Fleet Transport

IRELAND'S LEADING COMMERCIAL VEHICLE MAGAZINE Inside!

INSIDE

Crossing Italy from Venice to Rome CONTENDERS: International Van of the Year 2015 Contestants REPORTS & REVIEWS: Multimodal 2014 • CV Show 2014 • FTAI Seminar FEATURES: Dennison Trailers • Hyster Big Trucks • Continental Tyres COMPETITION: Finding Ireland's Best Truck Driver with ENPROVA

JUNE 14

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Multi company Multi currency Multi platform Hosted options Fleet compliance Workshop & stock Manifests Mapping Rostering Multi legging Products Pallets Returns Holidays Documents Scanning Fuel costs Empty running Templates GPS Integration Purchase ledger Sales ledger Subcontracting Contracts Web Portals Quotes PODs In-Cab Apps HR and much more…

Contents JUNE 2014

Fleet Transport Magazine, D’Alton Street, Claremorris, Co. Mayo, Ireland.

Tel: +353 (0)94 9372819/ 9372826 Fax: +353 (0)94 9373571 Email: enquiries@fleet.ie Subscription Hotline: 094 93 72827 Editor: Jarlath Sweeney Contributors: Sean Murtagh, Paul White, Cathal Doyle, Jonathan Lawton, Donal Dempsey, Howard Knott, Jerry Kiersey, Rob Van Dieten, HSA, Joe O'Brien, Dr. Betty Maguire Photography: Jarlath Sweeney, Paul White, Cathal Doyle, Rob Van Dieten, Howard Knott, Joe O'Brien, Paul Sherwood, Donal Dempsey, Meccano Magazine, Cushla Dromgool-Regan, Marine Institute Administration: Orla Sweeney, Denise Owens, Paula Mullarkey Advertising: Mary Morrissey, Orla Sweeney Design: Eamonn Wynne

4 News • Iveco’s future is sound • Volvo Trucks gets lower • Ireland’s Best Truck Driver Competition launch • Lack of resources affect Driver Training • So long Fiat Scudo • A chance to win a model Volvo truck!

• Contenders for International Van of the Year listed • New WAECO CoolAir fits any truck • Mouvex MH6 Series compressors

FLEET TRANSPORT AWARDS www.fleet.ie follow us on twitter.com/fleettransport

36 Health Matters Keeping the ticker ticking

40 Legal Load Security

12 New Fleet 141 registered Scania, Volvo, Iveco and Hino trucks

42 Review II CV Show 2014, Part 2

14 Profile Dennison Trailers has reason to celebrate

20 Tyres Continental is re-evaluating retread trends 22 Launch Pad Hyster Lift Trucks covers all applications

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Diary Date: Thursday 2 October 2014

34 Materials Handling Part 2 of advice on buying a forklift

10 Cover Long haul drive in the Renault Range T in Italy

18 Report Freight Transport Association Ireland Seminar

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

33 Fuel Prices/Safety Matters

38 Review I Multimodal 2014, NEC, Birmingham

16 Fleeting Shots Pen Pictures from at home and abroad

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.

24 IVOTY Contenders • Nissan e-NV200 • Fiat Ducato • Iveco Daily • Ford Transit Courier

8 Interview With Vincent Portia, Project Manager, Peugeot Boxer

Printed in Ireland

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 | 3

44 Opinion Reflections mirrored 46 Finance KPI’s in transport 48 Comment A life in the freight transport 50-53 Fleet Maritime Shipping & Freight Newsletter 54 Soapbox A look at from within

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Telematics a must in Logistics 'Just in time' is nowadays a major part of the modern supply chain. After all, whoever wishes to remain competitive must offer economical, cost-saving and service-oriented business. These goals can be achieved primarily through optimal utilisation of the vehicle fleet as well as by systematic control of the transport process. For 14 years now, the freight forwarding company Logistik in XXL makes good use of the connection to freight exchanges and telematics systems.

To make the flow of goods even more transparent, 29 of the 180 vehicles of the fleet have been equipped with the software of one o fEurope's market leading providers Daimler FleetBoard. As TimoCom customer, the logistics agent has a double benefit.

The telematics-based internet service provider is a partner since the start of the manufacturer-independent tracking platform TC eMap.

Transport Barometer: Data from 15/04/2014 - 14/05/2014

www.fleet.ie

4 | NEWS 1

Positive future for Iveco in CNH

"T

he creation of CNH Industrial has made a positive impact for Iveco," stated Lorenzo Sistino, CEO, Iveco at the launch of the third generation of the Daily van and light truck range. "Last September, we completed the merger between Fiat Industrial and CaseNewHolland Global to create CNH Industrial. Now, we are a truly global player with a more simplified corporate structure," he said.

Mr. Sistino, whose career path has taken him through periods as head of Fiat Professional, together with terms at Fiat Auto and CaseNewHolland, went on to explain about that new corporate structure.

CNH Industrial has integrated three main business areas into one single company - Iveco trucks, buses and special vehicles; CNH agricultural

and industrial global presence, and as a group we are today one of the largest capital goods OEMs in the world."

CNH Industrial now consists of 12 leading industry brands, sold in 190 markets by a network of 6,000 dealers. Over 72,000 people are employed at 62 factories and 48 R&D Centres, Sales outlets and Country distributors. Over the past 5 years investment in R&D has topped €3.5 billion.

and construction equipment and FPT Industrial - Fiat Powertrain Technologies with its engine developments and manufacture. In all these sectors we are leaders, with a very well balanced commercial

Recently in Detroit, CNH Industrial presented its 5 year business plan with Iveco much to the fore. product improvements with a focus on making is truck offering better, by design enhancements, more efficient drivetrains and strengthening its service and aftermarket programmes.

Volvo FE goes Low

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low-entry version of the new Volvo FE for Euro-6 has just been introduced by Volvo Trucks. Specially designed for refuse operations and city distribution, the Volvo FE LEC (Low Entry Cab) features a low entry, flat floor design with superior all round visibility and space for up to four people. It also meets EU Whole Vehicle Type Approved and both EU and Swedish legislation - in addition to Volvo Trucks’ own stringent demands - on collision safety.

The new Volvo FE LEC is based on the latest generation of Volvo Trucks’ medium duty Volvo FE, so the chassis, driveline, design, instruments and controls are all more or less identical. What differentiates the Volvo FE LEC above all are the properties specific to the low-entry walk-through cab. Entry height is just 530 mm. With the kneeling function activated, this is lowered a further 90 mm. The doors can be opened 90 degrees and the floor

exit the cab. The kneeling function can also be turned on and off via a button in the instrument panel.

There is also the option of a 24 volt socket behind the driver’s seat, handy for powering a refrigerator, for example. In addition, it is possible to fit a reversing camera or a display for weighing the loaded refuse, via an adapter in the instrument panel.”

is flat throughout the cab.

“The Volvo FE LEC has been designed to make daily operations easier for the driver and crew.

That is why we attached considerable importance to the practical details,” explained John Comer, Product Manager, Volvo Trucks UK & Ireland.

“For example, the kneeling function is activated as soon as the parking brake is applied to make it possible to quickly and conveniently

“There is a constant increase in the demand for efficient refuse transport and smart solutions for city distribution. With the new Volvo FE LEC we meet our customers’ needs even better than before. For instance, we are the only manufacturer to offer a refuse truck with a low entry and automated manual gearbox as an alternative to a fully-automatic transmission.

Volvo I-Shift makes driving more fuel-efficient and the transmission’s lower weight means more payload,” explained Pernilla Sustovic, Segment Manager Distribution, Volvo Trucks.

Ireland’s Best Truck Driver Competition to be launched at Mondello Truck Show

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ull details of the inaugural competition to fi nd ‘Ireland’s Best Truck Driver’ will be launched at the forthcoming Mondello Truck Show next month. Sponsored

by Enprova and organised by Fleet Transport in association with Advancedrive, the contest is open to drivers of all ages. Applicants will have to go through a number of rounds before reaching the Grand Final held on the day of the annual Fleet Transport Awards taking place on 2 October 2014 at Citywest Hotel, Dublin. Th is will include driving the multiaward winning Mercedes-Benz Actros with FleetBoard telematics in a fuel efficiency crosscountry run along with a manoeuvrability test in the Final. Other heats will include a Theory Test, Vehicle Defect Inspection and a Load Safety examination under the watchful eye of the Health & Safety Authority.

FLEETTRANSPORT | JUNE 14

Byrne, Enprova. Enprova provides bespoke energy management measures for vehicles and corporate fleet.

Mark Dodd, M.D. Advancedrive is looking forward to this new competition which he has no doubt will help to further raise the standards and profile of the Irish Driver. Having guided Gabriel Warde to victory in the Scania European Truck Driver competition, Mark has the expertise and experience to fi nd Ireland’s top driver and get the due recognition at the Fleet Transport Awards Gala Dinner.

“Delighted to be associated with this event, looking forward to seeing and hearing about how Ireland’s Top Truck Drivers save fuel using the latest equipment,” stated Dermot

The return of the Mondello Truck Show last year was a tremendous success and the organising team has organised a bigger and better event for 2014 which will take place at the Circuit on 5/6 July next.

NEWS II | 5

Fuel Efficient Driving Programmes held back due to lack of resources

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ccording to new independent research commissioned by Shell, road haulage managers believe that greater adoption of fuel efficient driving behaviour holds the key to reducing fuel consumption but is hampered by lack of resources. The Shell Fuel Matters 2014 Study which undertook a comprehensive look at fuel management practices of more than 200 managers from road transport operators of mixed fleet sizes found that two thirds (67 per cent) single out improving their drivers’ fuel efficient motoring skills as the most effective way to reduce fuel consumption. Not only that, over half (54 per cent) think tackling the issue could single-handedly cut fuel bills by five per cent or more, while more than one in 10 (12 per cent) believe the saving could be greater than 10 per cent. Surprisingly, almost half, (46 per cent) also said they feel powerless to capitalise on the opportunity due to a lack of resources in personnel, funds for driver training and information.

Speaking to trade media on the eve of the Commercial Vehicle Show at the NEC, Birmingham, Phil Williams, Head of Shell Commercial Fleet UK explained; “In a world of tighter margins, stricter environmental legislation

driving behaviour lies in the effective use of fuel management telematics systems, devices that track vehicles’ fuel consumption and driver performance and, subsequently, identify areas for operational improvements. Yet despite this, the study also suggests due to a lack of resources many are struggling to make the most of the insights such systems provide. In fact, 9 in 10 (87 per cent) admit they are currently only able to use and action less than 60 per cent of the insights generated. Nearly half (45 per cent) are able to use less than 30 per cent. More than one in three (38 per cent) road haulage managers also harbour concerns about convincing drivers to adopt more fuel efficient behaviour in the fi rst place.

and a growing need to prove green credentials during customer tenders, fuel efficient driving can make a real difference to the profitability of a haulage business. This is why many operators feel frustrated that they don’t have the resources to capitalise upon the opportunities available.”

According to half (49 per cent) of road haulage managers, the key to improving fuel efficient

Phil Williams, in conclusion stated that the fi ndings are symptomatic of a major shift in the job itself: “Nowadays, the role of a road haulage operator has become more important – and much more complex. Not only are they required to manage day-to-day fleet operations, they also have to stay on top of emissions regulations, investigate new fuel and vehicle solutions, and fi nd ways to minimise fuel consumption. Many managers are telling us they’re just not gett ing the support they need to deliver this.”

Fiat to say goodbye to Scudo and hello to Pick-Up in 2016

Win a Search Impex W.S. Dennison model Volvo truck!

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*ON THE MOVE WITH FURNITURE!

Speaking at the launch of the New Ducato in Turin, Italy, Henrik StarupHenson, Head of Fiat Professional stated that the current Doblo Cargo will have its range extended next time around to fi ll the gap left by the withdrawal of the Scudo and the Ducato at the other end. He did not disregard that another joint venture may be found to enter the segment into the future.

The Fleet Transport Award 2013 winning company best known for distribution of furniture throughout Ireland, W.S. Dennison was established in 1979 with a workforce of only two - William Dennison and Liam Taggart, who continue to be the backbone of this family run business. From this small but enthusiastic beginning, the firm has expanded its workforce in furniture to become the largest in Ireland in its specialist field and the business now has two operating centres - in Antrim and Limerick.

iat Professional is to cease production of the Scudo mid-sized panel van after the dissolution of the agreement with PSA Peugeot/Citroën comes to an end in 2016. Concentration will be centered on extending the Doblo Cargo range and by the end of that year, a new 1-tonne Pick-Up truck will be developed and in production.

On the plan for the new 1-tonne Pick-Up truck, it will be co-developed by a as yet an unnamed partner. He sees great potential for this new product especially in African and Middle East markets where over 200,000 units are sold. Fiat Professional currently makes the Strada which is a smaller utility and sells in Europe and South America mainly. Speculation is that Fiat Professional may align with TATA, the Indian owner of Jaguar/Land Rover, which could be a perfect fit for both parties, or that the Italian brand will team up with North American sister brand Dodge Ram.

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t the recent Multimodal Show at the NEC Birmingham, customised promotional model vehicle specialists Search Impex released a 1:50 scale Volvo FH Globetrotter XL (4x2) tractor unit with 2 axle, stepframe, box van trailer, customised in the distinctive livery of W.S. Dennison (Antrim & Limerick).

To be in with a chance to win one of these exclusive Limited Edition models, please send in your name, address and mobile number to Search Impex/ Fleet Transport Competition, D’Alton Street, Claremorris, County Mayo or by email on enquiries@fleet.ie. Closing date 20 June 2014.

For details of availability of this and other models, collectors can visit the Search Impex website at www. hi k or callll them h on 0044 1332 search-impex.co.uk 873555. www.fleet.ie

6 | NEWS 111

New vans by the dozen contest International Van of the Year Award 2015

T

welve new vans launched this year in Europe from individual brands and joint-ventures between manufacturers will contest the most coveted prize in the business – The International Van of the Year Award (IVotY).

The judging panel consisting of 25 leading journalists from Europe’s top commercial vehicle publications now has the difficult task of selecting the overall winner which will be announced and presented at the IAA Commercial Vehicles Show in Hanover, Germany next September. Every aspect of the van’s design, technology and drivetrain is under consideration during the adjudication process.

According to Jarlath Sweeney, recently elected Chairman of the IVotY, there has never been such a busy year with new launches from the van industry. “New van introductions don’t come

around too often but this year has been phenomenal with practically all brands involved in developing new product, primarily in the advent of more stringent emission levels,” stated Jarlath. “It can be said that 2014 is definitely the Year of the Van for the IVotY,” he added.

Regarding the line-up for the 2015 award, Ford has two contenders in the new 2-tonne Transit and its new mini cargo van, the Transit Courier; while Fiat Professional and PSA Peugeot/Citroën have brought out an evolution of their respective Ducato/ Boxer/Relay (or Jumper in some markets).

Renault’s joint venture with GM Opel/Vauxhall sees the introduction of all-new Trafic and Vivaro vans together with a makeover of their Master and Movano LCVs respectively.

The third generation Daily from truck brand Iveco

is also totally new as is the Nissan e-NV200, the only all-electric van in the race to Hannover on this occasion. Another strong entry is the newly developed Mercedes-Benz Vito panel van.

The new Nissan NT400 Cabstar and the latest FUSO Canter were on the original long list but were deemed light trucks.

Jury members will initially reduce this long list to a shortlist in the first voting ballot in midAugust with the final vote taking place in early September. Details of the shortlisted finalists will be announced then.

New WAECO CoolAir RT 880 Stationary Air Conditioner - Fits almost every truck

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ewly designed, the WAECO CoolAir RT 880 roof air conditioner, in addition to the high-performance compressor, the maintenance-free refrigerant circuit and the tried and tested CoolAir series now comes with an installation concept that has been once again improved. WAECO CoolAir adds comfort and safety to every truck and offers tailor-made installation kits for all major truck models.

From now on there is even a custom version to fit the 12-degree tilt of the cabin roof of the latest Iveco Stralis. Trucks dedicated to International haulage can also be turned into cool air-conditioned comfort zones, thanks to the universal installation kits. The ultra-compact design of the new WAECO CoolAir RT 880

provides yet another significant advantage: all components are integrated in a single housing, this means fast and easy installation and eliminates the need for maintenance. The system is selfcontained and hermetically sealed. There’s no need to fill up refrigerant.

trucker’s “living area”.

WAECO’s new stationary truck air conditioner’s new low-profile, shape and design makes it look even more elegant and dynamic. Th is serves the purpose of reducing the aerodynamic drag and thus cutting the operating costs. The new design was also applied to the interior control unit, which is now structured even more clearly.

The display now shows blue digits to match the application, and the operating symbols are even easier to use. High-quality materials and smooth surfaces create a comfortable atmosphere in the

WAECO CoolAir RT 880 is also suitable for vehicles of all ADR classes and the system is e-certified and can be remote-controlled from the driver’s bed for enhanced comfort and convenience. In addition to the base unit of the roof air conditioner, customers may require a vehicle-specific installation kit, or one of the universal installation kits. The upper shell of the CoolAir RT 880 can be spray-painted at a later date to match the cabin design.

Less is more with Mouvex MH6 Series Compressors

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ransformed by Mouvex and powered by Hydrocar the new MH6 Series Screw Compressor is 70% lighter (compared to existing standard applications), therefore, offering higher payloads. The latest Mouvex product combines its proven screw-compressor technology with a Power-Take Off (PTO) from Hydrocar.

According to Hi Power, its sole Irish distributor (Cork/Dublin/Belfast) the result is a combination

FLEETTRANSPORT | JUNE 14

screw compressor/PTO package that mounts directly on a vehicle’s gear box, resulting in manual weight and higher payloads.

Its compact design has no drive shaft or mounting bracket (for easier installation on Euro 6 truck) and there are no exposed rotating shafts for improved safety. Maximum transfer rates (up to 600m3/hr / 2.5 bar). Other improvements include low noise operation and maintenance free as the lubricating oil comes from the truck’s gearbox.

The well-proven technology also contributes to this. It provides extraordinary cooling performance and makes highly efficient use of the vehicle’s battery capacity.

Trailer ABS/EBS Training Course

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his month AGE Ltd is holding Trailer EBS/ABS Training Courses around the country. These courses are suitable for all Commercial Vehicle Mechanics interested in learning about the latest developements in ABS/EBS braking systems, Parameter set-up and configuration, Brake Force Distribution beteween Truck and Trailer, and Valve replacement.

"Courses will be held in Dublin on 15 July, Wexford 16 July and Cork on 17 July. "Starting at 9am through until the Q&A session at 5pm, it promises to be very worthwhile day of training," explained Willie Barry, Sales Director, AGE Ltd. To find out more or to book your place please contact Geraldine on 022 53684 or Willie on 087 9172409.

DENNISON

8 | INTERVIEW

One-to-One with Vincent Portia, Project Manager, Peugeot Boxer

by Jarlath Sweeney, Chairman, International Van of the Year Jury

A

long the test drive route north-west of Paris during the International launch of the new Peugeot Boxer, Vincent Portia felt very much at home as the Project Manager for the fourth generation Boxer commercial range was born close by. He was tempted to neglect his navigation duties to pay a visit to his mother but we had too much to talk about with this new product range.

One of the fi rst questions asked was what are the major differences between the Peugeot Boxer and the Relay from its sister brand Citroën and R&D partners Fiat Professional with its Ducato.

“Well,” he began, “the drivetrain is different as the 2.2 litre HDi Euro 5 engines developed with Ford have 110, 130 and 150 hp. There is also an eco-friendly eHDi version with Stop-Start technology that reduces fuel consumption and emissions. The 180hp 3.0 litre HDi is coming from Fiat and like the Italian brand caters for the motorhome sector.” What about the inclusion of automated transmission? “No, not at the moment.” How about CNG Natural Gas Power?

“No.” Other differences include that the chain driven timing belt is guaranteed for the vehicles’ life unlike the synthetic material used in the Fiat’s belt driven system.

When will we see Euro 6 technology introduced?

“By October 2015 for the passenger and combi versions (5 to 9 seater) and the following March for LCV’s,” he said. Will it use Selective Catalytic Reduction (SCR) technology? “Yes and we will be upgrading our dealer network in terms of qualified technicians and availability of AdBlue for the customer’s vehicles. There will be an advice kit in each vehicle also,” explained Vincent.

Peugeot has kept the overall gross vehicle weight to 4.0 tonnes, unlike Fiat which has 400kg more, why? “Simply because demand for above 4.0 tonnes is small, mostly for integral campervans."

Relating to markets, how is the Boxer performing, in Europe and the rest of its regions where sold?

Boxer has 7.5% market share for the 29 countries in the European region, up 1.3% since the third generation launch from 2006. We came into the market in the ‘90s, so we are still young in this sector but are happy with our loyal following.

One thing that we are cautious with is our growth pattern, we must be able to master this, because if it grew too fast, we can lose control and residual values can be affected. Currently we have almost 1,000 Peugeot Professional Sales Centres or Business Centres as we call them around Europe with special showrooms, trained sales personnel and technicians, provide replacement vans and fully equipped workshops.”

FLEETTRANSPORT | JUNE 14

Export markets then? “We are strong in Africa, Russia, Mexico and South America as in Chile and Argentina and the Gulf region.” Vincent mentioned that the old Boxer is still sold and built in Brazil and that it is marketed in Mexico as the ‘Manager’. “Russia is a big concern for all manufacturers,” he said “and Ukraine is a no-go area, despite selling 350 ambulances there last year.” Have you tested the markets leading up to the new Boxer’s launch? “Yes, we were in touch with our B2B-Business to Business customers around Europe, including the UK where we met with some major fleet customers. They liked it, especially the improvements made and the higher levels of technology fitted such as ESP 9 from Bosch and the many other electronic items fitted.” These items include Lane Detection System, Speed Control indicator, Hill Hold and a special comfort pack with some extras like leather steering wheel and gear knob, auto air con, etc. Vincent also mentioned that there are two types of tow bars fitted ex factory, one fi xed for professional/heavy duty work and the other demountable for leisure pursuits. Racking or Shelving Systems have been specified by Sortimo in some countries around Europe and the cradle or dock for iPods/Smart Phones, like the Ducato will be available in the last quarter of this year.

Vincent stressed the lengths PSA Peugeot/ Citroën went to prior to the launch of the Boxer and Relay (as he is in charge of both vehicles in his brief) such as the 4 million kilometres of testing under extreme conditions.

Improvements made to strengthening the body framework, water sea ls and durability of the doors which have been redesig ned were put under the cosh. Larger brake discs to enhance ser v ice life have been developed also.

Back in the factory quality control tests, over 1,800 items were

thoroughly scrutinised.

Vincent was then asked if we will see further progress with PSA's new relationship with Toyota? “Yes, at the moment we are building the Proace for Toyota under contract and are currently negotiating on how we can continue.

We are very happy with the arrangement. They recognise the quality of our production at our Sevel factory.”

Mr. Portia is pleased that the perceived quality of the brand has been enhanced with the new Boxer.

“You can see by the improvements made to the interior with the higher grade materials used,” he emphasised. With regard to four wheel drive technology, the Boxer also uses the AWD system from Dangel, the French specialist, just like Fiat.

Similar to the Ducato, the Boxer is sold with 4 length types, 3 roof heights, 8 load volumes and chassis cab, crew cabs, 5-9 seat people carriers and flatbeds. Various bespoke body conversions can be specified including refrigeration units.

Finally, relating to the campervan market, Boxer will still be supplied to the various French coach builders and Baileys of Bristol, one of its best customers. Vincent also mentioned that the company is currently considering the development of a fully integral campervan with a big name specialist.

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10 | COVER

Two hard days and one good night on board the Renault Trucks Range T

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ith respect to the famous Beatles song 'Hard Days Night', it’s been two day’s driving and one pleasant night on board the new Range T tractor-units from Renault Trucks. The event involved a 620 km drive from Venice to Rome as part of an informative and interesting familiarisation programme for International Truck of the Year members. All of the Renault Trucks’ Senior Management were present to address the journalists and answer any queries relating to Renault Trucks’ new flagship range that replaced the iconic Magnum and Premium Long Distance models in one swoop. With its aerodynamic cab, developed and tested with the aid of a wind tunnel, the T combines the Premium Long Distance’s (LD) efficiency and low fuel consumption with the Magnum’s comfort and prestige – in a single new vehicle.

According to Chief Designer Hervé Bertrand, Premium LD customers are overwhelmed by the additional space offered with the new T while the traditional Magnum driver is taking a bit more time to be won over.

There is no doubt that once ‘the bum is on the seat’ any resistance will diminish immediately.

Following is a report on the 620 km drive from Venice to Rome in the Range T plus details on specification.

The drive across Italy – Venice to Rome Twenty four gleaming ‘Silver Dream Machines’ in the shape of the new Renault Trucks Range T awaited the long distance test drive from Venice to Rome over two days for members of the Truck of the Year jury. The chosen route took us through the tolled highways (Autostrada) indicated by the green signs, to the blue signed free routes (motorway and dual carriageway). But the journey was not all smooth running, clearly demonstrating what a truck driver has to endure everyday - road works, single (narrow) lanes, tunnels, crazy car drivers coming off intersections without stopping, and of course, speed cameras. Most surprising was the poor surface of the roads, especially on the second section of leg 1 from Bologna to Siena.

The earlier section from the seashore car park at Venice to the outskirts of Bologna in the T460 Comfort Sleeper Cab was accompanied by Michael Felix from Renault Trucks’ Engineering Department. The 185 km covered was effortless and the drivetrain delivered good fuel figures of 26.8 L/100 km (8.78 mpg) on the hilly route with the ACC and Eco level on the Cruise Control set at 2 and 1 respectively. Average speed was 68 kp/h.

The 12-speed automated shift worked seamlessly with the 11 litre DTi diesel with auxiliary braking enhanced by the Voith retarder. At 80 kp/h the rev needle remained at 1,150 rpm. The Fruehauf box trailer was loaded with 12 tonnes. The second phase undertaken after lunch at the Agriturismo Isola del Sasso, Marconi, was certainly more arduous on driver and machine. An accident on the motorway led to a traffic standstill while road works brought the dual carriageway down to a very narrow single lane, not to mention the poor road surface which had the front and rear suspension on the T460 standing firm against it.

As per the inaugural drive last autumn in Normandy, France, the all round visibility of the newly designed futuristic cab was praised, as was the driving position with the multiadjustable steering column.

Recaro seats add to the driver

FLEETTRANSPORT | JUNE 14

comfort. On the steering adjustment, getting the perfect position is difficult as the column is stiff and takes a bit of force to manoeuvre. Hervé has acknowledged this and agreed that the sound system could be better and the re-positioning of the speaker for the Bluetooth connection to ear level. An aspect that cannot be improved is the fact that the windows do not slide down fully making access to the Toll ticket booths a long stretch and while I’m at it, reading the trip recordings on the dashboard is a bit of a strain too. Controls on the steering wheel cover the audio system, trip info and other related drivetrain data and resume settings for the ACC/Cruise Control. The lever for the engine brake/retarder is now moved to the right of the steering column, just above the switchgear for the gearbox (auto/manual modes). By the time we got back to the stop off point at Castle near Siena, a good sleep was prescribed. And the T520 High Sleeper duly obliged.

Christopher Bardinet, who works in the Drivetrain Department at Renault Trucks, was the navigator on the second day's 250 kg run to Rome. We were on board the same T520 Comfort High Sleeper that was slept in by me the night before. Obviously, the bigger 13 litre engine with 60 more horses than the 11 litre 460 was evident. The steering did feel a little lighter than the version on leg 1. The drivetrain was smooth, quick and sweet with gearshifts happening quickly and efficiently. When needed, the Voith retarder pulled back the force powerfully and the fuel economy of 20.9 L/100 on the first 160 kms was a major achievement.

At the end of the run that figure had moved above 23 L/100km with the average speed down from 75 kp/h to 65 kp/h as traffic around Rome en route to the airport was busy and slow. At the end of the two days, a great experience was had, well done Renault on what you have developed and achieved since setting out with this goal seven years ago.

Sleepover By the time we had dinner, the Renault Trucks’ Demo team had unhooked 10 High Sleeper cabbed T520s and lined them up for the journalists who volunteered to sleep in the cabs for the night. On the induction phase, we were shown how to pre-set the cab heating system, so to have it comfy for the night’s rest. As temperatures dropped substantially

COVER | 11 scales down to 24 litres for the split-level floor on the Sleeper cab.

Handover Procedure

late evening in Siena this was a welcome move. A soft pillow and sleeping bag was also provided.

Th is pillow was placed at the passenger end of this left-hand-drive unit, the cubby-hole and two drink holders were at the other side-wall! On the bulkhead was a storage area, but not suitable for placing the phone or glasses overnight. Smaller pods for these items would suit.

Once settled in the lower bunk (the high cab’s flat floor was invaluable for dressing, etc) and remote control in hand, functions such as cab lighting, radio, telephone, heating and air-con, door locks, window opening and roof hatch can be operated.

Forgot to mention that daylight reflecting blackout curtains not only keeps out prying eyes but also keep the cab cool when parked in the sun. Finding a comfortable sleeping position wasn’t a problem but I felt that the extendable mattress (to 800mm) was tilting down towards the floor a little too much, probably due to the parking position of the trucks.

The whole atmosphere of the cabin was pleasing, as soft lighting enhanced the experience. For night driving the interior lights are red, the same colour used in submarines as Chief Designer Hervé Bertrand informed us earlier. Apart from a few drops of rain intermittently during the night, the experience was pleasant. Underneath this bunk was a massive (40 litre) fridge which

Editing a three hour presentation into one was the task ahead of Jerome Oliver who developed the Handover Procedure that is carried out when customers buy a new Renault Range T. While we got the shorter version, the data presented was very interesting, giving us a major insight to the most part of the technology introduced into the new truck, especially the switchgear and information downloads. Starting with the correct use of the multi-function key-fob to the many modules of the Display Overview it’s all about the maximum use of same to gain the desired efficiency from the investment. Various colours such as blue, green, orange and red are used for specific reasons while the electronic park brake can test the strength of the brakes on tractor-unit and trailer. While the memorised set speeds are controlled by two buttons on the steering wheel, to engage same initially is done by rotating a switch on the centre console.

OptiRoll or EcoRoll as other brands call it, displayed by an E+ on the middle dash area, puts the engine into semi-neutral to reduce revs on descents, thereby saving on fuel. Cruise Control and Adoptive Cruise Control (ACC) is switched on or off by this rotary switch which also has three Eco levers that control the minimum and maximum speed the system allows, e.g. from 7580-88 kp/h for Level 1. Set 2 is 77-80-85 kp/h.

Jerome interestingly stated that if the cruise is set at 80 kp/h (as per the legal limit) up to 2% can be saved on fuel compared to being set at 90 kp/h.

Another worthwhile installation is the Front Collision warning which was put into good use when a wayward white Fiat Panda driver came out from an intersection and then slowed down after pushing its way out to the motorway. An alert sound from the hooter sorted the problem pronto, which sounded automatically. Thankfully there was no further drastic stopping action necessary from the system.

Finally, the Lane Departure System kept us honest, helping us to remain on the lane in a straight line.

Renault Trucks Range T in brief • • • • • • • •

• • •

Single vehicle Long Distance haulage model range replacing the Magnum and Premium Route.

All new aerodynamic cab with Euro 6 drivetrain.

Delivers up to 5% savings on fuel consumption.

Reliable, durable and economical.

Subject to 10 million kilometres field testing with customers prior to launch.

Spacious 2.5m wide cab that’s well equipped with comfort and safety items.

4 cab types – High Sleeper with flat floor and Sleeper plus Day Cab or Night/ Day Cab. Two engine capacities, 11 litre and 13 litre offering power options from 380 – 460/440 hp – mated to 12 speed Optidriver autobox 520 hp.

3 types of engine retarder – Exhaust brake, Optibrake and Voith hydraulic from 203 kW to 450 kW. Aftersales back-up improved with over 1,600 Sales & Service outlets across the world.

Customer support and guidance available through finance, driver training, telematics, repair and maintenance programmes.

Testimonials Soon after production started, demand for the new Range T from customers and conquest sales began rolling in. Some were part of the original field test programme before launch and then chose to add the new Renault flagship to their fleet. Former Ferrari and McLaren Formula 1 driver Gerhard Berger who runs Berger Logistik GmbH in Austria placed his trust in their first T460 Sleeper Cab for international transport work, having been satisfied with the fuel consumption of their Premium Long Distance trucks.

British road hauliers Clive Cowern Transport Services bought three Range Ts, “The Range T drives really well and the gearbox is superb, which is what we are looking for. The cab is very well laid out with a good floor so I can’t see any of our drivers complaining, which is important because driver appeal is a key factor for us. Fuel economy and reliability are critical to our operation,” he said.

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

www.fleet.ie

12 | NEW FLEET

Bradley Transport chooses New Volvo FLs McElvaney’s & Scania.. again! by the Dozen he recent purchase of five new Scania “We specialise in on time delivery to and from at La Rousse!

R440 EGR 4x2 Highline tractor-units the UK and Europe and we fi nd both Scania

T

adds to Bradley Transport’s already extremely impressive fleet. The Buncrana, County Donegal company was very satisfied with the previous ten Scania R440 EGR trucks also bought from McElvaney Motors in 2012.

and McElvaney Motors are a good fit for our business, we were very pleased with the ten Scania R440’s we bought in 2012 so we decided to add another five this year. We also like the fact that we don’t have to worry about AdBlue and with fuel returns between 9 and 10 mpg we know exactly what our costs are going to be,” stated Peter Bradley.

Adr ian McElvaney, M D., McElvaney Motors commented on the deal, “Bradley Transport is a pleasure to deal with and run a very professional outfit. They know what they want from their trucks and their service provider and we are proud that they have chosen Scania and McElvaney Motors again.”

T

ristan Geoghegan, Financial Controller at La Rousse Foods worked closely with Joe Lynch at Irish Commercials, Naas, Main Volvo Truck dealer, and through the consultation process secured a deal for twelve new Euro6 Volvo FL12-tonne rigids.

Each of these new trucks, are maintained on Volvo’s Gold Contract which has been designed to also include the vehicles’ refrigeration units, tail lift and tyres and road tax. “The fi xed costs offered by the Gold Contract, the full transport solutions and general after-market back up offered

by Irish Commercials was a win-win for us,” Tristan explained. “Th is offered us immediate and obvious benefits in terms of the management, operation, administration and cost of running our fleet.”

New truck sales surge at Long Haul Commercials

M

artin Hough at Long Haul Commercials, Tullamore, County Off aly is of the opinion that the recent sales surge of new trucks is a sign of a recovery but as previously stated; “It’s just replacing worn out plant for those who want and need to stay in business.”

He was pleased to secure a major sales coup with ten new Iveco Stralis 450hp 6x2 tractor-units for Condron Concrete Works, located at Arden, Tullamore.

Specification for the new vehicles took into account the needs of the business and driver safety and ergonomics with the inclusion of ESP - Electronic Stability Programme, reverse camera, hill hold, cruise control, and air-suspended heated seats. The 21ft Quinn’s of Athenry built fridge body with Thermo King T800 Multi-temp whisper fridge and Dhollandia slimline 1.5 tonne slide away tail-lift, both supplied by Ballinlough Refrigeration comes with double side door, triple rear door, personal access door and a data acquisition system enabling remote management and monitoring of the fridge temperatures.

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The second photo is yet another new 500 horsepower Stralis 6x2 tractor-unit for Molihan International Transport, Deerpark, Ardagh, County Longford. Th is brings Molihan’s Iveco truck numbers up to twenty-five, according to Martin.

Picture number three is a new 7.5-tonne GVW Hino 300 Series, with an McClean built 20-foot curtainsider, sold to Donal O’Meara at Roscrea Express, County Tipperary.

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FLEETTRANSPORT | JUNE 14

Text: Jarlath Sweeney - editor@fleet.ie

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14 | PROFILE

Dennison Trailers: Keeping the wheels of innovation turning

A

t the recent Multimodal Show in Birmingham, Dennison Trailers kicked off its celebrations of 50 years in the trailer industry. At the show the very fi rst Dennison trailer was proudly on display and when you look at it compared to a modern day trailer, it shows how much trailer design has evolved in the last 50 years.

Speaking to David Dennison, who is one of three second generation family members in the business and who now looks after Product Development and Innovation, he gave a fascinating overview of how product development has changed in the company over the 50 years and also how this legacy is serving the company well going into the future.

The Early Days David pointed out that the main ideas in the early days of the business in the mid 1960’s came from his late uncle Jim. In the Dennison Lancaster factory, which is headed up by Jim’s son James, there are some of his notebooks where he drew various ideas and recorded basic designs for new products. David pointed out that trailer

First Dennison Trailer produced.

FLEETTRANSPORT | JUNE 14

design and regulation then was very basic. The UK and Ireland did not bring in construction and use regulations until late 1966, and as a result the manufacturing process was very lightly regulated.

As the business progressed and legislative changes altered the design process, Dennison had the product knowledge built up by experience and manual drawings which were still used at the concept stage. Robert Dennison, another of David’s uncles, developed some of the key products during this time including the 14 lock slider. Th is has proved to be an important part of the product list to this very day.

then drew them into the new CAD based systems. The engineers also undertake various stress calculations on the new products coming through.

Stress calculations became more important as Dennison took weight out of its volume products and the manufacturer wanted to ensure that its products survived in the field. Dennison also used an outside consultant, Norman Simmons, to assist with some of these. Today Dennison has an engineering design team of 6 people, the most senior of whom is Martin Costello who has been with the company 20 years.

Today Robert altered the mindset in the business from not only designing trailers but linking new designs to lean manufacturing methods.

Robert can be credited with instilling a culture of innovation that lasts to today. One of his key mantras was that product had to be stood up at a price the market would accept and therefore innovation was key.

By the early 1990’s professional engineers were employed who took the concepts and

He contrasts the early days with today where you have three schemes that govern how a trailer is deemed road legal. These being European Whole Type Approval, national small series where up to 250 of the same type are produced annually, or individual approvals by the various EU Member States. Th is poses plenty of challenges when one is designing and building trailers. Firstly only components approved under the whole vehicle scheme can be used in the design. If a customer asks for some component not on

A Scandinavian link trailer and slider

PROFILE | 15

Martin Costello, Engineering Manager

The design challenges in Europe are around height and length. In Germany a 4 metre height is the limit while in Scandinavia, length is the limitation but the company has had success with its link trailer which allows a combination of 25.25 metres.

David Dennison, Dennison Trailers.

the manufacturer's list, there is a whole series of steps to get it added. Th is has led to a more standardised product offering.

Dennison Trailers won a major exporting award in 2012 for new products going to Germany and when asked what impact the expansion into Europe has posed, David replied that the basic design process is the same. "You get the concept and then you have to work through all the issues from when is it legal, to will it work, can you achieve the appropriate weight distribution between the kingpin and the axles etc.," he said.

David openly admits that a lot of the early conceptual work on new European designs can be hand drawn as you describe something to a customer or are looking at ideas. However within days the outlines are into the new 3D soft ware.

Th is has been one of the great advances in trailer design as you see a model of the trailer on screen and can really see a lot of issues before you have even cut a piece of metal. He points out that in 3D you get a lot of advantages that the business and customers benefit from. He tells the story of a German customer looking for a very weight conscious trailer that had to be under 3300kg.

David designed the trailer and gave him the weight from the soft ware of 3175kg. When put on a weight bridge the docket showed 3180kg.

The role of the engineering and product team is not only about new products, he points out, they are constantly evolving the product from feedback given. One of the issues recently addressed has been XL Certification of headboards. As load restraint grows in importance, the company achieved EN12642XL on its headboard range.

The business is faced with the day to day challenges that customers face, and Dennisons has to keep pace with developments.

Asking David does he see things sett ling down on the design front now that Type Approval has sett led in the industry, he said it’s very unlikely. Among the range of issues on his desk are an upgrade of a PLM to the Solidworks 3D package, he has four development projects for this year, and the constant attention to current issues coming through from long established customers.

Looking forward he muses on how trailer design and the product will look in 50 years from now.

The issues that will affect design imminently are light weighting, fuel economy, telematics and the need for performance measures for the customers. He states that the rate of change is fast - since he joined the company braking systems have evolved from air to electronic, lights from bulbs to LED, now the issues are fuel economy. One thing is for sure, the company has not stood still over the last 50 years and it will not be allowed stand still going forward.

A new Dennison trailer exported to Germany Texts: Rob Van Dieten - rob@fleet.ie

www.fleet.ie

16 | FLEETING SHOTS

MAN provides customized truck for FC Bayern celebrations

O

n Saturday 10 May, German Bundesliga Champions FC Bayern Munich celebrated their 24th title with a triumphal procession through the streets of Munich. As one of the club’s official partners, MAN Truck & Bus provided the perfect vehicle for the celebrations again in the form of its specially designed open-topped truck.

The adapted truck is based on MAN’s TGX flagship 26t model with 400hp, converted at the Truck Modification Center in Witt lich, with the roof of the driver’s cab removed to give fans a better view of their

to “party”. There is also a bar, DJ equipment, and a toilet - just in case the journey to Marienplatz takes a litt le too long.

MAN has been the official partner of FC Bayern Munich since 2008.

idols. The engineers then constructed an extra platform with railings especially to provide the players, coaches, and officials with enough room

The contract was due to come to an end but has been extended for the coming season by another three years until 2016. As the commercial vehicle partner, MAN provides the record Champion’s official team coach. Even the FC Bayern basketball team travels to its away games in a MAN.

First & Third for Combilift backed Moffett Brothers

M

onaghan rally driving brothers, Sam and Josh Moffett of Combilift and Aisle Master fame, recorded a memorable fi rst and third in the recent Cartell.ie Rally of the Lakes in Killarney. Sam Moffett and co-driver James O’Reilly could scarcely believe their achievement as they arrived back at Rally HQ at the Gleneagle Hotel on Sunday evening as overall winners of the third round of the Clonakilty Blackpudding Irish Tarmac Rally Championship. Josh with John Rowan secured a solid third in their Mitsubishi Lancer Evo 9 to record a class win.

The County Monaghan duo survived Sunday’s challenging route that saw two different rally leaders crash out in the space of four stages. It marks the Ford Fiesta World Rally Car crew’s second international rally win after they claimed the spoils on last June’s Donegal Rally.

slotted into second place and started day two less than ten seconds off the lead car, with Moffett the best part of a minute behind.

The rally got turned on its head when Boyle crashed out on stage ten, the fi rst running of the Lough Allua test and this left Kelly will a solid lead. He elected to back-off over the remaining four stages in an effort to secure his first international win. However he backed off too much and Moff ett reduced the gap to just 25 seconds with 25 kilometres left to run. Once again the rally got turned on its head when Kelly put his Ford Focus off the road and out of the rally on the penultimate test at Fuhiry.

Donegal driver Declan Boyle, fresh from his victory on the Circuit of Ireland over Easter weekend led from the outset although he was complaining that his Subaru Impreza was down on power and that he was overdriving it as a result. Fellow Donegal man Donagh Kelly

“When Declan crashed out I could see there was a chance of the win. I don’t know if I put Donagh under pressure. That last stage was one of the slowest I ever drove but I just wanted to make sure I got to the fi nish,” said Sam.

Ireland Heads West for Emma Vintage & Classic Show

K

eep 28/29 June in mind to when the Help Emma Beat It Trust Fund is hosting ‘Ireland Heads West for Emma Vintage and Classic Show’ at Ballybrit Racecourse, Galway.

To date an increasing number clubs and individuals have booked and confirmed attendance from all over Ireland with interest growing day by day. The display of vintage and classic vehicles promises to be the biggest ever

FLEETTRANSPORT | JUNE 14

seen in the West of Ireland with exhibitors all keen to support Emma Naughton Heavey (16) who was diagnosed with a rare form of liver cancer. Her father Tom Heavey, is the well known Publisher and Managing Editor of Irish Vintage Scene, the hugely popular vintage and classic vehicle magazine.

As well as the array of car clubs attending, tractors are coming from near and far, as will steam engines from across the country.

Taking centre stage will be the world’s most valuable and highly desired steam engine, the 1925 Burrell Showman ‘Dolphin’ that travels over from Scotland.

Text: Jarlath Sweeney - editor@fleet.ie

18 | REPORT

‘Up to 25% of truck accidents linked to unsecured cargo’ – Freight Transport Association Ireland Information Seminar

T

he Freight Transport Association Ireland (FTAI) hosted another in its series of free information seminars for the transport industry at Dublin’s Carlton Airport Hotel. In his opening address, Neil McDonnell (General Manager, FTAI) welcomed everyone to the event, stated he was “encouraged to see an increasing number of new non-members attending.” Neil then delivered a progress report on some of the issues the Association is currently working on. He also gave an Aidan Flynn, Freight Transport Association Ireland. update on the FTAI Accreditation programme, noting that almost 80% of the membership have achieved Bronze level with seven companies now advancing to a Silver level.

Deirdre explains that employers have a duty to provide instruction and training, and the different responsibilities need to be clearly outlined in their business. Also an appropriate person should be appointed to sign off on loads. To assist operators the HSA provide a raft of information to help companies improve safety in the workplace, and all of this information is freely available. In closing Deirdre stated, “we are not going around hammering people at the moment, most of what we do is advisory.”

Though she advises that the HSA will be conducting premises visits throughout the year. Some of these checks will be specifically targeted, and others will be follow up inspections from roadside checks.

Neil explained the Association’s policy was “to work with industry and to work with the industry’s governing bodies.” He explained that the evening’s seminar was to focus on the issues of load securing, and safety in the workplace.

In keeping with the policy of working with governing bodies. FTAI had invited Deirdre Sinnott (Senior Inspector) with the Health & Safety Authority (HSA) to deliver a presentation on the subject.

Delivering an update on the topic of vehicle maintenance, the FTAI’s Senior Engineer Gary Greene highlighted data from the Association’s most recent independent vehicle inspections.

The figures indicate that much remains to be done. Across the previous 185 inspections they discovered 675 vehicle defects. 57% of these defects related to issues that the driver should have discovered during a daily walk-around check. What is more disturbing is that 60% of the 57% were items that would result in a CVRT failure. Gary noted that as the Road Safety Authority implements the ‘Commercial Vehicle Operator Risk Indicator,’ there is an opportunity for operators to help themselves achieve a positive score through improved driver training and record keeping.

Deirdre noted, “In the ten years between 2003 and 2013, twelve people had lost their lives as a result of unsecure loads.” In addressing the tragic figures she said, “I cannot achieve what I need to achieve on my own, and the HSA is keen to work closely with industry and with stakeholders like FTAI who has integrated it into their portfolio.”

Deirdre Sinnott , Senior Policy Inspector, Health & Safety Authority

While the whole area of driving for work and workplace safety can be confusing, many operators are unwitt ingly leaving themselves, and their businesses at risk of contravening the regulations by not being better informed.

Keeping informed is what professional operators will always endeavour to do.

While the loss of life noted for the ten year period life is tragic, Deirdre readily accepts that there have been some improvements during that period, and noted the wider use of seat belts as an example. Although she questions why everyone readily accepts that seat belts prevent damage to precious human cargo in passenger vehicles, the same mindset does not extend to the transport of goods in commercial vehicles.

The HSA’s idea of appropriate load securing, does not simply mean the correct number and type of restraining devices used to prevent a load from moving - it goes much further than that.

Deirdre explained, “One of the corner stones is about having safe systems of work.” She asked the audience “who is responsible for ensuring that a load is secure?” General thinking is that ultimately the driver is responsible, however that is not necessarily the case. Deirdre added, “Everyone in the transport chain has a role to play, and in ‘HSA speak,’ we talk about the employer and the employee obligations.”

FLEETTRANSPORT | JUNE 14

Nevertheless as the ‘EU best practice guidelines for cargo securing 2010’ states, “25% of truck accidents are linked to poorly secured cargo.”

Th is statistic when combined with the reported number of defective vehicles on the road, would indicate that operators should make better use of the free help and advice the Authorities and Associations offer. The FTAI’s information seminars are an example of one forum where operators can fi nd out what they need to know.

Frank Power, Health & Safety Authority Text & Photos: Paul White - paul@fleet.ie

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20 | TYRES

Continental Tyres ‘Re-evaluating retreads, and sexy low profiles’ Although the company is highly regarded for the vast range of products delivered under the Contitech brand, it’s in the automotive sector where the Continental name is most widely recognised. 72% of the €33.3 billion is generated by the automotive business, with the remaining 28% coming from other industries. It is hoped to adjust this figure to a 60/40 split in the future.

While the figures for Continental’s performance are historically impressive, its investment in the future of tyre technology is equally so. “We believe that investing in the future is vital to achieve our core promise,” said Constantin Batsch (VP Truck Tyres EMEA). “Our promise is to deliver the lowest overall driving cost - not the cheapest - but the lowest.” To explain how Continental intends to deliver on its promise was left to Barry Guildford (Director Marketing, Truck Tyres EMEA) to explain.

Barry described how Continental’s tyre product has developed since 2000, and how the new ‘Generation 3’ product line will be structured. Noting that Generation 3 is ‘the biggest launch in the company’s history with over two hundred products world wide, Conti’s policy is to redefi ne its products and make it relate better to its customers operational cycle. First the company divided its products into three traffic segments, goods, people, and construction. The segments are then divided into sub-groups under the new Generation 3 range. For people transport the company launched Conti Coach, CityPlus and Conti Urban last year. Th is year 2014 sees tyres for the goods sector, with construction tyres following in 2015, and a new winter tyre series to be called ‘Conti Scandinavia’ in 2016.

Edge of tyre

W

hen the Hannover based Continental AG was originally formed in 1871, the motor car as such had not been invented, and wouldn’t come along for another fi fteen years. Even when it did arrive the demand for new car tyres took a bit longer to follow. Back in 1871 Continental made tyres for carriages and bicycles, and it is reasonable to assume it could not imagine that today the company would employ over 177,000 people in three hundred locations across forty-nine countries, and has a turnover of €33.3 billion (2013). Nor that one of the company’s production units, at Otrokovice in the Czech Republic is the largest tyre plant in the world.

The ‘Generation 3 Goods’ segment offers the new Conti EcoPlus and Conti Hybrid. While there are no absolute dividing lines between areas of operation, Conti has in principle separated goods transport into motorway, regional, on/off road and off road. There are similar divisions with its ‘people’ tyres for passenger transport with Conti Coach, CityPlus, and Urban models.

Continental revealed some interesting figures for its new G3 series, including a fuel saving of up to 1.9 l/100 kms with the EcoPlus range. For the Generation 3 Hybrid targeting the regional and distribution sector, Conti claims to have improved mileage performance by 13% on the 17.5” drive tyre. For the 17.5” steer and larger 19.5” drive and trailer tyres. It claims an increased mileage performance of 10%, with an exceptional 17% performance improvement on the Hybrid 22.5”.

The enhanced performance figures have largely been achieved by altering the tyres’ compound, and by using different compounds for the cap and base. Further reductions in rolling resistance were realised by chamfering the shoulders of the EcoPlus drive tyres to reduce the affects of tyre deformation. Speaking on future developments, Barry was happy to announce “we now have a super sexy, low profi le truck tyre, which we will reveal in Quarter 3 of 2014.”

Tyres are generally rated by operators on their longevity, in that a set of a particular brand will last so many thousand kilometres. To produce a best in class tyre, manufacturers must therefore continue to develop their products to last longer, which to some degree means that they will sell less product. In addition manufacturers must also advise their customers how to increase the lifetime of the product to avoid the customer having to purchase more tyres.

Tyre pressure monitoring display FLEETTRANSPORT | JUNE 14

In the area of tyre maintenance, one simple idea Conti has incorporated into its products is the ‘Visual Alignment Indicator’ (VAI). VAI uses a series of graded incisions in the tyre’s shoulder and works as an early warning signal for tyre misalignment. Often misaligned steering is only uncovered because

TYRES | 21 time. The system uses a warning lamp on the trailer to indicate the status of the tyres. If used in combination with a truck there is an option to use a wireless link to the cab, and importantly CPC will link with OEM and aftermarket telematics programmes.

The cost of CPC will vary depending on the number of components for example sensors, needed for any vehicle or combination of vehicles.

However it is estimated that the price will be around €900 per vehicle. If this figure is multiplied across a fleet it may appear substantial.

Nevertheless with over 80% of tyre failures due to incorrect pressure (usually under inflation) when the cost of a replacement tyre, callout charges and downtime are added up, the €900 begins to appear like a sensible investment considering Conti says each vehicle will average one puncture per year.

Constantin Batsch (VP Truck Tyres EMEA)

On the subject of good value, Director of Retread Truck Tyres EMEA, Christian Sass presented details of the investment the German tyre giant has made in its ‘Conti Life Cycle’ project which began in 2011. While everyone accepts that (on paper) retreads offer good value for money, some operators have difficulty accepting the figures enough to put a set of retreads on their vehicles.

Th is reluctance is often borne from a previous bad experience.

Tyre pressure monitoring sensor in tyre

Nevertheless when a brand name like Continental AG invests €10 million in retreading, it will only do so if it is sure of a return on that investment, which can only be returned if the customers buy into the project. The investment by Continental means the company can offer operators the dictional models of ContiRe and ContiTread.

Barry Guildford said “retread is a journey for us and we are at the beginning of that journey.”

Barry Guildford (Director Marketing Truck Tyres EMEA)

the damage has been done. Now at a glance VAI gives a direct comparison of the tyres on one side with the other and clearly shows if there is a problem. Another recognised issue is tyre pressure and commenting on this Alfredo Mate (Head of Business Development at Continental) said “12% of all vehicles in Europe have under inflated tyres.” Under inflation and incorrect tyre pressure contributes to excessive and uneven wear, and increased fuel consumption. While Tyre Pressure Monitoring Systems (TPMS) are more common in the passenger car market, where the driver is invariably the owner, there remains some difficulty for commercial vehicles and especially with businesses operating trailers.

Alfredo Mates' solution is Conti Pressure Check (CPC). One particular advantage of CPC is that it can be easily retrofitted, and by using common components CPC can be applied to bus, coach, combined truck and trailers, or applied independently to trailers. While the CPC is only a monitoring system it has particular value for trailer operators, and especially for dropped trailers that are left unattended for periods of Text & Photos: Paul White - paul@fleet.ie

While at the Hannover facility we observed the journey from when the tyre casing arrives through to the fi nished product, and we must say it is quite impressive. Secret to the success of the retreading is the quality of the used casing, and the accurate grading to see if it is suitable for retreading. To ensure only suitable casings are used each tyre is subjected to a shearography inspection which is similar to an x-ray. From then on the process is relatively simple though time consuming and requires great attention to detail.

VAI

Four hours later when the fi nished product rolls off the retread line, Continental claims the tyre has full performance in its second life, with regard to mileage, reliability, fuel efficiency and comfort.

Conti expects to produce around 180,000 tyres per year, and despite the hesitance of some, this could be the perfect time to launch the product as hard pressed operators seek savings in all aspects of their business.

Retreads are particularly well suited to certain transport operations, and having the Continental stamp on the side wall, means the tyre comes from a company with over 140 years of experience making tyres - and unlikely to rush into anything to jeopardise that historical legacy.

VAI www.fleet.ie

22 | LAUNCH PAD

Hyster in the Nub and HUB of it all

Warehouse Forklift s

A

s the Ryanair Boeings jetted in and out of Weeze Airport on the German/Dutch Border, the adjacent site was once the location for WWII manoeuvres and the Cold War threat that followed.

In recent weeks the now dormant bunkers and hangers came to life once more with manoeuvres of a different kind courtesy of Hyster, the multi faceted materials handling specialists. Visitors to the Hyster HUB Event in May got the lowdown (and high-up) news on its latest products, complemented by live simulations and demonstrations. The event’s main theme “Transfer of goods from Ship to Shore” detailed Hyster’s constant investment in developing specific industry leading applications.

The American owned corporation is the only materials handling equipment manufacturer that covers from 1-52 tonnes. Apart from the innovative machinery showcased, Hyster’s strong global network of local distribution partners with their extensive product and application knowledge and geographic coverage was also acknowledged and highlighted. The OHM Group Irish Lift Trucks covers Ireland's customer base. “At any point in the supply chain and in almost any operating environment, Hyster can offer lift trucks and solutions to precisely match the specific operating needs of the customer,” stated Kate Pointeau, Hyster Brand Manager.

When outlining the range of products on display at Weeze, Kate added “Whilst there is Hyster product offering available for a very diverse spectrum of applications, our ranges also share many common characteristics, they are made for tough jobs and intense operations, delivering reliability and a low cost of ownership.”

The products featured at the event were varied.

Container Carriers23 FLEETTRANSPORT | JUNE 14

25% Fuel Saving on latest Big Trucks Next month Hyster’s Big Trucks will be available featuring the latest engine emission technology to meet Stage IV/Tier 4 final legislation. The drivetrain on these 18 tonne plus load lifters co-developed with Cummins is said to deliver up to 25% in fuel savings over the Tier 3 models. Rigorous bench tests and field trials have proved this and Hyster Europe is confident that these results will be delivered out in the ports, terminals and heavy industry applications.

To meet these more stringent controls, Exhaust Gas Recirculation (EGR), Diesel Oxidation Catalyst (DOC) and Selective Catalytic Regeneration (SCR) technologies are used with the AdBlue consumption averaging about 3.5% of the overall diesel fuel usage.

On the Hyster 5.8 high empty container handler, the 18-20 tonne and 25-32 tonne forklift truck features the latest Cummins QSB 6.7 litre diesel (up to 270hp) and a 5-Speed ZF transmission. On the heavier models, the Cummins 9-litre QSL 9 (up to 370 hp) provides power for the 36-38 tonne forklifts, laden container handlers and Hyster Reach Stackers. The DOC removes the soot particles so no ash cleaning is required. In ECO-eLo mode, rpm management is controlled to reduce fuel consumption. Stage IV is the European regulation while T4f is for North America.

Hyster: The only Ship to Shore Provider In the increasingly demanding world of e-commerce where on-line customers expect deliveries within hours of pressing the button, Hyster is the only full line solution supplier to transfer goods from ship to shore to store.

Hyster offers the complete range from Reach Stackers, container handlers, high lift capacity (up to 48 tonnes) forklift trucks, 2-9 tonne forklifts, electric forklifts and a variety of innovative warehouse equipment.

Paper Carrier

LAUNCH PAD | 23 Once the container handlers do their job at the port followed by the transfer of these palletised boxes by truck to the warehouse, Hyster’s full range of equipment gets into action which include order pickers, pallet trucks, VNAs (Very Narrow Aisles) trucks and Reach trucks. Recently launched is the automated tow tractor, which operates on shared GPS information, first seen primarily at automotive assembly plants.

“The handling needs at ports, terminals and port centric warehouses in the hinterland perfectly illustrates how materials handling equipment of all sizes and types is used at various stages of the supply chain, from ship to shore to the store and onto the shop floor,” explained Kate Pointeau, Brand Manager, Hyster.

Heavy Metal Hyster No, Hyster personnel are not branching out and forming a heavy metal band but the materials handling specialist has developed a new 16-18 tonne capacity forklift range for the metal industry. It’s a tough, demanding sector where slabs, blooms, ingots and coils come off the production process at up to 900oc and have to be handled by forklifts. Without the use of chains in raising and lowering the forks, the front of the forklift is heat shielded to protect the hoses and wires.

For multi-purpose use, a range of different quick disconnect fork and front-end attachments are available. Again, Cummins power and ZF transmissions are specified on the 3.75m wheelbase units. With an on demand cooling system and load sensing hydraulics, operators can benefit from accurate control with power on demand load landing to prevent damage such as steel coil bands snapping.

On the Fritzmeier designed cab, noise levels have been reduced. The range includes the H16XM-12 with 16,000kg lift at a 1,200mm load centre, while the H16XM-9 has a 900mm load centre. For the heavier 18,000kg application, Hyster has the H18XM-7.5 and the H18XM-9.

Mega Tyres – No problem to Hyster Ever wondered how the huge tyres on these massive dump trucks are changed safely? Well, Hyster has the solution with its new tyre handling trucks specifically for the mining and earth moving equipment industries.

The Hyster Tyre Handler (TH) models can cater for tyre weights between 200kg and 16,330kg with tyre diameters ranging from 710mm up to a colossal 4,166mm with attachments supplied by IMT. Featuring grooved front pads that firmly grip the tyre in the required position for changing, while providing fall back arm protection for the tyre fitter, the H8XM-6 up to H32XM-12 and the TH5K115 up to TH36K164 cover all tyre/heavy duty plant types. All round visibility is excellent which is essential to pin point the wheel rim in front of the studs without damaging the axle and also to keep the mechanic within view.

To transport the tyres, the driver can only operate the forklifts when the tyres are in a horizontal position, which prevents the tyres rolling away if loosened.

Operators can choose either a dedicated Tyre Handler or a dual use truck that can quickly disconnect the handling brackets to become a Hyster forklift.

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

Paul Janssen and Pieter van Ouwerkerk, Shell Lubricants

Hyster partnerships help achieve low TCOs Hyster’s focus on the development and enhancement of its product ranges launched centred towards low cost of operation through reduced fuel consumption and lower emissions to longer service intervals and keeping downtime to a minimum. These elements have been achieved with the collaboration of strategic supplier partners such as Cummins and Shell.

Darlington and Huddersfield in the UK is where Cummins produces the new engines and turbos for Hyster products at the heavy end. Downsizing the engines from 11 litres to 9 litres for the Euro Stage IV legislation has significantly reduced fuel consumption, while the Shell programme sees the Dutch oil conglomerate supply fuel and lubricants to Hyster’s production plants and provide extensive aftermarket programmes for its global dealer network.

Shell’s Rimula lubricants for example have been tried and tested over the past year on the test rigs and also out on the field with operators to ensure compatibility, while long service life is generated with the new Cummins/ZF drivelines.

Next phase of R+D will see the possible introduction of GTL – Gas To Liquid technology.

Cummins

About Hyster Hyster established 85 years ago, is one of the leading global brands of materials handling equipment offering over 140 models of counterbalance trucks, warehouse and container handling equipment. The company which has production plants in Craigavon, Northern Ireland, Masate, Italy and Nijmegan, Netherlands invests heavily in research and development to ensure Hyster products are at the forefront of the materials handling industry providing maximum dependability and low costs of ownership for demanding operations everywhere.

Tyre Carrier www.fleet.ie

24 | IVOTY CONTENDERS I

e-NV200, Nissan’s Second 100% Global electric vehicle • Exclusive First Drives with the help of regenerative braking a range distance up to 170 kilometres can be covered depending on the terrain and application, “eNV200 is a revolution in the commercial vehicle industry in terms of reliability, comfort and low cost of ownership. It’s the smart choice, for the smart buyer, it may not be the van for all but it is perfect for some,” said Andy. Successful field trails with DHL and British Gas have proved beneficial, recording 40% lower maintenance costs, and less wear ‘n’ tear in the drivetrain and particularly in reduced brake pad wear. British Gas has subsequently ordered 100 units for immediate delivery.

“T

he time for electric vehicles is now,” stated Andy Palmer, Nissan Motor Company’s V.P. and Chief Planning Officer at the special ceremony marking the mass production of the all-new, all-electric e-NV200 Light Commercial at its Barcelona plant. Sharing the drivetrain technology of the current generation. Nissan LEAF, the world’s best selling zero emission car with 110,000 units sold, the e-NV200 will be marketed as a panel van and 5-seater people carrier cum Taxi. It is the second phase of Nissan’s global electric vehicle strategy which will also include a city car and one from Infiniti, Nissan’s luxury car brand. “We have brought together the best from our CVs with the best of our EVs,” stated Andy. Unlike the original Kangoo from Nisssan’s Alliance partners Renault, the e-NV200 does have a quick charge system.

Up to 80% battery recharge can be generated within 30 minutes, otherwise it can take up to 8 hours to fully charge at base using the standard household plug. Said battery pack

(made in Sunderland) is located under the floor pan in the middle of the vehicle, which provides a low centre of gravity. Therefore ride and handling is even better from the standard diesel NV200. Interestingly, inside this battery pack is an integrated cooling and heating mechanism to suit all weathers. Th is can be remotely controlled through Google.

So the optimum temperature can be pre-set some minutes before sitt ing-in! Wow, that’s electric!

Compared to the IVotY 2010 winning version, there is no difference in terms of payload (770 kg), load volume (4.2 cu.m), etc. The floor is flat and is low for loading but the real advantage is its low running costs. To run 100 kilometres in the e-NV costs a mere €2.50, that’s three to four times better than any diesel van, according to Andy.

Driver comfort levels are higher too as there is no engine noise and the drivetrain moves smoothly and effortlessly. Acceleration and torque levels are better also. Up to 280Nm of pulling power is generated through the inverted motion aid

Andy relayed any fears relating to the electric charge infrastructure and range with two interesting points. There are over 1,100 EV charging points across Europe and growing, with one module being installed every day. The second point related to the average distance covered by a light commercial daily across Europe. “70% of LCV’s drive less than 100 kilometres while 35% of them never drive more than 120 kilometres.”

This means that the 170 kilometres offered by the eNV is well within the reach distance.

Design elements specific to the eNV includes the more aerodynamic frontal section minus the radiator grille which is replaced by the pop-out panel containing the plug-in slots. LED signature lights on the newly styled headlamps give it further distinction. At the rear, a single pop up door or twin-doors can be specified as can one or two side sliding doors. Pricing and marketing strategy is to be announced soon.

Global production begins in Barcelona A special ceremony held at the factory in Barcelona, attended by leading Government dignitaries and executives from Nissan Japan and Europe, marked the global production launch of the e-NV200. In preparation for this latest edition to the Nissan family which are manufactured here including the Navara, Pathfi nder, NV200 and Primastar, over €100 million has been invested by Nissan in upgrading

When plugged in for re-charging, the van will not start until disconnected.

FLEETTRANSPORT | JUNE 14

IVOTY CONTENDERS I | 25

Andy Parker sees more potential for EVs than hybrids and Hydrogen power (fuel cell).

facilities. Initially the zero emission van will be sold in 20 international markets, including Japan.

Andy Palmer, the aforementioned Senior Executive at Nissan Motor Company Ltd., speaking at the ceremony said, “Th is is a great landmark day for Nissan, starting production of our second electric vehicle. Th is is at a time when EV’s are now recognized as mainstream technology, many competitors are only just starting to launch their fi rst EV and where Nissan has clear fi rst mover advantage. We’re proud that the Nissan LEAF is the world’s best selling electric vehicle with more than 110,000 delighted customers enjoying the quiet and smooth ride of an EV.” Barcelona will be the fi rst city in the world to introduce the e-NV200 as a 100% electric taxi, an initiative Mr. Palmer believes is vital for the city.

“Th is e-NV200 taxi has renewed significance in the wake of record levels of air pollution in London and Paris. Bringing a significant number of zero emission vehicles to Barcelona’s streets will ensure cleaner air for every citizen, visitor and tourist, and we’re confident that forwardthinking councils everywhere will be clamoring to bring these benefits to their municipalities in the coming years.”

Every aspect of the new e-NV200 is thoroughly tested before production.

targeting sectors that are essential for the future, and electric vehicles are one of them.

Furthermore, we are working to generate wealth in our city, strengthening our economy and the industrial sector; thus making a very important step ahead that will improve the quality of life for residents.”

The €100 million directed towards the Barcelona plant is part of the €431 million invested by Nissan in Spain, which in no small way is helping the Iberian Peninsula come out of recession.

Currently, 4,700 are employed by Nissan in Spain with 1,000 more jobs to be announced soon. In 2013, almost 132,000 vehicles were produced including the aforementioned and the NT400 Cabstar and NT500 Atleon truck.

Next year the new C-Segment hatchback, the Pulsar, will be built at the Zona Franca plant in Barcelona. Some doubt has been cast on whether Nissan will continue with the production and marketing of the Primastar, which is a rebadged Renault Trafic.

For the Mayor of Barcelona, Mr. Xavier Trias, the start of production of the new all-electric van and the partnership between Nissan and Barcelona “is part of a strategy in Barcelona and its metropolitan area in order to consolidate Barcelona as the centre of a new urban economy model, based on innovation, technology and sustainability. In our city, we are strategically

The Barcelona plant has the capacity to manufacture 20,000 e-NV200s per year.

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

First Drives At Nissan’s Barcelona plant, an on-site proving ground with its oval shaped banks, rumble strips and hill climb awaited. Members of the International Van of the Year Jury were to be the fi rst to drive the new Nissan e-NV200.

Th ree versions of the panel van were available, one unloaded, one with 350kg payload and the other with 600kg.

We were advised to try out the different modes such as Eco and B accessed through buttons on the dash, plus the two together to feel the differing acceleration and regenerative braking levels within same that can extend the distance range.

As experienced with other electric vehicles driven, the take off from a standing start is instant and deceleration is noticeable even without pressing the footbrake. Every time one released the thrott le or pressed the brake, some energy was restored. The smoothness of the drivetrain aided by the almost silent whirring sound of the motor were impressive. When loaded, it was noticeable of the extra weight, but this did not affect the performance, even with the 600kg payload. With Eco and B button pressed, a difference in acceleration was noted, which saves energy. What was most impressive was the lengthy time span allowed from foot movement from accelerator to brake on the hill hold function and this was done several times halfway up the 24 o hill climb!

With the onboard computer in the centre dash, drivers are well informed of their efforts to save as much energy as possible, aided by further info in the dials at eye level.

Nissan’s €4 billion investment in electric vehicles and subsequent 110,000 unit sales of the LEAF, has resulted in the company selling Carbon Emission Super Credits to other brands. www.fleet.ie

26 | IVOTY CONTENDERS II

Fiat Ducato: Fine Diamond Recut

T

he Fiat Ducato is to Italy what the Ford Transit is to England – iconic.

Since its inception in 1981 over 2.6 million models have been sold primarily across Europe and selected markets.

2014 heralds the arrival of the sixth generation range which will become more of a global product with entry into the North American market. “Ducato will drive the growth of Fiat Chrysler Automobiles in the light commercial vehicles sector,” stated Henrik Starup-Hansen, Head of Fiat Professional at the launch of the new Ducato in Turin. Mr. Starup-Hansen described the Ducato as the jewel in Fiat Professional’s crown and said “this diamond has been recut once again!” “The quality of that diamond was at a high level with its predecessor,” he claimed in reference to the previous model launched in 2006. He reported that this version still commands high marketshare with an average of 22% across certain regions.

More, More, More is how the marketing campaign might look when the New Ducato hits the streets.

FLEETTRANSPORT | JUNE 14

“More technology, More efficiency and More value,” is to be the tagline. Within that are four main pillars of the redevelopment of the panel van and chassis/cab line-up which cost an estimated €700 million to develop and manufacture.

1) Durability and Robustness: Over 10 million kilometres have been driven in all parts of the world to test the reliability of the New Ducato in all temperatures. “New Ducato is ready to lead the field,” emphasised Henrik. “Today as never before, the Ducato addresses a global market and must prove itself up to the job in a wide variety of contexts, each more demanding than the last, improving its robustness and reliability thanks to the specific reinforcements on the body and the doors, the comfort, the new braking systems that increase duration and performance, the enhancements to the lifespan of the suspensions and clutch, and a new and exclusive white paint that maintains quality over time.”

2) Efficiency and Low Running Costs: New Ducato has taken further strides to improve efficiency while lowering running costs. That

includes reducing fuel consumption while improving on productivity and performance.

Its overall weight has been cut by up to 35kg by reworking materials and components such as use of composite material in the rear suspension – a fi rst in this sector. Less weight also means lower CO2 emissions through lower fuel consumption.

By fitt ing low rolling resistance tyres, using low viscosity oil and low friction piston rings, the specific 2.3 litre MultiJet 130hp, ECO version (with speed limited to 90 kp/h) brings impressive levels of 153 g/CO2 and 5.8L/100km can be achieved. Th is for the 2.6 tonne model. Updates to the MultiJet range of Euro 5+ diesels cover the Ducato’s options from the 2.0 litre (115hp) to the 2.3 litre/130 & 150hp to the range topping 3.0 litre (180hp) which boasts 400Nm and caters for customers who desire more power/speed and also the motorhome converters. Over 50% of Ducatos are sold to the campervan/motorhome sectors. Due for inclusion in the engine line-up is the 140hp/350Nm 3.0 litre Natural Power (CNG – Natural Gas) in Euro 6 form, later this year.

IVOTY CONTENDERS II | 27

New leather clad multi function steering wheel and more comfortable and supportive seats will be appreciated by the drivers.

Th ree other technologies are offered with the aim of reducing fuel consumption across the board such as Start & Stop, gearshift indicator and Comfort-Matic auto box which together can bring up to 20% savings on fuel. On the other Total Cost of Ownership (TCO) aspects, Fiat has lowered the price of its spare parts for the Ducato and the new design elements introduced sees some elements that can be repaired/replaced at owner’s workshops.

3.

High Tech Content: A series of safety and driving aids have been introduced into the New Ducato which will provide practical assistance such as the fitt ing of the latest Bosch9 type Electronic Stability Control (ESC) which also helps to contain the sudden movement of the van in cross-winds in conjunction with the Load Detection system, Hill Holder, Anti-Slip system and Emergency Brake Assist (EBA).

Options include Lane Departure Warning, Traffic Sign Recognition system and Traction+ (Fiat’s Hill Descent Control System). Tyre Pressure Monitoring is also available. Numerous developments in the field of infotainment are provided such as Bluetooth/USB connectivity, an exclusive Uconnect system with 5” colour touchscreen, reversing camera and built-in SatNav.

Cradle concept for holding mobile phones, iPads/Galaxys, etc is a good idea. Its positioning does not affect visibility. The A4 paper holder/clip is available too as before.

Test Drives A number of opportunities and routes were provided by the Fiat Professional team to test drive a selection of Ducatos on the road and at its test track in Balocco. The fi rst set of keys given was for the 2.3 litre 150hp panel van with Comfort-Matic gearshift. We were immediately impressed with the smoothness and quietness of the drivetrain, especially on the motorways. As with the previous model, the all round visibility is excellent and a perfect driving position was found thanks to the multi-adjustable seats and steering column.

Changes to the front suspension were noted as it seemed stronger and stiffer. On the hilly sections, however, the soft ware on the Comfort-Matic was a bit jittery, not knowing what was the best gear to be in and not being able to hold a steady third, for example as would be the norm with a manual gearbox on this terrain.

Van II tried out was the LWB 2.3 litre with 130hp which is among the most popular in sales terms. Th is time we had the six speed manual which worked a treat, with good torque reducing the need to change often. Engine noise was a bit louder, particularly when starting off .

In and around Balocco Proving Ground, the 3.0 litre 180hp range topper was given a go.

Predictably, it was very powerful and best suits a high demanding application such as blue light vehicles, money convoys and the aforementioned motorhome fraternity.

While at Balocco, we saw a demonstration of the Traction + System which was extremely effective on the hill climb with its wet slippery surface. Traction was directed from the affected ungripping wheel to the other three to gain the necessary propulsion. Co-inciding with the launch of the New Ducato is the development of ePROduct which is a new iPad/Android/ Notebook tool that sales people can use to configure the specifications of the van for customers together with a specially developed website to help carry out minor repairs through audio/visual means.

New Ducato’s development, which took three years (in association with long-term partners PSA Peugeot/Citroën which markets the same bodyshell as the Boxer/Relay) is holding true to what Henrik concluded by saying that the Ducato is the brand hero for Fiat Professional.

4.

Customer Driven Design: Ducato’s broad range of customers has led to the availability of around 100,000 variants covering all sectors.

Within the van range, one can choose between 8 different capacities, from 8 to 17m3 and available in 4 lengths, 3 heights (vans) and 6 lengths for chassis cabs/cowls. New Ducato can now boast the best gross vehicle weight in the entire FWD single wheel LCV category – up to 4.4 tonnes on the camper version and to 4.25 tonnes for the Maxi van. Inside, comforts have been enhanced substantially with a new centre console, new seats and three trim levels to select from. Storage has been enhanced with additional cup holders and cubbies. Designed at Fiat’s AutoStile facility in Turin, the New Ducato’s exterior is a significant step forward from the old model. New headlights with integrated Daytime Running Lights (DRLs) are mounted higher than before and the bonnet has become more streamlined without affecting engine compartment access. The bumper has been divided into 4 sections to reduce repair/ replacement costs.

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

www.fleet.ie

28 | IVOTY CONTENDERS III

New Iveco Daily ProVan, Proven

"New Iveco Daily range becomes two,offering a double customer promise"

T

hink of the Iron Man series of films.

Th ink of the Iron Man mask and the evolution of same. Now look at the new frontal design of the third generation Iveco Daily. Created in-house by one of the Fiat Auto Group’s Style Director, Peter Jensen, the German designer got inspiration from the Iron Man mask. Iveco Daily 3 just like Iron Man 3 shows its strength, durability and reliability through its bullet-proof (well, almost) exterior. The Daily has carried these attributes since day one, and that time in commercial vehicle history dates back to 1978.

While the fi rst Daily was the fi rst light van/truck to feature independent front suspension, today’s version is light years ahead. Realistically it is hard to believe that this is the third new complete new design/build as there has been so many evolutions of same over the years. Over that period in its lifespan, it won the coveted International Van of the Year Award in 1999, marking the introduction of the second generation and common-rail diesel engine technology. Ten years ago to when the next real evolution happened, the Daily was deemed to be the best rear-wheel-drive van/light truck in the business. Daily was always perceived as a commercial vehicle for professionals whatever the trade. A van/light truck for the Pro. ProVan with

"The best rear-wheel drive van in the market" FLEETTRANSPORT | JUNE 14

proven credentials. 2014 marks D-Day – Daily Day as the new dealer marketing campaign depicts.

Only the floor platform remains from the old chassis. Its highly regarded “body in frame” structure remains but with significant changes surrounding it to offer more load volume and payload. By using special high grade steel and C shaped side members, the overall weight of the vehicle (and its numerous variants) has been reduced to bring it under comparable sized 3.5 tonne GVW vans such as the Mercedes-Benz Sprinter and Renault Master, which is a major milestone. New Daily’s load bay versus vehicle length is also better than the Sprinter and Master as it is deceivingly shorter on the outside with more room inside. Th is is achieved with changes to the vehicle length, load bay capacity and longer wheelbase. Rear overhang is shorter than before.

Daily 3 starts at 3.3 tonnes and stretches to 7.0 tonnes GVW with load volumes starting at 7.3m3 right up to 19.6m3. That 7.0 tonne 19.6m3 panel van is said to take a class leading 4.7 tonne payload. Within that line-up the 9.0m3, 12m3, 13.4m3, 16m3, 17.5m3, and 18m3 sized variants are other options. The 10.8m3 panel van at 3.5 tonnes GVW will once again be the big seller and users will appreciate the wider door aperture.

On the chassis cab versions which will continue

to include double cabs, some changes here with the addition of a single rear-wheel type with a 4.100mm wheelbase while the twin wheeled model stretches to 6.190mm.

Just as with the original model, changes to the suspension will set it apart, as the front section gets double wishbones with transverse leaf spring for improved handling and comfort.

Better manoeuvrability and control too! Th is modification alone has achieved a weight saving of 44kg. Changes to the rear suspension with revised geometry layout for the single wheel drive models allows for a lower loading platform by 55mm. For the heavy missions the double wishbone is supported by a torsion bar to take up the 2.1 tonne payload.

Looking at the drivetrain, Euro 6 engine emission level technology has been developed alongside the next phase level of Euro 5 termed Euro 5b+.

Again the 2.3 litre and 3.0 litre blocks are used, with horsepower levels at 106/126/146hp for the 2.3 litre Euro 5b+, while the 3.0 litre offers 146/170/205hp with the 170hp having increased maximum torque of 430Nm. The dedicated CNG version (natural power) has 136hp. For Euro 6, the 3.0 litre (146/170hp) will use EGR and SCR to meet the target. AGile, Iveco’s co-developed

"Undisputed leader in all twin-wheel missions"

IVOTY CONTENDERS III | 29

autobox (with ZF) will be available within the range, also as before.

for the van version which had a load volume of 10.8m3.

From the best selling models to the range topper in the form of the 70C17 heavy duty tipper, built on the 3.750m wheelbase chassis it was powered by FPT’s 3.0 litre Euro 6 engine that delivers 170 hp and 400 Nm mated to a 6-speed box. While the 3.5 tonne was nimble and easy to drive, this flagship was more utilitarian in the way it performed. Steering feel was heavier as the 5.5 tonnes payload carried was Designer Peter Jensen is pleased with the clearly evident. On the hilly sections as we On the centre console area, an Eco butt on can be engaged to slightly fi nal outcome, and when describing the approached the picturesque village of Pont downtune the acceleration and torque levels in order to save fuel. A small various elements to his creativity, he again Saint Martin, the home town of Olivett i orange light indicates that it is on, but as it is away from the eye shot, a referred to the Iron Man mask depicting computers, the need for some element of notification on the dash to alert the driver would be beneficial. the frontal look of the New Daily and how retardation was noted i.e. exhaust brake or First Drives! it expresses robustness. Aerodynamically, engine brake. Again quad leaf suspension the new styling lines cut a CX factor of .30 which was fitted.

Well, in actual fact it is not the real fi rst drives in is very sleek. Even the rear of the panel van with the all new Generation 3 Iveco Daily as we had Two models at entry level rounded off the day's its boat-tail shape helps to reduce drag. He also the privilege to be invited to Turin to drive one activities again in van and chassis cab forms. The mentioned the step integrated into the bumper of the pre-production models, all dressed up 35S13’s were propelled by the 2.3 litre diesels with and the wider bonnet opening. Together with the in camouflage. The opportunity gave us a head Euro 5 b+ emission control producing 126hp and new slick shape and the new drivetrain plus other start to when the real fi nished versions were 320 Nm. While the 10.8m3 panel van had the electronic wizardry, a fuel saving of 5% over the quad suspension, the chassis cab with dropside presented to us to try out 6 types over 6 routes previous model has been generated. body was more conventional with pneumatic around the scenic outskirts of Turin towards suspension. Up to 80kgs more can be carried on Puy-Saint-Vincent.

During the course of the presentation, the Daily this unit contributed by 40 kg saved on the rear was described as ‘Born to be a Van.’ When the axle and other weight saving measures on this Both chassis cab and panel van variants of the current Stralis was launched, Iveco used Bruce fleet specification version.

3.5 tonne 35S15 were taken to the roads fi rst.

Springsteen’s ‘Highway Man’ song to promote These mainstream models were powered by Fiat same. Maybe they could use the ‘Born to Run’ During the conversations with the Daily engineers, Powertrain Technologies (FPT) 2.3 litre 146 hp from the ‘Bosses’ album back catalogue to market there is some consideration being directed towards Euro 5b+ diesels that produce 350Nm of torque. the new Daily, based on its long serving life around a 7.5 tonne GVW type, but upgrades on the braking Quad leaf rear springed suspension supported the the world. We heard about those running in South systems, transmission and tyres/wheels will have 3.3 tonne GVW payload enclosed. The chassis Africa with 1 million kilometres on the clock. No to be taken on board. Mercedes-Benz Vario cab Daily with dropside box body with 3.0 metre doubt this new version will outrun many sequels customers could therefore have a replacement wheelbase was spot on for gett ing around, being of the Iron Man series. vehicle in the not too distant future. well balanced all round. The same could be said Once indoors, one will spot a number of differences between former and latest. The windscreen is larger by 40mm for a start and the driving position with improved vertical positioning is lower by 15mm. The steering wheel is smaller too by 20mm, more interior storage space provided especially on the doors, all of which enhance the driving experience.

Departing Puy-Saint-Vincent for the test drives Text & Photos: Jarlath Sweeney - editor@fleet.ie

The original and best! Remember the Turbo Daily from 1978? www.fleet.ie

30 | IVOTY CONTENDERS IV

Courier completes Ford’s LCV Line-up

A multipiece rear bumper, rugged body-side protection and high mounted front and rear lights help to reduce the cost of accident damage and lead to lower insurance premiums.

A

s the Ford Transit celebrates its 50th Anniversary next year, the model that gave its name to a generic term used as a van has now four siblings under the one brand within the Ford family. It has taken just two years for the ‘blue-oval’ to launch its completely new Light Commercial Vehicle (LCV) line-up which began with the 1 tonne Transit Custom. Then came the Transit Connect and then in 2014 heralded the new Transit 2 tonne and more recently the baby in the group – the Transit Courier.

At the launch of the new Courier in Frankfurt, ‘Fleet’ had a chat with Habib Kaya, Project Manager on the development of the new minicargo van. Just like the similar role he played on the two versions of the Kuga produced to date, he oversaw the Courier project from conception

to production. His brief now is to ensure that the product offered in either panel van, Kombi or true passenger version will meet customer needs and that the features provided make the difference in relation to the competition. That element stems from the original of the species, the jointly produced Fiat Fiorino/PSA Peugeot Bipper and Citroën Nemo from 2008, the Renault Kangoo compact and more recently the Dacia Dokker, some of which are only available in left hand drive. Habib agreed that the new Courier will inject new life into this mini-cargo segment and offer a fresh alternative to the popular car derived sector. Of course, Ford has two front runners in that end of the business, user vehicle line in the Fiesta van and Focus (5-door) van.

While the former is a niche product, the Focus van has its merits but is not a real van in the true sense of the word. “Courier will appeal to

Based on the Fiesta/B-Max Platform, the Courier’s A-Pillar has been moved forward to give the van a sleeker design and stronger structural impact.

FLEETTRANSPORT | JUNE 14

the small business user looking for a dedicated purpose built van and for the urban delivery company that has to deal with traffic congestion and needs to park easily, manoeuvre in and out of tight corners,” said Eddie Murphy, Chairman and Managing Director, Ford Ireland who was also on the trip to Germany.

Courier’s compactness deceives its load carrying abilities – a 2.3m3 load volume and 660kg payload makes it about 10% bigger than the Fiat/PSA trio.

Built in Turkey on the Fiesta/B-Max platform, Courier does actually offer a load length of 2.59m when the space under the passenger seat is used, a concept seen fi rst with the Transit Custom.

Due in Ireland this month, the Transit Courier’s main USPs will be that it offers best in class fuel efficiency and superior load-carrying ability.

IVOTY CONTENDERS IV | 31

For instance, the 1.5 litre Duratorq TDCi diesel (95PS 190Nm) specified for the Irish market is said to deliver 3.9L/100km or 72.4 mpg. Greater access width through the sliding side doors was also mentioned as a unique selling point.

An option to this engine is the fuel saving auto Start/Stop system, essential for urban driving these days.

Inside, the dash is taken straight out of the Ford car portfolio with a few innovative touches thrown in. Such as the large centre console capable of storing A4 documents and small laptops; a full width overhead stowage shelf; and a drawer under the front passenger seat. Drivers can use the unique new MyFord Dock to store, mount and charge their mobile devices such as phones and navigation systems, while other smart interior features include Rear View Camera.

Two trim levels will be marked initially, the Transit Courier Base from €13,990 and the Trend for €1,000 more. Standard equipment on the Base variant includes an advanced braking system with Electronic Stability Control (ESC) remote control double locking; radio with Bluetooth & USB; Device Dock; rake and reach adjustable steering; 15” wheels with centre caps; daytime lights; Trailer Sway Control; Roll Over Mitigation; full size spare; fi xed moulded bulkhead; and immobiliser. In addition to Base, the Trend feature full wheel covers; front fogs; body-colour door mirrors and door handles; single side load door; leather steering wheel and gearknob; overhead storage; power windows; radio with CD and Ford SYNC; illuminated glovebox; fuel computer. Mentioning ford SYNC (which is co-designed with Microsoft) this new level of infotainment connectivity technology also incorporates an Emergency Assistance Programme.

Courier will generate new sales for Ford in the fast-growing European sma l l commercial vehicle segment,” stated Paulo Giantagl ia, Ch ief Programme Engineer at Ford Europe during t he presentat ion.

Both Paulo and Eddie Murphy were pleased that Ford’s market share of LCVs across Europe has increased to 10.4% in Quarter 1, 2014, the brand’s best performance in 16 years. Year-to-date, Ford has sold around 50,000 LCVs, up 10% over the same period last year and with the Irish commercial vehicle marketplace on the up in recent months, “The time is right to introduce the Courier in Ireland,” said Eddie.

Vital Stats

Ford Europe on the other hand aims to sell over 100,000 units in its fi rst year of sales – 60% van, 40% passenger, the latter type very popular in Eastern Europe. Certain markets will offer Ford’s award winning 1.0 litre EcoBoost petrol alongside the 1.5 and 1.6 litre (95PS) Duratorq TDCi diesels, the latter can be ordered in Ireland

if required. According to Habib, only 10% of the demand will be directed towards the 1.6 litre unit.

Unlike Fiat Professional with the Fiorino, there will be no automated transmission available, but if the demand is there, Ford engineers will look at it. After all, it is a city van.

Test Drive: Ford Transit Courier - 1.6 litre 95PS TDCi Front Wheel Drive, Trend Series 5-speed manual transmission • • • •

• • • • • •

In preparation for the Pan-European introduction of the Courier, the Ford engineering team at the company’s proving ground in Lommel, Belgium put it through a broad range of durability tests. Designed to simulate years of extreme use, over 1.6 million kilometres were covered, with 400,000 kilometres undertaken in typical customer operating conditions on public roads.

Special attention was paid to the van’s chassis with its new dual-rate rear springs and how the vehicle handles under all load conditions.

Even the doors were open and shut 250,000 during pre production tests. “The all new Transit Text & Photos: Jarlath Sweeney - editor@fleet.ie

Ford Auto-Start-Stop (switchable) Driver, Passenger, Side and Curtain airbags ESP with Load Adaptive Control (including Hill Start Assist, Trailer Sway Assist, Emergency Brake Assist, Emergency Brake Light and Traction Control System) 15” Alloy wheels Remote locking Full metal bulkhead with window LED load space lighting Air conditioning Ford SYNC with Emergency Assist

•

•

•

•

• • • •

• • • • • • •

Longer load length at floor level of 1.62m and easier loading of bulking items via wider sliding rear side doors (width 453mm with bulkhead).

Full height, full width steel bulkhead (glazed or unglazed), fully compliant with the internationally-recognised standards for load restraints DIN and ISO. Optional folding mesh bulkhead (DIN and ISO compliant) and fold- dive passenger seat for longer items up to 2.59m, and maximum load volume of 2.6m3 (SAE).

6 Cargo tie down points (DIN and ISO compliant), including four rear sidemounted points to avoid obstruction of the floor area.

Multiple pre-installed bodyside fi xing points to mount racking or framework.

Maximum load capacity is 660kg.

Accommodates a Europallet.

Twin rear doors or up and over full door can be specified.

Ford SatNav with USB Connectivity Auto lighting, Fog lights Roof Rails Heated Windscreen Power door mirrors, heated Rear view camera Rear Parking Aid

Although only available to order, a long drive around Frankfurt was carried out in the 1.6 TDCi. Despite not being the actual drivetrain specification of what will be on sale in Ireland the 1.6 litre TDCi diesel with 95 PS gave us an indication on how the new Courier runs.

In a word, smoothly!

The loaded panel van was driven over a varied route of street scrapes and motorway. Never did it feel out of place in either environment.

Obviously with its smaller dimensions it was easy to trawl through the traffic and easier to park, while out on the open roads it was able to compete with the bigger boys!

Plenty of power was on tap from the range topping engine complimented by the slick 6-speed gearbox.

Driver comforts were aided by a very comfortable seating position and good visibility from the gazed areas and mirrors. A pleasing ambience all round.

www.fleet.ie

Ireland Heads West For Emma

Galway teenager Emma Naughton-Heavey, is battling a very rare liver cancer called Fibrolamellar.

Due to the rarity of this cancer Emma has to make regular trips to the USA to meet doctors who specialise in this cancer, for their advice.

Ballybrit Racecourse, Galway - 28th & 29th June 2014

in

Ballybrit Racecourse, Galway

28th & 29th June, 2014

IRELAND’S LARGEST

VINTAGE & CLASSIC DISPLAY

Music & Entertainment

3pm - 9pm

Sunday: 10am - 5pm

Over 40 Steam Engines

Tractor Build Competitions

Trade and Food stands area

Large secure Camping Area

Tractor & Farm Machine Area

Working Connemara Potion still

Old style timber cutting

Model & Diorama Displays

Special Feature Stand Irish Vintage Scene ex-featured cars display.

Original working Connemara Potion still Stone crushing

So far the following clubs will be displaying:

Ivvcc, Mg club, Kit car club, DKW club , Opel club, Atlantic Coast club, Celtic old vehicle club, Boyne valley club, Mountbellew vintage club, Mercedes Ben] Club, with more conƲrming every day

Steam Engines

Over 40 steam engines coming, a record for the West of Ireland, with the worlds most famous Showmans engine Dolphin a 1925 Burrell engine coming all he way from Scotland. Come and view these amazing machines from a specially constructed viewing stand.

Great family day out with entertainment Lots of other attractions

Saturday:

Old style timber cutting

Music by The Kings Of Connaght and other artists

For more information visit

www.HelpEmmaBeatItFund.ie or Donate online call 086 4083011

www.HelpEmmaBeatItFund.ie

www.facebook.com/HelpEmmaFund

FUEL PRICES (WEEK 22) / SAFETY MATTERS | 33 Country

Currency

95 Lead Free

98 Lead Free

Diesel

Country

Currency

95 Lead Free

98 Lead Free

Diesel

Albania

ALL

199.00

-

188.00

Lithuania

LTL

4.60

4.70

4.45

Andorra

EUR

1.259

1.318

1.128

Luxemburg

EUR

1.334

1.388

1.192

Austria

EUR

1.366

1.510

1.319

Macedonia

MKD

79.00

81.00

67.50

Belarus

EUR

0.694

-

0.701

Moldova

MDL

18.47

18.87

17.67

Belgium

EUR

1.653

1.709

1.444

Montenegro

EUR

1.370

1.400

1.270

Bosnia-Herzegovina

BAM

2.35

2.50

2.40

Netherlands

EUR

1.821

1.889

1.499

Bulgaria

BGN

2.50

2.70

2.54

Norway

NOK

15.76

16.51

14.38

Croatia

HRK

10.72

-

9.94

Poland

PLN

5.35

5.61

5.31

Czech Republic

CZK

35.76

-

35.28

Portugal

EUR

1.605

1.724

1.384

Denmark

DKK

12.21

-

10.64

Romania

RON

6.20

6.91

6.24

Estonia

EUR

1.299

1.339

1.279

Russia

RUB

34.11

-

33.97

Finland

EUR

1.614

1.669

1.485

Serbia

RSD

149.40

-

152.90

France

EUR

1.541

1.599

1.334

Slovakia

EUR

1.486

-

1.362

Georgia

GEL

2.20

2.27

2.22

Slovenia

EUR

1.470

1.518

1.363

Germany

EUR

1.536

1.614

1.375

Spain

EUR

1.413

1.534

1.325

Greece

EUR

1.657

1.820

1.327

Sweden

SEK

14.98

15.48

14.42

Hungary

HUF

415.00

-

426.00

Switzerland

CHF

1.754

1.808

1.841

Ireland

EUR

1.549

-

1.469

Turkey

TRY

5.01

5.02

4.35

Italy

EUR

1.793

-

1.677

Ukraine

UAH

14.80

16.40

14.55

Kosovo

EUR

1.20

-

1.19

UK

GBP

1.296

1.367

1.359

Latvia

EUR

1.308

1.350

1.271

USA

USD

-

-

1.039

Safety Matters . . . Safety Matters . . .

Protecting Pedestrians at your workplace!

E

mployers need to familiarise themselves with the risks that their employees face and create when using vehicles for work or when working in the vicinity of moving vehicles.

Pedestrians can be exposed to potential harm in their own workplaces from vehicle movements, falling objects, or slips, trips and falls. Particular attention should be paid to visitors and visiting workers, e.g. delivery drivers, who are unfamiliar with workplace operations. It is very important that visitors are supervised and controlled from the time they enter a workplace to the time they leave. On average twenty people a year are killed by being run over, crushed or otherwise injured by vehicles in Irish workplaces.

Many others suffer serious injuries.

What the law requires Employers have a legal duty to effectively manage risks and prevent avoidable harm at work. Vehicle manoeuvres and reversing continue to be the main activities most involved in vehicle deaths in the workplace.By law pedestrians and vehicles must be able to circulate safely both in indoor and outdoor places of work. Pedestrian routes must be clearly identified and be of appropriate dimensions for the number of users and the work activities. Vehicle routes must have sufficient clearance from doors, gates and routes used by pedestrians. Where vehicles and pedestrians share routes, there must be adequate safety clearance between the vehicles and the pedestrians. Where self-propelled work equipment is in use, procedures must be in place to prevent

pedestrians from entering the work area. If employees must enter the work area, appropriate procedures must be in place to protect the employees from harm.

In Ireland, a recent analysis of fatal accident statistics showed that reversing activities were involved in 11% of all fatal workplace transport accidents. Reversing incidents that do not result in injury can result in costly damage to vehicles, plant, equipment and premises. Most of these incidents can be avoided by taking simple safety precautions.

Further information Information on managing vehicles and pedestrians at work can be accessed at: www.vehiclesatwork.ie NEW instructional video for employers on managing pedestrians in workplaces can be viewed at htt ps://www.youtube.com/watch?v=YOPeZbjkg6 8&list=PL173129398F50B464&index=14

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34 | MATERIALS HANDLING

Buying a Forklift?

(Part 2)

I

n this second part of our feature on ‘Buying a forklift’, materials handling expert Joe O’Brien looks at some of the issues worth considering in terms of the application, finance options, dealer support, fleet management and cost control. He also gives some pointers on the merits of buying used versus new forklifts.

Purchasing Once you have become familiar with types of lift trucks available, it is important to understand your application prior to purchase.

For instance, will the lift truck be used indoors and outdoors? If an Internal Combustion (IC) truck is the preferred choice, you should think about the availability and cost of gas or diesel. These questions are necessary to narrow down what you need from your lift truck and to help the dealer provide the best match. Other factors to note prior to purchasing are: • Check the lift truck’s capacity, not just at lower heights but at the maximum lift height also. What are the dimensions of your pallets and how are they stored in your racking?

• Are your operators working with racking or in tight spaces? Are you only handling full pallets or is order picking required? What is the floor surface like?

• If you currently own lift trucks, are they equipped with the right attachments and accessories to get the job done or are there shortcomings.

• Next, look at the estimated operating hours that the lift truck would be utilized per day. For instance, is the lift truck going to be used in a single shift or a double shift? If you plan on purchasing a lift truck for a very specific application in which it will only be operated intermittently, then buying a new unit may not be economically viable.

Drivers should be involved in the evaluation process as their practical experience can be invaluable

Choosing the Right Dealer One of the most important and often overlooked factors in a lift truck purchase is the dealer. Th is is even more critical where the forklift is used continuously or is the only piece of material handling equipment capable of operating in a specific area. Remember that the real value and cost of a lift truck is determined over its entire working life. Th is ‘whole-life’ cost can be dramatically impacted by a dealer’s involvement after the sale.

Key issues to consider: •

• • • • • • •

Ease of access for routine maintenance or repairs will help minimise downtime.

Can the dealer cover all of my equipment needs? If more than one type of forklift is required, can these be purchased from a single source? Is there parts commonality? Will the service man be able to carry out all routine maintenance in one visit?

Does the dealer represent a respected brand name?

Your dealer should be willing to provide operator or service training that is tailored to your equipment, maintenance needs and work cycles.

Ask for references of companies who have similar needs.

The dealer should stock a wide range of standard spare parts and accessories. What about carriage cost for parts and are they available next day?

Is the dealer capable of installing application specific attachments?

The dealer should be able to explain clearly all the finance and purchase options. Check the monthly rate they are offering versus your own bank.

Always check the small print in maintenance or rental agreements to see exactly what is covered and if there is a limitation on hourly usage, e.g. tyres.

An experience and professional sales representative will be able to address all of these issues and be prepared to put it in writing with their offer.

New versus Used In order to make this decision, you need to accurately determine how many hours per week/year you will use it, and how long you intend to keep it.

• If you expect to use your lift truck four or more hours per day, then buying FLEETTRANSPORT | JUNE 14

Fleet monitoring soft ware is a useful tool for multi-site facilities with several forklift s, to identify specific costs.

MATERIALS HANDLING | 35

• •

•

new is probably recommended, particularly if it will have a high-duty cycle. If you expect to use your lift truck only intermittently, buying a used truck or a lower cost new model may be a good option.

What is the warranty? New units come with a standard factory warranty that typically spans 12 to 36 months, with extended warranties available.

A used unit may be sold “as is” or with a limited local warranty.

If you decide a used truck will suffice, and opt for an electric model, be sure you know the condition of the battery. Does it have the original battery and how many operating hours are on clock? A new battery can cost up to €5,000 euros.

Find out about where the truck worked previously and what specific repairs and service work have been carried out.

Finance and Contract Hire Options There are three common ways for a customer to acquire a lift truck: • • •

•

•

•

Pay cash using working capital. Th is is often the preferred option when buying a used truck as the value is less and fi nance companies are sometimes reluctant to take on used trucks.

Finance the cost over time (typically 3-5 years), similar to a mortgage.

Customer pays a nominal fee at the end of the lease to gain full ownership.

The interest rate at any given time is obviously a key factor here.

Contract Hire or Lease the lift truck for its optimum economic life (typically 3-5 years) and then return it when the lease expires. Th is is normally set up to include preventative or full maintenance which means the suppliers engineer visits the site at predetermined intervals to carry out routine or preventative maintenance. A full contract hire usually means the supplier carries out all repairs and maintenance as and when required and are often obliged to provide a replacement machine if a truck is out of service for longer than an agreed timeframe.

An important point here is to establish what repairs are not included in the agreement i.e. normal wear and tear.

Do you want the forklift on your company’s balance sheet as a depreciable asset, or not? In a loan arrangement, you are considered the owner of the equipment and can generally take any depreciation deductions and claim the associated tax benefits. The lender or fi nance company will hold the title as security until the loan is repaid in full.

A lease is a contract hire that gives you the right to use and possess the lift truck for a specified period of time for a predetermined monthly lease payment. At the end of the lease you simply return the truck to the company.

The benefits of a leasing or contract hire include, fi xed payments, offbalance sheet fi nancing, and the ability to upgrade easily. Customers who choose a lease with full maintenance are normally billed for the maintenance along with the lease payment automatically. Larger companies prefer to do off-balance sheet fi nancing or contract hire as their accountants do not need to worry about capturing the truck as an asset on their books which reduces taxable income and a company’s tax liability.

Discuss the various finance options with both the forklift sales person and your accountant.

A professionally refurbished machine may be a cost effective alternative to buying new.

Fleet Management When lift truck fleets are not properly maintained or utilized efficiently, downtime increases and productivity is reduced which ultimately costs money. Most of the major forklift producers now provide fleet management programs, which identify opportunities to reduce materials handling costs.

If you are unable to measure and monitor your fleet operating costs, it is very difficult to control them. Th rough web-based fleet management systems, customers have the ability to check individual truck utilization, cost per hour and total fleet operating costs. The systems can also assist in identifying specific costs such as tyre expense and avoidable damage.

Research Perhaps the most important thing to bear in mind when buying a forklift is ‘Research’. Avoid a situation where you are forced to make a quick decision.

Th ink of all the factors within your specific business, which impact forklift performance and cost. It’s worth remembering the old Chinese proverb “In haste there is error”.

Check the dealer's service support and spare parts capability with existing customers.

36 | HEALTH MATTERS

Coronary Artery Disease High risk for Commercial Vehicle Drivers – What can be done about it?

S

ome years ago a survey was carried out on a group of commercial vehicle drivers.

They were compared with a similar group of other industrial workers of the same age, gender, smoking habits, dietary habits, and socio-economic status.

The two sets of workers were matched for body mass index (weight), family history of heart disease and leisure time activity.

The end result of the survey showed that the driver group had higher cholesterol, higher blood pressure and higher occupational stress – 50% more than the other group – indicating a markedly higher risk of coronary artery disease.

Hazardous work situations, jobs that require vigilance and responsibility for others, and work that requires att ention to mechanical and electronic equipment, combined with a high workload and lack of executive power in decision making – all of these factors are known to play an important role in the regulation of blood pressure.

The above factors are particular to the profession of commercial vehicle drivers. As well as these factors, the driver also has the normal background factors for coronary artery disease, which are linked to age, family history, smoking, diet and gender (men have a higher incidence than women).

It is clear that many factors inf luence the development of coronary artery disease.

Modification of some of these can help reduce both the development of this disease, and slow the progression of established disease.

Things that can be changed of course are cholesterol levels, smoking habits, blood pressure control, and diabetes if present. High cholesterol – fat in the blood stream causes fatt y deposits to form in the blood vessels thereby partially obstructing the lumen, smoking causes the walls of the arteries to narrow, and constant high blood pressure eventually weakens the arterial wall.

Obesity is not as much of a factor in coronary artery disease, but it does predispose to diabetes, so it also should be managed.

What does coronary artery disease do? As the arteries are the main highways by which the heart muscle obtains its nutrient (oxygen) from the blood stream, anything that blocks or

partially blocks these arteries starves the heart muscle and can cause parts of the muscle to die.

The heart which is then compromised, labours to do its work, the patient may become aware of this in the form of angina.

Th is is a sensation in the chest generally described as ‘heavy’, ‘tight’ or ‘gripping’.

The symptoms of angina should not be ignored, as they are eminently treatable both with medical treatment and with other treatment such as stenting - that is putt ing a splint into the blocked artery across an obstruction that opens the vessel up again to the passage of the blood stream.

Everyone has heard of the Coronary Artery Bye-pass Graft – known in the profession as the cabbage. Th is involves major surgery, but is an excellent treatment and has been a great success over the years.

However, as with everything, prevention is better than cure, and all the aspects of life that can be changed should be targeted. The health of the professional driver is important to a lot of people, and the driver owes it to himself and his family, as well as to the rest of the community, to deal with smoking issues, and diet, with particular reference to his intake of fatt y foods, and consider having his own sphygmomanometer to check his blood pressure from time to time. He should keep note of these measurements, and show them to his doctor when he has a check up and be advised by his doctor, bearing in mind that he is a heavy goods vehicle (HGV) driver.

The other factors that are known to be associated with a rise in coronary artery disease in drivers are really out of their hands, as they must rely on their employers to assign them reasonable schedules, up to date mechanical and electronic equipment, and some executive input into the general plan of work schedule.

Rest Stops/Service Stations, where truck drivers may spend significant time, must be comfortable, spacious, user friendly, safe, with good air quality, and must facilitate those truck drivers who wish to make healthy choices with their food, and physical activity during working hours. All these measures will take time, but will show good results within five years or so. After all, what is the alternative?

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or Log onto www.mikemurphyinsurance.ie TODAY! Mike Murphy, the only man for your car, home or van.

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FLEETTRANSPORT | JUNE 14

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

The FUSO Finance credit provider is Bank of Ireland Finance, which is a registered trading name of Bank of Ireland.

38 | REVIEW I

Multimodal NEC – 2014 – Birmingham

I

n its seventh year Multimodal, the only UK and Irish event for the freight and transport sector that embraces all modes of the supply chain has grown by 15% since 2013. Held around the same dates as the Commercial Vehicle Show but at a different section of the NEC, Birmingham, interested parties came to see what the leading companies in the rail, sea/water and road transport sectors had to display as well as warehousing and IT.

of the topics of the daily seminars held during the event. By 2016 it is estimated that the click and collect market in the UK will double in size from £61 million to £118 million by 2016. Yet, in the fast-changing world of online retail, there is one constant, consumers still attach greater value to price than convenience. Attendees also heard that smarter thinking is needed to meet the even greater humanitarian and requirements. The aid industry has been forced to go global in response to a doubling in the number of people affected by humanitarian crises in the last decades.

The continuous growth in e-commerce was one

Mike Whiting, Senior Logistics Consultants for World Food Programme (WFP), chairing a seminar on humanitarian logistics said aid costs increased by 430% between 2004, the year of the Indian Ocean Tsunami, and 2013.

Last year, 50% of those facing humanitarian need were in confl ict-affected areas up from 25% 10 years ago.

More than ever, Irish companies had a presence at the three day Multimodal Showcase. Jarlath Sweeney and Howard Knott were there for Fleet Transport and Fleet Maritime.

Combilift/Aisle-Master Monaghan based Combilift shared its stand with sister brand Aisle-Master which has Eddie Stobart as one of it newly acquired customers.

Dennison Trailers 2014 marks a special year for the Naas/Lancaster located company as it celebrates 50 years in business which at one time included truck manufacturing.

Eurotunnel Le Shutt le Fret Celebrating its 20 th year of service in 2014, Eurotunnel is the most environmentally-friendly way to cross the Channel with a vehicle. It’s the fastest crossing too!

FLEETTRANSPORT | JUNE 14

Independent Express Cargo Martin Vahey and Hugh Burns representing Independent Express Cargo based in Blanchardstown is a member of the TPN pallet network exhibited for the fi rst time.

REVIEW I | 39

IWT (International Warehousing & Transport) Marco Haverkamp and Mark Hunt covered for the Dublin company that has operations in Ballina and Rotterdam and represents a number of shipping agencies.

Kingspan Energy Ross McGuinness and Aisling McArdle are both based in Holywell, North Wales for Kingspan, supplying and installing cost saving, energy saving roof panels for industrial buildings.

Montracon Trailers With production plants in Britain and Ireland, Montracon Ltd has been building trailers for over 30 years. The fi rm is a member of the Montgomery Transport Group.

Narrow Aisle Articulated forklift truck technology pioneer Flexi Narrow Aisle provides more and more space efficient solutions than traditional counter balance or reach trucks.

Search Impex Brenda Newsome is holding one of the Search Impex’s latest model trucks featuring Irish company WM Dennison, with its award winning livery.

Look out for the special competition on page 5 to win one!

Stena Line Freight The double chimneys topping the Stena Line stand were eye catching as the ferry company promotes its newly acquired Rosslare to Cherbourg route (from Celtic Link).

Superior Express Happy! Brian Cleary, Chris Sower, Laura McGill and Michelle Mulholland representing the Dublin based transport company, exhibiting at Multimodal for the fi rst time.

Titan Containers There were two elements to this stand, which specialises in new and used container sales and rental and temperature controlled units, some under the Arctic Store brand. www.fleet.ie

40 | LEGAL

Employers are responsible for Safe Loading & Unloading

M

any minor injuries result from accidents that occur whilst vehicles are being loaded and unloaded. The majority of these injuries, such as sprains, cuts and bruises are simply put down to the perceived inevitability of injury being suffered in the course of a routine and daily activity. In much the same way more serious accidents, such as back injuries, are treated as acceptable ‘work related’ injuries.

In fact the Safety, Health and Welfare at Work (General Applications) Regulations 2007 sets out the circumstances in which the risks arising from Manual Handling become the responsibility of the employer, and identifying an activity which involves manual handling is not likely to present an employer with any great problem. The bigger problem, looking at an employee’s daily routines, is identifying work that does not involve handling.

The legislation requires that, where there is an identified risk, there should be a ‘risk assessment’ and, for that reason, there should be written risk assessment for every routine loading or unloading activity.

The assessment should consider the weight of each part of the load that is to be handled, and the safest and most efficient method of dealing with it, for example hand balling or forklift trucks might be suitable. That is not to say that each individual load requires an assessment; a single assessment will be sufficient for loads that are repeated and are similar in form, but care should be taken to recognise any load that is unusual so that, if necessary, a new assessment can be undertaken.

A far greater problem arises if the load on the vehicle is dangerous to unload. Any load can move in the course of a journey and every load should be approached with care even if it is routine and familiar. The fact is that a surprising number of injuries occur in the course of loading and unloading, these range from cuts and bruises to serious back injuries and, if there is no relevant health and safety regime in place, it is likely that the employer will be found to be responsible.

Employers need to be particularly careful when dealing with ‘foreign’ vehicles, that is to say vehicles which they do not own, and which they did not load. Trailers which, either with or without a tractor, have crossed either the Channel or the Irish Sea, or both can be subjected to movement which affects the load. Equally, when a vehicle or trailer is unloaded in the course of a journey, the stability of the remaining load can be altered.

Looking at these issues from a Health and Safety point of view the employer’s responsibility is clear. When a load arrives which looks as if it might present problems there should be a formal and written Risk Assessment. Where the assessor concludes that the vehicle or trailer can be safely unloaded, provided that the unloading is carried out in a particular way, the method should be clearly set out in writing. Where the assessor concludes that the condition of the load in its present state is too dangerous to be unloaded, there should be an immediate instruction that no one is to approach the vehicle. In the event that the vehicle has to be moved to make space for

other activities, that movement should be the subject of a separate Risk Assessment.

Whilst, at first glance, this may all seem to be yet another impossible burden for the employer, an operator should fi nd that in practice there is no real problem. A simple form of ‘load risk assessment’ should be prepared to suit the company’s routine practices which can be used on a daily basis; but, on those rare occasions when a load might seem to present real danger to the loading/unloading staff, the use of the assessment form would ensure that the risk was recognised and action can be taken to avoid the possibility of injury.

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42 | REVIEW II

GE Commercial Finance Fleet Services

Snoeks

FLEETTRANSPORT | JUNE 14

Commercial Show 2014, Frigoblock With the supply of 8 of its latest refrigeration units on SuperValu’s Quinn built trailers, Joe Grealy, Frigoblock’s Export Manager is pleased. On that subject, the FK25i unit uses up to 76% less fuel compared to the standard diesel powered fridge with the FK35i saving up to 84%.

Bridgestone Conor Curran, National Fleet Executive Ireland/Scotland gave us a tour of the stand that featured the tyre brand’s latest products, services and tyre management systems including the Total Tyre Care programme for fleets.

Between the UK and Ireland there are over 400 dealers in the network to provide this back-up.

BlueCat AdBlue Developments at BlueCat in Ireland include a move to larger premises on the Naas Road in Dublin to meet the future demands for AdBlue, the liquid urea after treatment product that helps achieve Euro 6 standards through the Selective Catalytic Regeneration (SCR) system.

Tip Trailers Over £19 million is to be invested by Tip Trailer Services in the purchase of 900 new trailers from a number of UK and Irish manufacturers. The range will entail the build of new curtainsiders, box vans, skeletals and reefers as well as teardrops and double-decks.

Chereau Trailers Th is French trailer manufacturer is highly sought after by operators in the refrigeration transport business. Recently Chereau was awarded Innovation Gold at Solutrans 2013, followed by the Refrigerated Trailer of the Year at the TCS&D Show in Peterborough. Xavier Wilkie and Christopher Danton were over for the show.

GE Commercial Finance Fleet Services Eddie Parker demonstrated this highly specified Ford Transit Custom which is part of a fleet supplied to Hilti as a mobile sales unit. The racking/display shelving system fitted which meets all the Health & Safety requirements, while ensuring efficiency for the company and the driver.

Snoeks Dutch automotive fi nishing specialists, Snoeks is indeed quick off the mark in designing this crew-cab fitt ing for the all-new Ford Transit 2-tonne due for launch soon. Snoeks partner with a number of brands in the LCV business in developing fitt ings to increase the usability of the vehicles.

ELD – European Leisure Distribution Lightweight electric and hydraulic slide out systems on campervans, caravans and new display trailers and horseboxes are becoming the norm. The amount of additional space provided is amazing. ELD is exclusive agents to Lippert Componets USA and is looking to Irish customers to expand its clientele.

ELD – European Leisure Distribution

REVIEW II | 43 Toyota

Vehicle

Isuzu Marketed as the Pick-up Truck Professionals, Isuzu had a selection of its award winning D-MAX with various conversion kits installed such as Fire & Rescue applications and some with elevating working platforms. Of course, another forte of the D-MAX is its 3.5 tonne towing capacity.

Michelin Sharon Samra, Head of Truck Marketing led the press around the Michelin stand highlighting the new XTE3 trailer tyre product due for launch later this year which uses a patented corbien rubber compound. Each year, Michelin invest €600 million in Research & Development.

Eberspächer Seven vehicles were on the Eberspächer stand including this impressive Foxhound military vehicle that showcased its air-con/climate control system.

Mobile refrigeration units and new energy efficient Handiwash2 and EasyStart Call are its new range of switches, informed Tina Backhouse.

Toyota On this occasion two sides of the Japanese auto brand came together – Toyota Commercials and Toyota Material Handling. A variety of products were shown from vans to pick-up trucks to forklift s and hand pallet trucks. Together, Toyota can provide businesses with national coverage and local support.

r2c Online

Michelin

Lawrence David Peterborough based coachbuilders Lawrence David supplies a number of customers in Ireland, most recently SuperValu. On its stand was its latest double deck trailers together with curtainside and box rigid truck bodywork. Its home delivery vehicle sporting the fi rms own colours was also on display.

Carrier Transicold

Carrier Transicold Earlier this year we featured Carrier’s new Vector range which is more efficient in everything it does from a performance, TCO and environmental aspect.

“Delivering fresh and frozen goods from ‘farm to fork’ in a seamless coldchain operation is what Carrier Transicold aim to deliver everytime.”

Eberspächer

Quinn Refrigerated Vehicles Upon seeing the Pallas Foods Mercedes-Benz Atego exhibited in hall 3, it had to be Quinn’s of Athenry for yet another year. Company Managing Director, Michael Quinn is very pleased with the take-up of its now award winning refrigerated trailer with recent orders from SuperValu on top of exports to Europe.

Lawrence David

r2c Online Vicky Mosley, Nick Walls (M.D.); Simon Fisher, Suzanne Benjamin and Andy Viner were out in force representing the Sheffield company that has developed an online platform that connects fleet management, leasing companies and vehicle operators with dealers, workshops and vehicle manufacturers.

CV Show, NEC Birmingham C

NEC, Birmingham Part II

Isuzu Quinn Refrigerated Vehicles

Text & Photos: Jarlath Sweeney & Cathal Doyle

www.fleet.ie

5526

44 | OPINION

Back to the future, from the Operators Desk by but with Tolls View Sean Murtagh - sean@fleet.ie

I

n the April edition I wrote about the challenges facing the country in relation to road charging and road tolls in the coming years. Shortly after the magazine was published I spoke to one operator who informed me that road usage and parking charges are among the fastest increasing costs within his company. What is most worrying about this is a lack of a competitive aspect, which will only speed up the pace these charges increase at. If there is one big legacy left by the Celtic Tiger to the transport industry it was an efficient motorway system, but it looks like the remnants of the recession will be extra charges and taxes.

Another issue that we will likely encounter as activity increases in the economy is a return to traffic congestion. It will not take much in terms of extra traffic volume to slow down the M50 and the motorways leading on to it. In the next ten years the challenge facing the industry is how to reduce the cost per kilometre to use the roads and make sure that journey times continue to reduce.

In parallel with these problems the Government must be careful that any policy change does not disadvantage the more remote parts of the country and truck operators in these areas.

In the past, blind investment in the railway network created unfair competition for hauliers and private bus operators. It is difficult to know if transport by rail for passengers, or freight will ever be a viable alternative to road movement. It seems not, because as the State funds continue to diminish, the Government has stated there will be no more investment in the railways. Now we will see if rail freight ever made economic sense, as Irish Rail is forced to take a closer look at its costs. Although rail freight does not account for significant volumes there are nonetheless some significant individual customers using the train. Media reports suggest that the railway company will run out of money sooner rather than later, so lets wait and see what happens.

Another element that will be exercised by any reduction in rail freight are the environmental groups. Again Governments will be nervous of any confrontation here because to the general public, closing railways makes no sense at all.

competitiveness and create jobs away from the big cities. Doing nothing is not an option for the Government here, it must tackle the road tax imbalances, reduce the cost of using the roads and make sure that a consequence of an improving economy is not gridlock.

The late Gerry Drennan, founder of Spa Transport in Lisdoonvarna, Ennis and father of IRHA active member Eugene Drennan summed it up well.

Shortly before he died in 1999, he said it was taking them as long to go to Dublin with good lorries in the 1990s as it was in the 1950s with bad lorries. Had 120 he lived into the first decade of the next century he would have seen the journey time from Clare to Dublin reduced significantly, but with three tolls to be paid. I hope by the end of this decade we will not be paying more to do journeys that have slipped back to that of the 1980s.

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Getting back to the road and how the Government can ensure that it remains competitively costed and efficient, let's look at Sweden. Currently the Swedish Transport Ministry is about to announce some routes where vehicles will be allowed to operate at 74 tonnes (GVW). All of these weight bands are way in excess of what is allowed in the rest of Europe. In the Netherlands and Germany, some limited trials have taken place with heavier and longer trucks, but widespread introduction of these combinations have not happened yet. In Sweden, however the Government is very clear on its policy to allow trucks operate at higher weight, and by introducing these changes will strengthen

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46 | FINANCE

Top Ten KPIs in Transport

D

uring your annual business review by your bank or as an add on value service by your accountant after the annual fi nancial reports are produced, reference will be made to the KPIs (Key Performance Indicators) of your business.

Normally they are referred to by individuals that have little/no knowledge of what the key areas of control are and litt le time is given to actually outlining, understanding and using these indices correctly. To be effective KPIs should be monitored monthly, and the annual review should just be a summary of work done each month and the means to benchmark against other companies in the same haulage sector.

1.

2.

3.

4.

5.

6.

7.

Gross Profit: Profit before lease and bank interest demonstrates the profit ratio of the business and can be compared to similar business in the same sector without it being affected by the level of debt in the business.

8. Net Profit: If a business has been profitable over a long period and has retained this profit in the business then you would expect, because of lower interest costs that net margin will be higher and increasing year on year.

9. Earnings Before Interest, Depreciation & Amortization (EBIDA): Th is is the profit of the business for the period plus depreciation and interest cost added back. Th is is what the bank looks at to see the repayment capacity of your business for future loans and leases. Profit that materialises into cash quickly is key to increasing this ratio, and a prudent plan to spread asset repayments over the life of the asset also assists this key ratio.

10. Top 5 Customers and % Turnover: Regardless of contracts and length of contracts, having one customer with over 15% of your business turnover adds risk to your business. If the customer is profitable and growing, it's difficult not to grow and expand with that client but consideration has to be given to match asset debt exposure with length of contract and also make sure that you have stress tested the business that survival is possible if unforeseen events take place.

Fuel as a % of turnover: If we have a target of 30%, and constantly 34% is achieved then either a) target is incorrect; b) rates for work performed is incorrect; c) diesel cost per litre has changed; d) fuel consumption has changed. When you review each variable and improve where possible then this KPI is crucial to the bottom line.

Drivers Wages and Expenses as a % Turnover: If we have profitable rates and a productive driver workforce (with good transport management behind them) this indicator can drop even with upward pressure on wages. It's your business as a transport operator to maximise the potential earnings of your employees while still remaining compliant. The type of equipment used and the specialist nature of the work does have a bearing on this ratio but an ethos in the business to reward drivers for earnings as opposed to time worked or distance travelled can help to improve your overall margin.

Tyres/Maintenance/Depreciation/Interest as a % of turnover: Th is indicator looks at the productive use of the asset (truck) and can compare the cost of a new unit (higher turnover, higher depreciation and interest with lower maintenance) versus a second hand unit (potentially lower turnover based on down time and higher maintenance but lower or ve: Rave: i e Rav id Side Multi Lock Sid nil depreciation and interest). The top three s id s. ide th side bboth Up to 130 strapping points items cover 80% of transport costs and should t. poin per 2 tons ain. be reviewed monthly.

Accessible from inside curt Overheads as a % Turnover: Overheads cover a wide range of expenses from light/heat/power/ telephone to the wages of administration and current account interest and charges. The cost of overheads has to be assessed versus the standard of services required and this indicator needs attention when it has gone out of line with budget both over-budget, and under-budget. New systems can give better information or the same information for less but with increased compliance requirements, greater reporting requirements to statutory and financial institutions cutting overheads may be to the long term business detriment.

Debtors Days: The quicker you can provide the service, invoice the customer and collect the debtor balance the sooner REAL profit materialises in the business. Strong credit “It’s all about versatility. These Profi Liners, are highly adaptable and with the variable roof heights control means a decrease in the potential we can quickly go from high density to high cube according to the job in hand. Furthermore, the for bad debts and a reduction in interest cost sliding roof is ideal for crane loading and fast turn round of steel. Add to that, the Multi Lock load as funding customers business is not a wise securing system which gives you around 130 lashing points along each rave and we can secure just business strategy. about anything safely, quickly and securely and even lash it from inside when the curtain is closed.”

Creditor Days: Extending creditor days, Alan Reilly. Transport Manager Mc Nally Logistics which is usually seen as free money, normally costs your business substantially more than Trailer parts and repairs Ireland: Mcloughlin Coachworks. +44 .28 3754 8418 the overdraft rate. Your business may have For direct sales enquiries please contact Jon Wilcock +44 (0) 7867 551839 Fran Pickering - Managing Director +44(0) 7842 817540 to revert to this strategy but suppliers will increase cost and take longer to supply purely Krone Trailers UK, Peckfield Business Park, to safeguard against the risk of payment. Don’t Phoenix Avenue, Micklefield, LEEDS. LS 25 4DY let poor credit control in gett ing paid by your Tel: +44 (0)1132 878817 | Fax: +44 (0)1132 878819 www.krone-values.com | www.krone-trailer.com customers result in increased creditors days beyond what is standard for gett ing the best price and service.

FLEETTRANSPORT | JUNE 14

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48 | COMMENT

The Freight Industry, a life's calling

A

From where I'm sitting Howard Knott

couple of years ago, I was very honoured and, indeed, almost rendered speechless, to be called up to the stage at the Fleet Transport Awards ceremony, to be presented with an award, for ‘Services to the Transport Industry’. Since then it has had a place of honour on the wall of my study at home. Recently I was looking at it and reflecting on how did I get into freight transport and writing about freight in the first instance, whether moving on three wheels, as in last month’s ‘Comment’ piece, by super Panamax container vessels or by planes, trains, trucks, or even, as Amazon is trialling at the moment, by drones.

Later in the evening I saw a short piece on TV about the development of the Hovercraft in the 1950’s and about its inventor, Christopher Cockerell. It showed how he had developed the hovering concept using bits and pieces found in the kitchen and a hair dryer. As I watched it dawned on me that I had read all about this at the time in the ‘Meccano Magazine’ of which I was an avid reader from about an early age. So enthusiastic about the magazine and its focus on all things transport, that at the age of ten I sent them a copy of a photo of a Spanish Sail Training Ship, the ‘Galatea’ taken by a friend of my Dad's while we were sailing just off Dublin Port, and a short piece about it. You can imagine the excitement when, a few weeks later, a cheque arrived in the post and the latest issue complete with photo and my featured article.

Th inking back on all of that, there really was no escape from the Freight Transport Industry and writing about it even if it did take another twenty years to get there.

Spending many years in the freight industry can mean that you build up a wide network of people whose working lives range from loading trucks, through to those that inhabit international boardrooms to those working in Government Departments. I have found that almost everybody I have met along the way have been enthusiastic and generous with their knowledge.

A lot is spoken about businesses gett ing in consultants to sort out issues, it has always struck me that walking the yard and talking with the guys whose function is to actually shift the cargo will teach you a lot more than any consultant would.

The latter part of my twenty ‘missing’ years was spent in the Pensions and Life Assurance Industry. The constant issue there was whether or not, when the members of the pension scheme reached their 65th birthday and collected their gold watch, there would actually be enough money to fund their pension. In the 1970’s with inflation touching 20% this seemed to be a forlorn hope. I found it all too stressful and then some bright person suggested that I should go into the freight business. I was assured that there were no worries there, in the evening the trailer is loaded and sent off to the boat and that’s it! He didn’t tell me that the next morning you start all over again trying to get the load together.

Anyway, coming back to the ‘pension’ career, it did strike me that the notion of retiring at 65 was daft considering that average life expectancy was increasing at a good rate. Many years later we are still no further on and the 65th birthday cut-off still reigns supreme. What a pity that is, how much knowledge and enthusiasm is being discarded? Yes, perhaps after forty years folk are tired of twelve hour days every day, but surely some system could be put into place that would facilitate working part time giving the 65 year old freedom from day to day operations and more time to think about the business, how it is run, what might be done to make it function better?

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A fi nal thought, I smiled to myself the other evening while using the ‘other’ queue for Ryanair on the way out of Birmingham after attending the Multimodal and Commercial Vehicle Shows, when I looked at the people in front of me which included a Dad with his young son, wearing a Leinster shirt and daughter carrying a huge model Volvo truck. I wonder where her career will take her?

FLEETTRANSPORT | JUNE 14

Text: Howard Knott - howard@fleet.ie

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50 | MARITIME I

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

Volume 9, No. 3 Summer 2014

Multimodal 2014 – A personal view

B

i r m i ng ha m’s N EC hosted Multimodal 2014 running from 29 April through to 1 May. Th is was the eighth year for the event that has grown into Britain and Ireland’s foremost sea and land focussed Exhibition and Conference event. As I left the venue along with hundreds of others heading out on the long corridors that link the exhibition halls with the Railway Station and Birmingham Airport, laden down with brochures and other “must read this sometime” material, I could not help reflecting that the event could well be described as being the freight industry equivalent of the National Ploughing Championships. Yes, there was a huge number of very interesting stands and a range of good seminars but, most of all, amongst the 6000 or so attendees there were lots of people that you knew. In my own case these were not only people from Ireland and the familiar faces from Ports and Shipping Lines but also quite a number of folk from all over Europe that I had worked with, many of them now doing something slightly different but never really escaping from the Freight Transport disease.

IWT stand Derek d’Arcy was very impressed by the DRS colour scheme on the new loco. I met up with Colin Dunne there talking with Linda Rigby from Network Rail, the British Railway Infrastructure Company as he explained how the Intermodal freight agenda was moving on in Ireland and that IWT had recently run its 1000th Ballina to Dublin Port train. That service is now running seven round trips a week having just added a Saturday train, the fi rst scheduled freight train service in Ireland for many years.

The company had also acquired Ballina Logistics & Storage Ltd enabling it to operate a 24/7 round the clock service for clients in the Irish North West. The company has also made a major trailer purchase from SDC for its Ireland/Britain and other road freight businesses.

Not far away I met Diarmuid Murphy who for a number of years, had been a senior member of the IWT team but, during one of the company’s re-organisations moved on with the purchase of the Seabridge business. Seabridge, in addition to running a number of international trailer services, is Irish agent for COSCO, the major Chinese deep sea Container Line. Diarmuid has exhibited at Multimodal for a number of years, sharing his stand with the COSCO office in Britain. The conversation quickly moved on to the whirlwind of change in the deep sea shipping industry propelled, in large measure, by the delivery of significant numbers of vessels

with a container capacity of double that of the vessels been replaced on the China to Europe routes. These displaced vessels, in turn are being put onto other trade routes for which they appear to be oversized. The announcement, a couple of weeks earlier, of the merger between Hamburg based Hapag-Lloyd and Chile’s CSAV which makes the combined operation the world’s third largest container carrier and the likely absorption by that group of Hamburg-Sud, a line best known for its Europe/South America business is likely to spark further consolidation in the business. The three lines together would, according to analyst, Alphaliner, account for 8.3 of global container capacity, just short of that of Marseilles based CMA-CGM Line. A further concern to Diarmuid and others that I met at the NEC was the speed at which new ship sharing alliances were being formed, the most notable being the P3 alliance involving Maersk Lines, MSC and CMA-CGM, the three global megacarriers. Nobody I spoke to was sure whether the shippers of cargo between Europe and Asia would benefit from the deal.

As the years have passed since the first ‘Multimodal’ the event has got larger each year notwithstanding the recession and it is now difficult to get to see everybody even taking two days to do it. Th is year there was the additional ingredient of the Commercial Vehicle Show also running at the NEC. And there was a great deal of movement Linda Rigby, Network Rail and Colin Dunne, International Warehousing & between the two events; typically Transport. trucks were at one venue with other multimodes upstairs.

Gett ing off the plane I met Paul Scully and Colin Dunne from International Warehousing & Transport (IWT).

They had a stand at the event for the fi rst time, as it happened positioned just over the walkway from a massive and seriously impressive Direct Rail Service (DRS) locomotive fresh from the Spanish builders and capable of hauling heavy freight trains at speeds of up to 160 km per hour. Such locos may not be on the shopping list of any rail operator in Ireland but, at the

Closer to home is the Cronus Logistics operation running a four times weekly container service linking its base at Warrenpoint with Bristol. I met Nicola Walker, its Managing Director and Roy Crooks, the Business Development Manager on their busy stand. Roy was delighted with the level of interest in the recently introduced service which offers use of 45ft curtain side container fleet augmented with ISO equipment of different specs.

Its export business from Ireland is extremely strong with major volumes moving to Distribution Centres in Southern England and the Midlands. The challenge is to develop equally strong volumes

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FREIGHT FERRY SERVICES FLEETMARITIME | SUMMER 2014

MARITIME II | 51 in the reverse direction. While the operation has run well since its commencement giving a ‘load day one, deliver day three’ service, the tidal window at Avonmouth is narrow. Cronus is seeking to extend port time for the vessel in order to facilitate further export traffic from Britain. We also talked about use of the Cronus service as a feeder for traffic arriving in Avonmouth from, in particular, the Iberian Peninsula.

Th is is a matter in which I have a particular interest as, wearing my Irish Exporters Association hat, I am in the partnership of the EU ITW Train at Ballina backed CFA-Effiplat/Atlantic Arc project which seeks to develop more effective and sister ships operate the Heysham service out of sustainable, both in the environmental and the Warrenpoint and this means that Seatruck can economic meaning of that word, cargo shipment shift vessels between routes as required. The routes for exporters and importers located close fourth vessel of the group of 2008, Spanish built to the Atlantic seaboard of Europe. Two other fleet is currently on charter to DFDS Seaways partners in the project were also at Multimodal operating its Immingham-Cuxhaven route. on a combined stand led by the Port of Bilbao, one of the partners and on that stand also I met I met Alistair at the event dinner which was held with Cesar Salvador Artola, the Planning & at the nearby National Motor Cycle Museum.

Operations Area Manager for the Port of Pasaia That museum would deserve an article on its along with Maria Lizaso, Marketing Technician own but, suffice it to say that the blurb says that at the Port. it is home to something over 600 veteran and vintage motor cycles. It seemed to me that there Cesar was very interested in developing shipping were a lot more, but each one was in immaculate links to these islands for shipment of cargo in condition including the one that had established containers. The port, which is located on the a motor cycle world record 254 mph run at Salt Spanish Biscay coast and close to the French Lake – I cannot imagine how crazy or brave that border is already rail connected and plans are rider must have been. in place to run European gauge tracks onto the quays so as to facilitate cargo coming from The dinner sponsor was DP World’s London France and northern Italy. As we talked through Gateway Port. At last year’s event there was a number of ideas one in particular emerged that talk about the plans to open this huge brand would involve using Bristol as the fi rst British new port on the Thames Estuary where it Port. Th is led to us taking the opportunity to displaced an old Shell Oil refi nery, this year it bring Cronus into the conversation for an Irish was all about the fact that the Port was up and link. One company that was not at Multimodal, running. Calls had commenced with vessels CLdN, already operates a container service linking Bristol with Leixeos in Portugal, and here, again, Cronus may be able to provide a link.

Another Warrenpoint based visitor at Multimodal was Alistair Eagles who runs the Seatruck Operation.

Seatruck did not have a stand this year but Alistair took the opportunity, while there, to tell people about the recent upsurge in business and their change of vessels on the Dublin/Heysham route where the veteran “Arrow” has been replaced by the much larger ‘Seatruck Pace’.

It has almost double the capacity of the earlier vessel with room for 110 trailers and much easier access for awkward loads. Two identical

operating on five world routes and a second berth was opening during May. DB Schenker Rail UK had opened up a rail network based on the Port initially linking it to South Wales, Daventry in the Midlands and services to the North West and to Yorkshire. DP World also announced the launch of a weekly container feeder service linking London Gateway with Rotterdam and with Dublin. Th is is operated by the global feeder service Company X-Press Feeders Ltd. A man with a very familiar face to anyone in the Irish shipping scene, Frank Robotham was named as ‘Multimodal 2014 Personality of the Year’ at a ceremony during the dinner. Frank had started out in the freight business in 1968 as an office junior in Liverpool, and ultimately became Group Marketing Director at Mersey Docks and Peel Ports. After a hugely successful career in Liverpool, Frank moved to a similar role at Associated British Ports (ABP). I met him again the next morning on the ABP stand where he was busy talking to people about their Ports that include a number of South Wales Ports. We talked also about the Cardiff Container Line which continues to operate successfully out of Cardiff to Dublin and to Warrenpoint.

While the DRS loco was the fi rst large object that you encountered as you entered the hall, not far away was a trailer loaded with a 50ft high cube container. Malcolm Logistics has developed this unit within the trials permitted in Britain for larger, more efficient trailers than those presently allowed under British and/or EU rules. Malcolm Logistics operate a significant haulage and distribution business using rail and road. Along with building forty of the 50ft . containers the company will also have twenty 15.6 metre extended skeletal trailers in service by mid2014. These trailers are being built for it by SDC. The company expects this new fleet to allow it carry 15% more freight on each journey and to reduce carbon dioxide emissions by 13% per pallet.

Close by was a container side-loader in Dawson rentals livery. I spoke to Roy Rogers from Ballyvesey Holdings, a Montracon company which is importing these units from its New Zealand based builder.

He felt that this was a significant advance on the equipment currently being sold by Hammar Maskin and that it was very flexible and easy

DB Schneker

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IRISH SEA ROUTES FLEETMARITIME | SUMMER 2014

52 | MARITIME III to operate. It would seem to have great potential for use in company premises in which there is no loading bay as it would allow a container to be taken down off the trailer onto the ground, making the whole loading or discharging operation much safer. It would also be able to pick containers from a trailer onto a railway wagon in a small scale rail freight operation.

was a Dennison trailer with one of the original Dennison Tractorunits on board. While, under the bonnet much will have changed since the 1980’s, I was surprised how otherwise modern it looked.

Speaking of lifting containers, among the speakers at a most interesting UK Rail Freight Group meeting taking place during the Multimodal event was David Cooper who Montracon runs a company, Cooper SH. His presentation was on the issue of efficient container handling mainly in port and in rail terminals. The figures that he threw up on screen showed the use of a standard reach stacker for handling both empty and laden containers was not at all economical and that a stacker specifically to handle empties would more than earn its keep. He also spoke about recent developments in mobile crane technology allowing such vehicles to be much more versatile and useful particularly in small port operations.

The keynote speaker at that event was Dennison Truck & Trailer Clare Moriarty of the Department for Transport Rail Executive. She was most impressive and so were the messages Back into the Main Hall I went looking to the that she delivered, that of serious support for Stena Line stand in search of Richard Horswill, the sensible development of rail to handle a the Head of Freight for UK and Ireland, but, wide range of traffic flows that are better taken unfortunately he was ill and unable to be at off the roads.

Multimodal. Speaking to others on the stand it was clear that Stena see the acquisition of the The fi nal speaker was Armand Toubel, who Celtic Link Ferries service linking Rosslare spoke about the ‘famous’ super long train and Cherbourg as being a key development in project being carried out in France. Th is is the the whole Stena strategy. While on the stand I 1.5 kilometres train with a second locomotive met Brigid Derry of Derry Bros and one of her located half way along. For him the major colleagues also asking about future developments issues were around controlling that vehicle and on the Irish Sea. not track access, signalling or any of the more obvious difficulties.

A ‘Times Past’ moment, close to the sideloader

A person that I had not seen for quite some time was Bernard Molloy, who chairs the ‘Liverpool Superport’ project with the Liverpool City region Local Enterprise Partnership.

The work that this organisation, along with Peel Ports, has already done in re-developing this Liverpool/Manchester region as a logistics hub for the 21st century is most impressive. Stephen Carr of Peel Ports was telling me that the ‘Liverpool 2’ project which will enable container ships with a capacity of up to 13,000 TEU to berth on the Mersey is running to schedule and is expected to be operational by the end of 2015.

From an Irish point of view, the potential of this project is immense.

One interesting ‘daydream’ from Stephen was that, perhaps at a port in Southern Spain it could be arranged that one of the massive vessels coming from Asia could discharge all the containers for the North West of England, Scotland and Ireland.

They could then be picked up by a slightly smaller vessel sailing north from South Africa and taken to Liverpool while containers from that vessel that are for Continental Europe could also be discharged at the Spanish port and put aboard the larger vessel.

Stephen might be wrong on that one, many of the other ideas that surfaced at Multimodal 2014 might not come to anything either, but it is the type of event that opens your eyes for new and exciting possibilities. “Multimodal 2015” will be at NEC, Birmingham running from 28-30 April 2015.

RORO 2014 rolls into London with fresh insight

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place within the exhibition hall and the sessions will provide a comprehensive understanding of the RoRo transport issues currently being faced.

RORO 2014 is a free-to-attend three day exhibition and conference providing logistics professionals involved in roll-on/roll-off (RoRo) shipping with the opportunity to meet, network and do business. The RORO conference takes

“RORO gives us the opportunity to meet with customers who are seeking modern port facilities, as well as flexible port services and individual value-added-services in terms of RoRo shipments” says Inke Onnen-Lübben, Managing Director of Seaports of Niedersachsen GmbH. “This is what our ports in Niedersachsen

ew conference topics and high profile exhibitors have been announced for RORO 2014, the only exhibition and conference dedicated to the roll-on/roll-off shipping industry, which takes place at ExCel in London, from 24-26 June.

– especially the ports of Cuxhaven and Emden – can offer to their customers. Both ports have invested in new equipment and port facilities and there are plans for new RoRo-infrastructures.

I'm sure that it will be very interesting for RORO 2014 visitors to hear about those new prospects in our ports and how they could benefit.”

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EUROPEAN ROUTES FLEETMARITIME | SUMMER 2014

MARITIME IV | 53

LD Lines to re-open Rosslare service

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D Lines has confirmed that its RosslareSt. Nazaire (France)-Gijon (Spain) route will resume with departures from Gijon on 17 June followed by St. Nazaire on 18 June and fi nally arriving at Rosslare on 19 June. First departure from Rosslare on Friday 20 at 21.00 with the vessel ‘Norman Atlantic’ arriving at St. Nazaire at 19.00 on Saturday and at Gijon on Sunday at 13.00.

Gary Andrews of LD Lines said, “We are delighted to confi rm the resumption of our service, offering Irish hauliers the easiest routes to western France and Spain. Beating the French driving ban by arriving in Spain on Sunday evenings, freight is placed ready for Monday morning deliveries across Spain, Portugal, and France and further afield.”

The vessel, ‘Norman Atlantic’ has passenger accommodation for 550 and can accommodate most freight types including abnormal loads. LD Lines’ Biscay routes include Poole to Santander, Poole to Gijon and the direct St. Nazaire to Gijon service. Freight bookings in Ireland are made by Motis and for the through journey, Rosslare to Gijon two separate bookings are required.

While initially seen as a summer service LD Lines has advised that it will be in discussions with hauliers about a possible winter schedule to operate after September.

Another new Spanish Ro-Ro link has been put into place by Transfennica who will now run its Bilbao to Zeebrugge service with a twice weekly call to Portsmouth en route. The vessel will also

take trailers from Portsmouth to Zeebrugge on this service.

Liam Lacey takes up IMDO appointment

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iam Lacey has taken over the role of Director at the Irish Maritime Development Office (IMDO), replacing Glenn Murphy who had held the post for a number of years in the State backed, maritime promotion body.

able to bring my experience in the sector to bear on the IMDO’s objectives to drive the competitiveness and efficiency of the sector and to maximise its job creation potential. The achievement of these objectives is not only in the interest of all stakeholders within the maritime industry, but also a significant determinant of our international competitiveness as a trading nation, and therefore, the success of our economy.”

Liam has a great deal of experience within the maritime sector both with B & I Line and later in a senior role in the Irish Continental Group member company, Eucon. His appointment has been warmly welcomed by many of those in the shipping sector in Ireland and abroad.

On his appointment Liam said, “I hope to be

Containerships aims to beat the ban

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he Finnish owned North Sea specialist, Containerships Ltd., has announced that a deal has been made that will result in them taking delivery during 2016 of two brand new vessels which will use LNG,

but will also be able to burn conventional marine diesel oil/heavy fuel. Th is will make Containerships the fi rst short sea container carrier to run ships on LNG.

The new vessels will have a capacity of 1400 TEU and will be able to accommodate 300 reefer containers. Not only the main engine will use LNG but also the generators of electric power for the reefers will be dual fuel.

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AN ESSENTIAL PART OF YOUR TEAM FLEETMARITIME | SUMMER 2014

54 | SOAPBOX

AS OTHERS SEE US

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ecently I approached a major, and highly reputable haulier to join the Irish Road Haulage Association (IRHA) and his response was that he would not join a “Trade Union”. Another equally esteemed major haulier recently declined to renew membership, as it was “not value for money.”

As Robbie Burns said all those years ago, “O wad some Pow’r the giftie gie us To see oursels as ithers see us.”

These are good companies and needed in the association, therefore I was fairly taken aback with their responses as I have never seen myself as being in a Trade Union through my membership of the IRHA. Obviously I believe the association has delivered real measurable value to my business over the years.

So perhaps time for a stock take? Value for money is easy to evaluate, the Essential User Rebate gives every licensed haulier 6 to 7 cent on average per litre of diesel bought and personally I find this a very welcome sum coming in on time every three months. For the value for money question one months rebate alone would pay the IRHA membership for a year. The VAT at 23% being included in the toll charge on the M50 rather than being levied on top of it is another source of value added and the rebate for five and six axle trucks on the East Link is yet another. I feel that any haulier would call the above real value for money but as we all know, “eaten bread is soon forgotten.”

As to the ‘Trade Union’ issue, I don’t agree with that description. But call the IRHA what you will if the following results came about because we are a trade union, would you rather we did not achieve them? Maintained height limit of 4.65 metres; forty-six tonnes on six axle tractor units registered preJan 2014; overtaking on two lane motorways and most recently the lifting of the levy for one year on DOE testing. The national height limit proposed at the time of the Port Tunnel debacle was 4.2 metres, subsequently it was proposed to fall in line with the EU at 4 metres, and the only opposition to either of these came from the IRHA who succeeded in maintaining 4.65 metres. The rules forbidding trucks overtaking on two lane motorways for which many drivers were accumulating penalty points was successfully challenged by the IRHA. As a licensed haulier one might think that the foregoing are so stupid as never to have been introduced, however the people that make and introduce such rules are civil servants and with one or two exceptions few have any idea of the practicality or reality of what they are advising. If one wants the most recent example of that, go to the Oireachtas debate of 14 May with Minister of State Alan Kelly, T.D. responding to the torrid questioning he was getting from Deputy Mattie McGrath on the introduction of the Lorry Road User Charge (RUL) in the UK and Northern Ireland. With the greatest of respect to the Minister he knew nothing of what he was talking about, whereas Deputy McGrath obviously was on the case and well versed. He told the Minister he had been talking to a number of hauliers in his area and he was concerned about the employment prospects for these companies with their costs being so out of line with their Northern counterparts. My point being, the Minister who is a Labour Party appointed Minister cares as much about this country's employment prospects as any politician yet his response was completely incoherent. His civil servants had ill-advised him. The IRHA will

respond and inform the Minister that he is misinformed, if that action makes us a Trade Union, well then so be it?

The IRHA represents licensed hauliers in the Republic of Ireland and whilst we have very good relations with the RHA in the North we will represent our members on the RUL in the Republic. We don’t have a dual mandate clamoring for the implementation of the LRUL in the North and whilst at the same time calling for its abolition here. All our members are subject to rules and regulations such as the necessity of having Transport Managers with CPC’s unlike the Own Account sector in the UK or here. As hauliers we are treated differently in law by both our Governments and the EU, personally I deeply resent the implication that hauliers are intrinsically a lower class of truck operator than the Own Account sector. The EU has adjudged the waste industry as the most corrupt industry in the EU; they are major operators of trucks, why should they be allowed to operate them under different rules and in Ireland without even the basic requirement of an Operating Licence?

The IRHA’s mandate is clear-cut; I hope it goes on fighting for the interests of licensed hauliers in the Republic of Ireland.

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