

Fuel Debate we are calling for a redirection in fuel duty for commercial road users." “Maintenance of the current trailer height limit of 4.65m is another matter of importance that must be addressed,” he said. “70% of curtainsiders operate at over 4 metres in height which is the limit that the European Union wishes to bring into law. By changing it to a standard 4m across the board will have safety and environmental implications as well as adding to logistics costs." He did welcome the current moves in the UK to extend vehicle lengths and 60 tonne 25.25m units that are currently popular in Scandinavia, which would be suitable for certain operations and for use on our motorways. Eoin is of the opinion that rail freight is not a viable option in Ireland, although he did admit that it is profitable for the haulier operating the multi-modal aspect to this mode of transport. However, his biggest immediate challenge is to raise the profi le of the Association after a

DIALOGUE few years out of the limelight. With around 250 transport operators going out of business and the number of operating licence renewals down 800 to 4,500, Eoin has a batt le on his hands. Better general public acceptance of how important the road transport industry is to the Nation’s economic recovery is needed, particularly as our export trade is so vital to our turnaround. “Export volumes are up and more hauliers are providing services into Europe than ever before, which is encouraging,” he said. On that note he issued a cautious warning to the Government in regard to what the Exchequer takes on the cost of diesel. “Irish hauliers are saving hugely on purchasing their diesel abroad which is a big loss to the local economy,” in re-iterating his call for some form of Essential User Debate. In recent weeks the IRHA has launched a recruitment drive in an ‘Industry Needs You’ styled campaign. Over 4,000 registered transport operators have been targeted with details on the Association, achievements to date and membership application forms. “Response from lapsed and new members have been promising,” stated Eoin with membership up 25% on last year’s numbers. In citing some recent achievements he admitted that more publicity should have been gained from the various lobbies to Government and the Road Safety Authority in relation to the inclusion of (reclaimable) VAT on the M50 tolls and the deferral of the fi tt ing of spray suppression mudguards to new trucks only as and from 1 September. “These were big wins,” he emphasized. Currently on the Department of Transport and RSA’s desks is the request to increase the speed limit for HGVs on motorways to 90 kp/h and to lift the ban on overtaking. “Th is is an ongoing issue with us,” he stressed. “By allowing trucks to do 90 kp/h as to what they are speed limited to do, to allow overtaking will eliminate convoys building up and increase efficiency and safety all round.” Supporting the National Fleet Database programme, Eoin said that it would get rid of the rogue operator that is working vehicles without insurance, which would in turn benefit the legitimate operator. “All we are looking for is fair play and more respect for what we do,” he concluded.

View from the Operators Desk by Sean Murtagh

Enforcement is a protection for legitimate operators

ecently the RTE Primetime Investigates Team broadcasted a report on the taxi industry in Ireland. In the days leading up to the programme the headlines gave a clear indication that terrible revelations about the taxi industry would emerge. I am always suspicious of claims like this. In the case of the exposé of the haulage industry in 2009, I am all too aware of how facts can be embellished to make a minor offence look like reckless regard for law and order. It is not difficult to make a relatively minor offence that may be of a technical nature look very dangerous. Anybody that watched the programme will certainly have been surprised at some of the practices that are going on. In some cases individuals and companies were able to do what they liked and seemingly without any fear of detection. In some cases some of the practices that were highlighted were not illegal. A few points are worth noting as a background to the programme. It struck me as unacceptable that the Director of Taxi Regulation did not participate in the lead up to the broadcast. Certainly Kathleen Doyle would have had difficulty in answering the questions put to her, but that is her job. Ms. Doyle did no favours to legitimise taxi operators struggling trying to make a living and keep within the regulations that are imposed on them. In contrast, Noel Brett , CEO of the Road Safety Authority faced up to the hard questions. He appeared genuinely shocked at the evidence presented and he was quite defi nite about what actions to be taken. In fi nishing this point I think the behaviour of civil servants in this department is questionable and this is where civil service reform and accountably should start. Another part of that Prime Time Investigates that struck me as strange was the case of the school bus that was carrying more passengers than it was designed for, leading to a situation where some children did not have seat belts. Surely the parents of these children were aware of this situation? What about the school they were going to, did nobody there take notice? I am not trying to take the blame away from the bus operator but I am surprised that with such emphasis on school bus safety since the Kentstown bus crash, both parents and teachers would be more aware. One element of the taxi community whose point of view was not voiced was that of legitimate operators. Operators who argue that the Taxi Regulator is imposing Dickensian regulations on them, feel that sometimes the N.C.T. test can be a litt le too strict. Some are annoyed that with all the extra fees and inspections are an over regulation of their industry, not to mention the widely held view that there are far too many taxis on the streets. In spite of all this they comply with all of the regulations and put in all the long hours to make a living. Most of these people feel let down by that Regulator now. Ms. Doyle cannot say she was unaware of these allegations. Many comparisons exist between the haulage and taxi industry. Hauliers have put their trust in the regulation system hoping that even-handed enforcement will let legitimate operators survive and thrive. In an ideal situation enforcement is a protection for legitimate operators.

sean@ﬂeet.ie Obituary:- Celine O’Donovan 1954 - 2011 After a long and tedious batt le with cancer Celine O’Donovan (of Pat O’Donovan & Son Transport) died peacefully in her home in Castlemartyr, County Cork in the presence of her family. Celine trained as a nurse but soon after she married Pat she became involved in the transport business. Up to a few weeks before she died Celine was at the centre of operations, thriving on the cut and thrust of the day-to-day operations and helping to keep it all together. In the days before her death her granddaughter Caoimhe was born, something that brought her and her family great comfort. Celine could be kind to children, tough on suppliers and professional to their staff and at all times respectful to everyone. She always said “anything worth doing was worth doing right”. Celine will be sadly missed by her husband Pat, sons and daughters Antony, Kevin, Caroline, Patrick, Eilleen and John. May she rest in peace. Text: Jarlath Sweeney - editor@fleet.ie

FLEETTRANSPORT | JUL/AUG 11 49

SOAPBOX

Marooned – A Perfect Storm?

he cost of access to and from Ireland will be impacted on in a major way by the recent EU White Paper on Transport which will seriously increase the cost of gett ing Ireland’s exports to their markets. This is not just my opinion but also that of MEPs Liam Aylward and Jim Higgins who are quoted elsewhere? Both, along with a small number of other MEPs in the European Parliament voted against the Paper but it went through. Given that fact, it is rather disappointing that neither MEP has given a direction to National Government on how to proceed to mitigate or deal with the outcomes for Irish imports and exports. While we are a nation of almost five million people in a European Union of five hundred million, we are to the Union what the islands off our West coast are to Ireland and that is how we have got to start thinking. The condemnation of a major policy paper by a few peripheral MEPs will do little to effect the thinking of the majority and that is how it should be, therefore the amelioration of the negative effects will have to be home spun. Neither of these MEPs called on our own Government to take up the challenge of reducing nationally imposed transport costs, which are no more than a tax on exports. Our diesel fuel is among the dearest in Europe, which is entirely self imposed, our road taxation charges are based on a system that exists nowhere else in Europe. The logic of the latter for trucks doing 80% plus of their work outside Ireland is just another example of how litt le logic has to do with anything associated with licensed road transport in Ireland. Minister for Finance Michael Noonan is one of the key players on whom Ireland is relying on to get us out of our current mess and he gives the impression of being a logical and cool thinker. At the time of writing he is in the USA where apart from talking to the IMF (International Monetary Fund) he is on a mission to convince industrialists that Ireland remains a place to do business. Mr. Noonan will also tell them that he sees no option to remove

the Government imposed fuel taxes in the cost of their exports from Ireland, which is what he recently told Dail Eireann. There is the disconnect in both Government and Department of Finance thinking, fighting in Europe at the highest levels to retain our corporate tax rates whilst at the same time imposing the highest taxes on transport for the exporters who benefit from the corporate tax rate.

You and I might wish it otherwise, we might angrily demand it of him but it is no fault of Michael Noonan’s that he does not go along the lines that you or I would wish him to or see the logic of our case. What can be done, indeed what must be done to stop our litt le island being marooned in the storm of pro-rail, pro-environment legislation that is at the centre of EU thinking? The International Road Transport Union (IRU) has already made the case and will continue to do so for the majority of those involved in the European Road Transport industry. However just as with our Fishing industry the greater good of the European industry is not a mirror of our own needs. A perfect example of this is the Cabotage regulation 1072/2009 which apparently had something to do with empty running between Eastern European Member States and their near neighbours, in particular Austria. The unknown effect has put up the cost of Irish exports, disrupted the way we have done business for the last twenty years with our biggest market place Britain, and has ended up putt ing Irish drivers on the dole.

Each and every person employed for any time outside Ireland driving a truck is earning value added on the goods carried. What action to take is the challenge faced by the Irish Road Haulage Association (IRHA) to achieve a positive outcome. That it has signally failed to do so in the past is not a comment on how hard it has worked to make it otherwise, it is simply a fact that an organization that represents primarily smal l to medium sized companies will always have an uphill struggle. The solution lies in talking to both our customers and Government in a forum that currently does not exist, such a forum could be the Transport Umbrella Group. Twice it has come into being in the past and in its second coming did very good work. It was the body that brought every interest together to produce the 'Access Dublin Report', a Report that with the support of Dublin Port Company was a thorough outlining of issues for all users and suppliers of services within the Port. Th is time let us bring it together for an 'Access Ireland' report. 'Access Ireland' should have a clear focus - one question from which all else will follow and that is - What is the role of the Licensed Road Transport Sector in Ireland? Does Government want one and if so let them defi ne its purpose, to serve whom and how? We know our Customer’s but we need to ask what sort of service they expect and at what cost? The Irish Exporters Association is an obvious choice but let's include the National Competitiveness Council, Enterprise Ireland, Intertrade Ireland, Irish International Freight Association, Ships Agents, the CILT, Chamber of Commerce etc. Don’t lets just invite the Minister of Transport to make an opening speech, he should be asked to make a speech that sets the Government's view of just what our role in society is. Our Country is in great difficulty, with difficulty comes opportunity, lets grasp 'Access Ireland.'

FLEETTRANSPORT | JUL/AUG 11

Text: Jerry Kiersey - jerry@fleet.ie

THE OFFICIAL IRISH JOURNAL OF THE INTERNATIONAL VAN OF THE YEAR & INTERNATIONAL PICK-UP AWARDS

Volume 8. No 2. SUMMER 2011

New Ford Ranger

Happy 60th Birthday Mercedes-Benz Unimog!

New Volkswagen Crafter

www.fleet.ie

contents SUMMER 2011 53 NEWS I Ford purchases by Port Tunnel & Würth • Mid West Radio switches to Mitsubishi • Dyson picks up for Swinford Motors 54 NEWS II Happy 60th Birthday Unimog • Goodbye Hiace • Mercedes-Benz launch van finance package • Hot VW T5 • Universal Floral digs with Fiat! 55 TEST Mitsubishi ASX Commercial 56 COVER Volkswagen Crafter upgraded • All-new Ford Ranger 58 RACKING Factory visit to Sortimo 59 PRIZE DRAW Mercedes-Benz/Fleet Transport Win-A-Vito Grand Prize Draw

SUBSCRIPTION FORM Please send me an issue of Fleet Transport magazine (plus supplements) every month for one year starting with the next available issue for the cost of €65 (Ireland), €85 (Europe) €120 US. Name: Job Title Company: Email: Address:

63 GREEN II Renault Kangoo ZE ready for plugging in!

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66 UTILITY Cameleon IV440 goes on and on!

FV&U 07.11

64 LAUNCH PAD Latest mods to Fiat Ducato family

P 28

P 38

NEWS 1

Ford fleet patrols Port Tunnel

ive specially adapted Ford models have gone into service at the Dublin Port Tunnel by Egis Road and Tunnel Operation Ireland, under contract to the National Roads Authority. The three Transit Vans and two Focus Estates will work on a 24-hour basis, patrolling the tunnel, and in the case of an accident, will be available to respond and provide emergency assistance to users of the Port Tunnel. Supplied by Lillis O’Donnell Motor Company (Dublin), the new Ford support vehicles have been specially adapted by Swords Auto with emergency lighting and response equipment. Egis Road and Tunnel Operation Ireland staff, who operate the new Ford Emergency vehicles,

encounter. The vehicles are equipped with a range of emergency lighting to highlight the scene of an incident to oncoming motorists. On board equipment also includes first aid supplies, fire extinguishers and a range of tools. Pictured are (L-R) Henry van der Pluym, CEO, Egis Road and Tunnel Operation Ireland; Brian O’Neill, Managing Director of Swords Auto; Jeff Burt, Project Manager, National Roads Authority; Eddie Murphy, Chairman and Chief Executive, Ford Ireland and Alex Young, Chief Operating Officer, Egis Road and Tunnel Operation Ireland. received special training in order to provide a first line of emergency help for any incidents they might

Würth's new fleet Focus

ow maintenance costs, all-round reliability and high efficiency were the deciding factors in Würth ordering the new Ford Focus for its nationwide sales team. The distributor of a range of products from automotive, construction and engineering trades recently took delivery of 23 1.6 litre TDCi diesel powered Ford Focus through Merrion Fleet. With CO2 emission levels at just 109 g/km (placing them in Tax Band A) the new Focus models come with fuel-efficient Auto-Start-Stop technology as standard. Pictured (l-r) Paulina Misztela, Merrion Fleet; Ciaran McMahon,

Commenting on the deal Paulina Misztela of Merrion Fleet said, “We are delighted to be involved in the renewal of the Würth fleet with the new Ford Focus model; with its low maintenance costs and all round reliability, the new Focus is proving a really popular choice for our customers. We have enjoyed a long standing relationship with Würth as their Fleet Management provider dating back to 2002 and we are looking forward to continuing that relationship into the years ahead.”

Fleet Manager, Ford Ireland and Hugh Lynch, Area Manager, Würth at the handover of Würth’s new Ford Focus models.

Mid-West gets tuned-in to Mitsubishi

he three new Mitsubishi ASX Commercials are proving to be a big hit at Midwest Radio! With their strong reputation for economy, reliability and carrying capacity, the ASXs have been deployed in a wide variety of roles in support of the news, technical and promotional teams at the Ballyhaunis, County Mayo based Radio Station.

Liam Rochford of Rochford Motors, the main Mitsubishi Dealer, Ballyhaunis, said at the handover to Paul Claffey, MD, Midwest Radio (pictured right), “There is a lot of competition in the market yet Mitsubishi vehicles are regularly being chosen for specialist fleets such as this. We are very proud to be working with Midwest Radio and look forward to providing them a cost effective After Sales Service.”

Dyson scoop for Swinford Motors!

winford Motors new two-car Dyson Hydraloader 3000 La two-car transporter mounted on a 5.0 tonne Mercedes-Benz Sprinter 518 CDI has a 3,000 kg capacity low approach sliding bed. After fabricating and fitt ing the body, technicians at Roger Dyson’s factory in Droitwich, Worcestershire, also sprayed the vehicle in Swinford’s eye-catching red and silver colours and applied the livery. “Nobody builds a body like Roger,” explains Managing Director Pat Kelly. “It’s a great piece of kit and fi nished, as always, to the most exacting standards.”

to years of hard work are way ahead of the competition.” “We bought one unit from Roger in 1997, which we then sold on in 2004 – it’s still running strongly today, and looks as good as ever.”

”We’ve been buying Dyson units for some years now and they are always superb – the build quality, reliability and the way they stand up

And he adds, “We don’t even bother approaching other manufacturers now … I just tell Roger what we need and he delivers! The standard of service is excellent too – everything is delivered on time and in perfect condition, and Roger is a real gentleman to deal with too.” FLEETVAN&UTILITY| SUMMER 11

NEWS 11

Mercedes-Benz Unimog celebrates 60 years

ne of the most iconic vehicles in the history of commercial vehicles, the Mercedes-Benz Unimog, is 60 years old this year. Originally designed for agricultural use, the Unimog is remarkable for its ability to function in the most challenging and adverse conditions. The first Mercedes-Benz Unimog was built in Gaggenau, Germany on 3 June, 1951. Its extreme off-road capability has turned the Unimog into an automotive legend over the past six decades. Noticeable here in Ireland for its work on the ESB Networks fleet, its permanent four wheel drive, power delivery systems, high ground clearance and rugged off road capabilities have made it the vehicle of choice amongst defence forces, local authorities, fire fighters, utility companies and others with need of a vehicle capable of functioning

Often used as snow ploughs, municipal equipment carriers and in construction and agricultural situations, the Unimog is at home in conditions as diverse as jungles, mountains and deserts, on expeditions to remote places and as back-up vehicles in challenging events such as the Dakar Rally. In June, its 60th birthday was celebrated at a special ceremony held at the Mercedes-Benz factory in Wörth where the world’s largest gathering of classic and current Unimog vehicles assembled for the occasion. At the event, Daimler Chairman Dr. Dieter Zetsche described it as ‘the John Wayne of commercial vehicles’. Dr. Zetsche said that a slogan to match the Unimog’s outstanding off-road capabilities could read ‘I don’t need a road — all I need is a task’.

in all conditions.

Soyónara Toyota Hiace

all it iconic, legendary, lovable, whatever you like, but the sad news is that the Toyota Hiace is reaching the end of the road. Limited sales and inability to comply with the forthcoming Euro 5 engine emission legislation are the reasons behind the move. In confi rming this irretrievable situation Ian Corbett, Marketing Operations Manager, Toyota Ireland said, “That is correct sales of the current model will be stopped at the end of 2011, because the current technical execution of the Hiace powertrain does

not meet the new Euro 5 regulations, that will be applicable for such vehicles from January 1, 2012 but Ireland and a number of other European countries have a derogation until December 2012. However, Toyota confi rms its long-term commitment to be present in the LCV market in Europe, and to develop new and innovative light commercial vehicles in the coming years. Toyota will make its best efforts to minimize the time gap between the stop sales of the current Hiace and the introduction of a new vehicle in this category."

Many will mourn the decision to kill off the Toyota Hiace

Mercedes-Benz launches van finance package

by a third party) provides finance over periods from 3 to 5 years, upon payment of a ‘modest’ deposit, as described by Fergus Conheady, Sales Manager, Mercedes-Benz Commercial Vehicles.

Designed to unblock the lending logjam that has prevented many owners from acquiring or replacing their van or vans, the scheme (supplied

Confined to the purchase of new vehicles only, the scope of the plan can also be extended to include service and maintenance costs. Moreover, dealers can facilitate buyers by agreeing a residual value

ercedes-Benz Commercial Vehicles has introduced a new van purchase fi nance scheme to open up a line of funding that will assist small businesses planning to upgrade their transport fleet.

that would be placed on each vehicle after the fi nance term has expired. Describing the plan as one ‘mutually advantageous’ to both sides, Fergus Conheady said that it will “stimulate and assist the small business sector whose progress has been blocked on all fronts by the current restrictions on lending.”

Hot Volkswagen T5!

n sporting LED daytime running lights, Volkswagen has produced a distinctive version of their Transporter T5.

But looks are deceiving as under the bonnet of the 204 PS TS1 model is a powerful direct-injection 2.0 litre 4-cylinder turbo petrol engine. Producing 204PS and 350 Newton metres of torque it can reach 0-100 km/h in 8.7 seconds and has a top speed of 200 km/h. A six-speed manual gearbox or 7-speed DSG automated transmission is specified. 54

FLEETVAN&UTILITY| SUMMER 11

Universal Floral digs Fiat!

niversal Floral, one of the country's most respected interior and exterior landscaping companies, has taken delivery of fleet of 11 new Fiat Professional vans from Terry Lilly Commercials in Finglas, Dublin.

Pictured at the handover is Noel Caff rey of Universal Floral and Terry Lilly of Terry Lilly Commercials.

TEST

Difficult Market Environment for New Mitsubishi ASX Commercial problems loading the ASX Commercial. Although the rear wheel arches do intrude quite significantly into the load area, the rear hatch aperture is likely to be the limiting factor in getting bulky objects into the vehicle, with the door frame prett y much flush with the arches. The ASX Commercial is powered by Mitsubishi’s new 1.8 litre DI-D diesel engine that develops 150PS. This is an impressive unit – in the Lancer we drove recently we recorded fuel consumption figures as low as 3.2 l/100 km (88 MPG). In the bulkier ASX, it is also prett y frugal, averaging out at 4.8 l/100 km (58.8 MPG) from mainly longer runs during our week with it. Economy isn’t its only strength though, as it also offers strong acceleration and mid-range thrust. All in all, one of the best diesel engines on the market at the moment.

itsubishi has a proven track record when it comes to commercial versions of Sport Utilities (SUVs) notably with the Pajero, and more recently the Outlander Commercial. Its latest offering though, the ASX Commercial, is a different class of vehicle, smaller and lighter and with two wheel drive only. It enters this segment at a tough time for commercial vehicles of this size, as the recent changes to VRT, which is now applied at 13.3%, has significantly increased the on-the-road price compared to hitherto. Indeed the ASX Commercial, with a price tag of €24,950 is only €600 cheaper than its passenger equivalent. At this price it is much more expensive than regular vans with greater payload and space capabilities, and the question has to be asked, what sort of customer is it going to appeal to?

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

The passenger ASX is Mitsubishi’s take on the popular SUV-lite market as typified by the Nissan Qashqai. It offers SUV styling with slightly raised body clearance at 170mm, but as it comes in front wheel drive only, is not designed for any serious off-roading. The conversion from passenger to commercial is a tidy affair consisting of taking the back seats out and installing a carpeted flat floor that is flush with the existing boot floor. A low-rise bulkhead behind the front seats keeps items from the back sliding into the front. The load area itself is reasonably compact, 1.56 metres long and 1.3 metres wide, narrowing to 1 metre between the wheel arches. Payload is rated at 480 kg, while its towing capacity is rated at 1.4 tonnes (braked).

The Mitsubishi also scores well on the driving front. Despite the raised stance it is much more like a car than SUV for handling and ride comfort, while the driving position affords excellent visibility. Specification wise the ASX Commercial comes with the same trim and equipment as the passenger car INTENSE model, so you get air conditioning, a leather steering wheel, full trip computer display and Bluetooth for your phone. It’s going to be interesting to see how sales of SUV-lite Commercial Vehicles pan out in the coming months, now that the VRT incentive has been removed. As things stand it is hard to see what market segment the ASX will appeal to. Compared to direct rivals, we like the Mitsubishi. It is easy to drive, comfortable, rides and handles well, and is economical to run with a great diesel engine. But its loadspace and payload don’t compare with purpose built vans, and without the appeal of four wheel drive to enable it to go off-road, and at the asking price tag, Mitsubishi would seem to have a challenge on its hands to make this ASX a Commercial success.

Access is via the two side doors as well as the upward opening rear hatch, so there should be no

FLEETVAN&UTILITY| SUMMER 11

COVER 1

Craftier Crafter! New Volkswagen Crafter – less is more! main weight classes – 3.0/3.5/5.0 tonnes, three wheelbases – short/medium and long and four basic body types – Panel Van, Kombi, Pick-Up and Chassis Cab. The Panel Van and Kombi are available with different roof heights and the Panel Van is also available with a longer body overhang. Maximum payload of the Panel Van ranges from 681 kg on the SWB Crafter 30 with normal roof to 2,735 kg, which the twin-wheel Crafter 50 can carry with a medium wheelbase, normal roof. As a Pick-Up the new Crafter can handle up to 2.8 tonne payload. There is also a Crafter 46 (4.6 tonne) fitted with super single types on the rear axle, thereby offering more floor width clearance between the wheel housings). It’s cargo area ranges from 2,600 mm to 4,700 mm in length, while the height of the freight compartment stretches from 1,650 mm (normal) to 1,940 mm (high) and even to 2,140 mm (super high). In its largest version, the Crafter can carry up to 5 pallets lengthways and two pallets can even be placed next to one another crossways.

ith the installation of a range of fourcylinder 2.0 litre TDI engines, the new Volkswagen Crafter is making a major step forward towards improved fuel economy, reduced emissions, lower operating costs and enhanced driver comfort. The new TDIs (as per the Transporter and Amarok) are lighter in weight (thereby offering more payload) than the outgoing 2.5 litre five-cylinder units. According to Dirk Große-Loheide, Director, Volkswagen Commercial Vehicles, “It was possible to lower fuel consumption and CO2 by as much as 33% and fuel and maintenance costs by as much as 25%. Another important parameter was improved as well.” He added that the Crafter’s maximum payload is increased by nearly 10% on some models, depending on the engine type. Mr. Große-Loheide proudly stated that Volkswagen Commercial Vehicles is now the first manufacturer in the Crafter class to offer a diesel engine with bi-turbo (twin-turbo) charging (with the range topping 163 PS 2.0 TDI). The new four-cylinder engines are available with three power outputs – 109/136/163 PS. All are fitted with 6-speed manual gearboxes compared to the equally powered five-cylinder 2.5 litre engines. The 2.0 litre TDI produces its maximum torque over a broader rev band. For example, the 80 kW/109 PS version, 300 Newton metres are continuously available from 1500 to 2250 rpm. Regardless of whether it is the 109 PS or 100 kW (136 PS), fuel consumption and emission values are identical. With the exception of the five-cylinder TDI with 100 kW/136 PS that comes with an automatic 6-speed Shiftmatic transmission, all Crafter engines

FLEETVAN&UTILITY| SUMMER 11

do not require AdBlue as the optimised EGR system on the new 2.0 TDIs takes care of the emission controls. The only reason this engine variant is kept on is for certain applications such as passenger and recreational vehicles. In time, an automated transmission may become available but it won’t be the Group’s famed DSG system as the engine is mounted in a different direction! Volkswagen Group’s Ecofriendly BlueMotion technology can be ordered which sees fuel consumption reduced by up to 0.8L/100 kms. To achieve this a number of features are included such as Stop/Start system; Energy Management; Battery Regeneration; longer final drive ratio on rear axle; cruise control and gear change indicator on the dash. So, the new Crafter has reached an entirely new level when it comes to sustainability and fuel costs. All engine and gross volume weight chasses (from 3.0 – 5.0 tonnes) fulfil the Euro 5 emission standard, or even qualify for EEV (Enhanced Environmental Friendly Vehicle) classification, which is currently the most challenging emission control for trucks and buses in Europe. Visually the new Crafter has got a more refined look. Gone has the thick horizontal grille bars that resembled its former Constellation truck brother (produced for the South American market) from the original model to be replaced by a single piece frontal design that adopts the company’s current ‘design DNA’. Fresh and more rugged materials are used to update the interior while the dashboard was also designed to be more user friendly. All Crafters now have gear shift indicators on the centre dash area. As before, the model line-up comprises three

Driving the 3.5 tonne 2.0 TDI 120 kW/163 PS Crafter BlueMotion from Copenhagen to Malmo along the majestic Oresund Bridge on a beautiful sunny day last month was a bit surreal as it was too good to be true. At a legally required 110 kp/h along the motorway, in a smooth, refined and economical fashion, the twin-turbos purred along nicely. Throughout the journey the fuel trip reading continued to drop in numbers. We have written before how frugal the 2.0 TDIs are in the Transporter, it’s just as good in the Crafter now. Unlike what we have seen with the 1.6 TDI Passat BlueMotion, the engine management system on the Crafter BlueMotion doesn’t seem to have been detuned as low end torque is there when required. A turn in the 3.0 tonne 2.0 TDI 80 kW/109 PS SWB Panel Van was then taken again in BlueMotion ‘form’. The commonrail direct injection system boosted by a single turbocharger does the job here. Strong torque of 300 Nm, which is constantly available from 1,500 to 2,250 rpm is distinctly lower than on the previous 80 kW diesel (@ 1,900 rpm). Combined fuel consumption is estimated to average between 7.6 and 7.9 L/100 kms.

BlueMotion Technology in Detail Stop/Start system: The driver approaches a red light, brakes the Crafter to a stop, shifts into neutral and takes the foot off the clutch. This causes the engine to shut off momentarily. In the multifunction display the text ‘A’ for Stop/Start appears. As soon as the traffic light turns green again, the driver depresses the clutch, the engine starts, the text is cleared, the driver engages a gear and resumes driving. Essentially, the driver does not need to perform any extra operating steps compared to a conventional car. Unlike vehicles without the Stop/Start system, the BlueMotion Technology models have an extra battery data module (for acquiring momentary battery charge

COVER status), an energy control module, a heavy-duty engine starter, a DC/DC converter (guarantees voltage stability in the vehicle’s electrical system) and a special deep-cycle glass mat battery on board. On average, the Stop/Start system, together with battery regeneration saves about 0.3 L/100 kms. For safety reasons, the BlueMotion Technology System does not shut off the TDI engine in the following situations:• • • • • • •

Cold engine Tight manoeuvring situations (reverse gear or steering wheel turned significantly) When braking or steering support is needed (e.g. when starting out on a slope) For high heating, cooling or blower power When a trailer is connected When battery charge is inadequate On hills.

Battery regeneration: Regeneration helps to utilise the energy expended in driving as ideally

as possible. During coasting and braking phases of the Crafter – ie. whenever the driver releases the accelerator pedal or brakes – the s y stem elevates the voltage of the alternator (generator), and this electricity is used to bulk charge the vehicle’s battery. Thanks to this alternator control as a function of engine efficiency, and the optimally charged battery that results, the voltage of the alternator can be reduced whenever this is desirable – eg. when accelerating or while constantly maintaining a desired speed. The alternator may even be shut off entirely. This relieves engine load, which in turn reduces fuel consumption. In addition, the battery

always optimally charged supplies the vehicle’s electrical system with sufficient energy during the stopped phase of the engine (eg. at traffic lights). Battery regeneration requires special soft ware for energy management and modified engine controller soft ware.

New Ford Ranger – ‘21st Century Tough’

verything about the New Ford Ranger Pick-Up has changed – except of course, the name! Ahead of its premier at the Commercial Vehicle Show in Birmingham, UK and European Sales later this year Jesus Alonso, Director Commercial Vehicles, Marketing Sales & Service, Ford of Europe outlined details of its all new utility and leisure vehicle. “The all-new Ranger is the first commercial vehicle to be built under the One Ford strategy as part of a global product programme, bringing together the full engineering expertise of Ford around the world. Developed in Australia, it will be produced in Thailand, South Africa and Argentina for sale in more than 180 markets worldwide,” he said. Bigger and better equipped in every way from its predecessor, new Ranger at 5,359 mm long and 1,850 mm wide is almost 280 mm longer and 62 mm wider boosting both interior space and load capacity. Ford’s new global ‘truck’ will be specified in a choice of three cab body styles. Single Cab, RA P (Rear Access Panel) King Cab and Double Cab, powered by a new 2.2 litre TDCi diesel engine, jointly produced with PSA – Peugeot/ Citroen and mated to a new 6-speed gearbox. 4x2

appearance, improved depth of capability for hard working businesses, and new levels of comfort, technology and safety. With a significantly improved fuel economy this new vehicle offers both low cost of ownership and sustainability benefits. We are starting a new chapter in the Ranger success story.”

With an abundance of airbags and packed with desirable features and smart technologies such as Bluetooth (with voice control) and rear view camera system plus ESP as standard, elevates the Ranger to the top of the Pick-Up league.

On the completely new interior design, Style Manger Peter Jones said, “The Ranger offers a contemporary look and feel with features and comfort normally found only in passenger cars. The bold graphics of the interior surfaces are finished with materials that will stand up to the demands of a workhorse while delivering a lasting quality appearance.” He added, “We’ve developed materials that are tough, not rough, which will deliver a quality appearance matched by high performance. So for example, you get passenger car comfort in the design and trim of the seats with commercial vehicle durability to withstand a whole range of rigorous usage.”

“Since it was introduced to Europe in 1997, the Ford Ranger has established itself as a major player in the European Pick-Up segment,” added Jesus. “This all-new model will reinforce the reputation of the Ranger brand with its bold new

All New Ford Ranger: Major improvements: • Safety & Comfort • Turning Circle • Payload & Volume • Interior Noise Levels

and 4x4 drivetrains are optional. Class leading towing capability of up to 3.350 kg and a payload of up to 1,333 kg are now also on offer.

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

FLEETVAN&UTILITY| SUMMER 11

RACKING

Sortimo contiues to innovate and form strong partnerships example is a global brand in professional hand-held power tools. Take a look at its latest professional Blue range (over 40% of Bosch power tools are less than two years old) and you will find all Bosch tools are now encased in a Sortimo L-BOXX. It is the first time that two leading brand names appear on one pack. You can specify two tools in one box, a tool and auxiliary fittings in another and, of course your Bosch tool in its Sortimo L-BOXX fits into your Sortimo van racking system. Taking this complimentary alliance a step further, Fiat Professional, Bosch and Sortimo have all joined up to kit out the Fiat Doblo Cargo, which customers can buy fully fitted and ready to go, all in one package to meet their individual specification.

ortimo is a world leading commercial vehicle outfitters and a recent visit to their factory in Zusmarshausen near Augsburg in Germany proved to be both enlightening and educational. Sortimo is like a community of pioneers, positively focused on innovation, developing strong, lasting links with other standard bearers and constantly pushing the boundaries when it comes to in-vehicle furnishings. Take its L-BOXX for example. Born from a simple idea, that single design item is central to Sortimo’s vision of the future in intelligent equipment for fleet owner and the single operator. It is also pivotal to its next generation Globlelyst M system that makes it almost impossible to ignore the economic benefits, together with the safety and the simple convenience of choosing this new Sortimo system. When was the last time you arrived at a site only to find that you had to park your van at a considerable distance from the point of work? You need tools and an assortment of spare parts for the job in hand which often requires two or three trips to and from the van, which becomes a waste of time and effort and therefore a waste of money. With the Sortimo Globlelyst M system, one trip will do. That is the essence of the system; you can stack your various tools, screws, cables, plumbing joints or whatever, one L-BOXX on top of another and wheel or carry them to the required location. There is one other innovation; the LS-BOXX; a new idea, which is a combination of the L-BOXX with drawers underneath that is also completely compatible with every other Sortimo product. And, of course, being a Sortimo product it fits neatly into the Sortimo racking in the van. After all, Sortimo’s fundamental business has developed from building in-vehicle racking systems, something it has been doing now for 38 years.

FLEETVAN&UTILITY| SUMMER 11

At the plant at Zusmarshausen, Sortimo manufactures the complete product. Steel, aluminium, plastic and the latest composite fibre materials are all cut, shaped and assembled on site and it is on the factory floor that you appreciate the combined effort of every employee. There is a palpable sense of satisfaction in every department, not to mention the attention to detail. A measure of the quality demanded by Sortimo is that tolerances as low as .01mm in the steel fabrication work area are required. Recently three shifts have been introduced to meet demand for their new products. Always wanting to be a moving target and ahead of the game, Sortimo is constantly searching for new ideas many of which come from its Research & Development division which is called Speedwave. Sortimo chiefs will admit that their range is not the cheapest on the market; they will also say that if you want ‘Mercedes-Benz quality’ it does cost a little bit more. The payback is in the time you save, the robustness and the longevity you get from its products and the high level of safety you get from a Sortimo racking system. It’s the German way really! The company is owner-managed and one of the pioneers in the field of developing, manufacturing and selling in-vehicle equipment solutions for the trade and the automotive industry. Its stated goal is to ‘fulfil the requirements of tomorrow, today’. That is why they are the leaders in the field, not a follower.

Chris Jones, Sales and Marketing Director for the UK & Ireland explained about the progress of the brand’s products: “The feedback from our customers highlighted the needed light weight, durable, racking solutions. This is what Globelyst M is all about. We now offer the lightest weight racking system using a mix of steel aluminium composits to offer a light weight solution. This will allow companies to use a smaller vehicle while still being able to carry all of the stock/tools due to the fact the racking has been reduced in weight. While achieving this it was still very important not to compromise safety and durability. This has been achieved with the new racking system passing all of the Sortimo crash tests so all of our customers can be reassured that Sortimo racking will perform as it has always done, and with respect to durability. Sortimo racking is estimated to have a life cycle of 8/10 years, so you can still remove the racking out of one vehicle and you can dual-life it in the second vehicle, making it a very cost effective choice.” Of course, Sortimo will design a system for every van and indeed every individual customer. Through a network of partners and agents all over Europe, there is a Sortimo sales representative close by. Ireland is well served too, with partners and agents supplying and fitting Sortimo products in every part of the country. For those who may be on a tight budget or only need a small amount of shelving Sortimo has a new, off-the-shelf system called, ‘Simpleco’ which is delivered flat-pack style and is easy to install without the need for a fitter - a sort of do-it-yourself IKEA style shelving unit.

Typical of its forward thinking, Sortimo has been developing strategic partnerships with other world leaders. Bosch, for Text & Photos: Gerry Murphy - gerrym@fleet.ie

PRIZE DRAW

Prize winning Test Drive for Wexford Sales Agent • Liam Clare wins Mercedes-Benz Vito 110CDI Van the Vito 110 CDI. Last, but not least, Liam knew that he had the winning key but approached the van nervously. He jumped for joy when the lock clicked open and did not hesitate to try out the driver's seat. Speaking to Fergus Conheady (who acted as Master of Ceremonies) Liam expressed his delight at winning the Vito. He admitted that he had been a fan of the German marque for many years, and he was well aware of the quality of the brand in his daily work.

Pictured at the official handover of the new Mercedes-Benz Vito 110 CDI van to Liam Clare, winner of the MercedesBenz/Fleet Transport Win-A-Vito Competition at Somers Commercials, Camolin, County Wexford are Jarlath Sweeney, Fleet Transport; Gerry McDonnell, Mercedes-Benz Commercials, Celena Clare; James Somers, Somers Commercials and Liam Clare. Liam and Celena’s children Adam, Lee and Niamh also joined the celebrations.

y calling to Mercedes-Benz Commercial Vehicle’s dealer Somers Commercials of Camolin, County Wexford and taking a test drive, it proved lucky for Brennan’s Bread sales agent Liam Clare who emerged as outright winner of a new MercedesBenz Vito van in a prize draw competition held in association with Fleet Transport at the Mercedes-Benz’ Headquarters in Dublin. Liam, who lives in Cranford, outside Gorey, is a member of t he Lia m Mellows Hurling Club in Coolgraney. While visiting Somers Commercials, he qualified by taking a test drive in the ‘Win-a-Vito’ competition with a new Mercedes-Benz Vito worth €24,000 being offered as a prize in the third running of the National promotion. Delighting in his good fortune was his wife Celena and children Adam (age 8), Lee (age 6) and Niamh (age 5). Present with him at the Grand Prize Draw final was James Somers, Dealer Principal of Somers Commercials. Commenting, Mercedes-Benz Commercial Vehicles Sales Manager Fergus Conheady thanked all who had taken part in the event, the purpose of Text: Jarlath Sweeney - editor@fleet.ie

which, he said, “was to promote the vehicle which the Irish Motoring Writers Association had chosen as the 2011 Continental Irish Van of the Year and to contribute something practical and valuable into Ireland’s small to medium sized business sector at this time.” “To date,” he added, “over 10,000 Vitos have been sold in Ireland and through its previous two generations the Vito has led the way with innovations such as ESP as standard.” A round 650 test drives took place as part of the 6-week campaign, which ran in every Mercedes-Benz light commercial vehicle dealer in Ireland. A Nationwide media campaign ran with the competition to further raise the profile of the latest edition of the Mercedes-Benz award-winning Vito van range.

Jarlath Sweeney, Group Editor, Fleet Publications said that “the return of the ‘Win-a-Vito Competition’ was very welcome after an absence of 3 years and indicated signs that the light commercial vehicle industry is showing some growth.” (This was verified by Fergus Conheady, who stated that the LCV market was up 5%). “As this is the third running of the competition, I am very pleased that the number of test drives undertaken at MercedesBenz dealerships is up on the previous occasion, which is also heartening,” he added. The remaining finalists did not go home empty handed, all were presented with a voucher worth €1,000 plus a specially engraved carriage clock.

The next two pages feature all the finalists plus the countdown to selecting the winner! VITO TOPS 1 MILLION MARK Production of the Mercedes-Benz Vito van has passed the 1 million mark. Sold in more than 80 countries around the globe, the Vito was fi rst introduced in 1995. Since then, production increased year on year, reaching a high point of 75,500 units in year 2000. In 2003, a second generation Vito was introduced followed last September by the launch of the latest version – a model chosen by members of the Irish Motoring Writers Association as winner of the 2011 Continental Irish Van of the Year award.

At the Grand Final where the 22 shortlisted finalists from the local draws held at dealerships assembled, all were eager to bring home the big prize, but unfortunately there was only one winner. After the shortlist was whittled down to three – Liam Clare, Michael Joyce representing Truck Car, Limerick and Paul Horan representing Colm Burns Commercials, Sligo were then asked to select a key to open the prize Vito van. Alas, both Michael and Paul’s keys failed to open the door of FLEETVAN&UTILITY| SUMMER 11

PRIZE DRAW

Don Hall, (Hall PR); Antonia Hendron-Kenny (M50 Truck & Van Centre, Dublin) and Michael Langan

Fergus Conheady, (Mercedes-Benz Commercials); Phillip Kelleher (Finalist); Mark O’Connor (Surehaul, Clonmel); Robert Fitgerald (Finalist) and Jarlath Sweeney (Fleet Transport)

Don Hall; Patrick Duff y (Finalist); Tony Barbour (Cunningham & Higgins, Galway) and Ann Mahon (Finalist)

Stephen Byrne, (Mercedes-Benz, Ireland); Michael Joyce (Finalist); Denis O’Brien (Truck Car, Limerick); Brian Murphy (Finalist) and Jarlath Sweeney (Fleet Transport)

Don Hall; Paul Horan (Finalist); Padraig Hynes (Colm Burns Commercials, Sligo) and Victor Martin (Finalist)

Stephen Byrne; James Somers (Somers Commercials, Wexford); Liam Clare (Finalist); Darragh Cullen (Finalist) and Jarlath Sweeney (Fleet Transport)

Don Hall, Pat Keating (Finalist); John Connolly (MUTEC, Dublin) and Paul Pearson (Finalist)

Stephen Byrne; Joseph Todd (Finalist); Stephen Finnegan (Gilmores, Cavan); Jacqueline Woods (Finalist) and Jarlath Sweeney (Fleet Transport)

FLEETVAN&UTILITY| SUMMER 11

PRIZE DRAW

Stephen Byrne; Kevin Hanrahan (Newgate, Navan); David Rowland (Finalist); Matthew Smith (Finalist) and Jarlath Sweeney (Fleet Transport)

Don Hall, Wayne O’Neill (Finalist) and Hugh Flynn (Kinahans, Moate, County Westmeath)

The Groeneveld Group’s product range extends to 2,500 different products and kits.

Don Hall; Kevin Moynihan (Finalist); Mike Reardon (Johnson & Perrott (Cork) and Joe Cahill (Finalist)

Mercedes-Benz/Fleet Transport 'Win-a-Vito' competition finalists 2011, pictured at Motor Distributors Ltd., Headquarters, Naas Road, Dublin, for the Grand Final Prize Draw.

Photos: Cathal Doyle - cathal@fleet.ie

FLEETVAN&UTILITY| SUMMER 11

GREEN 11

Renault Kangoo ZE – the first affordable, zero emission compact van too compared to its diesel counterpart. On the Kangoo Maxi ZE van, payload capacity is reduced to 650 kg (from 800 kg). This is mainly due to the weight of the batteries, which are stored under the floor. Maximum pulling power is better though, up from 160 Nm in the dCi70 diesel to 226 Nm in the Kangoo ZE. Michelin’s low consumption Energy Saver XL 195/65R15 95 T tyres are used. Top speed is regulated at 130 km/h. In comparing the competitive cost of use versus Kangoo diesel eg. cost/km of electricity vs. cost/ km of diesel based on 15,000 kms/year (battery fee included) equates to an average 20% saving on the electric version, which is mainly achieved to reduced maintenance levels.

ovember 1st is the date set by Renault Ireland to launch the Kangoo ZE, Renault’s all-electric light commercial and 5-seater passenger car. In order to make the zero emission product a viable business proposition to customers, Renault Credit, the French brand’s own bank will provide the initial finance to purchase the vehicle and can also build-in the lease price of the battery (@ €72 + VAT per month), together with a service and maintenance contract. The Kangoo ZE Express van will retail from €20,000 (ex VAT) with the 5-seater @ €22,000 + VAT. Prices exclude the Government’s €5,000 electric vehicle grant for the passenger car (which is reduced to €3,800 for the commercial version). Mr. Eric Bassett, Managing Director, Renault Ireland stated that the purchase price without battery is equivalent to that of a diesel vehicle in the same class. “Our commercial strategy is simple, affordable, reassuring to all,” he said. But first, selected dealers will have to provide the necessary infrastructure from sales and marketing to the specific technical back up required. At

For the private owner, Renault Ireland has negotiated a deal with AXA insurance to offer a 20% discount on EVs (which will include assistance). launch 8 ZE ‘Expert’ Centres and 16 ZE Centres throughout Ireland will sell and maintain the Renault electric vehicle range beginning with the Kangoo ZEs to be followed by the Fluence ZE and Twizy and ZOE cars. In time and if necessary, driver training may be provided. According to Sandra Rea, Project Manager, Electric Vehicles, Renault Ireland, the handover procedure to the Kangoo ZE customer will provide basic instruction with more time spent by the sales representatives in assuring the user on how the system works as it differs from the conventional combustion engine. Acceleration is instant up through the auto box as is deceleration which results in less use of the footbrake, so the driver has to get used to it in order to get the best distance available between battery charges. In ‘Eco’ mode, up to 10% range can be extended by reducing engine performance (torque and speed). At present, the average distance is around 160 kilometres following a full 8-hour charge. This Lithium-ion powered 44 kW (60 bhp) system does not allow for a quick charge ie. 20-40 minutes, unlike other electric vehicles. This next phase of development is two years away. Payload is sacrificed

Production for the first full year at the Maubeuge plant in Northern France is estimated to reach 15,000 units for global markets. While on a visit to the biggest employer in the region, the point was made that Renault’s leanest vehicle is manufactured at its greenest production facility. Over 12 years ago, the Renault owned plant engineered its own storm water recycling station. Recycled rainwater collected from the roofs and drains from the numerous buildings on site is filtered and cleaned to wash down newly spray painted vehicles and other general usage. 2,200 people are employed here, producing 48 cars per hour (down from a peak of 60 units from 2008, but rising). The Maubeuge facility is a full line production plant with its own stamping, welding and paint shops. Established in 1969, Renault models produced in the past include the R15/R17/R12/R4F/Fuego/ R18/R9/R11, Express and now the full Kangoo range. It also assembles the Kubistar (based on the Kangoo) for Alliance partner Nissan. Today MCA rolls out the 6 Kangoo variants, which includes the quirky BePop passenger.

Kearys Renault Pro+ sets the standard

enault Pro+ is the Renault Group’s strategy to provide dedicated products and services to the fleet sector. In 2010, over twenty countries worldwide had signed up to Renault Pro+ programme with more to follow this year.

That is the case here in Ireland too with Kearys of Cork sett ing up the country’s fi rst Renault Pro+ Sales and Service Centre, and with great success too. According to Kevin Hourihan, Fleet Manager at Kearys, pictured left with colleague Michael Daly the move to implement the Renault Pro+ brand has been extremely positive. The premises were Text & Photos: Jarlath Sweeney - editor@fleet.ie

formerly one of two BMW garages owned by Kearys and situated prominently along by the Kinsale Road Roundabout accommodating Renault light commercial vehicle and fleet car sales and service. Products for professional use within the Renault range are on display with the appropriate tooling equipment in the adjoining workshop. In the lead up to the introduction of the Renault ZE (Zero Emission) electric vehicles into Ireland, further additions to the Renault Pro+ programme with the new dealership soon to open in Tullamore, County Offaly being next to receive accreditation. FLEETVAN&UTILITY| SUMMER 11

LAUNCH PAD

30 years on and the Fiat Ducato still going strong

n looking back over the thirty-year history of the Fiat Ducato, Lorenzo Sistino, CEO Fiat Professional, proudly stated that its van range has continuously set the standard when it comes to innovation. Mr. Sistino, in his second term at the helm, highlighted some of the landmarks of the Ducato’s five generations, such as in 1981 when launched it was the fi rst front wheel drive middle weight load carrier. “In 1994,” he said, “we introduced the dashboard mounted gearshift, in 2002 the common-rail engines were developed and in 2006, the current range brought big load volume – 17 cu m – into the marketplace. Over that time and to the present day some 2.2 million Ducatos have been sold. New markets and sectors have been to the fore in its success especially the motorhome/campervan market where the Ducato is the dominant player across all European coachbuilder brands. For Model Year 2011 and beyond the new Ducato will be powered by a new engine line-up and sporting a totally new interior.” All in-keeping with Fiat Professionals’ ‘Always One Step Ahead’ theme dedicated to the new Ducato. Comfort elements and return on investment business functions have been added such as a choice of trim levels and telematics solution. The most significant development within the new Ducato is the introduction of phase two of the 2.3 litre MultiJet diesel engine. Straight to market will be the Euro 5 130 hp and 148 bhp versions with an eco-friendly 110 bhp type to follow for RHD markets. A new 177 hp 3.0 litre MuliJet will be the most powerful four-cylinder diesel engine available. The range is completed by the 3.0 litre 136 hp dual/fuelpetrol/methane CNG version. “All the engines stand out for their exceptional performance, long service intervals, low consumption (with savings of up to 15% compared with the Euro 4 engine) and CO2 emissions below legal limits, are key factors,” said Antonia Mannina, Product Director, FIAT Professional. He went onto explain about the new MultiJet II technology. 64

FLEETVAN&UTILITY| SUMMER 11

“The fuel system is different from the fi rstgeneration MuliJet engines as it contains faster injections that can carry out multiple injection close together. Everything is more economical and reliable owing to a simpler construction with 40% fewer components. The 1,600-bar fuel injection pressure from the fi rst-generation MuliJet system increases to 1,800 bar in MultiJet II, this allows improved combustion with less noise and lower particulate and nitrogen oxide (NO x) emission.” “The 2.3 litre MultiJet generates maximum power of 130 hp @ 3,600 rpm and a maximum torque of 320 Nm @ 1,800 rpm. The engine emission (180 g/km) and consumption (7.1 L/100km) are 9% lower than the previous Euro 4 120 hp 2.3 litre engine,” he added, “but with 8% (10 bhp) more power, this makes it best in class. Compared with the Euro 4 Ducato, the number of 2.3 litre MultiJets available has doubled, there is now a second engine with a high-efficiencies variables geometry turbocharger with power of 148 bhp @ 3,600 rpm and a maximum torque of 350 Nm @ 1,500 rpm. When compared with the 120 hp, Euro 4 2.3 litre engine, this engine is responsive and performs brilliantly thanks to a significant increase in power (+24%) and torque (9%). (For example, the top speed is between 152 and 162 km/h depending on the version).

The improved consumption and emission figures are in line with the 130 hp engine (respectively 7.1 L/100 km and 186 g/km of CO2) while the performance levels offer a viable alternative to the previous 157 hp Euro 4 3.0 litre engine: the power is similar (-5%), but the capacity is lower which means less weight (-40 kg) and lower consumption (-19%). “The 3.0 litre 180 MuliJet Power is the new Ducato’s most powerful engine with 2,999 cc, a maximum power of 177 hp (130 kW) at 3,500 rpm and an exceptional peak torque: 40.8 kg/m (400 Nm) at 1,400 rpm. Compared with the previous 157 hp Euro 4 3.0 litre engine, this engine increases power by 13% to become the best-performing four-cylinder engine in its class,” added Mr. Mannina. “As well as being much quieter, the exceptional agility of the engine ensures great driveability. It is the ideal engine for professionals who demand power, torque and pick-up. Strong and versatile, it is totally comfortable in all usage conditions, ensuring maximum ease of driving thanks to the torque reserve that is always at the driver’s disposal. Whether used to transport valuables or large volumes over long distances, as a campervan and motorhome or simply as a people carrier, the quiet new engine guarantees excellent productivity and performance – whatever the

LAUNCH PAD GVW and chassis configuration.”

Lorenzo Sistino, CEO Fiat Professional

“The high performance levels do not come at the cost of fuel consumption, which is 9% better than the previous engine (8 L/100 km), while CO2 emissions are 209 g/km,” he explained. Fiat’s Stop/Start system and gearshift indicator is available on the 130 hp and 140 hp version of the 2.3 litre engine. “Turning off the engine when the vehicle is stationary prevents needless fuel consumption (up to 15% less in the urban cycle), reduces harmful emissions and cuts down noise,” explained Antonia. The system can be switched on or off using a button on the dashboard. In order to ensure maximum power and torque, the engines of the new Ducato are equipped with two manual six-speed gearboxes that provide excellent driveability and performance with low emissions and noise. Comfort-Matic, the 6-speed automated transmission is fitted to the 3.0 litre 180 MultiJet Power on request and best suits recreational vehicles (campervans), urban delivery vans and public service fleets. Inside, the new Ducato has got a serious makeover with new colour combinations for the plastic parts of the dashboard, which are now more uniform and darker, and more colour-contrasted seat fabrics. The new dashboard takes centre-stage literally with the centre console totally modified. The redesign of the upper central part of the dashboard generated space for the TomTom ‘my-port’ designed by Fiat to make its vehicles compatible with this important feature. New to the van sector is the introduction of various trim levels. On the new Ducato the basic or standard trim is still an upgrade on the previous dashboard because of chrome-plated symbols and images (climate controls, gearstick, air vent controls); the Techno Trim is exclusively enriched by chrome-effect plastic parts which, together with the sound system, give the vehicle a feel of technology and elegance. Other innovative features include Traction+, which is a major addition to the new Ducato. Th is traction control system improves handling on difficult terrain with poor grip. The system uses the advanced hardware presently on vehicles with ESP. When a drive wheel is in poor grip conditions, the control unit of the system detects where the slipping has occurred and instructs the hydraulic system to perform a braking action on that wheel. It simultaneously transfers the engine torque to the wheel on the surface with better grip. This makes it easy to drive, maintains directional stability and control, and ensures the best possible traction even over the roughest and most slippery surfaces. The system is operated by a button on the dashboard and can operate at speeds of up to 30 km/h. Available on request, Blue&Me – TomTom LIVE is the latest incarnation of the Blue&Me

infotelematic system created as a result of the partnership between Fiat Group Automobiles and TomTom, European leader in portable navigation devices. Based on the TomTom Go1000, this device allows you to manage – through a practical colour touch-screen – phone calls, satellite navigation, media and all the driving information you need, which it downloads directly from the on-board computer systems. The new version has a next-generation capacitive touch-screen and TomTom LIVE services such as HD Traffic, which has been named as the best traffic information system currently on the market. Th is combines accurate traffic information with a dynamic route calculation, providing real-time updates of congestion, traffic jams and road closures. Customers get free use of the LIVE services for a whole year. The new Ducato features the innovative and exclusive eco:Drive Professional, the eco:Drive application developed specifically for Fiat Professional. Designed specifically for commercial vehicles, this version incorporates parameters typical of an LCV – load carried and different front area (if the vehicle has been converted) – in the tried and tested eco:Drive, a soft ware application developed by Fiat for more efficient and less polluting vehicle management. The unique device makes it possible to analyse vehicle trip data such as average fuel consumption, total mileage and the impact of load on the efficiency index, suggesting more appropriate behaviour for an economic and sustainable driving style. The numerous data items collected by eco:Drive Professional can be subsequently grouped and processed by means of a web platform known as eco:Drive Fleet that manages all data on individual vehicles and makes it possible to plan efficiency improvements. With the introduction of eco:Drive for LCV, the fleet manager can call on a useful tool to improve the training and efficiency of drivers, thus considerably increasing the overall fleet savings over the year. Eco:Drive Fleet saves up to 15% on fuel costs and plays an important role when it comes to wear and tear. In fact, a real ‘eco-drive’ gets the best and most

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

efficient use out of all vehicle components.

Test Drives Four engine variants from the new Fiat Ducato range were available to test drive around the Fiat Group owned Bolocco Proving Ground by the assembled media. The 10-kilometre circuit was a stern test for the 800 kg payloaded vehicles. Our fi rst vehicle to try out was in fact the 9-seater minibus version, the 180 MuliJet that had 177 bhp and came with the 6-speed automated transmission. As the flagship model, it was all decked out in the wood trim and with TomTom on board which instantly impressed. We gave the driveline the thumbs up too as the Comfort-Matic worked extremely smooth and efficient with plenty of power on tap. The standard 130 MultiJet van was driven next around the hilly and twisty track. Good torque was to be had in 5th gear even low down in the revs. After that journey a look at the numerous storage areas was undertaken, which are located under the steering column, under the gear lever and with three such areas on the passenger side, no driver or passenger will be found wanting in this department. Although not due for RHD markets, the new 2.0 litre 115 bhp van model was put through its paces. Again in standard black trim the lack of power compared to the others tested was not too transparent. We will be gett ing a 110 bhp or detuned version of the 2.3 litre MultiJet in due course. The middle range 150 MulitJet hit the right note going around the circuit with litt le gear changes of the 6-speed box required. At 100 kp/h in 5th gear the revs were at 2,500 but reduced to 2,100 when put in top gear. Other items of note were the overhead shelf, multifunction steering wheel and fitt ing of Day Time Running Lights. From our selection of drives which fi nished up with another appraisal of the 180 MultiJet but this time in the van version, no changes to the steering or suspension were evident which was confi rmed later by the Fiat Professional technicians. 30 years on, the Fiat Ducato’s heart still beats strongly, like a good cheese, it is maturing with age. FLEETVAN&UTILITY| SUMMER 11

UTILITY

Cameleon IV440 –

ommercial vehicles by their nature are primarily one task vehicles – trucks, buses, vans do one job well – deliver! Of course, there are utility vehicles with special adaptations that are multi-purpose, but what about real multitasking? Enter the Cameleon IV440 with its Modular Mission System (MMS). Ian Andrew, Cameleon Sales Manager explained the concept while visiting the OVIK Group’s stand at the CV Show in Birmingham last April. “The OVIK Group’s Cameleon vehicle has a pedigree rooted in the defence sector but we believe it also has considerable utility within the commercial, utility and local authority vehicle f leet environment. The Cameleon Modular Mission System (MMS) is rather unique and utilizes MMS technology to rapidly re-configure/re-role the vehicle in less than 60 seconds.” “This ability to re-role means Cameleon provides fleet managers and operators with enhanced fleet capabilities at reduced cost by applying the principle of reduced prime mover acquisition but with sufficient rear modules to match particular requirements. Additionally, modules can be demounted and left in-situ where they can be totally self sufficient, meaning the base vehicle or prime

ready for multi-tasking

mover, remains operational for further reconfiguration and other tasks.”

Ian added, “Rear module designs are virtually limitless and can be specific to individual requirements. We work with customers to create bespoke systems and solutions as long as payload and vehicle envelope boundaries are respected, we can provide a solution.”

Finally, Ian said, “I would ask that your readers visit our website www.cameleon-mms.com to view our corporate video which provides a window into the endless opportunities available with the Cameleon system and succinctly demonstrates the vehicle’s utility.” Benefits of the Cameleon System •

• • •

The Cameleon range starts with the Iveco Daily 4x4 (IV440) vehicles demonstrated at the Show (also available in 2x4 format) and stretches across the Iveco Eurocargo and Trakker vehicles, offering effective payloads ranging from 2.5 tonnes up to approximately 25 tonnes. All prime movers are available in 4x4 configuration and can be equipped with a wide range of ancillaries – such as winches and specialist lighting etc.

•

• •

•

FLEETVAN&UTILITY| SUMMER 11

One vehicle can be tasked to perform a broad spectrum of standard and specialist roles normally suited to bespoke, fi xed bodied vehicles – thus capital outlay on specialist prime movers is reduced. Overall fleet sizes can be reduced; fewer prime movers required for a given number of specialist roles. Maintenance and through-life overheads can be reduced significantly due to a reduced fleet size. Prime mover replacement costs are reduced as specialist modules (bodies) will outlast prime movers. Typically a module can outlast a prime mover by a factor of up to three times. Replacement prime mover costs are reduced as specialist bodies do not have to be re-built. Prime mover use is maximised – reducing capital tied up in otherwise idle, specialist platforms. Cameleon removes the requirement for specialist vehicles to sit idle when not required. Minimal training and licensing requirements. Parking space requirements reduced. Modules can be stored on the ground or alternatively, Ovik can provide a module stacking system, allowing modules to be safely stacked up to three tiers high, thus freeing up valuable logistic and parking space. Modules can be de-mounted and left in situ to support a broad range of operations, freeing prime-movers for re-tasking.

Text: Rob Van Dieten - rob@fleet.ie

Best payload capacity in 7.5t segment - 5,020kg

Enhanced exhaust brake reducing wear on pads and disks

Warranty of 3 years or 100,000km

Highest front axle loading capacity

4 disk brakes and ABS as standard

2 efficient engines (145 & 175 PS)

DPF maintenance-free filter with automatic regeneration

Torque of 370 or 430 Nm from 1,600 rpm

Fuel consumption saving of -10% vs. Euro 4

Low frame for ease of loading and unloading

Unrivalled Payload

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The new Crafter. Delivers more for less. Designed to deliver more for your business, the new Crafter combines Volkswagen’s legendary build quality and reliability, with increased payloads and class-leading levels of power, torque and crucially, fuel economy. Not only that, by reducing the size, weight and CO2 output of our engines, as well as associated ongoing service and maintenance costs, it’s now possible to lower your annual running costs by up to 10%*. And, as if things couldn’t get any better, the Crafter now comes with a 2+1 warranty, giving you three-years peace-of-mind, while again helping to reduce costs. To find out how the new Crafter can offer a boost to your business, visit www.crafter.ie or contact your nearest Volkswagen Commercial Vehicles dealer.

The new Crafter. Built for the toughest jobs. Available from only €22,039.†

*Up to 10% saving takes into consideration reduced fuel consumption and lower servicing and maintenance costs. Savings will vary depending on chosen model and are for guidance only. †Price excludes VAT, but includes VRT. Price excludes delivery and related charges. Model shown for illustrative purposes only.