Fleet Transport June 2011 by Orla Sweeney

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contents JUNE 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, Ailbe Burke, Kay McGinley Photography: Jarlath Sweeney, Gerry Murphy, Cathal Doyle, Paul White, Michael Corcoran, Rob Van Dieten, Tom Cunningham, Ian Jarvis, Ger McCarthy, Pilprea/Studio Zedda Administration: Orla Sweeney, Denise Vahey, Helen Maguire Advertising: Mary Morrissey, Orla Sweeney

4 NEWS Vehicle Brake regulations change • Volvo cites blind-spot problem • Nightline expands • Texaco sponsor Irish Truck of the Year Awards • Eircom goes EV plus Bottom Lines – short news snippets • Fiat Ducato goes Euro 5 and the HSA Safety Matters column

42 INNOVATION II Changing Times in the Ports

8 COVER All guns blazing at Donington Park for the EU Truck Racing Series

46 TIMES PAST Door-to-door delivery methods and machines

10 INTERVIEW With Nigel Butler, Commercial Director Renault Trucks UK

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

44 WAREHOUSING Benefits of becoming a member of the AIWA

48 LEGAL EXPERT Advice on trailer brakes and warranty issues 49 COMMENT Best way to link the Luas systems 51 LEGAL More new legislation from the EU

14 TEST First drive in the new Euro 6 Scanias

53 FINANCE Insurance matters

16 FLEETING SHOTS Featuring a special Zetros, Defender, Ranger Racer and Reefer Show

55 – 58 FLEET MARITIME

18 WORKSHOP Latest development from the repairs and maintenance sector

60 TRAILER Market update, MCD’s new Double Deck & Nootebooms new Ballast Trailer

20 REVIEW I Part II of the report from the CV Show 2011

61 REPORT II Consequences of Road Traffic Accidents

22 NEWSLETTER Progress Report from the FTAI

62 REPORT III The Energy Show, RDS, Dublin

25-40 FLEET BUS & COACH – SUMMER 2011

64 REPORT IV FPS Expo 2011, Harrogate, UK

41 FUEL PRICES Diesel and Petrol costs from around the globe

66 SOAPBOX Crystal ball glazing

OFFICIAL IRISH JOURNAL OF THE INTERNATIONAL BUS/COACH 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.

43 TECHNICAL Part III of Truck & Trailer ABS/EBS systems

12 NEW FLEET New Ivecos, Isuzus, Volvos and Scanias take to the road

Design: Eamonn Wynne

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.

www.fleet.ie

www.ﬂeet.ie Volume 8. No.2. Summer 2011

P 25 “Superstar has been made even better” www.busandcoach.travel

in association with

59 REPORT I InTraDe Project Report

Wexford hurler victorious in ‘Win a Vito’ competition Liam Clare from Cranford, Gorey, County Wexford emerged as the winner of the ‘Win-A-Vito’ Competition presented by Mercedes-Benz Commercials in association with Fleet Transport Magazine. A member of the Liam Mellows Hurling Club in Coolgreaney, Liam works as a Sales Agent for Brennan’s Bread. He qualified by taking a test drive in the new award winning Mercedes-Benz Vito at local dealer Somers Commercials, Camolin. At the Grand Final held at Mercedes-Benz Headquarters in Dublin, Liam chose the correct key to drive away the all-new Mercedes-Benz Vito 110CDI model worth €24,000. Pictured handing over the keys to the new Vito to Liam Clare is Stephen Byrne, M.D., Mercedes-Benz Ireland. Full details in next month’s Fleet Van & Utility.

Cover picture taken by Tom Cunningham.

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FLEETTRANSPORT | JUNE 11

NEWS 1

Major changes in Vehicle Braking come into force

rom 1 June, new braking regulations come into effect applying to all new passenger vehicles, goods vehicles and their trailers. “These new requirements,” states implementation body the Road Safety Authority, “which are due to be signed into law shortly by the Minister for Transport are intended to improve the standard of braking systems. It is a key safety issue and a sufficient braking capability is one of the most important qualities a vehicle must have.” Under the new requirements, it will be obligatory for all new passenger and goods vehicles and their trailers registered after 1 June 2011 to meet with the technical requirements of the EC Braking Directives or equivalent UN/ECE Regulations.

For trailers under 3.5 tonne (maximum mass) which are not registered, the requirements will apply from 1 June 2011 also. Minibuses and goods vehicles under/over 5 tonnes and under/ over 12 tonnes respectively must be fitted with Anti-Lock Brakes (ABS). They must have a separate optical warning signal for the ABS of the trailer. In order to be approved, M 3 buses (+5t) and N3 (+12t) goods vehicles, authorised to tow 0 4 trailers (+ 10 tonnes), must comply with a downhill braking test that effectively means they must be fitted with a retarder (engine brake). All Inter-City coaches will require a retarder (that allows a vehicle to go down long descents using the brakes thereby preventing the brake from gett ing too hot).

In addition all goods and passenger vehicles will now be required to have a braking system, which will immediately provide half the full stopping power, even if one function of the braking system fails. And fi nally, every wheel of every vehicle (including trailers) will be required to have a brake on it, the adjustment for brake wear must be automatic and the electrical contractor for braking must meet ISO 7638. While 03 and 04 3.5 – 10t/+ 10t trailers must be equipped with continuous or semi-continuous brakes and in the case of air braking, only automatically activated shut-off devices are allowed.

Volvo Trucks tackles blind-side problem with new technology & education

t is easy for pedestrians and cyclists to spot a truck. But unfortunately, it is not quite so easy for truck drivers to spot pedestrians and cyclists. A truck has more blind spots than a car does, and it is particularly difficult – despite the fitting of no less than four rear-view mirrors – to get a good rear view along the vehicle’s kerb side. The statistics speak clearly: 20 per cent of all accidents between road users and trucks occur when the truck turns at a junction. Volvo Trucks is tackling this problem at every level, for example by means of new technology and public traffic education. City crossroads are dangerous places. Traffic of all types jostle for space and it is difficult to gain a clear overview, but it is most difficult of all for truck drivers. “If you stop at a red light, the environment around you changes while your vehicle is stationary. Meanwhile, the driver is focusing on something else, such as the traffic lights or looking for a suitable gap in the traffic ahead. Above all, it is changes behind the truck that the driver does not see. Cyclists, in particular, can close the gap quickly,” says Malte Ahrholdt, Project Manager at Volvo Technology.

But technical innovations are not the only solution to the problem. It is also necessary for the general public to have an increased understanding of how trucks work in traffic. One working example is a project entitled 'Road Safety at Eye Level’, which Volvo Trucks is operating in Denmark. The background is that many accidents were occurring when trucks turned right at junctions and many of the injured were children. The project involves visits to schools throughout Denmark and so far more than 60,000 children have participated in the training programme. Ahrholdt works with Intersafe-2, an EU-financed project that focuses on making crossroads less dangerous. Volvo Trucks’ contribution to the project is a system that aims at solving the problem of the truck driver’s blind spot on the passenger side. In an LHD test truck, Ahrholdt and his colleagues have fitted laser scanners and ultrasonic sensors that monitor the area on the right of the vehicle. When a cyclist or pedestrian gets too close, the truck driver is alerted by flashing lights and audible warning signals.

The number of accidents in Denmark involving cyclists and trucks during right turns has decreased since the campaign began in 2003, dropping from approximately ten fatalities per year to just one in 2009. Of course, it is difficult to specify exactly just how much the campaign has contributed to this improvement, but today there is considerable demand for the programme among Danish schools. Volvo Trucks has also taken the initiative to launch similar projects in several other European countries.

Nightline Delivers expansion plans

ightline’s €5.5 million extension to its Dublin headquarters has received planning permission from Fingal County Council. The go-ahead to increase its Mygan Park facility in Finglas East by 40% will also bring with it 50 extra jobs at the site. Nightline’s CEO, John Tuohy said the move reflected not only the company’s current strength, but the success of its longer term business strategy. “We are performing very strongly, especially given the current economic climate in Ireland, in particular. That we are able to press on with our physical and business 4 FLEETTRANSPORT | JUNE 11

growth illustrates our confidence.” He added, “It would not have been prudent to have taken such a step without considering the needs of our clients

and what the future holds in store. Our business plan is very much on-track and, therefore, we want to ensure that we have the infrastructure and the personnel to cope with the volumes of work we envisage.” The expansion is the latest in a series of bold steps forward from Nightline in the last 12 months. After landing a string of major contract wins following the opening of a UK facility in Lancashire last May, the firm launched a subsidiary – Eirpost – to capitalise on postal liberalisation in Ireland which swiftly struck up a partnership with one of the world’s biggest mail operators, Swiss Post.

NEWS II

Texaco Lubricants back Irish Truck of the Year Awards 2012

he TEXACO brand of lubricants is to be the new title sponsor of the Fleet Transport Irish Truck of the Year Awards 2012. The announcement was made at the recent Commercial Vehicle Show at the NEC, Birmingham prior to the line-up of contenders being revealed. The new Scania R-series Euro 6 will be up against the new Iveco EcoStralis, Isuzu N-Series Euro 5 and Fuso Canter Euro 5 for the prestigious title of the Irish Truck of the Year 2012 sponsored by Texacobranded lubricants. Two additional awards are also up for grabs – Truck Innovation of the Year 2012 and Trailer Innovation of the Year 2012. Applications are now open to these categories – see www.fleet. ie for details or email awards@fleet.ie At the launch of the Texaco Lubricants sponsorship deal with Fleet Transport, Dave Spence, Channel Marketing Manager Europe, said, “Chevron,

our Texaco and Ursa branded commercial vehicle lubricants. We recognise the need to develop products which help reduce environmental impact and increase efficiency, while reducing overall cost of ownership. This is why we believe our association with the Fleet Transport Irish Truck of the Year is a most suitable Texaco brand endorsement.” The Irish Truck of the Year Awards 2012 sponsored by Texaco-branded lubricants will be presented alongside the ESB e-cars Green Commercial of the Year Awards 2012 at the Fleet Transport Awards Gala Dinner on 3 October at the Johnstown House Hotel, Enfield, County Meath. through its Texaco Lubricants brand, has a long well-established presence in the Irish market, and we are delighted that CC Lubricants and O’Brien Oil Products are committed to ensuring that Texaco Lubricants’ customers continue to have access to

Chevron Lubricants produce and market lubricants under the Texaco, Chevron and Caltex brands and is used daily in cars, trucks, buses and industrial machinery around the world.

New Pilot Scheme to measure viability of using Electric Commercial Vehicles

project to ascertain the viability of using electric vans in real-time working environments has been launched by Minister for Transport, Tourism and Sport, Leo Varadkar, T.D.

Using three Eircom electric vans supplied by Green Machines of Terenure, the year long project, which is jointly promoted by Topaz, Eircom and the Ecology Foundation, will gauge the performance of the vehicles under a variety of criteria, including electricity usage, cost, mileage and emissions, as well as including driver and forecourt surveys and the public’s response.

deployment of electric vehicles. He commented that the type of work that an Eircom van does would be quite similar to that undertaken by Local Authorities, and while there was no immediate plans to switch the Government fleet over to electric, the Government could play a big role in reaching the target of 10% electric vehicle usage by 2020.

The three vehicles which are among the world’s first fast chargeable (CHAdeMO protocol compliant) production vans will be charged via a combination of home charging and Topaz rapid charging facilities.

When questioned about anomalies that discourage commercial vehicle operators to switch to electric vehicles such as the fact that road tax on an electric vehicle can be more than its diesel equivalent, or that VRT is charged at the full rate, the Minister said that providing incentives in these areas would make sense and was something he was prepared to look into. He discounted allowing electric vehicle users to use bus lanes on the grounds that it would be unenforceable. Cathal Doyle

Speaking at the launch, Minister Varadkar said findings from the project, which is granted aid by his Department’s National Sustainable Travel Office, would assist fleet managers considering the

BOTTOMLINES Goodyear Showcases at Tip-Ex Goodyear returns to this month’s Tip-Ex Show in Harrogate to highlight its Omnitrac MSS II and MSD II tyres featuring the two latest innovations – DuraSeal and Max Technology. DuraSeal is the world’s first built-in tyre sealant for truck tyres that instantly seals tread punctures without time-consuming or messy application of aftermarket sealants as well as improving productivity and tyre life. This, combined with the Max Technology concept, which uses the latest materials and designs to produce tyres that provide excellent traction, damage resistance and high mileage, ensures that Goodyear is the first choice for many fleets in the industry. Volkswagen brings Scania/MAN closer Following the Volkswagen Groups increased investment in MAN SE shareholding (from 29.9% to 30.47%) prompted an immediate public tender offer for the MAN SE Group. A statement from MAN SE favours ‘the industrial logic behind a more intensified co-operation

BOTTOMLINES between MAN SE, Scania AB and Volkswagen AG’. “Furthermore,” it states, “a more intensified co-operation has significant synergy potential. We expect to continue our highly constructive strategic discussions with Volkswagen AG and Scania AB in order to achieve progress along this path.” Fiat Group Automobile & PSA Peugeot Citroen extend LCV co-operation Fiat Group Automobiles and PSA Peugeot Citroen have announced that they are planning to extend their successful SevelSud manufacturing joint venture until 2019. The SevelSud factory in Val Di Sangro, Italy, produces the Fiat Ducato, Peugeot Boxer and Citroen Relay range of LCVs. It has also been jointly agreed by PSA Peugeot Citroen and Fiat Group Automobiles that their SevelNord joint venture, based in Valenciennes, France, will not be renewed after its expiry in 2017 due to changes in each partner’s future product strategies. SevelNord currently manufactures the Peugeot Expert, Citroen Dispatch and Fiat Scudo range of light commercial vehicles.

BOTTOMLINES Sales boost for Fuso Canter At 1,325 units, sales at Fuso in Europe were 31 percent higher in the first quarter than in the same period last year. In 2010 as a whole, the Japanese Daimler owned brand sold almost 6,000 units in Europe, an increase of 48.5 percent on the previous year. Meanwhile the Brisbane Truck Show in Australia premiered the launch of the New Canter light truck. Following Japan and North America, Australia is the third major market in which the eighth generation Canter (3.5 to 7.5 tons GVW) is being offered. The truck is to be introduced in Europe in late 2011, and it will be available in more than 40 new markets by the end of 2012. Sod turned on N5 Longford Bypass Congestion in the centre of Longford town is to be eliminated following Minister for Transport, Tourism & Sport Mr. Leo Varadkar’s sod turning exercise on the €26 million N5 Longford Bypass. Journey times through the County town is to be reduced by an estimated 8 minutes once the new 2.6 km single carriageway route is completed by the end of 2012. FLEETTRANSPORT | JUNE 11

NEWS 111

Fiat Ducato continues to evolve 30 years on

ince first launched in 1981, over 2.2 million Fiat Ducatos have been produced and sold. The medium-sized van range originally designed for businesses has picked up numerous International awards over its five generation life span. The secret of its success is being able to quickly adapt to change, be it from European legislation or in response to the specific needs of customers. And it’s in preparation for Euro 5 engine emission controls that Fiat Professional decided to give the Ducato a mid-life-cycle makeover. Even the keen eyed would find it hard to notice any modifications to its exterior. Under the bonnet is where the real changes have been made. Lorenzo Sistino, CEO Fiat Professional outlined the company’s ‘One Mission: One Engine’ policy where the new 2.3 litre MultiJet II direct-injection turbodiesel Euro 5 engine power the majority of its vast configuration line-up. For right hand drive markets, horsepower outputs stretch from 110 bhp to 177 bhp mated to

helps both the driver/owner to drive correctly and economically and compared to the outgoing Euro 4 engines fuel consumption has been reduced by an average 15% and service intervals have been extended to 48,000 kms. Stop/Start technology is also developed for this engine range, which reduces CO2 emissions. As before the Ducato line-up has a load volume ranging from 8 to 17m3.

either 5 or 6 speed manual gearboxes. For the rangetopping 3.0 litre 180 MultiJet (@ 177 bhp) a 6-speed ComfortMatic automated transmission will be available. Staying with the drivetrain, Traction +, Fiat’s traction control system is optional on the Ducato for the first time as is the next generation Blue&Me Nav and eco:Drive systems which

Together with the new engines, the latest Ducato offers three trim levels something no other manufacturer currently does – beginning with the standard spec to the top-of-the-range Techno with the Wood trim in-between. New Ducato now has more storage areas than its competitors too, just to emphasise that it continues to remain ahead of the game 30 years on.

Safety Matters . . . . Safety Matters . . . . Safety Matters . . . . Two Irish Companies Scoop European Safety Awards

he Electricity Supply Board (ESB) and Kildare-based Telecoms & Power company KTL scooped top honours at The European Transport Safety Council [ETSC] awards for work related road safety. The winners were up against stiff competition from a range of companies operating in Europe. As responsible employers, the ESB and KTL place work related road safety at the heart of their management systems. Both companies demonstrated that they had effective systems in place to manage work related road risks. Their respective submissions were evaluated based on criteria on setting road safety targets and evidence of progress, sustainability and achievements in managing work related road safety risks. Both companies effectively demonstrated that through their safety management practices they have reduced work related road accidents. Their safety programs have resulted in very good return on investment with a reduction in fuels bills, insurance premiums and costs associated with accidents and downtime. This reinforces the message that investing in safety makes sound business sense. The large company winner, ESB, employs 7,150 people. The ESB has a strong safety culture. It has

been promoting work related road safety since the 1960’s, through in-house safe driving awards. The ESB Safe Driving Bureau is at the heart of pushing the work related road safety agenda at ESB and runs a range of programmes to reduce the occurrence of work related vehicle accidents both on and off the road.

KTL accepting award: L-R: John Duane, KTL; Elke Schneider, European Safety Agency; Claire O’Brien, KTL and Antonio Avenoso, ETSC

The SME winning company, KTL, based in Naas, operates in the telecom, renewable, transmission and power sectors and employs 170 staff. KTL has shown constant commitment to providing a safe workplace for its employees, by setting out and implementing a number of safety initiatives to tackle work related road safety issues and to create awareness amongst employees of the dangers associated with driving. Martin O’Halloran, CEO of the Health and Safety Authority said, “ESB and KTL have put considerable resources into their work related road safety management systems and have been recognised at European level. Organisations that ensure risks are properly managed have improved safety for staff and the public.”

ESB accepting Award: L-R: Ollie Brogan,ESB; Grainne Coogan, ESB; Tadhg Crowley, ESB; Antonio Avenoso, ETSC and Ronan Collier, ESB.

IN BRIEF . . . Resources for Employers on Work Related Road Safety Health & Safety Authority: The ‘Vehicles at Work’ http:www.hsa.ie/eng/Vehicles_at_ Work/ section of the website provides FREE resources to help you to manage your work related vehicle risks. In addition you can call the HSA's dedicated helpdesk, in confidence, on LoCall: 1890 289 389 (between 9am and 5pm, Monday to Friday) on any safety query. The European Agency for Safety and Health at Work: Have a new section on the website aimed at the road transport sector. Go to: http//osha. europa.eu/en/sector/road_transport

FLEETTRANSPORT | JUNE 11

ETSC PRA ISE project: Thematic reports are aimed at employers to assist, enable and empower them to manage specific work related road risks. Available FREE to download from http://www. etsc.eu/PRA ISE-publications.php

Minimising In-Vehicle Distraction: Offering employers insight on how to minimise distractions for employees who use vehicles for work. The report analyses the effects of ‘nomadic devices’, including mobile phones and portable navigation devices (PNDs). Workzone Safety: Focuses on improving safety for both employees and road users in relation to work zone areas on and near to roads.

Because SOME THINGS WORK BETTER TOGETHER It’s a fact of life that some things just work better when they are together, like Genuine Volvo Parts and Genuine Volvo Service. Only by having your parts fitted in a Volvo Workshop by a fully trained Volvo technician can you be sure of the best possible levels of service, uptime and efficiency. With a Volvo Fitted-Price, what we quote you upfront is the price you pay, with no hidden extras – that’s a great deal, plus a great deal more! Volvo Fitted-Parts carry a 2-year Warranty* on both Parts and Labour Fitted by fully trained Volvo Technicians Flexible workshop hours to suit you Environmentally conscious disposal of all fluids and waste Free roadside recovery and repair if fitted-parts fail or break Top class customer service 24/7 For a Volvo Fitted-Price, go online to www.volvotrucks.co.uk/fitted-price or contact your local Volvo Dealer and Just Ask for a Volvo Fitted-Price.

*Volvo Exchange Engines & Gearboxes are covered by 3 year Warranty (exceptions apply to some wearing parts).

Volvo Trucks. Driving progress www.volvotrucks.co.uk/ﬁtted-price

Markus Oestreich en-route to a lights-to-fl ag finish from pole in Race 1 of the FIA European Truck Racing Championships in Donington Park. Photo: Ian Jarvis

COVER

Renault Trucks 'Deliver' Success in the FIA European Truck Racing Championships

any say that motorsport nowadays, at the top level is not really a sport, it’s a business. The more sponsorship a team can bring in can lead to more success, be it through investment in technology or signing the best drivers. That’s the way it is in Formula 1 and the World Rally Championship. But what about the FIA European Truck Racing Championship? Th is is where sport and business truly blend together as Fleet Transport’s Jarlath Sweeney discovered while attending the opening rounds of the 2011 Series at Donington Park in the heart of the British Midlands. The weekend’s events sponsored by Renault Trucks UK, are not the French truck brand’s only involvement in the 10 round series held around Europe (now including Russia). Renault Trucks is the title sponsor of the MKR Technology's Team and also supply engines and other expertise to the Czech based outfit. Th is partnership, formed last year ended the season on a winning note by securing the European Team crown by an impressive 27 points over its MAN backed rival Equipe Cespa. After a 10-year absence, Donington Park hosted the return of the British Truck Grand Prix, which opened the 2011 FIA European Truck Racing Championship. Fans were treated to an array of att ractions both on and off the track in order to keep all family members entertained. These att ractions included stunt shows, trade stands and an impressive truck parade too. On top of the action around Donington’s famous circuit, the Launch Pad Arena behind the Redgate Corner held the opening round of the British Drift Championships on the Saturday. The day before, members of the press and invited VIPs were treated to the opportunity to experience racing trucks fi rst hand with demo-drives on board the 5.5 tonne 160 kp/h team trucks around 8

FLEETTRANSPORT | JUNE 11

the legendary Donington track. Fleet’s Jarlath Sweeney experienced 5 fast laps along with leading Renault MKR driver Markus Bösiger. Such is the high level of torque (an amazing 5,500 Nm) in relation to the truck's overall weight, that litt le gear changing was necessary. The FIA governs the vehicle's overall speed to 160 kp/h and only allows the use of a standard manual gearbox, which is supplied by ZF. As with other racing machines, full safety regulations must comply from roll cage to race spec seats and tyre usage. As the engines are mounted towards the centre of the truck’s chassis' better weight distribution is guaranteed on the tractor unit, which even has a fi ft h gear fitted. And just

like racing cars, the driver sits low down and as far back as possible in the cab. Compared to standard trucks, the race steering wheel is tiny and mounted at 90 0 from the column. Over the three days, Renault Trucks UK invited 12,500 customers to capture all the excitement as well as providing entertainment and refreshments. In order to gain the maximum potential from the exercise, sales representatives were brought in to advise potential customers on the vehicles impressively exhibited in the paddock area. Staff from the Marketing Department were busy too selling out the vast array of Renault Trucks Racing merchandise at the VIP tents.

High Horsepowered Fast Forward Fun to the Finish! Season after season, spectators’ enthusiasm for truck racing during the FIA European Championship never wanes. Next to Formula 1 it attracts the biggest number of spectators. Over 500,000 of them were drawn to races last year up from 430,000 in 2009. Over 200,000 come to the famous Nurburgring in Germany for the annual races in July, which ties in with a Truck Show. What’s the big attraction? The sheer power, noise and door-to-door contest that is comparable to chariot racing from the glory days of the Roman Empire. Horses of a different colour of course nowadays. The high performance Renault 13 litre DXi13 racing engine develops 1,140 hp with a torque of 5,500 Nm with a maximum engine speed of 160 kp/h at 2,600 kp/h. These 4x2 tractor units are able to go from 60 kp/h to 160 kp/h in under 7 seconds! 80 litres of water is used in each race to cool down the brakes on the move! In the past works teams from Mercedes-Benz, Tatra, DAF Trucks to name a few have competed in the series which began in 1990. According to Fabian Calvet (pictured), FIA Delegate and Director Truck Racing Organisation, negotiations with Mercedes-Benz and Iveco to re-enter the series is ongoing. The first ever FIA Grand Prix event held in Russia was a round of the EU Truck Racing Championship last year. To demonstrate the significance of the opportunities of mixing business with pleasure, Renault Trucks did a deal worth €8 million with a road transport operator for the supply of 250 trucks this year.

COVER

and passionate drive in preparation for the new season. “Nothing Renault Trucks UK is marketing a special limited edition Renault Premium Long Distance to mark the brands success in the FIA EU Truck Racing Championship. The has been left to chance, DXi11 460hp Euro 5 comes with exclusive truck racing livery alloys and other special the trucks have been totally dismantled and touches such as red leather steering wheel, embossed seats and floor mats. rebuilt, the engine, Nigel Butler, Sales Director, Renault Trucks which proved its reliability and power has been UK said that this event was their main element minutely examined by our engineers and we are of exposure this year, having passed on the now fully ready to defend our title!” Right from opportunity to exhibit at the CV Show at the the off, the MKR Renaults ‘delivered’ to use a NEC in nearby Birmingham. He did admit phrase commonly associated with the Renault that with the continued upturn in the transport Truck’s brand. Markus Oestreich (4th in the series in 2010) won the fi rst race on both the industry, the company is seriously considering Saturday and Sunday with the German racer a return to the Halls of the National Exhibition following that good result with a podium fi nish Centre in Birmingham next year. However, that on the fi nal race. Adam Lacko from the Czech won’t stop Renault Trucks backing next year’s Republic, a new member to the team clinched event judging by the success achieved at this second place by a whisker on Saturday’s Race 2 Easter extravaganza. which saw reigning champion Antonia Albecete (MAN) take victory with former Group N Throughout the weekend and over the series of 10 World Rally Champion (with Mitsubishi), Uwe race weekends, which moves around Europe ‘til Nittel sett ling for third spot in the other red October, the main focus for Renault Trucks is to MAN. Markus Bösiger (Switzerland) wearing defend its crown in the 2011 FIA European Truck Racing Championship. Stefano Chmielewski, CEO of Renault Trucks, who att ended the event at Donington, appreciates the efforts made by MKR Technology. “Achieving such a result in 2010 cannot be a question of chance,” he observed. “Th is team brings together the best in the discipline, both in terms of people and technology, from Mario Kress, the Team Manager with a string of triumphs to his credit, to the drivers and also those who worked so hard for this victory, such as the Renault Trucks engine designers and mechanics. And we almost certainly wouldn’t be here without the contribution of Renault Trucks’ technology with the DXi13 racing engine, the chassis and the expertise of MKR Technology.”

Number 2 in the black Renault recorded one 5th and two top 6 fi nishes while French pilot Anthony Jariec’s best Renault in the MKR Team 14 Juniors Satellite outfit was 7th over the 15 lap 2 mile circuit in Race 1 Day 2. Renault Trucks will also supply ‘customer’ engines to the Belgian BJP Racing Team with team owner Jean-Pierre Blaise at the wheel. Truck racing allows manufacturers to enhance its image among members of the general public and build strong ties with its customers. Although a major competitor in truck racing since 2007, the partnership between Renault Trucks and MKR Technology, which began last year, enabled the whole team to start from scratch and rethink the vehicle’s design in a new light to create a new Renault Trucks Racing identity. The Premium Racing truck not only proved to be the best overall performer on the grid but the most att ractive too, thanks to the original and sharp design created by the Renault Trucks Halle de Design in Lyon, France.

Renault’s DXi13 race engine already has a great reputation, as confi rmed by last year’s Team Championship title. Flexible, reliable and delivering very high performance, it has been considerably developed as a result of the information gathered during the previous Grand Prix events. “With this engine, we knew that we could challenge the best, and our competitors were not surprised by our performance,” explained Gérard Pétraz, Head of Team Co-ordination and Partner Relations in an interview with Fleet Transport. Gérard and his team have been making the most of this positive Text & Photos: Jarlath Sweeney - editor@fleet.ie

FLEETTRANSPORT | JUNE 11

INTERVIEW

One-to-One Nigel Butler, Commercial Director, Renault Trucks UK with Jarlath Sweeney editor@fleet.ie JS. Day two of the three day British Truck Grand Prix sponsored by Renault Trucks at Donington Park for the opening rounds of the FIA European Truck Racing Championships and the atmosphere is building up nicely! NB. What is it, five to nine, and I can feel the atmosphere already, brilliant! We’re always looking for ways to get close to customers. The CV Show is fantastic; it’s great for my Fleet Sales Representatives to get all the buyers together. I see hundreds of people that I know I can catch from a trade point of view about what’s going on in the business. We love the CV Show and we want to be back there. At the CV Show we don’t get access to smaller fleets and we don’t get access to truck drivers. The CV Show is good for the category buyer. Truck Fest is not quite as diverse. We can’t afford to supply Truck Fest in the way that we want to do, but I do like Truck Fest. We are constantly reviewing how do we get close to the customers, in a more definitive way than the standard CV Show and Truck Fest. So when this came up we thought it would be interesting. Of course, there’s been no FIA round here for 10 years. We were able to create the opportunity to do something in the UK, to bring the race back to the UK and we’re proud of that really. We worked very closely with the network and were convinced with the time-frame, so the deal was struck at the back end of last year. It was a real job to pull the whole thing together. A massive learning curve for us. The upshot of it really is we’ve worked with the dealer network initially with the concept – they could do this, this or this, or a combination of things. We had all the network sales people together and set up a workshop. They came up with all sorts of ideas, from moving the tickets and getting people interested. We set ourselves with what we thought was rather a tall order of 10,000 tickets. 10,000 tickets from Donington, thinking if we’re lucky

we might do 7,000 but what’s happened is the sales guys said to their customers – look, we’ve got this event coming up, why don’t you send your top ten drivers, why don’t you have a bit of a competition. These guys have all booked tickets and in the event 12,500 tickets were sold. It’s been absolutely fantastic. JS. Unlike the CV Show when you invite customers you’re in danger of them moving onto the other manufacturers’ stands, where as this here is more concentrated with the fine display of new vehicles outside in the Paddock with sales people ready to talk to them. It’s more focussed on the Renault Truck brand. NB. Very much so. You’ve walked around the Paddock and had a good look – we are the core brand here this year. MAN are here, in a small sort of way but I don’t know what the arrangements are with the teams they’re working with. Clearly there’ll be some sort of financial or supply arrangement. They’re not at the same sort of level that we are. We have got the opportunity now we’ve branded the event. Whether people are coming to watch MAN Cepsa or whether they’re coming to watch one of the other teams, they are going to go away with no mistake – Renault Trucks are here in a big way. It’s great from a brand image point of view. JS. When it comes to brand exposure, every avenue is covered. One is you are the sponsor of the MKR Technology team which won the Team Championship last year, you are sponsoring the overall event and to follow on from the success of last year you have branded Zero One Championship Premium Limited Edition trucks on sale and then you have the merchandise as well.

NB. Yes, it’s the whole thing, isn’t it? The 01 Premium Route is being sold right across Europe. We decided in the UK that we had our own 01 version of Magnum, which we pulled together, so it’s quite an exclusive brand really. We don’t expect to sell thousands of these but there will be a core of owner drivers out there that are turned on by that sort of thing. It’s great for demos and running around. Last year we completely renewed all our merchandise range, built around Nigel about to get in some fast laps three different themes – Business, around Donington Park driven by Adventure and Racing, all of which Markus Bösiger. are selling well. JS. With the actual Championship going back to the UK after a long period, do you think it will be a bit of a ‘slow burner’ the first year followed by a better impact next year? NB. Just looking out of the window, seeing everyone walking past I don’t know whether it is going to be a ‘slow burner’. You’d expect a

FLEETTRANSPORT | JUNE 11

gradual take-up really. Just going back to what you were saying about getting to people at the CV Show and the big companies, what we’re going to get here is the whole cross section of people, we’ve got senior people, buyers coming along for the weekend, the Easter Bank Holiday. They are coming along to look, in relax mode, not coming from a work perspective, just coming along for a look to see what this Truck Racing is all about. You’ve got the middle guy that you may or may not get at the CV Show and you’ve got the drivers as well that you definitely don’t get at the CV Show but at the Truck Fest. We’ve got many more opportunities to get to a whole different spectrum of people. Yesterday I got quite excited about it really, the number of people we’ll get to grips with, to get some quality time with who won’t see it as a selling opportunity. All the Renault Trucks branding around, it helps create an impression, it helps build the brand image, to bring it to the forefront of people’s minds. JS. From the technological aspect you have the Volvo Group engines pushed out to maximum power. You also have the dynamic team back at Lyons, touching up the trucks in a very artistic fashion. NB. We’ve got MKR Technology to thank. That’s the business end, if you like, and what we’re doing is we’re supporting them financially, supporting them particularly with expertise. Where does that expertise show through? That expertise shows through really from the front to the rear of the truck. The most obvious one is the aerodynamics. We have the ‘Halle de Design’ team in Lyon working on this aspect and you can see that come through in the nostrils, the flares, the different air dam, which are specially shaped and designed. A model really to get your cooling into your brakes, when you look at the side frames of the vehicle. With all the cross braking we were looking at yesterday out on the track, that again comes from work we’re doing. CAD (Computer Aided Design) work with MKR technology. I mean these guys are experts at it anyway. Mario Kress is probably the most successful team manager in the history of the sport. We’re really able to give him access to the skills of technicians, engineers and designers, which help these things onto the next level. We’re able to work with them, not just to throw more fuel into the engine to give it more power, but to actually refine the projection system to put more fuel in in exactly the right amount at exactly the right time – it’s a very tense environment really, high stress, high pressure environment. If we can get it to work on a race track, we’ll get that same technology to work on the road. What we are actually able to do also is test the use of Bio-diesel in a very harsh environment - high temperature, high power, high pressure and prove it in a racing environment and when it works in a racing environment then we can ask how can we get it into production and make it available to the general public. Fuel consumption is particularly important as well. So we’re able to find an awful lot of expertise in an awful lot of different areas. A lot of it’s done by guys who are really very committed. The lead guys are working late, working weekends, really to help, for the love of the brand, the love of the business, the love of the sport really.

www.continental-tyres.ie/truck

Going further to save you money. Continental truck tyres.

Everyone’s desperate to save on fuel costs, not least in the truck fleet sector. That’s why you might be interested to know that Continental Eco-Plus truck tyres can help fleet operators with high motorway mileages save up to £40,300* per annum on fuel. With our comprehensive range of new truck tyres and retreads, we’re bound to have a tyre ready to make a real difference to your fleet.

For more information please visit www.continental-tyres.ie/truck and watch our video. *From tests conducted by Continental Tyres and Commercial Motor in 2010 using long-distance Continental Eco Plus tyres, compared to the class-leading Continental Series 2 Regional tyres. Calculations by Continental based on 30 trucks and trailers covering 100,000 kms p.a. with bulk diesel at 109.93 ppl excluding VAT - source FTA Online Daily Fuel Price information as at 10 May 2011.

And it’s not just our tyres that help minimise your costs. Our after-sales service package, Continental 360° Fleet Services, covers a range of tyre-related services including correct tyre fitment, breakdown service, fleet checks and casing management. It’s just another way in which we make things easier and more cost-effective for you as a fleet operator.

NEW FLEET

Eco-friendly Eurocargo for Kilkenny County Council

New Isuzu NPR for General Hardware Supplies

ruck Dealers International supplied this Iveco Eurocargo 100E 180EEV Crew Cab utility truck to Kilkenny County Council. Sporting the County’s ‘ black and amber’ colours, the 10 tonne 4x2 rigid with factory built crew-cab features Iveco’s EEV tractor engine. EEV, which denotes Enhanced Environmentallyfriendly Vehicle, goes beyond the stringent Euro 5 engine emission controls as set out by the European Union.

HS – General Hardware Supplies Ltd, Newcastlewest, County Limerick recently took delivery of this new Isuzu NPR 75 from Dennehy Com mercia ls Ltd, Limerick. The 7.5 tonne GV W features a Fitzgerald Steel Tipping-body. Pat Reeves, Sa les Executive at Dennehy Commercials secured the deal.

Volvo trio delivered by Irish Commercials

pril was a good month for Volvo Truck & Bus dealers Irish Commercials (Sales) Ltd, Naas, County Kildare. Featured here are three handovers of new Volvo Trucks to C & G Logistics and Elsatrans Ltd. Headquartered at Westpoint Business Park, Mulhuddart, Dublin 15, C & G Logistics took delivery of a new FLL 15 tonne 4x2 Rigid and an FM11 4x2 Tractor-Unit. The former features a 240 hp (Euro 5) version of the 7-litre engine with I-Sync automated transmission while the FM11 tractor with sleeper cab is powered by

Volvo Group’s 11-litre 450 hp diesel mated to its I-Shift gearbox. The arrival of the new FM11.450 tractor-unit to Elsatrans’ base at Johnstown, County Kildare brings its Volvo fleet number up to nine trucks. Specification on this 4x2 tractor-unit includes LXL Cab, Drive + Package with full leather interior, audio with Bluetooth and full air-flow pack and side skirts. The Elsatrans’ fleet is fully maintained by Volvo’s

Full Gold Contract. Along with the annual Tappet & Injector Adjustment, Tracking & Axle Alignment, and Road Speed Limiter reduction, Owner/ Operator Aaron McAleenan says an average of 10 mpg across his fleet of FM11.450hp trucks is achieved. The handover was completed by Aaron McAleenan (Elsatrans Owner) & Jim Bergin (Irish Commercials).

Donlon Couriers ‘sound’ with Scania!

ongford based Donlon Couriers continues its relationship with Westward Scania having recently taken delivery of a new Scania P280. Th is new 4x2 rigid features a sleeper cab, leather seats and a special factory built sound system.

Monread Body Builders (Naas) supplied the curtainsider and Dhollandia 2,000 kg tail-lift . Michael Treacy, Retail Sales Manager , Westward Scania conducted the deal.

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

FLEETTRANSPORT | JUNE 11

Text: Jarlath Sweeney - editor@fleet.ie

…are you registered? From 3 January 2012 emissions standards are tightening and more vehicle types will be included. Vehicles over 3.5 tonnes gross vehicle weight, (including buses and coaches weighing more than 5 tonnes gross vehicle weight) will need to meet Euro IV emissions standards or pay a £200 daily charge. Larger vans and other specialist vehicles between 1.205 unladen and 3.5 tonnes gross vehicle weight, plus minibuses with more than 8 passenger seats weighing 5 tonnes or less, will need to meet Euro 3 emissions standards or pay a £100 daily charge. Once your vehicle meets these standards, you will need to register with TfL before you drive in to London. For advice on your options and a registration form, visit tﬂ.gov.uk/lezlondon or call +44 20 7310 8998

TEST

Scania hits the road with Euro 6

‘Going Green is Going to Cost’

hen the series of ‘Euro’ emission limits became known back in 1992, the implementation of Euro 6 seemed a lifetime away. Having progressed through Euro 4, and with operators currently wrestling Euro 5 - it seems that the next stage has appeared overnight. In fact Scania AB will be taking orders for Euro 6 from the beginning of June. In being one of the first to make compliant vehicles available, Scania hope to meet any urgent customer demands for Euro 6, and possibly attract some new customers. However, quantifying customer demand is proving very difficult, and to a large extent appears to be out of the manufacturer’s hands. In any field of business, meeting more stringent regulations usually means an increase in costs - and meeting Euro 6 is no different. Scania’s Product Affairs Manager Per-Eric Nordstrom states the cost of a Euro 6 rated truck will be around €12,000 more than an equivalent Euro 5 version. So what are the potential benefits or incentives for transport operators to make the very expensive move, at a time when the price of fuel is highly volatile, and finance difficult to obtain? Whatever benefits Scania’s Euro 6 may bring, reduced fuel consumption is not one of them. While Euro 6 will not increase the diesel bill, it will also not lower the monthly invoice/s. The potential benefits of investing in Euro 6 ‘may’ arise from reduced road toll charges or taxation, and

14 FLEETTRANSPORT | JUNE 11

possibly improved residual values. Unfortunately these factors realise differing benefits to companies operating in differing conditions. One example would be a haulier operating regularly to or through Germany, where a Euro 6 should attract a reduction in the charges levied by the ‘Maut’ road pricing system. Unfortunately, no details are available for what percentage reduction ‘if any’ - may apply. This is because throughout the EU no Member States or Local Authorities have reached final decisions. Currently running a five axle Euro 4 vehicle a roundtrip journey from Aachen to Munich and back to Aachen costs approximately €250 in road tolling. This could be an opportunity for hauliers to be afforded significant reductions in road charges for investing in greener vehicles. However if you do not operate in Countries where road pricing exists, there is as yet no advantage or incentive to upgrade. The idea of operating Euro 6 vehicles may confer some level of moral superiority - but it certainly comes at a price. To the general public a Euro 6 vehicle appears just as any other truck on the road. So it would take a clever advertising campaign to get the message across that you just invested an extra €12,000 to be ‘greener’. Consequently, calculating any return on this investment becomes highly subjective.

On the road the 13 litre, Euro 6 - 440 and 480 hp engines drive exactly the same as the Euro 5 versions. In fact the engine power and torque graphs for both Euro 5 and 6 could be laid on top of each other with no noticeable difference. What turns a Euro 5 to a Euro 6 is primarily to do with features and modifications post combustion. Scania has achieved this through a combination of Exhaust Gas Recirculation (EGR), Selective Catalytic Reduction (SCR) and the installation of a Particulate Matter Filter (PMF). As the exhaust gas is expelled from the combustion chamber into the outlet manifold, 25% of the gas is re-circulated, cooled and mixed with incoming fresh air, then returned to the combustion chamber. The remaining exhaust gas is directed through an inline ‘Diesel Oxidising Catalyst’ or Oxicat, and then

TEST through the PMF, which removes 99% of the soot a nd carbon particulates. Just prior to entering the new silencer unit, an electronic dosing meter injects the Ad Blue solution. On entering the si lencer un it the exhaust gas passes through two parallel SCR units and finally a ‘Slipcat’ to remove any ammonium, before the remaining emissions are released to the atmosphere. Correct operation of the system is monitored by two separate NOx sensors. One being located between the ‘Variable Geometry Turbocharger’ and the Oxicat, with the other positioned just after the Slipcat at the final stage of the cleansing process. The sensors measure the variation in the exhaust gas before and after the cleansing process to ensure acceptable emission levels. Intervention by the driver may be required if the vehicle is operating in heavy traffic or with light loads for prolonged periods. If necessary, the driver is alerted to activate the ‘Regeneration Switch’ on the dashboard, which increases engine speed for approximately 20/25 minutes to burn off ash deposits on the PMF. Temperature management for Euro 6 is critical through all parts of the process. To ensure the system does not cool down when on overrun, Scania has fitted an air ‘Intake Throttle Valve’ to regulate the volume of cool air being drawn through the silencer unit. This ensures the optimal operating temperature of 250° C is maintained. In addition the capacity of the new sound deadening plastic oil sump has been increased by 3 litres to assist with engine cooling. Euro 6 engines have been run on a test basis with some selected transport operators and Scania’s own transport company ‘Scania Transport Laboratory’ (STL). STL’s trucks turn 360,000 kms per year, operating round the clock from Sodertalje in Sweden, to Scania’s assembly plant at Zwolle in Holland. As this 20 strong fleet has tested the system in authentic working conditions, Scania are confident that reliability with Euro 6 will not be an issue.

schedule. However due to the hazardous nature of the substances involved this task can only be carried out by qualified personnel. In addition Scania strongly recommends using their approved ‘Long Drain Oil’ is used to ensure correct performance. One area which does require constant vigilance is the quality of fuel used. If a high sulphur or poor quality diesel is used there is a risk of damage to the system, which could prove costly. For this reason Scania wanted to ensure that the silencer unit was kept as compact as possible, in order to allow the standard fitment of high capacity fuel tanks (1,500 litres) for those operating to the furthest corners of Europe. Although fuel consumption has not been reduced with the advent of Euro 6, improved electronic metering has realised an approximate 33% reduction in the average consumption of Ad Blue. Scania AB has invested heavily to achieve what it set out to accomplish back in 2007. The cost of meeting the Euro 6 criteria was more than double the cost of the initial move to Euro 3. Moreover Scania even managed to meet the regulations when the testing parameters were changed during the development process, with the Authorities stipulating that the number of individual particulate/s must be counted after every test cycle.

It is now time for the respective Authorities in EU Member States to reveal how ‘green’ they really are by assisting and encouraging transport operators to upgrade. However this raises the possibility of indirectly penalising operators who may have recently invested in high spec Euro 5 and/or Euro 5 EEV vehicles. Any assistance programme which promotes a move to Euro 6 by means of subsidies, has the potential to depress the residual value of all non-Euro 6 commercial vehicles. There is no doubt that Scania has met the challenge of Euro 6 compliance head on, managing to achieve what was thought to be impossible less than ten years ago. Intense lobbying of the relevant Authorities is now required to ensure that the effort and investment will not solely result in large amounts of ‘very clean hot air’.

Summary of Changes Available as 440 & 480 Hp Power Outputs - (2,300 & 2,500 Nm) respectively Can be fitted to G and R cab options E6 achieved by means of combined EGR, SCR and Particulate Matter Filtration Reduced consumption of Ad Blue by an average of 33% New plastic oil sump with capacity increased by 3 litres Air Intake Th rott le to control air flow and help to maintain operational temperature Weight penalty of 200 kgs over equivalent E5 EGR version No date set for implementation on passenger vehicles as yet

Maintenance of the additional components will not appreciably increase downtime. Changing PMF takes about one hour every two years and is programmed into the recommended servicing

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

FLEETTRANSPORT | JUNE 11

FLEETING SHOTS

Super Luxury Mercedes-Benz Zetros

wo MercedesBenz Zetros 6x6's with a difference are currently trekking across outer Mongolia on hunting missions and various leisure excursions by their wealthy owners. The 25 tonne GVW three-axle heavy-duty trucks are powered by a 7.2 litre 326 hp 6-cylinder engine with impressive torque values of 1,300 Nm from 1,200 to 1,600 rpm and equipped with three differential locks. On board the Hartmann custom-built body features high spec levels of equipment supplied by equipment specialist Huenerkopf. Fully insulated and double-glazed, it also comes with living and sleeping accommodation. Even the floor is heated! All mod-cons are included such as high-tech audio/visual entertainment, water cooled generator, air-conditioning and separate water systems that put them on par with top-class motorhomes.

Ireland’s Lone-Star Ranger Racer!

avid O’Regan featured strongly in the support races on the British Truck Grand Prix at Donington Park driving in the Pick-Up Truck Racing Championship. The 20 year old student from Cork is among the top ‘rookies’ in this year’s Championship which takes in 13 race weekends across the UK. While studying for a Road Transport Management Degree at Limerick Institute of Technology, David also finds the time to compete in the National Hot Road Championships at Rose Green Tipperary in a 2.0 litre Opel Tigra. The 2010 winner of the Hot Road Grand National in Hednesford last year must be applauded for pursuing his talents across both sides of the Irish Sea. Without the support of his Dad John, who runs a Cork-Dublin-Cork courier service for the motor parts business, and his family and friends, David’s attempt to mix it among the ‘big and more experienced’ boys in the 2.3 litre Ford Ranger Pick-Up would not happen. David finds the contrast between oval racing and circuit racing quite challenging but is enjoying the experience. Fleet Transport aims to keep an eye on David’s PickUp Racing campaign and report on his progress throughout the season. Pictured in the Pit Garage at Donington are John O’Regan, Niamh Moakley and David O’Regan.

Zero emission Land Rover Defender on Safari

nimals in Game Parks in South Africa will not be disturbed by the noise of the open-top 4x4s thanks to Land Rover and Europe’s lithium-ion battery systems specialists Axeon. Together they have developed an all-electric version of a Land Rover Defender 110 High Capacity Pick-Up for use out on ‘Safari’. By replacing the standard 2.4 litre diesel engine means that the production vehicle’s tailpipe carbon dioxide emissions of 295 g/km have been reduced to zero and the electric Defender is also able to operate very quietly. In testing, the range was shown to be capable of three times a typical game drive on a single charge. Unlike many electric vehicle battery packs that are positioned in the floor of the vehicle, the Axeon pack has been designed to fit into the vehicle’s engine bay in order to maintain ground clearance and wading height for this unique vehicle.

The bespoke battery system also incorporates Axeon’s proprietary Battery Management System (B M S), which monitors the battery s t at e , me a s u r i n g and controlling key operational parameters, thus ensuring safety – particularly important for an electric vehicle that may encounter harsh conditions.

New Cold Show in September

any players in the sector have signed up to exhibits at a twoin-one new exhibition in England for the frozen and chilled foods industry.

The Temperature Controlled Storage & Distribution Show and the Frozen & Chilled Foods Show will be co-located at Peterborough’s East of England Showground Exec Exhibition Centre on 14 and 15 September. With over 40 exhibitors having booked stands, more than 60% of the floor space has already been allocated – plus a further 30 exhibitors are poised to sign up. “It’s shaping up to be a fantastic launch event,” said Martyn Cogan, Sales & Marketing Director, “and the level of interest from this specialist sector shows the demand for these new Shows.” At the end of the fi rst day of the Show, exhibitors and visitors are invited to attend the TCS&D Dinner, which makes a welcome return to the industry after a break of some 15 years. Guests will enjoy a three-course meal with entertainment and the opportunity for some valuable networking. For more details, call R ichard Cogan on 0044 1732 868288. To register to attend the Shows, visit www. tcsanddshow.com or www.fcfshow.com.

FLEETTRANSPORT | JUNE 11

Text: Jarlath Sweeney - editor@fleet.ie

OR SUPPLIED ON CHASSIS IN KIT FORM TO TRAILER MANUFACTURERS

proven reliability

As ﬁtted to the

MULDOON 15.65m Longer Semi-Trailer

“a tri-axle trailer with overall length of 15.65m which handles better than a 13.6m”

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The only longer semi-trailer at 15.65m which can achieve EU turning circle requirements using 1 steer axle only

Quote - Fleet Magazine May 2011 Feature: Longer Trailers

MECHANICAL VERSION (For straightframe trailers)

Faster steering response than other comparable systems Low maintenance Works effectively in forward or reverse Safety feature locks trailer whilst moving in straight line Proper weight distribution

Photo of Muldoon 15.65m Longer Semi-Trailer ﬁtted with Muldoon “Sidewinder” positive rear steer system

HYDRAULIC VERSION (For stepframe trailers) As above plus ...

Unique self aligning valve Stainless steel steer rams Dual system ensures back for for increased reliability and safety Works equally well on kingpin axles

The Muldoon “Sidewinder”

POSITIVE REAR STEER SYSTEM AVAILABLE TO TRAILER MANUFACTURERS IN KIT FORM FOR USE IN A RANGE OF APPLICATIONS

the beneﬁts ... REDUCED FUEL COSTS, REDUCED CO2 EMISSIONS, INCREASED PAYLOAD, SUPERIOR MANOEUVRABILITY, ACCESSIBILITY ETC

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t: 028 3885 2002 | 028 3885 1873 e: sales@muldoon.com www.muldoon.com

Suitable for ﬁtment on a wide range of applications

The Muldoon Sidewinder Steer System has successfully proven its reliability under arduous working conditions for over 10 years where it mainly has been used on trailers used for the transportation of animal feeds

www.allisontransmission.com

Efficient. Reliable. Robust. There are reasons why Allison Transmission is the world leader in commercial duty automatic transmissions. An Allison Automatic makes the most efficient use of engine horsepower and torque due to powershifting and torque multiplication through the converter. Key benefits of a torque converter gearbox are to deliver exceptional performance, driveability, safety and comfort, while using fuel efficiently. The high reliability and durability of Allison transmissions translate to greater vehicle uptime so more work can be done with fewer vehicles in your fleet.

Allison Transmission - Committed to the Automatic experience with an unrivaled combination of quality, reliability, durability, vocational value, and customer service. ALLISON TRANSMISSION EUROPE, MILLBROOK PROVING GROUND, MILLBROOK, BEDFORD, MK45 2JQ, UK T. +44 1525 408600 F. +44 1525 408610

WORKSHOP

Repairs - on a Crash Course recovery has become a specialised area of work, requiring expensive dedicated vehicles - and that’s just for breakdowns. Correct recovery of damaged vehicles from the scene of a road traffic accident calls for levels of skill and experience that only a few operators in the country possess. Companies such as CP Commercials in Baldoyle Industrial Estate, Dublin has both the equipment and the skills to undertake the heaviest of these recovery missions on a 24/7 basis. The need to recover damaged vehicles quickly, in particular commercial vehicles without causing further damage to the vehicle or load, has become increasingly important. Incorrect recovery methods can make an already bad situation rapidly worse and create as much damage as the incident itself – with a subsequent knock-on affect increasing the cost of repairs. What has also become an issue with modern motor vehicles is the correct re-fitting of electronic systems damaged in an accident. Again this has required repair facilities to invest in diagnostic equipment, to ensure all electronics are operating correctly, especially in the area of safety critical systems, such as air bags. Unless linked to a main dealer, this can pose problems for the repair shop, as they generally deal with all makes and models of vehicles.

he normal transport day is fraught with problems. Because there are so many possibilities for things to go wrong, something usually does and if not now, it will be sure to in the near future. It is almost unheard of for someone to call and say thanks for doing a good job. When the phone rings; it is usually someone with a problem, who wants you to solve it for them. Most vehicle owners or traffic managers have received a call from a driver stating the famous line, “I have just had a small tip, it is nothing really just thought I’d let you know”. When the dust settles and the damage can be seen, the small tip often develops into a major headache. Even in cases where there are no third parties involved, it is going to cost. The repair of body damage differs from mechanical breakdowns for one major reason. It often requires that the vehicle is off the road for what may seem like extended periods of time. In addition to being costly, this down time can throw vehicle planning and scheduling into chaos. It may necessitate the hiring in of equipment and/or subcontractors, just to meet customer demands. Regardless of the damage, when a vehicle is off the road for bodywork repair, experience has shown that it always takes longer and costs more than first anticipated. 18

FLEETTRANSPORT | JUNE 11

Conscious of the cost of vehicle downtime, damage repair specialists appreciate the need to get a vehicle back on the road as quickly as possible. It is also in their interest as the quicker the job is resolved the quicker they can invoice. As with so many businesses the body repair sector has changed dramatically over recent years. Complying with regulations governing health and safety has changed working procedures, and environmental legislation governing the disposal of ‘end of life’ vehicles is stringent and can only be carried out by approved facilities. Likewise many of the products used in vehicle repair are by their nature highly dangerous and their use is strictly controlled. Correct handling and storage of these substances requires investment in training and sometimes licensing. The investment in equipment requires huge resources, and the demands to constantly reinvest appear to be endless. Today’s customer has high expectations, which can only be realised through time, effort, and great attention to detail. What was previously known as a body shop or panel beaters has now evolved to provide a wide range of services, for as wide a range of clients. It is no longer adequate when recovering a vehicle to simply tow it back to the workshop. Vehicle

It might be viewed as somewhat ironic that higher demands are now being placed on repair facilities to provide a wider range of services, from expert recovery, repair, and diagnostics through to vehicle hire with drop off and collection packages. However, improvements in our road infrastructure, in particular with the expansion of the Motorway network, have reduced the number of accidents. While everyone views this as a positive outcome, it has caused a corresponding decline in business for those in the repair trade. Fleet Transport paid a visit to one of the leading vehicle repair and recovery specialists in the country, to view current trends in this aspect of the industry. With over thirty-five years experience Corcoran’s of Portlaoise is recognised as a provider of high quality work, to all manner of companies, including An Garda Siochanna, the Defence Forces and major Insurance Underwriters. It may be a cliché to say their facilities just off Junction 17 of the M7 are state of the art - but that’s what they are. The level of investment in premises and equipment is one aspect of the business that few get a chance to see but repairing vehicles to the exacting standards required by organisations like the Defence Forces can only be accomplished with the most modern chassis alignment tools and spray booths. We spoke to a number of repair facilities around the country about their concerns and to gauge their thoughts about the future of the industry. In keeping with so many who operate within what’s commonly referred to as the ‘small and medium enterprise’ sector, finance and cash flow is proving difficult. In the vehicle repair sector cash flow is always a concern as the type of repair may extend

WORKSHOP

over a prolonged period of time and may also require a significant investment in parts, materials and labour by the company. None of which can be invoiced before the vehicle is restored to its former glory and been signed off by the customer. Moreover it is not uncommon for disputes to arise which can further delay payment being received. Other concerns arise with the costs of adhering to the Health & Safety Directives and the increasing body of regulations governing environmental issues. While all appreciate the need for the issues being regulated, meeting the regulations has increased costs which are becoming harder to pass on - and harder to absorb. Furthermore all highlight the increasing level of pressure being exerted on repair businesses by insurance underwriters. As insurance companies fight for market share

Text: Paul White - paul@fleet.ie

it has transpired that in order to reduce policy premiums to retain existing customers and attract new business, they view the cost of vehicle repairs as a method of reducing expenditure. For some of the people we spoke to this practice was reaching a worrying level. Fleet Transport was shown documents relating to a number of vehicle repairs which when the amounts were finalised bore no relation to the original estimate. The documents also contained certain clauses, which made what some may consider, unreasonable demands on body-shops. Based on previous experience a number of the vehicle repair companies are beginning to decline work offered from certain insurers. This could result in the policy underwriters seeking

their savings elsewhere, and here the possibility may arise that if a less reputable repair facility were engaged, shortcuts may be taken. As already stated the modern vehicle is now a far more complex creation that demands ever increasing levels of skill to ensure correct operation. If safety systems like ABS are compromised in an accident it is imperative that such devices are restored to their manufacturerâ&#x20AC;&#x2122;s specification. This cannot be assured without access to specialist equipment and/or soft ware. With customers demanding ever lower premiums from Insurance Companies something has to give somewhere. Or contrary to popular belief maybe we are not paying as much for cover as we should.

FLEETTRANSPORT | JUNE 11 19

REVIEW 1

Commercial Vehicle Show 2011 Air1

Cameleon

DFSK

AdBlue supplier Air1, which has six retail sites in the Republic of Ireland, all in or around the Dublin area, was promoting a new bulk dispenser unit called BlueBox. Designed as an affordable solution for home yards, fuel stations and bus depots, it features double wall protection and one dispensing nozzle that can fi ll both fuel lanes.

Much interest was directed towards the Cameleon stand where a selection of Iveco Daily 4x4s stood to attention. Th is specially prepared multifunctional vehicle will protect and deliver its crew and load across the widest range of terrain and combat scenarios. The 180hp 3.0 litre turbo powered Cameleon IV440 5.5t GVW utility has a payload of 3 tonnes.

DFSK formerly known as DFM (Dongfeng Motor Group) produces over one million mini-vans in China. The product, which includes vans and pick-ups in electric form were on sale in Ireland under a Cork based company called Verde. Vestatec Automative Distribution Ltd now has the franchise for both the UK and Ireland and will offer full back-up.

Johnston Johnston, the leading manufacturer of outdoor surface cleansing equipment was focussing on green technology and less water usage at the CV Show. Among the vehicles on display was the recently introduced sub-compact sweeper, the CN101 model designed for use in confi ned areas. Johnston says the simplicity of its design means uniquely long service intervals resulting in exceptionally low costs of ownership.

MAN Truck & Bus MAN broke the mould when it came to displaying brand new one-coloured shiny vehicles as per the norm at shows. The Swindon based company exhibited customer vehicles all decked out in their own livery both inside and in the outside display area. Special packages for rental customers, trailer owners and parts users were also showcased.

FLEETTRANSPORT | JUNE 11

Kracker Trailers One of the few trailer builders on exhibit was Dutch manufacturer Kracker. Its wide range of trailers with various floor options can move anything according to Jan de Kraker, representing the company at the Show. Kracker Trailers are sold in Ireland by Raymond Cogan, based in Frenchpark, County Roscommon.

Mix Telematics Even before Mix Telematics launched its Track, its new vehicle track and trace product, over 2,000 units have been sold, such was the reaction from the pre-event press information. Tony English, MD, Mix Telematics EU outlined its complete range of f leet management production and services, some of which were marketed under the Siemens VDO brand.

Kuda ‘Good aerodynamics saves money’, is the slogan used by Kuda UK Ltd to promote its range of high volume Air-Management-Solutions. “We work closely with our customers to ensure that they get the best fuel economy from their vehicles,” said Kevin Hawes, Aerodynamic Specialist. Kuda is part of the Truck Depot Group in Europe, which has branches across the EU from Finland to Spain.

Penny Hydraulics Chesterfield company Penny Hydraulics featured two Volkswagen Commercial Vehicles fully kitted out to promote its range of cranes and platform lift s. As an accredited converter of VW LCVs (as well as Renault & Nissan) it had a Transporter and Show debutant the all-new Amarok Pick-Up all geared up and ready to go on its demonstrator fleet.

REVIEW 1

– NEC, Birmingham - Part11 Prime Design

Ratcliff Palfinger

Reflexite

Leading roof rack specialists Prime Design Europe doubled its turnover last year over 2009. This was achieved through several fleet deals in the UK, Belgium, France, Poland and Germany. At the NEC, its AluRack and ErgoRack demountable ladder systems were displayed on different LCVs and Pick-Ups.

Ratcliff Palfi nger used the Show to demonstrate a number of new products including the launch of this new R15 Twin-Fold Tuckaway. The R15 is a joint development with sister brand MBB in Germany and has a 1500kg capacity and features a twin cylinder design for greater stability. The platform is 1400mm deep and 2150mm wide.

Rosaleen Jones and Michelle Duggan represented Reflexite the Waterford based multi-national that specializes in developing reflective products. Its VC104+ range of high brightness fi lms for vehicles is EC104 compliant which will be the legal requirement for all newly registered trucks over 7.5 tonnes and trailers over 3.5 tonnes as of 10 July.

Smith Electric With its fi nancial situation now secure following the successful buyout of the UK fi rm by its North American subsidiary, it’s upwards and onwards for Smith Electric. Modifications to its range of electric vehicles include increased payload for its Edison (based on the Ford Transit). Its load capacity has gone up from 860 kg to an impressive 1,160 kg. David Mullen, M.D., Electric Vehicles Ireland attended on the three days and had an Edison recently sold to the ESB (Electric Ireland) on display.

Solomon Solomon, the manufacturer of temperature controlled rigids showcased its new aerodynamic solution Slipstream. Comprising sculpted bodywork around the refrigeration unit, and a vortex generator on the rear, Solomon says that road tests have achieved fuel savings of 10.3% over the same vehicle without the Slipstream technology.

System Training The UK’s largest logistics training provider invited the press to try out its new truck simulator. “By allowing practical driving, spatial awareness and hazard perception training earlier in the learning process, the simulator will help drivers better prepare for their test,” explained Robin Brown, System Training CEO. Let’s say we passed too!

Volkswagen Commercial Vehicles TATA Motors One of the most interesting new exhibitors came from Indian conglomerate TATA Motors. The TATA ACC EV is a 1550 kg zero-emission compact drop-side truck. It can also be supplied as a tipper or box-van style. Maximum speed is electronically limited to 25 mph/40 kp/h with a range of just 30 miles/50 kp/h. It is assembled in the UK.

TEVO Since coming under the Modul-System Group Tevo Ltd has expanded its range of modular vehicle racking systems. 2011 marks Tevo’s 30 years in business and for the Show, a new extra long drawer unit was launched which integrates into the family’s product range.

Text & Photos: Jarlath Sweeney & Cathal Doyle

It was a hive of activity at the Volkswagen CV stand. To begin, a Darts competition featuring stars Mark Webster and James Wade was held followed by a presentation to the media by Company Chief Simon Elliot. Then the new Amorok, the International Pick-Up of the Year was revealed together with the latest generation Caddy Racer. Surprisingly the revised Crafter was not there but what did att ract much interest was the 1954 ‘split-screen’ Transporter.

FLEETTRANSPORT | JUNE 11 21

NEWSLETTER

From irresistible concept to credible voice,

FTA Ireland reflects on first year

s FTA Ireland celebrates its first birthday, Head of Policy, Declan McKeon looks back at the achievements of the past 12 months and the steps that this fledgling, multi-modal transport trade association has taken so far in meeting its manifold aims. Good ideas are often simple … great ones can be irresistible. When companies with an active interest in moving goods in and out of Ireland first coalesced and approached Freight Transport Association in the UK to set up a similar body in Ireland, it seemed to be a winning concept. After all, it is no secret that the image of the many responsible and reputable companies that comprise this sector has been tarnished by the poor safety records of their less than compliant compatriots. As well as being palpably unfair on those companies wishing to maintain their own high standards at their own cost, this has led to Ireland having among the worst reputations in Europe when it comes to road safety. As such, the poor image of the Country’s logistics sector is clearly not an accurate reflection of the excellent standards of practice that are already being upheld by the majority of transport operators. Insidious reputation damage by association aside, issues of late charges being incurred and missed ferry slots as a result of heightened targeting by enforcement agencies at the roadside have made trading conditions, already very tough, still tougher.

Declan McKeon installed in Dublin office as FTA Ireland’s Head of Policy 22

FLEETTRANSPORT | JUNE 11

When founding members of FTA Ireland (including the likes of DHL, FedEx, Tesco, UPS, Cemex and Wincanton) held their inaugural meeting at Dublin Castle last June to discuss the shape and feel of the newly formed Association, the key aim was to create a credible voice for the logistics sector in Ireland. Even in these most formative stages, it was quickly decided that central to this would be the development of a robust and intelligent accreditation system; this isn’t a club you can simply buy your way into – companies need to prove they are responsible businesses and compliant operators. As such a working group of existing FTA Ireland members has designed an accreditation process which is due to be rolled out in the third quarter of this year. Until then, new members will have to agree that at some stage this year they will have to be accredited to pass muster. Th is will be based on, but not confined to, such things as roadworthiness, driver competence, fi nancial standing and good repute. While some might argue that effectively limiting the number of potential members in an association is a brave move, especially when in its infancy, and when money is in short supply for everyone, it is a crucial part of this trade body’s make-up and identity. The resulting credibility becomes an important ingredient in giving FTA Ireland’s political agenda real teeth when it is in, for example, a dialogue with Government and State Agencies. To founder members it seemed obvious that the longevity of any trade association requires the most stable of foundations to be set in place; get this right and you ensure a sold future. Paul Leahy, Operations Director of Emo Oil (an own-account operator), supports this point, “It was clear from the outset that the intention is for FTA Ireland to be around for a very long time. There was understandable accord from all members that under no circumstances would FTA Ireland be anything less than the most admired and influential trade association in Ireland and the undisputed voice of the supply chain with the public and Government. Th is shared goal coupled with the promise of a robust accreditation scheme made the decision for Emo Oil to join FTA Ireland a simple one.” Couple a rigorous approach to standard of entry with a collegiate democratic structure based on regular Council meetings, multi-modal working groups, and a supremely capable President in BOC Gases (Ireland)'s Niall Cotton, and one year on FTA Ireland offers members an hitherto unrealised opportunity to present their combined views on transport policy at the highest possible

levels. Th is level of influence is befitt ing of an organisation which covers all aspects of the freight, passenger transport and logistics supply chain, including road, rail, sea, air, port, airport and public service transport interests, whether as operators of freight and logistics services, coach and bus operators or as shippers. Being closely associated with FTA in the UK is also immensely useful, giving the brand itself a more powerful and established image and allowing me to work with a much bigger, multi-interest team rather than in splendid isolation from my Dublin office. In this respect I am fortunate to be able to share the expertise and experience of colleagues such as Tom Wilson, FTA’s Head of Policy for Northern Ireland based in Belfast; important when visiting TDs in Ireland and MLAs, MPs in Northern Ireland, various industry stakeholders and businesses with interests on both sides of the Irish border and in the UK to exert wider influence of our objectives. With colleagues from FTA’s policy, public affairs and media departments, this team is well equipped to deal with the issues that make a difference to our members. And what an array of issues they are; from reducing congestion in Dublin and improving Port and Airport access, to curbing rising fuel duty and environment taxes or promoting operator licensing, we will be banging the drum loud and clear. By establishing a freight plan for Dublin, for example, or encouraging the Irish Government to legislate for better working practices and enhanced enforcement standards, not only will the supply chain be enriched but it will also lend Ireland’s businesses that competitive edge in Europe. To give an example widely reported in the press and media, there have been rising instances of Irish trucks being targeted at the roadside when they visit the UK, thus impacting their productivity, sadly, a bad image on many hauliers’ ability to

Tom Wilson, FTA’s Head of Policy for Northern Ireland based in Belfast

NEWSLETTER do business in the UK and beyond. Inputt ing into the Heads of Road Transport Bill 2010, although encouraged by talk of a system similar to Operator Licensing into Ireland, FTA Ireland members were particularly exercised by plans to exclude own account operators from an operator licensing system. “One of the primary political goals for industry has to be the introduction in Ireland of an O-Licensing system similar to that in the UK and that which is moving forward in Northern Ireland,” says Neil McDonnell, Contracts Manager of Wincanton Ireland, “This is our best shot at improving standards throughout the island of Ireland and will create a level playing field for those involved in the industry. But it can’t just be confi ned to hire and reward operators; it needs to apply to all operators as it could go a long way to improve our image with the enforcement bodies outside of our jurisdiction.” Given the fact that over three quarters of Ireland’s trade is in exports, it was perhaps unsurprising that issues of Port connectivity formed a significant part of our initial Council meetings. In these pages I wrote about the issue of capacity at our Ports faced with the almost inevitable rise in traffic volumes that Ireland will (and needs to) see in the coming years. Th is is a problem that will have a broad impact not just on FTA Ireland members but also the wider transport network as a whole and, indeed, our entire economic recovery as a country. FTA Ireland is supremely well placed to input into the future of ports in Ireland as was evident when Dublin Port presented its Masterplan 20112040 to fellow members in April; an invaluable opportunity for the Port operator and its users to share ideas about how the doubling of capacity forecast by 2040 can best be achieved. By the time you read this we will have contributed a cohesive response to the Masterplan and will be tracking its progress closely. Covering all modes, outsiders might see this ‘all things to all people’ stance as a representational challenge. But this comprehensiveness is actually FTA Ireland’s core strength, affording it an unashamedly holistic view of a logistics sector, which demands a joined up approach. But it is not just issues of moving goods safely, efficiently and compliantly that fall under FTA Ireland’s remit. PSV operator Bus Eireann, a founding member of FTA Ireland, will not only benefit better from recognition and compliance regimes through membership, but their calls for inclusion of a passenger transport sector regime into a wider road haulage licensing scheme will be amplified too. Tim Daly, Head of Training at Bus Eireann, believes FTA Ireland is a good fit for its own dedication to excellence. “Bus Eireann already employs the very highest professional standards of training and maintenance and will be able to use FTA Ireland as independent auditors of its vehicle standards and also take full advantage of its quality analogue and digital tachograph analysis services. Obviously our paramount concern is in the safety and comfort of our passengers and staff, so joining a trade association which reflects these concerns allows us to develop further our already unswerving commitment to being a truly responsible and leading PSV operator.”

A year down the line and those all-important foundations are now set in stone. FTA Ireland’s members can feel rightly proud of forming an autonomous organisation with its own independent Board, credible and expert policy making committees complemented by fundamentally legitimate channels of communication with the Irish Government and other policy agencies. Under FTA UK’s stewardship and with its considerable resource, our sincerely held belief

in improving the image and performance of the entire supply chain in Ireland (supported by accredited and committed members), means FTA Ireland’s future as an Irish voice for Irish logistics already looks assured. Declan McKeon is the Head of Policy for Freight Transport Association Ireland. He can be contacted on dmckeon@ftai.ie.

Time line for FTA Ireland 30 June 2010

Inaugural meeting held in Dublin Castle

1 September

Declan McKeon installed in Dublin office as FTA Ireland’s Head of Policy

15 November

www.ft ai.ie goes live

25 November

Niall Cotton elected FTA Ireland’s President

21 April 2011

FTA Ireland backs Dublin Port’s Masterplan 2011-2040 presented at Council FLEETTRANSPORT | JUNE 11 23

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OFFICIAL IRISH JOURNAL OF THE INTERNATIONAL BUS/COACH AWARDS

www.fleet.ie Volume 8. No.2. Summer 2011

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www.fleet.ie

contents SUMMER 2011 28 NEWS CTTC reacts to Government’s Jobs Initiative • MAN wins design Award • Bus & Coach Sales in decline • Optare to move • IRU Head to present Smart Move Fleet Bus & Coach Awards 2012 in association with Groeneveld • Another new UNVI for Scales Fleet Bus & Coach Magazine D’Alton Street, Claremorris, Co. Mayo, Ireland. Tel: +353 (0)94 9372819/ 9372826 Fax: +353 (0)94 9373571 Email: enquiries@fleet.ie ISSN: 1649-9433 Managing Editor: Jarlath Sweeney Editor: Sean Murtagh

Fleet Bus & Coach - the official Irish journal of the International Bus/Coach of the Year Awards. Cover photo: Paul White

SUBSCRIPTION FORM Please send me an issue of Fleet Transport magazine (plus supplements) every month for one year starting with the next available issue for the cost of €65 (Ireland), €85 (Europe) €120 US. Name: Job Title Company: Email: Address: Phone: Fax: Three ways to subscribe: 1. Cheque made payable to Fleet Transport for € 2. Please charge my debit/credit card for the amount of € Laser, Mastercard, Visa, Electron & Maestro. Card No. Expiry Date: CVV No. Signature: Date: 3. Please invoice me for € Purchase Order No. (if applicable). Send completed form to: Subscriptions, Fleet Transport Magazine, D’Alton Street, Claremorris, Co. Mayo, Ireland. Fax: +353 94 937357

FB&C 6.11

32 COVER Introducing the new Mercedes-Benz Citaro 34 INNOVATION 1 Focus on Groeneveld 36 FLEETING SHOTS Tribute to Dermot Cronin • DAF celebrates • Irish Ferries link with Eurolines 38 OPINION Back Seat Driver by Sean Murtagh

P 29

P 37

To view & drive the

contact

WESTWARD SCANIA Strokestown, Co. Roscommon Tel: +353 71 963 4500 www.westwardscania.com FLEETBUS&COACH | Summer 2011 27

NEWS 1

BUS LANE New Volvo Plaxton flagships for Matthews Award winning Matthews Coach Hire has upgraded its coach fleet with the arrival of five new Volvo B9R coaches with Plaxton Panther bodywork at its headquarters in Monaghan. The five Volvo B9Rs are specified with Volvo 9.4 litre D9B diesel engine, which is rated at 380 hp. They each have 61 theatre-style configuration seats with integrated three-point safety belts and leather headrests. Also featured on the new vehicles are climate control air-conditioning, audio/visual system, an in-built CCTV system, alcolock system and WiFi capability. GPS tracking and fleet management system are fitted along with electronic destination equipment.

Jobs initiative was a wasted opportunity says CTTC

“T

here is litt le in the Government’s Jobs Initiative that will assist the coach touring industry,” says the representative organisation for Ireland’s coach touring operators, the Coach Tourism & Transport Council (CTTC). “It was a wasted opportunity,” said Chief Executive of the CTTC Gerry Mullins, “The VAT reduction will not apply to inputs in the coach touring industry, and the Employers’ PRSI reduction will only apply in very few cases. The measures may benefit the airlines and the restaurants, but not the companies who bring tourists from the airlines to the restaurants,” he added. “The biggest threat to jobs in the coach industry is the level of taxation on diesel. If the Government is interested in stemming the loss of tourists to our competitors in Britain, it would reduce the VAT on diesel for touring coaches to 9%.”

However, the CTTC welcomes the proposal to introduce a visa waiver programme, particularly because the CTTC had taken the lead in the campaign for this reform. “Last year we began the campaign to have the visa system reformed,” saying Mr. Mullins. “At the time the Department of Justice showed litt le signs of changing the system saying it was a ‘vital initial fi lter for the State in protecting the integrity of its borders’. We are happy to see that common sense has prevailed, but also note that the reform is temporary and only for 14 nationalities.” Representatives of the CTTC met with the Minister for Transport, Tourism & Sport Leo Varadkar and expressed their disappointment in the Jobs Initiative Programme.

International Design Award for the MAN Lion’sCity Hybrid Five into six does go for O’Connors! Bandon, County Cork based O’Connor Coach Hire recently took delivery of a new Volvo B9R coach from McCarthy’s Commercials. It’s the company’s fi ft h Volvo purchase in six years. The new Volvo B9R is fitted with a 9.4 litre Euro 5 engine, rated at 380 hp, and is coupled to the I-Shift gearbox. It is specified with Sunsundegui bodywork and is customised in O’Connor’s distinctive white with a red livery. Featuring 51 reclining and stylish club class executive seats with leather headrests, the interior of the coach is specified to a high standard. It incorporates a functional centre demountable toilet, seven CCTV cameras and two television monitors. Climate control, hot and cold running water, WiFi and integrated audio visual equipment are all installed to provide optimum passenger comfort, whilst satellite navigation and a reversing camera offer extra support to the driver.

Fleet Bus & Coach First with the news in the PSV industry www.fleet.ie 28 FLEETBUS&COACH | Summer 2011

Illustrious panel at Challenge Bibendum in Berlin honours MAN city bus for its 'Intelligent' vehicle design.

he MAN Lion’s City Hybrid has been honoured with the Design Award in the category "Urban Bus" by an international panel at the Challenge Bibendum 2011 in Berlin. The panel of judges, which included designers, technical experts and journalists from Brazil, China, Germany, France and Japan praised the "aesthetically sophisticated" design of the city bus, which is the successful embodiment of a sustainable mobility concept in an intelligent vehicle design.

percent less fuel than a conventional, dieselpowered city bus. That is the equivalent of a CO2 reduction of around 30 percent. Moreover, the fact that the MAN Lion’s City Hybrid pulls away from traffic lights and bus stops in almost complete silence is compelling. The Design Award is the second prize that MAN's city bus has received for its attractive looks - it has already been honoured with the "red dot" award.

Thanks to its innovative drive concept, the MAN Lion’s City Hybrid consumes up to 30

EU Bus & Coach sales remain in decline

ver the fi rst quarter of this year, all segments of new commercial vehicle registrations posted growth in the EU, with the exception of buses/coaches. In addition, the category of buses and coaches was the only one to decline in March (-13%). According to ACEA, the European body for vehicle manufacturers, total sales of new commercial vehicles were up almost 15% from the same period in 2010. Looking at the bigger important markets, performances were diverse as Spain expanded by 55.2% while the UK shrank by 45.9%. Germany saw its market contract by 18.4% and France by 4.5%. Cumulative results from January

to March 2011 showed a 1.8% decrease of the EU market. The UK remained the largest although contracting by 34.3%, followed by France (-12.1%) and Germany (-5.0%). Spain was the only one to post growth among major markets (+69.8%) but lagged behind in terms of volumes (856 units). The Irish situation is positively different, as a 20.69% increase in trade has been recorded. Total January to March 2011 versus Quarter 1 2010 sees 27 more units registered. Almost 80% of these passenger vehicles were imported however, with Volvo and Setra the leading brands here.

NEWS 11

Optimism at Optare with plans for new plant

ritain’s fi rst new bus assembly plant for 40 years will open in September as Optare plc increases its bus building capacity. The new 140,000 sq. ft . facility at Sherburn in Elmet, 11 miles from the current Optare site at Crossgates in Leeds will turn out an estimated 1,200 buses annually at full capacity on two shift s. It will be leased from Evander Properties for at least 17 years. With Optare’s current order book at record levels together with future growth plans which includes increased levels of export activity, it is optimism all round at the once beleaguered company that went through various owners since fi nding security with Indian conglomerate Ashook Leyland. Optare’s CEO Jim Sumner says the move is the culmination of a focused strategy during the turnaround at Optare to consolidate manufacturing into a single modern facility. “When I joined Optare just under two years ago it was manufacturing on three sites with all

to the current plant layouts. Even given the constraints of the current sites, we have still been developing and testing elements of this new approach in Blackburn and Leeds that can now be brought together on the new site.”

the management and fi xed cost challenges this brings,” he said. “Each of these established sites also came with their own specific layout, facility and skills bott lenecks making realistic estimates of production capacity very sensitive to changes in product mix. Th is has particularly been the case with the rapid increase in Green Bus volumes which requires more space in the fi nishing shop for Hybrid/Electric system assembly and testing.” He continued, “With a continuous U-shape flow line using dedicated line-side subassembly areas to balance production, this will allow a more optimal production flow compared

“Overall this new flexible manufacturing plant will allow us to offer a full range of single and double-deck models to satisfy all market sectors and in both left and right hand drive while keeping fi xed costs down. It will also address concerns amongst major UK and European operators about Optare’s capacity to deliver larger fleet contracts,” he concluded. The strategic location of the new plant provides fast access to the A1M and M62, supporting easier delivery of finished buses to all parts of the UK and to the Port of Hull for shipment to the Continent. The location will also enable speedier supply of components from a range of ‘Best Cost Country’ suppliers through Optare’s strategic collaboration with Ashok Leyland.

IRU Passenger President to present Fleet Bus & Coach Awards in association with Groeneveld

r. Graham Smith (pictured), President IRU Passenger Transport Council is to present the prizes at the Fleet Bus & Coach Awards 2012 in association with Groeneveld, to be held on 3 October at Johnstown House Hotel, Enfield, County Meath. The Head of the Geneva based International Road Transport Union's Passenger Division, and CEO of the Heyfordian Travel Group in Oxford, UK, will announce details of the IRU’s Smart Move Campaign. For the fourth running of the bi-ennial Fleet Bus & Coach Awards in association with Groeneveld , will comprise of a number of categories that cover both the coach and bus sectors. For the dedicated coach operator, as before, there are three main categories – Commuter, Inter-City and Tours. There is a Bus Operator of the Year title to be won, while both sectors can compete for the other remaining categories including Safety, Best Livery, Care for the Environment and Innovation. Full details and entry form are featured on the next page or downloadable in the Fleet Bus &

Coach section of the www.fleet.ie website. Following the Bus & Coach presentation and lunch, the annual Fleet Forum will be held at the same venue. Th is information seminar covering the topic ‘Commercial Vehicles – from New to Used’ will highlight the importance of vehicle maintenance, tyre management and telematics in road and passenger transport. There is no cover charge to attend the Forum or Bus & Coach Presentation Luncheon, but interested parties must register in order to obtain entry to this ticket only event. Th is also applies to trade media who wish to attend.

New Mercedes-Benz UNVI Sprinter GT for Scales Bus Tours Pictured is Joseph Scales with Liam Farrelly, Central Bus & Coach with his most recent purchase of an UNVI Classic 33 seater. This vehicle joins the UNVI GT VIP supplied to Scales of Ennistymon, County Clare earlier this year.

Contact Fleet Publications’ Head Office on 094-9372826 or by email awards@fleet.ie

FLEETBUS&COACH | Summer 2011 29

AWARDS 1

Fleet Bus & Coach Awards 2012

nce again Fleet Bus & Coach Magazine is paying tribute to the Nation’s Bus and Coach operators at its bi-ennial Fleet Bus & Coach Awards 2012. In association with title sponsors Groeneveld, the Awards presentation event will take place on Monday 3 October 2011 at 11.00am at Johnstown House Hotel, Enfield, County Meath. For the fourth running of the Awards categories, include Bus Operator of the Year, Safety Award, Best Livery, Care for the Environment and Innovation Award. For the dedicated coach operator, as before there are three main categories – Commuter, Inter-City and Tours. Coach Operator of the Year 2012 Awards will be presented to the winner and runner-up in each category.

Commuter: Operators that provide a scheduled service in urban areas can apply or be nominated for this category.

Following the Fleet Bus & Coach Awards Presentation and Lunch, the annual Fleet Forum will be held at the same venue. This Information Seminar will cover the topic ‘Commercial Vehicles – From New to Used’. There is no cover charge to attend the Seminar or the Awards Presentation, but you must register in order to obtain entry to this ticket only event.

Registration to attend this element of the event is now open, just email orla@fleet.ie or telephone 094 9372826.

Safety: Bus/Coach companies entering this category should indicate that they embrace safety as a culture. Having a Safety Plan to include Hazard Identification and Risk Assessment must encompass the company’s daily activities.

Livery:

Service providers from rural areas to urban centres or to the Capital city are to be honoured here.

Operator’s corporate image is under scrutiny here in this category. Through stylish and modern livery your vehicle can turn into attractive mobile billboards. If employees wear uniforms, extra marks are given.

Tours:

Care For The Environment:

With coach tourism playing a major part of Failte Ireland’s annual figures, operators in this specialist field are seen as ambassadors for the Country.

Increases in efficiencies through savings in fuel consumption. Operation of Euro 5/EEV or alternative powered engines and adhering to a strict recycling/waste disposal regime come under the spotlight here.

Inter-City:

Bus Operator of the Year: Th is award is confined to operators of minibus/ midicoach fleets. Applicants must be members of Pambo or FOTO.

Endorsed by the Road Safety Authority details of the categories for the Fleet Bus & Coach Awards 2012 sponsored by Groeneveld are listed below. Entries can be submitted by individual operators, their customers or suppliers.

Innovation: “A new method, idea or product of a technological nature designed to enhance operators for the company or add to the comfort zone of the passenger.”

About Groeneveld Based in Gorinchem, The Netherlands, the Groeneveld Group is active in development, production, marketing and sales of innovative products and services in over 30 countries for more than 40 years. Its extensive product range provides commercial vehicle operators and industrial engineering companies with solutions for automatic maintenance and active safety. Groeneveld’s IT division, GreenCat offers “IT solutions for the moving world” ranging from onboard computer to Transport Management Systems. Hi-Power Limited (Cork & Dublin) is the Groeneveld distributor for Ireland.

Entry Form Fleet Bus & Coach Awards 2012 sponsored by Groeneveld Name: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Position: . . . . . . . . . . . . . . . . . . . . . . . . . . . . Company Name: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. Contact Person: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Company Address: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Telephone: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Mobile: . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fax: . . . . . . . . . . . . . . . . . . . . . . . . . . Email: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Website: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Nominated by: . . . . . . . . . . . . . . . . . . . . . .

Category Entering - Please tick boxes

Presentation and lunch

Coach Operator of the Year 2012

Commuter Inter-City Tours

Bus Operator of the Year Safety Award Livery Care for the Environment Innovation Award

Your Signature: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Date: . . . . . . . . . . . . . . . . . . . . Please send completed Entry Form plus additional material by Friday 29th July 2011 to Competition Secretary, Fleet Bus & Coach Awards 2012, D’Alton Street, Claremorris, County Mayo. Tel: 094 93 72819 Fax: 094 93 73571 Email: awards@fleet.ie 30 FLEETBUS&COACH | Summer 2011

3 October

Coach & Bus Live 2011

working together

NEC Birmingham Wednesday 5 - Thursday 6 October 2011 In touch and in tune with all that is new in our industry, Coach & Bus Live is set to make its fourth appearance at Birmingham’s NEC next October. This comprehensive trade show will once again attract over two hundred of the industry’s leading manufacturers and suppliers, transforming the NEC into the UK’s number one forum for the coach and bus community. Coach & Bus Live 2011 provides exhibitors with the opportunity to meet and do business with many thousands of senior decision makers from a range of operator, supplier and local authority organisations. Representing some of the UK and Ireland’s most prestigious operating groups many with ﬂeets in excess of 100 vehicles, visitors will come to the show keen to ﬁnd out about the latest products, services and technologies. There is simply no better place than Coach & Bus Live 2011 to do business.

Featuring

Bringing you tomorrow’s world today

To avoid disappointment and make certain you get the stand location of your choice, please contact our Sales Manager, Julie Hartley. Tel: +44 (0)1926 834783 Fax: +44(0)1926 888004 Email: info@coachandbuslive.com Or visit our website:

www.coachandbuslive.com

Organised by

Supported by

COVER

New Mercedes-Benz Citaro

“The Superstar just got better”

ith sales in excess of 30,000 units since its launch in 1997 the Mercedes-Benz Citaro is arguably the best selling commercial passenger transport vehicle in history. Designed for urban and inter-urban traffic, Citaro has found favour across the World with both private and municipal transport operators. Fleet Bus & Coach - attended the unveiling of the new Citaro at Daimler’s Mannheim plant to see how the bus is evolving and to find out how Daimler AG views the future of the passenger sector. It is easy to get carried away by the fanfare and hype which surround any new vehicle launch. Nevertheless the assembled hierarchy of Daimler Bus presented a solid confident façade born from a deep belief in their new product. Andreas Renschler, (Member of the board of Daimler AG, with responsibility for Daimler Truck and Daimler Bus) was the key note speaker for the unveiling. Herr Renschler opened his address by claiming Mannheim to be the birthplace of regular passenger services, because in 1895 Carl Benz began a service covering a 15 kilometre route near the city. He continued by highlighting the benefits passenger transport provides, citing figures which

demonstrate that the bus is the safest, most flexible and most environmentally friendly available. Acknowledging the mistakes which arose with the early Citaro back in 1997 Andreas Renscheler, stated the problems are long since solved and that now the “Superstar has been made even better”. Andreas also notes that following “two really good years in 2008 and 2010 we are currently in a difficult market”. However, the future for the passenger transport sector looks very promising. He quotes research statistics, which point to areas of potential growth for city and intercity traffic. Noting that “more and more people are moving to urban centres and that within 20 years around 60 percent of the global population will live in towns and cities”. Once the covers were pulled back and the rotating spotlights stopped spinning, the Citaro was revealed, which at first glance did not look a great deal changed from its predecessor. Nonetheless it’s often said, the devil is in the detail and such is the case with the new Citaro. It must be accepted that it could never be revolutionary. Citaro is a purpose built high capacity urban transporter, and as such there is little scope for dramatic new styling. Though that being said, improvements to vehicle aesthetics’ were not disregarded; Citaro presents a friendly profile, which will appear subtly welcoming to the tired commuter. Furthermore, it is the subtle changes throughout the latest version that will help to ensure Citaro’s popularity, even though it is highly probable that few of the intending passengers will consciously notice any of the improvements as the new version pulls into the bus stop. New flared wheel arches and lowered windows may indicate that something is different with another clue being the large bi-xenon headlights. Most of the changes and improvements are derived from a practical operational sense. In addition to some slight re-sculpting of the rear engine cover the most noticeable revamp on the

32 FLEETBUS&COACH | Summer 2011

exterior of the Citaro is the front entrance door, now wider and electrically operated. Once inside the improvements are understated and while many passengers may not notice the changes they will very possibly sense that something is different. The slight flaring of the centre aisle upright hand rails away from the central walkway generates a welcome sense of space. Few would notice the redesigned ‘stop’ button that resists vandalism and was an issue for certain operators. More thought has been invested in the driver’s workspace. Again the modifications were prompted by customer recommendations. The driver's cockpit has been raised by 60 mm which improves forward visibility. The idea was primarily in response to drivers feeling vulnerable when seated below the level of passengers. It may be a small issue but nonetheless important when most of the working day is spent dealing with customers in this manner. The question of driver safety has taken on greater significance; drivers are threatened more frequently by abusive passengers. As well as offering several different levels of security measures, MercedesBenz has re-designed access to and from the cockpit, allowing the driver to create an escape route by holding passenger/s behind the security door which then provides them with enough time to get away if the situation demands. Provision for additional dash-mounted equipment has been made on all models and caters for individual wiring and mounting adaptors, which can be factory fitted to meet customer specific requirements. Future proofi ng the Citaro was an important consideration at the design stage, and impending regulations such as ECE R66/01 relating to passenger vehicle rollover were taken into account and Citaro now meets the criteria. Richard Averbeck was also pleased to announce that the Citaro is the first urban passenger vehicle to have ‘Electronic

COVER To get a new Citaro 2013/4 may seem a long way off. Nevertheless as the life expectancy of city bus ranges from ten to fi fteen years, and with the sometimes drawn out tendering and purchasing procedures which control Local Authorities in real terms it’s not too far away. However such a delay for private operators may prove a little too long. Stability Programme’ fitted as standard. Something which may not be absolutely necessary on a city bus, but it is nice to have all the same. Front end ‘collision impact protection’ and strengthened ‘A’ pillars have been added to comply with the future ECE R29 standard. For the moment drivetrains will remain as currently available, with new options being introduced in stages as and when demand arises. Citaro’s body-shell has been configured to accommodate the changeover to Euro 6, though these will not appear before 2014, and Daimler does not foresee any reason to advance that date. Following the main presentation, Fleet Bus & Coach spoke to Michael Gopfarth (pictured left), Head of Global Sales Daimler Bus, concerning availability and options for right hand drive versions. It appears the intention is to continue as planned for the moment. The ‘New Citaro’ will be available with full options in RHD and with Euro 6, though this will not happen until 2013/4. However he interestingly assures us that the New Citaro with a Euro 6 compliant engine will produce a reduction in fuel consumption.

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

Our first impressions of the New Citaro are overall positive. Within the permissible dimensions allowed, and taking account of the intended area of operation, the new Citaro could never be a radical revolution in automotive design. Though the small enhancements, of which there are many, will no doubt improve the urban transport experience for driver and passenger alike. For the operator Citaro has power options from 286 hp (210 kW) to 354 hp (260 kW). All engines meet Euro 5 criteria as standard, with an alternative EEV variant available. A choice of fully automatic torque convertor transmissions is offered from either Voith or ZF, and final drive ratios can be specified as operational demands dictate. Both transmission and rear axle service intervals have been extended by 60,000 - out to 180,000 kms. It is easy to see why the Daimler hierarchy believe it has a winner on its hands. The improvements may not be dramatic, but they are an important next step in the continuing evolution of Citaro. For Mercedes-Benz, Citaro has been a success story - which looks set to continue.

Summary ESP as standard Meets ECE R66/01 Rollover Regulations Softer front profi le Front Impact Protection to ECE R29 Standard Drivers cockpit raised by 60 mm Enhanced colour display for driver Improved driver security measures Wider entrance door Improved ventilation and heating control Flared wheel arches Interior LED lighting Daytime running lights RHD not available until end of 2013 start 2014 RHD will only be available with Euro 6

FLEETBUS&COACH | Summer 2011 33

INNOVATION

GROENEVELD – Transport Efficiency all in one!

o use the popular travel song ‘The Wheels on the Bus Go Round and Round’ in a way describes what the Groeneveld Group is all about, as wheels and every other moving component in a vehicle keep going ‘all day long’, everyday thanks to the Dutch company’s products and services. 2011 marks the 40th anniversary of the Gorinchem based firm that specialises in automatic lubricating and safety systems plus IT solutions for the transport and logistics world. Many of the top manufacturers in road, rail and passenger transport, construction and agricultural equipment, materials handling and aviation are among its OEM customers but its main markets are in after-sales. Although automatic lubrication systems still forms a substantial part of its turnover (around 60%) the other elements of the business is ready for further growth on a global scale and the Board of Management, led by Mr. Henk Groeneveld, Groeneveld Group’s President & CEO, has been expanded with a number of experienced personnel from sectors of the various industries that are now covered by the broad Groeneveld portfolio. Currently the Group operates worldwide with more than 500 employees and 30 company sites in 22 countries. Turnover peaked at €100m in 2007 and 2008, with profits of €10 and €6m recorded respectively. With the expansion plans in mind those figures are projected to double in the years ahead. Having come out of the global recession intact, Mr. Groeneveld is banking on strong global growth to achieve the Group’s objective. “We have had two difficult years behind us even though we managed to stay out of the red. However, we are turning a new page and starting a new chapter that will be characterised by a healthy global growth. We still have many opportunities since, globally, there are so many lubricating points that are being lubricated manually. Th is can and must be done more efficiently and especially if we consider that further increasing labour costs. We have excellent products and a cast-iron organisation for this.” The development of new markets and a further increase in deliveries to OEMs form the main part of the company’s growth plans. Target markets include Germany, the UK, the USA and China. “We have not attained the position by far that we deserve based on the quality of our products,” stated Henk. He spoke highly of his independent distributor in Ireland, Hi-Power, which has built 34 FLEETBUS&COACH | Summer 2011

up a solid relationship with the brand over three decades. “We have a unique product with our Twin 3 heavy-duty two pipe lubricating system that is being offered by more and more well-known producers of earth-moving plant and construction equipments as the initial installation ex-factory based on excellent product features. We, therefore, foresee not only an increase in sales for integration afterwards, what is commonly referred to as the after-market, but especially to OEMs for initial installation for the coming years.” A renewed focus on supply of products and services to Defence Force vehicles was also mentioned as part of his company’s growth plans. “A correctly operating and reliable automatic lubricating system, after all, increases the service life of bearings, pins and bushings considerably. This equates to lower repair and maintenance costs while it also positively contributes towards the operational reliability and residual value of the machine or vehicle,” he added. On 1 May 1971, Henk’s brother Aart began business in this field by importing an American automatic lubricating system. A range of products soon followed to include wind deflectors, radiator shutters, air dryers, vehicle heaters, air-conditions and speed-limiting devices. As the product line-up increased, the focus was primarily to provide added value to the customer – more comfort for the driver, more safety, less maintenance, higher efficiency and lower costs per kilometre. That philosophy continues to this day and beyond. While the selection of automatic greasing systems has evolved and broadened over the decades alongside the vehicle types they serve, the spotlight is now also on the other innovative products developed and already proven in the global marketplace. Take for instance, its Oilmaster Oil Management System, which is offered ex-factory by a large number of leading bus producers such as all 4,000 buses of KMB, the public transport operator in Hong Kong. The Groeneveld Group has built up an excellent reputation as a supplier of advanced IT solutions for the transport world ranging from on-board (OB) computers up to and including Transport Management and Terminal Operator Systems with its GreenCat IT division. GreenCat offers OneStop-Shopping for all IT solutions for transport companies and logistics service providers. The company is a reliable IT partner for more than 500 customers including many well-known national and International transport operators. All soft ware is developed in-house following the acquisition of specialist firms in this area of high-tech telematics. More than 40,000 on-board computers have been installed to date and a new generation of OB units based on open-technology is presently under development. Over the years Research

& Development Centres have been set up in the Netherlands, Israel and Italy. In its homeland, the emphasis is on electronics engineering and GreenCat development. In Italy, all hardware is developed and produced ranging from OB units, Greensight monitors and cameras to Oilmasters, speed-limiting devices and auto lubes system. Set up 25 years ago, the Italian plant located in the Cassago region has a fully automated production and assembly facility. Groeneveld’s products are used all over the world. Efficiency and availability of truck, bus, construction and earth moving machinery, train and agricultural equipment uptime are, after all, important everywhere. The challenges are the same wherever you go in the world. How do you get the highest efficiency from your equipment? How do you prevent unplanned downtime and how do you reduce maintenance costs and increase reliability and efficiency simultaneously? Groeneveld’s products offer the answer to these questions. From the compact CompAlube or XS for a limited number of lubricating points to the unique heavy-duty Twin 3 system for extensive systems and applications under heavy-duty conditions such as found in construction machines, Groeneveld offers the

Mr. Henk Groeneveld, Groeneveld Group’s President & CEO

INNOVATION

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

correct automatic lubricating system for every application. And thanks to the availability of on-board telematics through its sister GreenCat brand, the level of feedback to the operator and driver puts the company ahead of its rivals. For the best possible lubrication, the automatic lubricating system must, however, be correctly synchronised with the application. A standard 6x4 American truck with about 35 lubricating points requires a different lubricating systems than a European 4x2 tractor with only a few (5-6) lubricating points on the front axle, cab suspension and fi fth-wheel coupling. A heavy wheel loader or hydraulic excavator requires another lubricating system than a compact excavator. To ensure that the correct lubricating system can be offered for each application, the Groeneveld product range has a great variety in lubricating systems. Moreover, every system is calculated and documented with regard to its specific application by experienced sales engineers. SingleLine and TriPlus for more extensive lubrication systems are also available to suit commercial vehicles and passenger transport vehicles. Groeneveld’s OnePlus has been specially developed for transport vehicles, small/medium sized off-road machines and industrial applications, forklifts and sweepers. Then there’s Twin 3 described by Henk as “the Rolls Royce among lubricating systems”. Developed in reaction to customers’ needs, ‘Twin’ is a unique heavy-duty two-pipe lubricating system for large machines working under extreme conditions. It works under relatively low pressure and therefore, the quality and structure of the lubricant is retained. Accurate measurement is assured for each lubricant point at all times under all conditions. Oilmaster is Groeneveld’s advanced oil management system and makes sure that the motor oil is always at exactly the right level: not too low, which may lead to expensive damage of the engine, but certainly not too high either, which may result in excessive oil consumption and damage to the exhaust aftertreatment system. The need to check oil levels is eliminated. Text: Jarlath Sweeney – editor@fleet.ie

Under the GreenSight name, Groeneveld is marketing a unique active safety system, which basically is an ultrasonic, acoustic detection system that can be extended with a camera system developed in-house with a colour monitor. GreenSight provides accurate and reliable information to drivers or operators about the space available behind or around the vehicle or machine. GreenCat, the Group’s Information Technology division continues to be innovative. Last year a webbased online customer service portal Cat4web was introduced, and a web-based driver performance software, offering reporting functionality to enable a complete view into the performance of vehicle and driver. Soon to come is Greentrack RF Trailer Identification and Temperature Monitoring Cat4suite now available in four specialised versions: Container Transport, Liquid & Bulk, Groupage & Distribution and Containerterminal. The different versions are equipped with standard add-on models, such as on-board computer integration, maintenance module, fleet management, route planning CatMap, planboard and automatic billing. Besides the availability of specialised business versions, Cat4Suite distinguishes itself in the integration and support of fully integrated multimodal transport to optimise shipments in terms of cost and sustainability that can be carried out by road, rail and water.

Mr. Groeneveld was speaking to invited press at the Group’s newly created Groeneveld Experience Centre at its headquarters in Gorinchem near Rotterdam, which is a semi-permanent in-house exhibition area where customers and other interested parties get to know products, the organisation and the people behind the products. In conclusion he said, “Celebrating the 40 th anniversary, the Groeneveld Experience Centre was established at the head office in Gorinchem, where customers, dealers, importers, manufacturers and other relations can become acquainted with the products and services of Groeneveld in a pleasant ambiance.”

The new HT GreenCat HomeBase soft ware is a flexible platform that can be used to automate the information flow of logistic service providers. Recently developed GreenCat driver performance module provides an answer to the request of many transport companies, for example, obtaining a good insight in the fuel consumption of the vehicle and above all in the driver’s driving style. Based on this information, the driver can be approached about his driving behaviour and trained if necessary. This is important in connection with the increasingly stronger pressure to reduce CO2 emissions. In addition, practice has demonstrated that drivers with a high fuel consumption usually also have higher wear and tear to e.g. tyres, gears and brakes of the vehicle.

Ron den Engelsen, one of the newly appointed members of the Groeneveld Group Board of Management responsible for Marketing & Sales and Business Development. Mr. den Engelsen spent many years as the Head of Corporate Communications at DAF Trucks. FLEETBUS&COACH | Summer 2011

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World Wide Exhibitions

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EUROPE KORTRIJK 21-26.10.2011 TURKEY ISTANBUL

19-21.04.2012

RUSSIA NIZHNY NOVGOROD

05-07.06.2012

SOUTH-AMERICA SAO PAULO 05.2012

INDIA MUMBAI 2013

ASIA SHANGHAI 2013

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FLEETING SHOTS

Dermot Cronin steps down

any of the leading figures in the Tourism Industry in Ireland gathered to celebrate the life and achievements of one of the great industry personalities, Dermot Cronin, founder of Cronin’s of Cork. After 55 years of paving the way in the tourism industry, Dermot officially retired at the end of May. To mark the occasion the Directors of Cronin’s held a celebratory luncheon in Vertigo on the 17th floor of Cork County Hall. From humble beginnings in 1957, together with his late wife Joan, Dermot started his original Taxi and Bus Hire business in Cork. From these humble beginnings sprang Cronin’s of Cork, which today has 50 Touring Coaches, 2 Coach Depots, a Destination Management company with International offices, a Coach Sales Service Company and a Hotel marketing group.

Master of Ceremonies for the occasion was John Brennan, well-known hotelier and host of RTE’s ‘At Your Service’. John, together with his brother Francis has strong ties with Dermot, going back decades. John spoke of Dermot’s immense contribution to the Tourism Industry. “Dermot has been one of the most progressive and adaptable entrepreneurs this

industry has ever seen – a man with great integrity, loyalty and an ethos of hard work and quality, a man very much ahead of his time. His philosophy has always been that we must all work together in the industry to survive and thrive. One example of this would be his involvement with Skål International, an organisation representing the Travel and Tourism Industry around the World. Dermot’s lifelong commitment to groups such as this, have insured that Ireland has a very strong voice on the International tourism stage today.” The new Board of Cronin’s of Cork will also include Niall Cronin, Transport Sales and Service Director, Margaret Cronin, Sales Director (who is also current President of Skål International Ireland) and Anne Cronin, who is the newly appointed Operations Director.

DAF Bus celebrates 80th Anniversary

he annual DAF Bus Museum-days will have a special significance this year as the Dutch brand celebrates 80 years of bus history. Due to the Busworld Show to be held in Courtrai, Belgium in November, the date of the DAF Museum event in Eindhoven has moved to 1 and 2 October 2011. What’s planned is, “a fantastic gathering and exposition of DAF Classic Buses at the factory premises of DAF,” according to Geert Straetmans, who is part of the organising team. “More than 40 International buses have confi rmed their attendance. To facilitate the transport of the public between DAF Works and the DAF Museum, which is about 2.5 km, a number of historic DAF Buses will be ‘employed’ again in a regular shutt le,” he added. More details on www.fleet.ie

Eurolines Services Batts with Irish Ferries

dditional Cross-Channel services are now on the schedule following Bus Éireann’s appointment of Irish Ferries as carrier for its daily Eurolines Dublin – London and Dublin - Leeds coach schedules. Currently, two coaches operate each evening from Dublin’s Busarus, travelling via Holyhead to Leeds and London, the latter including stops in Manchester and Birmingham. Two additional daily departures to Leeds and London will be introduced shortly to cater for extra Summer volumes. A daily Cork – London Eurolines service also operates on Irish Ferries Rosslare – Pembroke route. Last year, the numbers carried on Eurolines services grew by ten percent reflecting the growing popularity of coach travel.

POLITECNICA ITALY

Poised for the ‘catch’ from Irish cricket star Kevin O’Brien - who notched up the fastest century ever recorded in Cricket World Cup history - is Irish Ferries Capt. Kieran Conroy and Marie McCarthy with Bus Éireann’s Rory Leahy. Text: Jarlath Sweeney – editor@fleet.ie

ARCO RANGE

RELAX RANGE

POLITECNICA SRL - MONSANO (AN) - ITALY - In UK and Ireland please contact PAOLO GRASSETTI at +353 (0)87 2285804, politecnicaseats@eircom.net

FLEETBUS&COACH | Summer 2011

OPINION

Interesting revelations from CTTC Report

Back Seat Driver by Sean Murtagh

ost of us will remember the month of May 2011 for ever. Queen Elizabeth II was the last British monarch to visit our shores since the foundation of the State. Before our royal visitors left, the death of Dr. Garret Fitzgerald saddened the Nation. He had a unique talent of using statistics to diagnose the Nation’s economic problems and with a quick shuffle used the same figures to prescribe the cure. Then we had US President Barack Obama departing in a blaze of glory after a very powerful 24-hour visit. However, one of the most significant events of the month went relatively unnoticed, but like a smouldering keg it could be a turning point for passenger transport and in particular private bus and coach operators. Last November the CTTC (Coach Tourism and Transport Council) commissioned to look at the financing data on the operations of Bus Eireann and Dublin Bus and to do some analysis on it. All of the information in the Report was taken from the audited accounts of both companies from the years 2005 – 2009. Since the inception of the CTTC, the members have always lobbied to be part of the public transport system and more importantly qualify for any funding that the semi-State companies received. In the past the private coach operators have continuously been let down by the Government of the day. Not that any of these Governments could not see merit in including the private sector in the public transport system, more than anything it was about votes and politicians getting re-elected. Up to now it would have taken a brave Transport Minister to tackle the dynasty that semi-State operators had become. Things are now different, our Country is on its knees and any place the Government, and in particular the Department of Finance can make savings, they will. So, back to the CTTC Report, what are the main points? One of the most alarming findings is that passenger numbers are falling. Remember the period in question was 2005 to 2009. So any effect from the downturn in the economy is not reflected in these figures, so this trend has likely become worse. During the same period costs were increasing at a rate of 5% per year. In fact operating costs were increasing by 36% in Dublin Bus, while at the same time revenues increased by only 25%. When the costs are analysed it is clear that wages are the single biggest contribution to the higher costs. One other piece of information contained in the Report is that of 73 cities in the world, Dublin 38 FLEETBUS&COACH | Summer 2011

bus drivers are the fourth highest paid. From a taxpayers point of view it is very worrying that the contribution paid to both companies over the time almost doubled. Bus Eireann received €25 million of a sub-vention in 2005 and by 2009 that figure had increased to €49 million. In the case of Dublin Bus the figures were €60 million in 2005 and €83 million in 2009. Over the period both companies received €563 million from the State. The CTTC has made some recommendations on the back of this Report. Most of these recommendations have been suggested before so nothing new here, but the background has changed and the present Government seems to be determined to give value for the taxpayer. Of the four recommendations the CTTC make, one may be contentious. A proposal that Bus Eireann should withdraw from any inner-City route that is loss making would create difficulties for whoever would have to arbitrate on what constituted a loss making service. The CTTCs other recommendations are:• • •

Private operators be allowed to tender on all sub-vented routes Private operators be allowed access to publicity funded bus stations Review of the School Transport Scheme in terms of how it is managed and operated

What will the State companies response be to this report? In the past they have said that the way the private sector interprets their financial results has been a subjective exercise and not a true reflection of the situation on the ground. This may be true but the numbers in the report are big and so are the potential savings to the taxpayer, they cannot be ignored. People standing at Bus Stops waiting for the next bus to come wear two hats. In the first instance they are customers and in the second instance they are taxpayers. They both deserve value for money and it is now up to the Government to give them that value. Let us hope this Report will kick-start that process. Some weeks ago a letter writer to one of the national newspapers suggested an ingenious way to create jobs - bring back bus conductors. I hope this was a comment made as a nostalgic memory from the glory days of the past. If it was a serious suggestion then it is typical of some of the ill-informed comments that sometimes become policy and what has impeded and kept transport by bus and coach well behind our European neighbours. Private operators have been in the traps a long time now waiting to bring competition and savings for passenger and taxpayers.

Text: Sean Murtagh – sean@fleet.ie

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CENTRAL BUS & COACH LTD The One Stop Shop for Bus & Coach Sales, Parts & Service in Ireland CENTRAL BUS & COACH LTD is the distributor for UNVI Bus & Coach products in Ireland. Located in Keenagh, near Ballymahon, County Longford, CBC are within easy reach of all areas of Ireland. CBC provide the following services to Coach and Bus operators.

SALES

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All parts for Unvi range, Genuine Mercedes parts, Parts for all other popular makes and models. Free overnight delivery on parts over â&#x201A;Ź150.

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FUEL PRICE UPDATE

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.

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 22). Country

Currency

95 Lead Free

98 Lead Free

Diesel

Country

Currency

95 Lead Free

98 Lead Free

Diesel

Albania

ALL

169.00

182.00

168.00

Lithuania

LTL

4.64

4.78

4.27

Andorra

EUR

1.220

1.270

1.130

Luxemburg

EUR

1.327

1.364

1.165

Austria

EUR

1.379

1.539

1.303

Macedonia

MKD

74.50

76.00

64.00

Belarus

EUR

0.624

0.560

Moldova

MDL

16.23

16.69

15.49

Belgium

EUR

1.639

1.673

1.435

Montenegro

EUR

1.340

1.400

1.250

Bosnia-Herzegovina

BAM

2.30

2.40

2.30

Netherlands

EUR

1.727

1.794

1.379

Bulgaria

BGL

2.44

2.64

2.39

Norway

NOK

14.53

14.84

13.28

Croatia

HRK

9.74

10.09

8.99

Poland

PLN

5.14

5.39

5.01

Czech Republic

CZK

35.30

36.40

34.60

Portugal

EUR

1.592

1.708

1.386

Denmark

DKK

12.58

12.92

11.15

Romania

RON

5.27

5.76

5.17

Estonia

EEK

1.214

1.254

1.189

Russia

RUB

27.98

25.87

Finland

EUR

1.570

1.623

1.357

Serbia

RSD

128.90

134.90

France

EUR

1.546

1.587

1.349

Slovakia

EUR

1.475

1.358

Georgia

GEL

2.30

2.35

2.40

Slovenia

EUR

1.278

1.287

1.221

Germany

EUR

1.526

1.588

1.392

Spain

EUR

1.350

1.470

1.260

Greece

EUR

1.677

1.800

1.490

Sweden

SEK

14.33

14.73

14.09

Hungary

HUF

389.00

379.00

Switzerland

CHF

1.800

1.850

1.890

Ireland

EUR

1.499

1.399

Turkey

TRY

4.23

4.28

3.59

Italy

EUR

1.542

1.672

1.405

Ukraine

UAH

10.45

11.50

9.80

Kosovo

EUR

1.22

GBP

1.358

1.431

1.395

Latvia

LVL

0.897

0.927

0.877

USA

USD

1.043

IMPORTANT NOTICE EC WHOLE VEHICLE TYPE APPROVAL (ECWVTA) AND NATIONAL APPROVAL OF BUSES As part of EU requirements, all NEW Buses and Mini Buses will require EC Whole Vehicle Type Approval (ECWVTA) or national approval before they can be registered for use on Irish roads from October 29th 2011 onwards. When a vehicle is manufactured to type approval standards, it is issued with certiﬁcation which allows the vehicle to be registered. It is important that bus operators who purchase new buses receive the appropriate type approval certiﬁcation from the vehicle distributor (or manufacturer) which will allow the vehicle to be registered successfully. Details on the type approval schemes, including the dates from when approval will apply to other vehicles and information relating to the various routes to approval, can be found at www.rsa.ie. Should you require further information please email the Road Safety Authority ecwvta@rsa.ie or phone 096-25040 or 096-25014.

FLEETTRANSPORT | JUNE 11 41

INNOVATION 11

How Times have Changed in the Ports of North West Europe

he international seaport business has changed radically within the space of several years. Globalisation has brought about changes in the structure of the world economy and the shipping and port industries have had to respond to the challenges. Opportunities have arisen as a result of the structural changes which need to be exploited.

new ICT technologies), and address the need to reduce emissions.

Most ports today are competing with one another on a global scale and, with the tremendous gains in productivity in ocean transport achieved over the past decades, ports are now perceived to be the remaining controllable component in improving the efficiency of ocean transport logistics. This has generated the drive to improve port efficiency, lower cargo handling costs and integrate port services with other components of the global distribution network with regard to lowering emissions, safety and security.

Globalisation, consumption needs and long term energy together with climate change have had dramatic effects on our environment, and are at the forefront of the international maritime agenda. A feature of world trade is the increasing economic uniting of markets, and as a result global cargo handling.

Ports no longer operate in an insulated environment. They face the same competitive forces that companies in other industries experience. There is rivalry among existing competitors, continuing threat of new entrants, potential for global substitutes, presence of powerful customers and powerful suppliers. There is a constant increase in the amount of freight passing through European ports. For example, the volume of containerised freight entering and leaving seaports has doubled within the space of several years. Around 90% of the EU’s trade with third countries passes through the ports of Europe, with some 3.2 billion tonnes of freight being loaded and unloaded annually. The EU’s seaports play a vital part in ensuring the competitiveness of both its internal and external trade, and they provide essential links to its islands and remote regions. Moreover, the ports generate more than half a million jobs either directly or indirectly, and they drive the dynamism and development of entire regions, including most of the EU’s remote regions. Europe needs a network of accessible and efficient ports. It needs greater port capacity, and existing capacity has to be streamlined. EU ports must identify all the issues they must resolve if they are to meet the ever-growing demand for transport, cope with technology change (such as containerised freight, intelligent transport systems (ITS) and

Europe’s main transport routes need to become ‘green’, taking account of environmental concerns as well as the general need for safety and security. EU ports must meet these challenges, develop their operations and become more competitive.

The operators of terminals and ports are obliged to take a more responsible stand with regard to the environment in view of the greater awareness of ecological/environmental issues and related laws and regulations. As a result, greater emphasis is being placed on the design and sustainable development of the technology that is used. These developments have brought the attention to bear on cargo-handling equipment using low-consumption, environmentally aware technologies to reduce emissions, and to optimise the use of limited space. It is important that companies use equipment that is economical and environmentally compatible at the same time. The main problem in handling the increasing level of cargo in the terminals of international ports is managing the internal traffic management and space optimisation inside confined spaces. The InTraDE (Intelligent Transport for Dynamic Future) project is funded by The European Regional Development through InterReg IV B, in which Dublin Institute of Technology (Department of Transport Engineering) are Partners with Dublin Port Company as a sub-partner. The InTraDE project will contribute to improving the traffic management and space optimization inside confined space by developing a clean and safe Intelligent Transport System (ITS) such as an Intelligent Autonomous Vehicle (IAV). This system will aim to adapt to the specific environment in international ports, which could then be transferred to different sizes of ports and terminals in the North West Europe region and beyond. The IAV will operate in parallel with virtual simulation soft ware of the automated site,

allowing a robust and real-time supervision of the goods handling operation using virtual simulation soft ware. The IAV is the logical transition from mobile robotics to that of urban vehicles. The IAV will have a specific design, with multi-actuated traction and steering systems. This configuration will allow the system to be redundant in control, so that different scenarios can be defined to run the vehicle on a segment of the road or particular pre-defined trajectory. Multi-decentralized inputs help find reconfigurable solutions, when an input fault is detected and isolated. In this case, the vehicle will avoid the stop situation, without obstructing the traffic operation. IAVs will improve the traffic in international ports in terms of congestion, when the volume of vehicles is dense according to space motion. These vehicles will alter their speeds and trajectories according to the traffic status and the environmental changes such as pollution and noise. The auto-control will help significantly in decreasing the emission rate of pollution gases during the vehicle's mission. In order to meet requirements of a changing industry and to service the needs of a rapidly developing economy, the IAV will reduce the time lost in moving cargo from ship to stacking areas and vice versa by 10%. In turn, this will impact on the turnaround time of vessels, a crucial factor in port and vessel efficiency. In addition, the environmental benefits will include a 20% reduction in air pollution.

Fig.1. IAV Design

FLEETTRANSPORT | JUNE 11

Text: Kay McGinley-kay.mcginley@dit.ie

TECHNICAL

Truck ABS/EBS - Part 111

n last month’s edition Ailbe Burke looked at the ABS Toothed wheel and the location of the ABS sensors. In this month’s issue he describes the most common types of sensors which are active and passive.

Passive sensors (figure 1) work on the principle of variable reluctance (varying strengths of magnetic pull). The impulse ring or toothed wheel turns at the same speed as the wheel uses these teeth with gaps in between to pass the ABS sensor to give an induced voltage to the ABS ECU (figure 2). Th is induced voltage tells the ABS ECU how fast the wheel is rotating or if the wheel has stopped. The ECU will know this as the wheel has to be rotating in order for passive sensors to generate the voltage. There is a cut-off point at which the signal becomes too weak to be reliable usually below 7 KPH. The passive sensor is very reliable considering the environment it has to operate in, such as extreme heat from the brake discs, to road tar and salt. Given the further improvements in ABS systems and adoption of Electronic Braking Systems (EBS) and Electronic Stability Programmes (ESP) the accuracy of the signal from the ABS sensor needed to be improved, this leads us to the Active Sensor (figure 3).

Figure 1 ATE Passive ABS Sensor

Figure 2 SKF Active ABS sensors don’t use the toothed wheel but use a multi-poled magnetised ring which comprises of north and south poles, which can be integrated into the wheel bearing seal. In order to identify what type of ABS system you have, if you place a light metal object close to the bearing and if you feel the magnetic pull on the metal object it is the active type. A further indication of type of system is that the active system usually has the sensor bolted or clipped into position with no means of adjustment.

Figure 3 ATE Active ABS Sensor The sensor itself comes in two forms the Hall Effect and the Magnetic Resistance. The magnetic resistance type (MR) works in the following way. The magnetic resistance sensor (figure 4) is given a reference voltage from the ABS ECU and is passed through a resistor and back to the ECU. The magnetic resistive sensor also has a built-in IC (integrated circuit). The IC Text: Ailbe Burke

has four magnetic resistive elements and a waveform shaping circuit on a single chip. As the magnetic ring is passed over the sensor the magnetic fields create a difference in the voltage being sent back to the ECU. Before the voltage signal is sent to the ECU it has to be processed by changing the analogue wave form induced on the resistive elements into a digital signal. Th is is done by the IC chip in the sensor where the analogue signal is changed and shaped into a Digital signal (high voltage low voltage signal). The MR sensor has the following advantages over conventional sensors in that its accuracy is high, the detection range is wide and its structure is simple.

Figure 4 AnaSem MR Sensor The Hall Effect sensor (figure 5) is a device which is activated by an external magnetic field. The output signal from a Hall Effect sensor is due to the magnetic field around the device. When the magnetic flux density around the sensor exceeds a certain threshold, the sensor detects it and generates an output voltage. Hall sensors are used frequently in automotive systems for the sensing of speed, position and distance. For example, the angular position of the crank shaft for the firing angle of the spark plugs, the position of the car seats and seat belts for air-bag control or wheel speed detection for the anti-lock braking system, (ABS).

Figure 5 Electronic Tutorials Active ABS sensors are also used to supply information relating to road speed for instrument cluster and traction control. Next month’s edition will cover ABS Solenoid valves.

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

FLEETTRANSPORT | JUNE 11

WAREHOUSING

An Association for Ireland’s Warehousing and Logistics community s reported in recent issues of Fleet Transport, the All Ireland Warehousing Association (AIWA) is a new trade association launched to serve the needs of the whole of the Irish warehousing sector.

Property information AIWA members can receive very useful advice about a host of business rates and other Industrial property related matters as part of their membership package on a special helpline.

Category A member (Up to 50,000 sq ft) €565.00

With offices in Claremorris, County Mayo, AIWA embraces all companies in Northern Ireland and the Republic of Ireland that provide warehousing and other logistics support services in the supply chain. It is also open to retailers and manufacturers who operate their own warehousing and distribution functions.

Specialist guidance AIWA members will have access to a group of Honorary Advisers covering a broad range of specialist skills including: Security, the Law, IT, Hazardous Chemicals storage, Materials Handling, the Environment, Business Finance, Insurance, Rates and Property and general Business Matters.

Category C member (100,001 – 200,000 sq ft) – €995.00

AIWA advisers can be contacted by telephone or email and are happy to give valuable advice on a broad range of logistics-based topics as well as general business issues.

Category F member (1,000,000 – 2,000,000 sq ft) – €2440.00

The Association aims to bring real business benefits to its members and will become a powerful voice for the whole industry. Member companies will enjoy a host of benefits including: Conditions of contract The AIWA Conditions of Contract cover freight forwarding, haulage and, of course, warehousing. This means that member companies do not have to prepare three different contracts to encompass these distinct areas of their business - one document is sufficient. Those firms that provide a full range of logistics-based functions have the peace of mind knowing that the AIWA Conditions of Contract cover all of the services that they offer. Human resources advice AIWA members can access very cost effective, quick, easy- to-use, friendly, pragmatic and flexible human resources advice via the telephone or the internet. Insurance In partnership with Willis Ltd and Allianz Insurance, AIWA will provide an insurance package specially designed for members. AIWA members who take advantage of this tailormade insurance solution can receive competitive premiums as well as a wide range of cover options tailored to their specific requirements. Publications A range of warehousing and logistics-related publications are available via the AIWA website – www.warehousingireland.ie. Purchasing power Through the Association’s partner, Utility Watch, AIWA members can obtain the very best prices for all of their utilities.

Healthcare A range of competitively priced private health and dental insurance packages is available to members. Mergers and acquisitions AIWA will provide free initial advice and discussion for members who are considering buying or selling a company. Award-winning magazine AIWA members will receive the award winning Warehouse magazine entirely free of charge. Business generation AIWA will use all means to promote a high profile for the Association and its members. Our message is clear, customers looking for high quality warehousing and a high standard of service - no matter how large or small their requirement have the peace of mind knowing that companies belonging to AIWA can demonstrate the highest standards in warehousing.

Category B member (50,001 – 100,000 sq ft) – €775.00

Category D member (200,001 sq ft – 500,000 sq ft) – €1205.00 Category E member (500,001 sq ft – 1,000,000 sq ft) – €1815.00

“The launch of the new association means that for the first time Ireland’s third party storage and warehousing community has an Ireland-based trade body dedicated to its needs” says Roger Williams, AIWA’s Chief Executive Officer. “By joining AIWA companies will have the peace of mind to concentrate on their core business, confident in the knowledge that the Association is representing their interests at all levels and keeping them updated and informed on news and developments covering a wide range of issues affecting the 3PL sector." For further information please contact the AIWA office on 094 93 72827 or by email info@warehousingireland.ie

Recruitment Members enjoy preferential rates when advertising their vacancies on Logistics Job Shop (LJS) the online job board that provides a complete recruitment service for the logistics industry. How much will it cost me? AIWA’s membership categories have been structured to allow companies whose distribution sites are less than 50,000 square feet in size to those with facilities of over 1,000,000 square feet to join AIWA cost effectively. Annual membership fees are:

All Ireland Warehousing Association

FLEETTRANSPORT | JUNE 11

TIMES PAST

Doorstep deliveries and other memories outpost and the single customers on our road were two Cork sisters, much respected school teachers – and here surely was a fine example of loyalty to one’s native place. And one which was probably replicated all over the country. In retrospect, the dairies delivering to our road were interesting both in their variety and the manner of their operation. Some large companies like Merville, HB or Lucan Dairies, owed their position in the industry to having been set up to purchase milk in bulk and process it hygienically. They also acquired smaller businesses, integrating their delivery rounds into their own existing ones. These larger companies were delivering more and more milk in bottles, while the few smaller operators were still selling loose milk carried in churns and measured out on the doorstep to customers’ jugs. GNR two-ton horse lorry No. 24 with publicity material

hen answering questions asked by researchers and students delving into the past, I am always aware that my own primary interest transport – is but one aspect of all our past. To have acquired only minimal information about some vehicle and pass this on without setting out its background is lazy: digging further is one of the pleasures of studying history, especially in its social aspects. This has once more been to the fore in my thoughts since being recently asked about aspects of life where I grew up, especially about buying life’s necessities – and my recollections immeditely turned to transport. Any vehicle is not just a means of transport, it embodies entire swathes of social as well as technological history. Drumcondra, from where I originate, was a veritable wonder to a child in the 1930s. The Whitehall Tram Terminus outside the Garda Station was a wonderful place. On fine Summer evenings I was

Sean Nolan's restoration of a Trap-type milk float 46 FLEETTRANSPORT | JUNE 11

lucky to spend some time here with my father. He had conversations with the timekeeper, conductors and motormen, as the drivers were called. Like him, the vast majority of the tramway staff were from rural backgrounds and so had plenty to discuss. The continually arriving and departing trams and the passage of assorted buses and commercial vehicles are fond memories. There was also much interest on our own doorstep. The road from which I come from had (and still has) only forty-five houses and these were served every day by a wonderful array of delivery vehicles, most of which were horse-drawn and owned by companies that are no longer in business. Some of these companies were still making doorstep deliveries until the early 1980s when they finally succumbed to rising costs and the onslaught of the supermarkets. At least four bakery companies that I can remember delivered d a i l y. Kennedy’s, Bolands, Johnston Mooney and O’Brien were there. The first two have long since departed the scene, while JM&O’B still exist, but with a different ownership and base. The fourth bakery, Thompsons, was in fact a Cork firm with a Dublin

Only one of the dairies coming to our road had a motor van – curiously this was one of the smaller concerns, Modern Dairy, who used a Ford Model Y and also supplied the milk in bottles. The other suppliers’ horse-dawn vehicles were very varied; there were two wheeled traps, gigs and chariotstyle lowloaders and four-wheeled floats and vans. The loose-milk sellers made two deliveries per day, because there were no fridges in those times and keeping milk fresh, especially in Summer, was difficult. Some vehicles appeared more infrequently, like the Corporation solid-tyred De Dion bin lorries which came around twice a week in earlier years, later only once. A weekly visitor was the van of a company that delivered tea and sugar to several households and about once every two weeks a van offering a sharpening service for everything from kitchen knives to lawn mowers called. A Gas Company van toured the area regularly, blowing a horn to alert people who might have a supply problem or who wanted their coin-in-a-slot meters emptied. More than seventy years ago – long before washing machines and launderettes – people in most big towns had a choice of laundries. There were commercial ventures and Magdalen laundries, in Drumcondra, the High Park Convent was one of the latter and until World War Two closed off petrol supplies, this laundry had a motor van. This came around early each week to collect laundry and delivered it back on Thursday or Friday.

The Museum's Boland bread van No. 106 in Labour Day Parade, 2 May 1994

TIMES PAST

The Museum's gig-type Milk Float as operated by small dairies; restored by Sean Nolan, Premier Dairies.

The Museum's Merville milk float No. 107, built as late as 1952.

Two-wheeled dropside cart, widely known as a common car

There were dozens of coal carts like this.

Various other delivery men came around from time to time, including the coalmen (bellmen) mentioned in April’s Times Past. They usually had two wheeled carts capable of carrying one ton (sixteen sacks) of coal and the conditions under which they worked would rightly fall foul of today’s Health & Safety codes. Much general transport work was handled by four-wheeled horse-drawn cars or lorries. Most were simple platforms but some offered some comfort to the dray man with such refinements as raised driver’s seats or some sort of simple canopy. During the War years, the laundry van was replaced by an unusual two-wheeled horse-drawn vehicle. It was like a small bread van and recalls how people paid for the various services they received. Most of the delivery rounds already described offered two methods of payment. A few customers paid every day, but the majority had account books, marked up on each visit by the roundsman, the bill being settled weekly. In the case of the Highpark horse-drawn van, the procedure was different. There was a vestibule-like attachment at the back of the vehicle, in which a nun sat, with a rug to keep warm. When the roundsman delivered the laundry the money he took was given to the nun and she placed it in a special purse. Much to my surprise, I encountered this van, bereft of its vestibule, in a National Museum store fairly recently. At the end of April 1939, shortly before World War Two began, buses (to which I will return in another piece) replaced the trams that ran to

Whitehall from Rathfarnham and Clonskea. An abiding memory from the closing months of the Trams was seeing how they would fare with the new traffic lights at Griffith Avenue, where the sequencing was controlled by pads in the road surface; the signals were green for the main road until a vehicle rolled over the pads, when a brief change facilitated the minor road. Having memories of Trams speeding up to take advantage of the lights, I had many arguments who stated categorically that the only traffic lights in Dublin at that time were at two junctions in the City Centre. But just a few years ago, a blurry picture – sorry for the quality – proving beyond doubt that there were traffic lights at Whitehall – otherwise, what is that vehicle in the background? A small point, but it’s all transport history. In the years after the War, as conditions slowly returned to normal – or as normal as they could be in the backward and impoverished Ireland of that era – changes began and the smaller suppliers gradually disappeared. The bigger bakeries, dairies and laundries acquired more modern transport. New motor vans and battery-electrics appeared, but Merville constructed a new fleet of horsedrawn vehicles, the last of which survived in service until 1978. The various companies that operated delivery rounds built up substantial fleets and employed transport managers, usually men who had begun their careers in the garage workshops. These managers combined great technical knowledge

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

and management skills with a very real pride in what they did and thanks to them, the Transport Museum has a representative collection of delivery vehicles. Behind every one of these vehicles lies a great volume of history too detailed to go into in a short offering like this. This whole subject of changes that took place in my earlier years is one to which I hope to return.

The National TransportMuseum, Heritage Depot, Howth Demense, Howth. Opening Times: Sept - May: Saturdays, Sundays and Bank Holidays, 2.00 - 5.00pm FLEETTRANSPORT | JUNE 11

LEGAL EXPERT

Ask the Expert Q: When my vehicle was checked at the roadside recently I was told that I might be reported because my trailer hand brake was seized. As the trailer was connected to the tractor can that be a problem?

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

A: It is, of course, correct that the trailer brake serves no useful purpose while the trailer is completely connected to the tractor. However the trailer brake is part of the braking system and must be maintained in good working order.

on your part: failing to have the van regularly serviced in accordance with the manufacturer’s instructions for instance, then the warranty is likely to apply and, as you are out of time, you will have to pay yourself.

The fact is that the trailer brake is there to be seen in the course of the daily ‘walk round check’ and it should be possible to operate it. The fact that the trailer brake was seized is a problem and you should ensure that it is kept in good working order.

When the fault is in the way in which the van or engine were manufactured then the manufacturers may be responsible whether or not the van is out of warranty. Where the fault is the result of inadequate service procedures, and you have the service records to show what the garage claimed to have done, you may have a claim against the garage.

Q: I bought a new van just over three years ago. It has now broken down and I am told that it needs a new engine. This will be expensive and, of course, the van is off the road, but the garage tells me that it is out of warranty and I will have to pay for the new parts myself. Is this right? A: If the failure is the result of lack of attention

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48 FLEETTRANSPORT | JUNE 11

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COMMENT

Make the (W)Right move

his month I had hoped to write about the new Government’s new direction for the Transport Industry, but, I don’t think that anything is clear yet. Perhaps, by the time you read this and the famous 100 days period nears its end, all will be changed.

To be fair, many people have fallen for the illusion that Transport and Transport Policy is quite simple and it is, perhaps, fortunate that the current ‘Hard Times’ mean that transport policies built on the premise that throwing money at whatever great projects emerge will keep everybody happy, a kind of Marie Antoinette, ‘let them eat cake’ scenario. Now, surely, the basis for a Transport Policy has to be, to make best use of what we have before going off to even think about doing something new. One very simple thought, by the way, when it comes to joining up Dublin’s Public Transport infrastructure, why not forget about digging up half the City Centre Streets to lay LUAS tracks from St. Stephen’s Green through O’Connell Street and on to Broombridge, all of which might actually be delivered in the far distant future, and simply hire in a small fleet of ‘Street Cars’ built by WrightBus in Ballymena. These look and feel like trams, but have regular tyres and run on normal streets. Suppose these ran at ten minute intervals from the top of Grafton Street, through College Green, into O’Connell Street before turning down Lr. Abbey Street, past Busaras, down City Quay, up by Pearse Station and back to St. Stephen’s Green. That would just about make any link that anyone could need. Cost would be minimal and the system could be running within weeks, if not days. I cannot shake off the feeling that this is all too simple for policy makers to be able to understand and, of course, the ‘elephant in the room’ is that, in order for it to work integrated ticketing would have to be delivered. It remains one of the great mysteries of our time, why delivery of this product is being constantly stalled and appears that its development will cost far more than the fares that it will ever deliver.

Let’s move focus to something that I would have thought was much more complex but is something that people are making the efforts and investments needed to solve it. Th is is the issue of optimising the routes in which goods are transported from Ireland into Europe and vice versa. Last August Smurfit Business School graduate students, Ronan Loughman and Richard Butler completed their Study on “What are the drivers that influence the growth of Ro-Ro freight capacity for transporting goods to and from Ireland and the Continent”. They also summarised some of their work in last Autumn’s issue of Fleet Maritime. The major change in the maritime landscape had been the appearance in 2008 of the Cobelfret Company with its Con-Ro ships that could easily and economically handle trailers and normal lift-on, lift-off containers. Up to that point, the closest that a haulier could get a trailer to the centre of Europe sailing direct from Ireland was Cherbourg; otherwise, ‘Landbridge’ through Britain was the only answer. The only vessels sailing from Ireland to Rotterdam or Zeebrugge were Lo-Lo container vessels. The arrival of Cobelfret means that now there is a twice weekly service from each of the Benelux Ports to Dublin that can accommodate trailers, containers, trade cars and more or less any other sort of cargo. The dilemma then for exporters, Shipping Lines and for Ports is whether or not this type of vessel is the future carrier for Irish Maritime trade to the continent and further afield. In the course of their dissertation, Loughman and Butler took the case of a 45 ft. container being shipped ex-Warehouse close to Zeebrugge and delivered to Newbridge, County Kildare. They looked at the Door-to-Door timing making allowances for loading, discharging, driver’s rest times but assumed that there was no waiting for a vessel. On speed the ‘Landbridge’ driveraccompanied load was fastest, taking 30 hours, while the Lo-Lo container vessel, though it sailed direct from Zeebrugge to Waterford, was slowest at 52 hours. Driving to Cherbourg and picking up the Rosslare ferry came in at 34 hours, while using the Con-Ro vessel, Zeebrugge to Dublin, gave a Door-to-Door, of 42 hours. They estimated the costs, with the ‘Landbridge’ option coming in at about €1400, the ‘via Cherbourg’ route, perhaps €300 less, the Con-Ro at €800 with the Lo-Lo service coming in at €700. Text: Howard Knott - howard@fleet.ie

From where I'm sitting - Howard Knott

Looking at these figures it would seem to be too early to write off the Rosslare – Cherbourg routes for urgent cargo though the lack of service frequency counts against them compared to the almost hourly landbridge options. Interesting also is the comment within the recent Cobelfret Annual Report to the effect that rates on this route are 25% too low. As these rates are corrected then the Lo-Lo services gain clear competitive advantage. Was it Oscar Wilde who said, "Rumours of my death are greatly exaggerated”? * If you have a comment or opinion on this article or its topic please email comment@fleet.ie

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FLEETTRANSPORT | JUNE 11 49

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LEGAL

A new problem for transport managers waiting in the wings

nce again an EC Directive will need careful consideration when it comes into force in Ireland. As with all EC Directives there is some opportunity for domestic alteration, but the main thrust of the Directive will inevitably become law.

The Directive in question is EC1071/2009 relating to transport managers, which intended to come into force on 4 December 2011 and was subject to a consultation period that ended on 20 May. Th is consultation period means that the Directive will not be published in the Official Journal until such time as the consultation is concluded. The Department of Transport Operator Licensing Unit has issued its own consultation document dealing with some of the issues raised by the Directive. (Perhaps it is appropriate at this point to urge operators to respond to these consultation documents, if they have not already done so, to ensure that their views are recorded). Currently, of course, the Department of Transport has, through the Road Transport Operators Licensing Unit, dealt with the issue of Good Repute; the final guidance being published on 10 September 2009, a guidance which largely depended on any record of any relevant previous conviction. The new Directive broadens the areas of control so far as Transport Managers are concerned, but will only affect Transport Managers in companies engaged in the carriage of goods for hire and reward, and certain passenger operations. The requirement that a transport manager is nominated by the operator remains. The Directive requires that a transport company will have either an ‘internal transport manager’, that is to say a manager who is genuinely linked to the operation for which they are responsible, or an ‘external transport manager’, that is to say one whose relationship with the operator depends on a contract which, amongst other things, specifies the duties that the manager is required to undertake. Additionally, as the Directive is presently worded, an ‘external’ manager may not be contracted to more than four transport companies, with a total responsibility for no more than 50 vehicles. Clearly the Transport Manager will have to be of good repute and professionally competent.

to in the Directive. These changes are all part of the European Community’s determination to enhance the professional profi le of those concerned with transport operations and any company engaged in transport must accept the fact that the frequency of these EC Directives are likely to increase. * If you have a comment or opinion on this article or its topic please email comment@fleet.ie

Currently Irish legislation does not permit a Transport Manager to work for more than one operator. The existing limit may be seen to be excessively restrictive and there is, currently, a consultation document issued by the Department of Transport Operator Licensing Unit seeking views on a number of questions relating to Transport Managers. It should be remembered, however, that once the EC Directive is in force, subject to the permitted domestic variations, Irish operators will have to comply. The proposed distinctions between restrictions on ‘external’ and ‘internal’ Transport Managers are interesting. It has become clear that employing an ‘external’ Transport Manager can save an operator quite a large sum of money, not only in terms of the saving on salary, but also by making savings on other administrative costs. Predictably there is likely to be quite a variation between the ways in which the national transport departments consider the appropriate responsibilities of an ‘external’ manager, but the EC has clearly decided that it is time to establish a standard. Any operator who has contracted out the role of Transport Manager needs to be aware of any changes that may come into effect. A significant change in the new Directive is the proposal that the relevant Transport Authority will be able to fi nd that an individual Transport Manager is ‘unfit’ to carry out the work as the result of direct regulatory action. Such a fi nding will be communicated to the appropriate authorities in other Member States with obvious results. Whatever the fi nal form of the Irish version of EC1701/2009 may be, it is certain that there will have to be a formal contract between an operator and the Transport Manager, which will have to detail the matters referred Text: Jonathan Lawton – jonathan@fleet.ie

FLEETTRANSPORT | JUNE 11

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FINANCE

Insurance Costs

he Irish Transport Industry has experienced a reduction and levelling of insurance costs over the last number of years, but due to adverse weather conditions, losses on the fi nancial markets that insurance funds are invested in, together with stricter controls in the market and the fact that the market will become less competitive in the future, means that premiums are expected to rise going forward. In the period prior to 2004 many transport fi rms were put out of business due to escalating insurance costs. There was a real fear that one serious accident could spell the end of the business as potential insurance premium increases would be unsustainable. In this article accountant Donal Dempsey looks at 12 ways to address the issue of insurance costs. 1.

The fi rst major item to work on prior to your insurance renewal date is to get a copy of your claims history and look for at least three competitive quotes. Do not be fobbed-off by brokers delaying on providing this information and clouding the waters with additional perks on your policy that cannot be quantified. Remember the more you pay, the higher the broker commission, so look at the market early and work on this task. 2. Reduce annually the value of commercial vehicles and trailers on cover. Th is is very relevant in the current climate as with a claim you will only get the market value of the asset anyway if you claim. 3. Look to commit to a 3 year term with an insurance company and expect an additional 5% reduction for this. 4. Document all the safety procedures and training that you undertake in your company and present this as a document to your broker to show reduced risk. Many transport fi rms have a genuine culture of safety and should be rewarded for their efforts. 5. Increase your excess per claim but inform your drivers this is the case and that he/she has a major role in controlling this cost. 6. Proper maintenance saves money and reduces the risk of an accident. Remember in the event of a fatal accident your vehicle will be impounded and checked and Courts will not be slow in following corporate manslaughter cases where there is blatant abuse. 7. It is vitally important to reward drivers that have had a claims-free year. No driver sets out to have an accident, adverse weather conditions can catch out the most diligent, but make sure you have a culture of safety in your fi rm and weed out ‘the cowboys’. Commercial vehicles can be dangerous whether on the road or in the yard. 8. Instruct drivers on the correct procedures in the event of an accident. Make sure each vehicle carries a disposable camera and record sheet so that a true and fair appraisal of the accident is achieved. Remember the Courts will view the truck driver as the professional and may err on the motorists side unless all details are given. 9. Proper driver training reduces the risk of accidents and insurance costs. Remember a fantastic quote ACCIDENTS DON’T HAPPEN BY ACCIDENT!! 10. Look for an independent risk assessment on your business. There may be work practices that you have been doing over the long term that require correction. Look at the results back from this assessment, carry out recommendations and include this work in your renewal package. 11. Look at new technology that can reduce accidents. Simple things such as reversing warning buzzers or reversing cameras, new equipment to reduce manual handling. Other simple things such as clear signage and lines in the yard all contribute to lower risk and lower accidents. 12. Look at the work your business carries out and access the claims history att ached to this work. It may be the case that a small portion of your business gives rise to major risk and costs and needs to be rectified, or look at the overall viability of the work.

These are twelve ways to save money on insurance renewal but the main aim of this article is to look at ways that you can reduce the insurance risk in your business by accident prevention. Your vehicles are a moving billboard for your company, the vast majority of commercial drivers are courteous and professional but it is the responsibility of operators to apply simple and effective controls to make our roads and workplaces safer and keep your business name out of the Courts and the media in general.

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Text: Donal Dempsey - donal@fleet.ie

FLEETTRANSPORT | JUNE 11 53

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fleetMaritime: IRISH SHIPPING & FREIGHT

MARITIME 1

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

Volume 6, No. 2 Summer 2011

‘Stena Caledonia’, the Grand Old Lady of the Irish Sea

he planned deployment by Stena Line of its recently chartered ‘Superfast’ sister vessels on the Belfast to Scotland route in October this year will, most likely, bring to an end thirty years of Irish Sea service for the ‘Stena Caledonia’. During those three decades the last of four sisters built by Harland & Wolff will have completed over 20,000 round trips across the Irish Sea and will not, apart from some brief service in the English Channel and North Sea in 1984 and 1985, have strayed from the Irish and Celtic Seas. She was commissioned by British Railways and launched as the ‘St. David’ from the Belfast yard in 1980, taking a name that was traditional for the Company’s ships on the Rosslare / Fishguard route. However, on completion of fitting out a year later she took over the Dun Laoghaire / Holyhead schedule. In late March 1982 the ‘St. David’ achieved widespread fame when she became involved in a blockade at Dun Laoghaire Harbour. There had been a serious dispute involving Sealink, which had taken over the British Railways ferry operation which included the Port of Holyhead and the B & I Line. B & I Line was keen to restore the link with the Welsh Port that had been maintained in earlier times by the City of Dublin Steam Packet Company, taking its ferries out of Liverpool. This would enable the Irish Company to run vessels with two round trips a day on the Central Corridor and greatly enhance its profitability. Sealink did not welcome this competition and the matter was taken up to an inter-Governmental level, but was not going anywhere.

However, late one March afternoon, the ‘laid-up’ M.V. ‘Munster’, B & I Line’s first car ferry and nearly twenty years old at this stage, was seen heading down the Liffey and taking a starboard turn, headed for Dun Laoghaire. It was a bright, sunny evening as she took up station sailing up and down outside the harbour as the ‘St. David’ was spotted by the ever increasing crowd of on-lookers. The ‘St. David’ made a couple of attempts to enter the harbour, but it was clear that the ‘Munster’ was not going to let her in. After a while, and as the light faded, watched by TV News cameras she left and returned to Holyhead. The next morning the ‘Munster’ was still there and kept the blockade. Management at B & I Line was asked who authorised this ‘piracy’ but played dumb saying only that the maintenance crew on board had felt the need to take the old ship out and give her engines a run! Within a day or two B & I Line got its access to Holyhead and the ‘St. David' resumed normal service. Relations between the lines did not, however, calm down too quickly, for no sooner than B & I withdrew from Liverpool and started to run to Holyhead than Sealink opened a Dun Laoghaire / Liverpool service. It was not a success.

In 1986 the ‘St. David’ had become a permanent vessel on the Larne/Stranraer route. In 1990 the Swedish Stena Line took over Sealink and ‘St. David’ was re-named ‘Stena Caledonia’ though she retained the Sealink livery for five years, the Company being branded Stena Sealink. In 1996, coinciding with the arrival into service of the HSS ‘Stena Voyager’ which required special docking facilities at each Terminal, Stena moved out of the P & O owned Larne harbour and into Belfast. ‘Stena Caledonia’ has run between the two Ports ever since. In 2000 she underwent a major refit at the Cammell Laird yard in Liverpool including hull modifications which brought her into full compliance with the SOLAS (Safety of Life at Sea) Regulations that came fully into force only ten years later. In 2009 her interiors were completely upgraded by MJM Marine. This company is based in County Down and is a world respected specialist in cruise and other passenger ship fit-outs; carrying forward the skills that many thought had been lost with the closure of the Harland & Wolff Yard. For a number of years the ‘Stena Caledonia’ proved her versatility operating special services on behalf of the Isle of Man Steam Packet Company shuttling between Belfast, a number of North West English Ports and Douglas with participants and fans of the Isle of Man T.T. Races. Of the four British Rail built sisters, two now operate in the Mediterranean, and a third just recently went for scrapping. It would be a major surprise if the ‘almost new’ Stena Caledonia’ did not have a long future, though not perhaps, in the 'Stena Sphere'.

Irish Ferries Wins International Marketing Award

rish Ferries has added to its tally of top honours by winning the prestigious International Marketing Award at the Irish Marketing Institute of Ireland’s All Ireland Marketing Awards at a gala ceremony held in the Burlington Hotel recently. The shipping company won the award for its ‘It’s everything you go for’ campaign created to develop increased business in Britain.

In their citation, the jury praised Irish Ferries for the messaging of the campaign which, they said, ‘reflected a distinctly Irish heritage in a modern environment.’ In terms of its impact, the jury noted that their marketing campaign helped Irish Ferries to reverse the trend in a declining travel market in 2010.

This is the third major award won by Irish Ferries this year. Against tough competition from all of the UK and Continental ferry companies operating into and out of Ireland, the company recently took the ‘Best Ferry’ title at two separate awards ceremonies held in Dublin - one sponsored by Irish Travel Trade News and the other by the Irish Travel Agents Association.

Cycle Madagascar 2012 Cycle around 500km across the diverse and incredible landscapes of Madagascar and help Transaid to achieve its mission of creating better transport across Africa and the developing world.

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MARITIME 11

Conference debates Dublin Port’s 2040 Master Plan Volume 5, No. 4 Winter 2010

s a component of the Company’s Consultation process in refining and developing the ideas that had been set out in the recent Master Plan issues paper, Dublin Port hosted a one-day Conference. The event took place at the new Gibson Hotel overlooking the Port complex and was opened by Transport Minister, Leo Varadkar, T.D. There was a packed attendance mainly composed of representatives of businesses that would be seen as being stakeholders in the Port. Speakers were both Irish and International with a programme that sought to cover all the main aspects of the likely developments for the Port and enhancing its value both in financial and ‘quality of life’ values for the City.

In addressing the Conference Minister Varadkar spoke about Dublin Port in the context of the Government’s current Ports Policy Review. He underlined the Department’s understanding that Dublin Port is a major strategic asset. He did not envisage that it would be sold off though other less crucial ports might be sold or merged. Some of the sales proceeds could return the Ports concerned to Local Authority ownership. He also told the Conference that he had taken on board the proposition in the Master Plan Issues Paper that the best way to cut shipping costs for Irish exporters and importers was for the ports to be able to accommodate and work larger vessels. His comments came in a week in which MSC Lines announced the replacement of its container feedering arrangements using vessels of up to 900 TEU capacities by using their own 1700 TEU vessels for the Dublin call. Such vessels will be challenged by current draft restrictions at the Port. Eamonn O’Reilly, CEO of the Dublin Port Company sought to re-assure the attendance that the planned increase of the Port’s footprint over the thirty year period to 2040 from 260 hectares to 300 hectares, on which site 60 million tonnes of cargo could be handled, would be the physical limit of the Port’s growth. Should pressure come on to handle traffic in excess of this amount, it would be logical to either extend existing east coast facilities, or to build a development such as that proposed by Drogheda Port Company at Bremore. At present prices he calculated that in order to repay the €500 million cost for that, a Port on a Greenfield site would require it to handle about 90% of the current East Coast traffic. In response to a question from Pat Corcoran of Arklow Shipping, Eamonn O’Reilly confi rmed

about proposals to establish a ‘Blue Belt’ regulatory regime that would enable ferries operating within Community waters to operate with minimal paperwork so as to make the Shipping mode as easy to use for customers as road or rail.

that he saw Dublin Port having a continuing role in the various bulk traffic which, though a small percentage of Port Tonnage were nonetheless valuable and very steady. He further confi rmed that the Company has no intention to take the Port dry-dock out of operation, conceding its value as a valuable part of the mix of services which the Port provides. In response to the suggestion from Dr. Don Thornhill, Chairman of the National Competitiveness Council to establish a system of benchmarking competitiveness between Irish Ports and those elsewhere, Eamonn O’Reilly said that the Shipping Lines acted in a very competitive manner and would not tolerate charges or service levels that were out of line with competitors. Alistair Eagles of Seatruck intervened and suggested that the Dublin charges were high and that these could, indeed, lose the Port business. Eamonn O’Reilly responded, pointing out that prudent management practices would dictate that Ports must make a decent return on capital in order to survive and develop, particularly in an environment in which there is likely to be no State support. Patrick Verhoeven, Secretary General of the European Sea Ports Organisation (ESPO) set out the major features of the EU Transport and Maritime White Papers. While conceding that these were at present discussion documents, they did give a good indication of the way in which EU Transport policy is going. One major issue is the requirement for the Maritime Industry to reduce sulphur and other emissions by 60% by 2050; another was the focus of the Commission in seeking to differentiate Ports policy between ‘Core’ Ports and others in order to develop a more flexible response. As presently proposed, Dublin Port is the only Irish Port that would qualify as a Community ‘Core’ Port. He also spoke

Michael Stubbs, Dublin City Council Assistant Manager spoke about the development plans for the Greater Dublin Area (GDA). By 2016 the Council anticipates that the Dublin City Centre area population will have grown by another 60,000 people and that by the GDA will be home to 39% of the national population. Th is underlined for the Council the essential role of the Port as an economical and ‘green’ way of supplying the needs of those citizens. His presentation also took in the Council’s initiatives in terms of walkways etc. through the region and the need for the Port to be more accessible and visible for the citizen. Th is was a theme that was taken up at a later session by Kurt Tuerlinkx of the Port of Antwerp who spoke to the theme of ‘Port of Antwerp; made by People’. From him came a very strong message to involve all groups of the City population in Port related activities so as to get the clear message across of the benefits that the Port brings to the City. The IDA was represented by Brendan McDonagh, Manager of their Planning and Strategic Investments Division. He emphasised the strong record of Ireland in attracting Foreign Direct Investment (FDI) and the vital importance that being able to demonstrate efficiency in gett ing goods to market plays. For him, the critical line in the Port Master Plan was the need for the Port to have the capability to cater for new and larger ships. Stephen Aherne, Irish Rail Manager Freight, spoke about the current limitations on the use of rail freight in Ireland, but went on to explain the potential value of the rail spur that has been completed within the Port’s common user terminal and which was being trialled as the Conference took place. He and others spoke about the niche traffic that could be developed taking cargo to and from the quays by rail and how this complied with EU policy. The afternoon sessions focussed mainly on the passenger elements of the Port’s business and involved tourism and related interests. The proposal in the Master Plan to develop a special Cruiser Terminal close to the LUAS Point Village

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MARITIME 111 Terminus was seen as something that was vital to the orderly development of this fast growing business. There was considerable optimism concerning the development of passenger ferry traffic, particularly for the family tourist business and also for the older travellers who consider themselves to be more ‘time rich’ and prefer to avoid the hassle of present day airports. Talking with Eamonn O’Reilly and Port Chairperson Lucy McCaff rey, they were both well satisfied with the day and with the torrent of ideas that came from both speakers and from the floor. They will now analyse the responses

received to the consultation document over the summer and then set out to produce a more defi nitive Master Plan for Dublin Port. The need for an immediate plan of action for Dublin Port was underlined by the announcement on the day following the Conference by MSC lines that they intend to replace their existing feeder ship arrangements with larger vessels. MSC will shift its Hub Port for its Irish Sea area cargo from Le Havre to Antwerp. Up to now it has used a 900 TEU, WEC Lines vessel on the Dublin calls and such vessel sizes are the current norm

at Irish Ports and can operate without any tidal restrictions. MSC are now, however, introducing its ‘Miltiadis Junior III’ vessel which has a 1700 TEU capacity. Previous MSC operations with a 1200 TEU vessel were restricted due to that vessel’s deep draft. Forecasters expect that the average size European Feeder Vessel in five years time will have a 2500 TEU capacity. Singapore based Neptune Orient Lines (NOL), subsidiary, APL has also introduced a larger feeder vessel onto its Irish services. The new 800 TEU vessel will make weekly calls at Dublin, Cork and Belfast, before sailing back to Rotterdam.

Celtic Link Ferries shift towards passengers

exford based Celtic Link Ferries have announced that on completion of her charter in October, they will return the chartered ‘Norman Voyager’ to her owners and replace her with a vessel with considerably greater passenger accommodation. The ‘Norman Voyager’ was chartered by LD Lines coming direct from her builders in 2008 to open their Rosslare – Le Havre service. Th is operated in ‘head to head’ competition with the existing Celtic Link Cherbourg service and, after a number of months LD Lines exited the Celtic Sea, sub-chartering the vessel to Celtic Link. Celtic Link has had considerable success in building their passenger business using the ‘Norman Voyager’ but, Sales Manager, Rory McCall told Fleet Maritime that the vessel’s lack of cabins and separated restaurant and other

The ‘Cartour Beta’ is a sister vessel of the vessels being operated by Stena Irish Sea Ferries on the Belfast- Birkenhead route, the ‘Mersey Seaways’ and ‘Lagan Seaways’. Stena are still awaiting approval from the UK Competition Authority for their takeover of that service from DFDS Seaways. The Irish Competition Authority has recently given its approval for the move. facilities for freight drivers and car passengers, limited the Company’s ability to serve the Summer tourist market. The replacement vessel, currently named ‘Cartour Beta’ has a passenger capacity of almost 1,000 and 480 cabin berths. Her specification also includes separate dining and recreation facilities for freight drivers. Her freight capacity is similar to that of the ‘Norman Voyager’ and she will also have similar capacity for livestock and hazardous goods carriage.

Rosslare Harbour reported a fi fteen per cent rise in passenger volumes on ferries operating on the French routes from the Port (Celtic Link and Irish Ferries) during 2010 and advance booking s for 2011 would support the view that this year will also see a strong increase. Th is growth will, in part, be assisted by the arrival of the replacement vessel. Freight growth may be tempered by the strong competition from the Cobelfret services operating out of Dublin.

Coastlink cruise

he Coastlink Liverpool Conference takes place on 15/16 June and for many, the highlight will be a cruise from Liverpool Pier Head to Salford Quays in Manchester while delegates engage in a series of workshops and then discuss conclusions. The UK's Shipping Minister, Mike Penning MP, will be on board the Mersey ferry Royal Daffodil and will address delegates before the workshops begin. Only slightly shorter than the Panama Canal, the Manchester Ship Canal opened in 1894 and allowed ocean-going vessels to sail right into the heart of Manchester. It only began to decline in the 1970s when containerisation produced a steady escalation in ship size and Manchester Docks finally closed in 1982. Some berths at the seaward end of the Canal, primarily handling liquid products, have remained in use and now

the current owner, Peel Ports, is well advanced with its plans to return traffic to Manchester with new facilities suitable for containers at Salford Quays. Shippers are expected to be well represented at this Conference as Liverpool is a major logistics centre and the heart of many companies’ supply chain networks, serving as it does a hinterland of about 7.5 million people. One key subject to be discussed will be the desirability of closer collaboration between shippers to consolidate volumes, so making their traffic more interesting to shortsea, barge and rail operators. Geographically there will be a bright spotlight shining on Ireland and Iberia, strong trades for the Port, and on reefer transportation. North-West England is traditionally a major food producer

and the availability of temperature-controlled transport is crucial. The need for efficiency in the supply chain is paramount and intermodal transport must fight hard to win business away from the road operators. While Royal Daffodil provides the venue for Day One, Liverpool’s Maritime Museum is the chosen location for Day Two. Full details of the programme and how to register can be found onwww.coastlink.co.uk.

Spaces are limited so sign up now! For more details email events@transaid.org or call 0044 - 20 7387 8136 FLEETMARITIME | SUMMER 11

MARITIME 1V

The Port of Killybegs re-invents itself

illybegs is one of Ireland’s six major fishery harbours which, though under the care of the Department of Agriculture and Fisheries, are now managed by their Local Authorities. These harbours are not part of the Department of Transport Ports policy framework. Donegal County Council has launched a marketing and development programme to drive new business to Killybegs. Micheal O’hEanaigh, Director of Service, Community, Culture and Planning at the Council told Fleet Maritime: "Donegal County Council, through the structures of the County Development Board is working with all stakeholders, public, private and community to develop Killybegs as a centre for marine related industries. These include servicing the renewable energy sector, offshore exploration, tourism and added value food. Recent developments include production of a Killybegs prospectus highlighting all services available and the launch by Letterkenny Institute of Technology of the National Wind Energy Training Centre at their Killybegs Campus".

Major strengths of Killybegs, developed during the period of intense growth of the fishery fleet based at the Port in the 1990’s, are in the availability of long quays, with a depth alongside of twelve metres, far more than any port of the East Coast. These are being exploited by companies such as Shell, E & P, who have been at the port since commencement of the Corrib Gas and other West Coast exploration in 1995. The recent designation of the sea off the North Mayo Coast as Ireland’s main offshore energy development and research area for wave and tidal energy devices presents considerable opportunities for Killybegs. In developing this business the proximity of Donegal Airport is useful. Killybegs has also been actively developing its potential as a Port of call for Cruise Ships giving tourists access to the attractions of Donegal and West Ulster.

according to a recent report commissioned by former Agriculture Minister Mary Coughlin, been frustrated by ‘ a lack of business focus’ among Department officials, who had ‘little marketing and commercial activity’ involvement in their harbours.

Despite the efforts of the County Council and some local business interests, developments have

McCarthy Report critical of current Ports Policy

he recently published McCarthy Report on State assets and liabilities came up with a number of strong recommendations for the Port sector. While the Review Group considered that it was evident that there were too many Irish ports for the trade available, they declared that they were not in a position to decide what might be the right number. They considered that the current structure involving a number of separate Port Companies was not viable. In some cases State Ports had a turnover of one million euro or less. Amongst the relevant recommendations were:Recommendation # 29. “The Review Group recommends that the State-owned ports including Rosslare should be restructured into several competing multi-port Companies, built

Recommendation # 30. “The Review Group recommends that privatisation of some or all of the ports should be considered, ideally after the recommended restructuring. The adequacy of competition in the sector on an all-island basis should be reviewed prior to privatisation and suitable regulatory arrangements put into place is deemed necessary.”

around Dublin, Cork and Shannon Foynes. The Competition Authority should be consulted concerning the amalgamation process. Dublin, Cork, Shannon Foynes and Rosslare are big enough to be disposed of separately, but, ideally this should follow sector rationalisation”.

Recommendation # 40. “The Review Group recommends that CIE’s Rosslare Euro port should be disposed of.” The Department of Transport intends to feed the outputs of this review into its deliberations concerning a new Ports Policy. This policy will also have to be consistent with developing EU Ports and Maritime policies.

Spaces are limited so sign up now! For more details email events@transaid.org or call 0044 - 20 7387 8136 58 FLEETMARITIME | SUMMER 11

REPORT 1

Bringing the future to a Port near you

gathering at Dublin’s Institute of Technology, Bolton Street was treated to a presentation of ideas arising from the ‘InTraDE’ project’. InTraDE aims to highlight areas where improved efficiencies in our Sea Ports can benefit both shippers and customers alike. The benefits arise from improved co-operation, and the harmonisation of operating methods between the Ports of North West Europe (NWE). Funding for the project is under the European Union Regional Development Fund’s series of ‘Interreg’ initiatives. Currently the programme in operation is ‘Interreg IV B’. The event brought together speakers from the UK, France, Belgium and Ireland, to present Stephen Taylor (Portcentric Logistics) information on the project. It also included a tour of Dublin Port to see an ‘Intelligent Autonomous Vehicle’ (IAV) in action. The IAV’s use a GPS guidance system to move unmanned around Port Terminals, delivering containers to and from marshalling areas. Although autonomous work vehicles themselves are not exactly new, what makes the IAV different is that it does not require a guidance system such as rails or transponders set into the ground. A particular advantage is that the system can provide benefits irrespective of the size of the facility, or volume of traffic. Th is prototype shows potential for applications to areas other than Port facilities, which the project intends to explore further. One example given was where an issue arises regarding ownership of the land. Mark Heverin (SEEDA UK) Often permission for permanent instillations can be difficult to obtain. However it may be possible for non-permanent IAV’s to be deployed. The InTraDE project team highlights what it sees as a problem with the future development of Port terminals - that is the issue of traffic management. To solve this problem they believe the answer can be found with a remote ‘traffic control centre’ directing vehicles to marshalling areas where containers are handled by the IAVs.

interest in InTraDE due to the number of ports located within its region. Mr. Heverin spoke on the recent trend of companies relocating from central distribution centres and moving to Port areas. Citing the example of the Samsung Corporation which has re-located their UK distribution centre from Birmingham back to Thamesport in Kent. This relocation enables Samsung to handle products once and distribute them directly from the landing point, rather than moving the product to Birmingham for the products to be handled for a second time and then distributed, often back to large population areas such as the South East where they have just come from. This principle of Port centred logistics also reduces the need for containers to be re-located back to the Port area. However, under a programme of cutbacks by the UK Government, SEEDA will now be merged with other development agencies and will in effect disappear early next year. While much of what was discussed has greater benefits for the higher volume European Ports of Rotterdam or Hamburg, there are possibilities for the smaller facilities throughout NWE to gain from the efficiencies - which it is hoped will attract more customers. Success in attracting more customers - itself increases the potential to attract more customers. Other discussions noted the promotion of shortsea shipping and rail-freight. Although it was widely accepted that the most viable transport mode for distances under 300 kms is road, this is primarily due to the cost of product handling and transferring between modes of transport at various stages of the movement. How these possible developments can be implemented in an Irish context remains to be seen, as the volume of traffic and the size of the country have an important bearing on the economics of the ideas put forward. Consideration should also be given to the economic social consequences of locating, or relocating major employers to operate solely within Port areas.

The ‘South East of England Development Agency’ (SEEDA) was represented by Mark Heverin. The agency is charged with the development of the region by assisting businesses and promoting inward investment. SEEDA has a particular Mon Rochdi Merzouki (Polytech Lille Cite Scientifique)

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

FLEETTRANSPORT | JUNE 11

TRAILER

East European Trailer Market Recovery Underway Growth of 28% for 2010 and >20% in 2011

forecast report issued by consultants CLEAR has revealed that there was 28.1% growth in heavy trailer demand in Eastern Europe in 2010. However, four countries saw their markets continue to fall, namely, the Czech Republic, Croatia, Hungary and Russia. Of the four, Russia was somewhat surprising, as the truck market has already begun to recover. The strongest performer in the region was Turkey, which completely recovered from the downturn of 2009 to post record trailer demand in 2010. This makes Turkey the largest trailer market in Eastern Europe and likely to remain so until overtaken by Russia again in the long term, with Poland relegated to third place. It must be remembered just how far the trailer market had fallen since the peak in 2007. After the initial drop of 11% in 2008 there was a collapse, resulting in a drop of 61% in 2009. The demand for new trailers was returned to the level of 2002. The drop was so drastic that it will take until 2014 to recover to the level of new trailer demand last seen in 2006, which was a little short of 90,000 units.

onto a high growth path quite quickly. Others experienced such rapid growth from 2002 to 2007 that they now have nearly enough trailers to meet their countries’ transport needs. In these cases, trailer demand will never return to the levels seen in 2006/7.

equipment purchases. As a consequence trailer orders vanished.

Commenting, Gary Beecroft, Managing Director of CLEAR said, “Overall the forecast is more optimistic than the last prognosis from 2010. From 2012 onwards the outlook for trailer demand has been upgraded. Also, if planned investments go ahead, Turkey will enhance its position as a major trailer manufacturing centre.”

Hireco adds to fleet with Schmitz Cargobull

Background Many East European countries joined the EU in 2004, which resulted in booming demand for trailers. In particular, semi-trailer demand has rocketed as the volumes of International transport increased, both within Eastern Europe and between East and West. From 2002 to 2007 the compound annual growth rate for trailer demand was 25.7%. Demand broke the 100,000 unit barrier in 2007.

77% of goods in Europe are moved by road and most of that proportion is transported on a trailer pulled by a truck.

ireco is bucking the general trend in the UK and Irish trailer rental markets with the delivery of 40 new single temperature trailers from Schmitz Cargobull. James Smith, Managing Director of Hireco claims that few rental companies are investing in new equipment which is making this delivery eagerly anticipated by its customers. The company is also placing a follow-up order for at least 55 additional reefer trailers, which will be delivered from September. The new trailers will take the Hireco fleet ever nearer to its goal of 5,000 assets. Currently the fi rm has 4,500 trailers operating in the UK and Republic of Ireland. Each of the new trailers will be fitted with Thermo King SLX-200 temperature control systems and are covered by a comprehensive maintenance package offered by Hireco.

East European banks and financial institutions were not exposed to questionable derivative products or US mortgages. However, both the region’s financial institutions and the larger private companies Unlike Western Europe however, the drop in were dependent on western capital markets. demand will not lead to a fall in the size of the trailer When these dried up parc (fleet), which even in 2009 was estimated to with the arrival of the have grown by 3%. credit crunch, it became virtually impossible Trailer demand in the countries of Eastern Europe to finance transport will recover at different rates – some moving back ulti-National heavy haul company Steil Kranarbeiten from Trier in Germany has recently expanded their fleet quite considerably with the addition of a number of Nooteboom trailers including a 7-axle MCO-PX semi low-loader and two 5-axle CD Transport’s line-up of Fitzgerald built Double Deck trailers Telestep Ballast trailers. is now up to three, having recently acquired this eco-style version from the Mallow, County Cork based Body Builder. According to Johan van de Water, Manager Communication & PR, As a member of TPN – The Pallet Network, the new trailer with its Nooteboom, “Steil Kranarbeiten has chosen the Telestep Ballast trailer sloping roof will spend most of its time trucking up and down from its not only because of its extremely high load capacity (just over 61 tonnes). headquarters in Cork to Dublin on behalf of the Network. The low load floor height of these latest Ballast trailers makes it possible to carry high material and containers together with the ballast parts. The Established over 20 years ago MCD Transport is an ISO 9000 accredited huge 61-tonne load capacity of this Ballast trailer, type OVB-75-05(Z), is company. Fitzgerald Vehicle Body Builders have been involved in the made possible by its low dead weight of less than 14 tonnes. The effective transport industry for over 37 years and operate from a purpose built load floor length has been designed especially for the transport of ballast 70,000 sq. ft factory on a 3.5-acre site outside the County Cork town. and crane parts. Th is Telestop Ballast trailer is equipped with turntable steering, which provides excellent manoeuvrability.”

Latest Nooteboom 5-axle Telestep Ballast trailer

MCD's Triple Double Deckers!

FLEETTRANSPORT | JUNE 11

Text: Jarlath Sweeney - editor@fleet.ie

ROAD SAFETY

‘The Human Impact of Road Collisions’ Road Safety Authority – Dublin Castle

e are all familiar with the Road Safety Authority’s (RSA) series of television com merc i a l s w h ic h endeavour to bring the personal tragedy behind road traffic collisions into our living rooms. Some people believe the shock value to be positive, while others find these campaigns distressing, which can result in them changing channels or blocking out the message. Either way, after a certain period all campaigns lose the initial impact they delivered when first viewed. The RSA hosted a Conference at Dublin Castle with guest speakers from home and abroad to present fi ndings, facts, figures and statistics relating to road safety. There is nothing new about a Conference on Road Safety; however what made this event different was the list of guest speakers who in the main were not leading lights in the promotion of safer driving. They were themselves the victims or relations of the ‘statistics’.

to acknowledge the loss by making the third Sunday in November a worldwide day of remembrance for victims of Road Traffic Accidents. Ms Chaudhry also revealed the details of research into the emotions which surround the loss of a loved one in a road traffic accident (Table 1). The all day event played host to a number of other activities. Members of the Dublin Fire Brigade demonstrated the complete rescue of a driver from a vehicle, and transference to an Ambulance. Patrons could also avail of the RSA’s ‘Rollover Simulator’ - where an Audi A4 mounted in a frame was turned a full 360 degrees. Other simulators in the demonstration trailer attracted many wishing to test how rapid their reaction times were and also their knowledge of the Driver Theory Test. The Conference was chaired by Professor Murray Mackay OBE, and included an address by the Minister for Transport Leo Pictured (l-r) Ann Moran, Noel Brett (Chief Executive, Road Safety Varadker TD. In his address the Minister Authority) and Garrett Doyle. Both Ann and Garrett gave their personal confirmed that mandatory breath testing at impact accounts. the scene of an accident will be introduced from 1 June. Minister Varadkar also confirmed that roadside drug testing and lower alcohol limits will be introduced later this year. The new limits expected to take effect in October 2011, will reduce the current 80 mg limit to 50 mg, and will also see a lower limit of 20 mg for professional drivers and inexperienced motorists. The Ministers announcement was welcomed by Susan Gray of the organisation ‘People Against Road Carnage’ (Parc), who spoke at the event.

The event titled ‘Human Impact of Road Collisions’ was not about the leading lights grandstanding or preaching, it simply allowed the people behind the statistics to recount their own stories, in their own words. All of the people who spoke did so with great eloquence and dignity, engaging the audience completely. Their accounts were not horror stories of the incidents, but were accounts of what occurred afterwards. What happened to the the families of the ‘statistics’ – the devastation caused, how they were viewed by the Authorities, their access to information and legal redress, and what happened to others who were involved or who may have Gay Byrne (Chairman, Road Safety Authority) and Tim Daly (Head of caused the incident. Speaking after the Conference, RSA Chief Training, Bus Eireann). Executive, Noel Brett believed the day was One common theme of the accounts was that counsellors. They must also be mindful of the legal a success and feedback from the 200 people who while the families were also victims of the event, constraints placed on them as Garda, to remain attended was very positive and encouraging. they felt excluded from the investigation process. impartial. With regard to issues raised by some of This aspect was addressed by Inspector Lorraine the speakers, Inspector Stack acknowledged that However the day belonged to the victims who spoke Stack (Family Liaison Officer) An Garda Síochána. in the past “things were not always done as they so movingly of their loss, and the impact that Road Inspector Stack detailed the role of the force’s 340 should have been”. However the section is now Traffic Collisions have had on their lives and the Liaison Officers - which she explained is a voluntary more experienced and victim centred. lives of their families. position. Liaison Officers assist families with the legal process, manage expectations and while they Ms. Brigitte Chaudhry of FEVR (Federation (Table 1) lend support they are not trained bereavement European Victims de Route), spoke of the need Relatives of Psychological Suffering Dead Victims Depression 64% Feeling of being suicidal 37% Anxiety att acks 46% Loss of drive 70% Anger 78% Personal Impact Accounts by

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

Ann Moran

Garrett Doyle

Susan Gray

Donna Price

Ann Fogarty

Joe Moore

FLEETTRANSPORT | JUNE 11

REPORT 11

RDS, DUBLIN

he Energy Show held at the RDS in Dublin on 30/31 March att racted over 4,000 energy professionals all eager to see the latest innovations and sustainable energy technologies. Organized by the Sustainable Energy Authority of Ireland (SEAI), once again there was a special section devoted to electric and hybrid vehicles, although it was notable that there were fewer companies taking stand space compared to recent years. Fleet Transport’s Cathal Doyle caught up with those that were there. Citroën Citroën’s first electric car offering made its Energy Show debut, with Alex Lyons demonstrating the C-Zero to the event’s visitors. Orders are now being taken of the zero-emissions vehicle with deliveries expected to commence from early 2012.

Electric Vehicles Ireland Importers of Smith Electric Vehicles, Tullamore based Electric Vehicles Ireland has been marketing all-electric commercial vehicles for a number of years now. Managing Director David Mullen says that interest in electric vehicles is continuing to grow exponentially year-on-year. On display were the Ford Transit based Smith Edison and the Avia Trucks derived Smith Newton, as well

as the Alke ATX range of light utility vehicles. David Mullen and Terry Pantray were on hand to meet visitors to the stand. Green Machines Located in Terenure Green Machines is another long-term proponent of zero emissions vehicles including electric scooter and bikes, cars and a range of Fiat Professional and Iveco derived commercial vehicles. Marketing Manager Eoin Wall was on hand to unveil the company’s latest EV products at the Energy Show, a commercial range of the French built Mega, which joins the car range already on sale. Available with a selection of body types these compact commercial vehicles are also available in diesel form.

MCC Controls Dublin based MCC Controls distribute a broad range of industrial electrical equipment throughout Ireland. The company is the Irish agent for ChargePoint Electric Vehicle Charging Stations that the company hopes will soon become familiar sights on Irish streets and service stations. As well as the ChargePoint stations, Managing Director Joe McCarthy also had a selection of Vectrix Electric Scooters on display.

Mitsubishi Mitsubishi was the first mainstream manufacturer to unveil a production electric car with the iMIEV, and Gavin Flood, Marketing Manager of Mitsubishi Motors Ireland had an example on display. The company is in the process of appointing iMIEV dealers at present and will be unveiling details of its battery leasing plan for the car imminently.

Renault Renault is another brand that is forging ahead with electric vehicle plans and showcased a Kangoo Express Z.E. at the Energy Show. This light commercial vehicle offers the same payload capabilities as its diesel equivalent and will be arriving in Ireland in November this year. Athena Herve from the parent company and Sandra Rea, Project Manager for Renault Ireland’s Electric Vehicles demonstrated the electric Kangoo ZE to Show visitors.

Award win for Authentic Energy Management Services

Authentic Energy Management Services was the recipient of the prestigious Best Services Provider award at the Energy Show 2011. A familiar name to many fleet managers thanks to its Ecodrive and Ecofleet training products that aid companies in reducing fuel consumption and improve fleet efficiencies, Authentic Energy Management Services won the award for the success of its Ecodrive Fleet Training product with transport providers. The award is open to companies offering energy services, including energy utilities and sustainable energy consultants, and Authentic’s Conor Molloy said the company was honoured to have been recognized for its efforts in this area. Pictured are Conor Molloy and Lesley Butler of Authentic Energy Management Services and Barbara Moynihan, Owner / Trainer of communications training company On Your Feet. 62

FLEETTRANSPORT | JUNE 11

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

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REPORT 111

FPS EXPO 2011 – Harrogate Inte

espiteclashingwiththe Commercial Vehicle Show 2011 at the NEC, Birmingham, over 17% more visitors came through the doors of the two day oil distribution industry event of the year, FPS EXPO 2011 at the Harrogate International Centre on 13 & 14 April, beating the record numbers reached in 2009. Attendees were also greeted with a bumper crop of new industry products and services being launched at the Show. Covering over 8,000 sq m of the North Yorkshire venue, the 115 exhibitors included 26 new suppliers. Vanessa Cook, FPS EXPO 2011 Event Manager comments, “Visitor numbers were up on our 2010 and 2009 exhibition which shows confidence in the industry and in FPS EXPO 2011. It was also great to see so many new products and services on show for the first time. We are back in Harrogate in 2012 and we hope to make that an even better show, already we have sold over 50% of the exhibition space.” Companies who exhibited for the first time at FPS EXPO 201 included Alpha Environmental, Dixon Group Europe Ltd, Varol Lubricants, Terence Barker Tanks Ltd plus Irish firms Blue Tree Systems, OutTrak and Team CV. Galway company Blue Tree Systems exhibited for the first time and showcased their R:COM Fuel Monitor. The new R:COM Fuel Monitor is a comprehensive fuel monitoring feature. Developed in partnership with MechTronic, this advanced fuel gauge feature accurately monitors the amount of fuel currently in each tanker compartment. Additionally it measures the volume being extracted, the maximum capacity of each compartment as well as calculating the temperature and identifying the fuel type. With rising fuel prices, the need to reduce emissions and maximise fleet efficiency, the R:COM Fuel Monitor is an extremely important addition to the existing range of industry leading features available in the R:COM Fleet Management System. OutTrak, another Irish company was there to spread the good news about its product. As featured in last month’s edition of Fleet, OutTrak eliminates the need for a paper trail from order to point of delivery as demonstrated by the largest Esso distribution, Jones Oil Ltd. Using OutTrak, Jones Oil has addressed most of the challenges and waste a manual paper based system gives to a fuel distribution. This in turn has brought increased efficiency allowing them to significantly grow their volumes without adding to the overhead, doing more with less. According to Paul Curran, Financial Director, Jones Oil Limited, “The OutTrak system has paid for itself in a very short time; we have no hesitation in recommending 64

FLEETTRANSPORT | JUNE 11

rental support fleet to bolster contracts and cultivate new business will come with full pet reg ADR and hydro-pak as standard. Entering a new market and cultivating new business is an exciting venture for Gullivers.”

it to any fuel distributor looking to grow their volume and improve their bottom line fast.” Dunraven Systems Limited also launched Apollo Smart – the World’s first energy monitor for oil heating systems at FPS EXPO. Dunraven Systems’ Managing Director, Gerry Jones commented, “The Apollo Smart Monitor incorporates revolutionary, breakthrough technology to analyse fuel costs, energy consumption and carbon emissions. It does so on a daily, weekly, monthly and annual basis. Apollo Smart displays real time temperature information too, whilst the unique ‘Days to Empty’ function reduces the likelihood of consumers running out of heating oil.” Alpeco Limited, the Aylesbury based liquid handling equipment company specialising in road tanker equipment, industrial meters, tanker loading skids chose FPS EXPO 2011 to launch the TE550 Checkmate II metering system which supersedes the original TE550 and boasts much advanced soft ware incorporating the facility to handle up to 7 different products, additive injection, fully automated temperature compensation and precise electronic flow and pressure control, all housed in a redesigned cabinet. With bulk fuel prices rocketing, commercial fuelling specialist Cameron Forecourt launched a monitoring package to provide a constant watch on valuable stocks.

ContrecEuropeLtd along with MHT Technology used FPS EXPO 2011 to demonstrate its ‘Windows’ based terminal automation soft ware package. This will provide a full audit trail of products loaded, monitor tank stocks as well as ensure the security of the depot using gage access and load scheduling, putting you in full control of your fuel. Dixon Bayco is recognised as one of the leading manufacturers providing innovative and reliable petroleum, dry bulk and FloTech overfill detection equipment to the tank industry throughout the USA and Canada. Over the past 5 years its EU subsidiary based in Preston has successfully promoted Dixons various petroleum tanker products in European, African and Middle East markets. In promoting FloTech at the Show, it comes with a 3-year replacement parts warranty backed up by a 24-hour helpline. Elaflex, the Hose, Nozzle and Coupling specialists displayed its popular XHD reeling hose with a luminous ‘NEON’ spiral outer cover. The origin is from the aviation industry regarding safety preventing hoses being driven or tripped over. The spiral maintains glow for a while after exposure to light. Also exhibited were ZVA AdBlue nozzles, AdBlue hose reel kit, hoses and hose-reels for Bio fuels. A Mobile hose Inspection service is also offered. Oil Tank Supplies has assembled the expertise and resources to offer a fully turnkey solution for the supply of all types of bunded storage tanks with capacities ranging from 1,000 litres up to 200 m3 litres, covering all wetstock product types.

The new TankWatch web-based fuel management system ‘completes the circle’ to provide total professional wetstock management. Used in conjunction with the Gilbarco Veeder Root electronic tank gauging and TLS monitoring equipment distributed, installed and supported by Cameron in the commercial market, the package provides real-time fuel monitoring via the Internet 24/7.

Recent installations include the self-contained MultiServe fuelling point now in service with Enterprise municipal waste and recycling for Gloucester City Council.The company specialises in the design and build of commercial fuel facilities to meet the operational requirements in road transport, marine, agricultural, utility and warehousing logistics. In addition to new installations, OTS also undertakes refurbishment and upgrade to existing sites.

Gulliver’s Truck Hire was exhibiting at FPS EXPO for the second year and showcasing at the Show this year was a DAF CF85 FTP. Sales Director, Neil Jeremiah commented, “Vehicles can be tailored to clients’ individual specifications for either long term or contract hire agreements. An additional spot

Companies looking to exhibit at FPS EXPO 2012 which is being held at Harrogate International Centre on 18 and 19 April 2012 should contact the FPS EXPO team on Tel: +44 (0) 1565 631313 or Fax +44 (0) 1565 631314 or e-mail: vc@ fpsonline.co.uk.

REPORT 111

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Text: Rob Van Dieten - rob@fleet.ie

FLEETTRANSPORT | JUNE 11

SOAPBOX

The Haulage Industry in 2040?

ver the last ten to fifteen years Ireland’s native indigenous industries, and in particular the transport sector in all its modes, have been paid little or no attention other than to have more and more bureaucracy heaped upon them by a clique of back-patt ing organisations. The elite that run these organisations appoint each other to yet more organisations they create and all the time ignore any input from those they administer upon. How did it get to this, that we have been lost to the public and body politic’s eye and sympathy, that they are not conscious of the value, indeed indispendability of our services to the economy? I believe we all sat back and let the good times roll, the mindset of our leadership really set the pace and a majority of us seemed happy to dance to the tune they played re-electing them time and again.

out the hard way, have passed all the bills to us, the workers and proprietors of SMEs. So now it’s back to grim reality and we in the road haulage industry have to fight to reconnect to the system, but first we have to reconnect to the public. What have we got to offer? Ireland unlike the USA still exports 90% of all the food it produces along with all the products from the many multinational companies that are proving to be part of

Dublin Port Company recently hosted two Conferences that have set an example that perhaps can be learnt from by the Road Transport Industry. The first was on ‘Soft Values for Ports’ and was a lecture by Prof. Eric Van Hooydonk and was quite simply how to develop a restoration of public support for Sea Ports. Prof Hooydonk told of how ports had either alienated themselves or allowed themselves to be alienated from the public they served were undervalued or ignored by the body politic' and that this was a serious loss for both Port and society. He spoke of how some Ports had never lost ground and of how other Ports were succeeding, slowly but surely regaining lost ground with well thought out policies. I respectfully submit that we in the road transport industry are in an even worse predicament.

The second Conference, opened by Minister Our former leader Bertie Aherne and ex-US for Transport, Tourism & Sport, Mr. Leo President, Bill Clinton would not be viewed in Varadkar was entitled ‘Dublin Port 2040’. It the same light by a majority of the Irish electorate asked the question of the many organisations but they have much in common. One of Clinton’s Announcing Dublin Port Company's major public and stakeholder that interacted with the Port just what it was they consultation programme to help shape the future development predecessors Franklin Roosevelt’s Government of Dublin Port until 2040 were: Lucy McCaff rey, Chairperson, (the organisations) saw as the Ports role now and introduced the Glass Stiegle Act in 1933 in Dublin Port Company; Leo Varadkar TD, Minister for Transport, in the future as far as 2040. response to the banking sector bringing America Tourism and Sport and Eamonn O’Reilly, Chief Executive, Dublin to its knees, and vowed it would never happen Port Company. Is it not time that we in the Road Haulage industry again. Mr. Clinton repealed Glass Stiegle in 1999 our salvation. We can tell a story of entrepreneurs did likewise? Let’s ask those we serve starting with to allow the US to lead the world in the new global that have carried the produce of our nation through the Minister for Transport, Tourism & Sport and financial industry (a world where it appeared the thick and thin: Seamen strikes, Port blockades, our customers just what it is he and Ireland expects US would not have to produce any hard goods victimising Traffic Law Enforcers and worst of all, of us? Having agreed to let us work together to build but would import all their needs). The US would heaped taxes and bureaucracy to nigh on impossible an industry that adds employment, value added be a world class manufacturer of derivitives and deadlines. What other industry has to work to two revenues and a high reputation for the industry levereged debt but history repeated itself and sets of time clocks each with their different rules to here in Ireland, and for Ireland when we represent American financial services again brought the US get from one island to another? Whilst all the time her abroad, it’s time to get off our knees and start to its knees. Today the US imports 85% of all the we are harried and harangued by a bureaucracy building the future. hard goods it needs, no one makes anything and that can only enforce against the compliant. Any they have fourteen percent unemployed. doubt that this was not the case and a figment of * If you have a comment or opinion on this article our imagination has gone out the window with the or its topic please email comment@fleet.ie Bertie Ahern held similar views, native manufacture RTE Prime Time expose and services were something only lip service was of the Taxi Industry. paid to and for the fi fteen years of his tenureship We have to get into the allowed an elite to go their own way. Indigenous mindset of the public and SMEs suffered most as bureaucracy heaped cost the body politic that the upon cost upon the sector, whilst he endorsed their logic of subsidising fuel gilt edge salaries and conditions; nothing was too for the farmer in Cork good for the elite. Bertie’s times were similar to or the fisherman from Roman times, what was good for the elite was good Donegal and then to heap for Ireland. During the row over the height of the tax upon tax on the only Dublin Port Tunnel, he made his views known. means of getting their Sure, what was the matter with a billion euro tunnel superb produce to the or two that wasn’t the same size as our motorway market in Paris, Berlin, network? The motorways he presided over in the Rome or Madrid is a 21st Century came complete (except they didn’t complete contradiction. have refuelling stops or crash barriers amongst The challenge to us is to other things). Neither he nor his elite were the ones reconnect but how? paying for these projects, they, we are now finding

FLEETTRANSPORT | JUNE 11

Text: Jerry Kiersey - jerry@fleet.ie

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