Fleet Transport November 2014 by Orla Sweeney

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Contents NOVEMBER 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, Leonard Allison, Johanna Parsons Photography: Jarlath Sweeney, Paul White, Cathal Doyle, Rob Van Dieten, Howard Knott, Joe O'Brien, Leonard Allison, Rock Photography, Paul Sherwood, RSA Administration: Orla Sweeney, Denise Owens, Paula Mullarkey Advertising: Mary Morrissey, Orla Sweeney Design: Eamonn Wynne Printed in Ireland

4 News • More than half of fossil fuels used is from transport • New Sales Directors at Close Brothers • Van drivers come under Driver CPC too • CV market is buoyant at home and abroad • Hauliers needs must be addressed • VW Commercial Vehicles supports Irish business • Top Irish award for Fiat Professional & PSA Peugeot Citroën 8 Interview With Dr. Dermot Crombie, Vice President for Strategic Initiative – Thermo King 10 Cover Looking into the future with truck and van designs

27-30 Fleet Maritime 32 Fuel Prices / Safety Matters 34 Review I National Ploughing Championships, Co. Laois 36 Review II Interview with Kai Sieber, Head of Design, Mercedes-Benz 38 Review III IAA CV Show – Hannover, Germany – Part II 40 LCV Driving the new Mercedes-Benz Vito from the production line 42 Finance Leadership traits

12 New Fleet 142 Hino, Mercedes-Benz, Renault vans and DAF Trucks

43 Comment Hailing the hauliers and Green Energy

14 Report I FTAI Transport Leaders Conference, Dublin.

44 Legal Breaking down abroad

16 Fleeting Shots Motorsport in focus

46 Opinion Driver shortage

18 Report II FPS Ireland’s inaugural Seminar

48 Warehousing Update on Jungheinrich’s developments

20 Technical Volvo Trucks go Double Clutch

50 Debate Tachograph law

22 Health Matters Prostate Cancer

52 Report III RSA’s annual Academic Road Safety Lecture

24 Lubricants Techron technology from Chevron 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.

54 Soapbox The Driver CPC issue rolls out

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Transport Barometer: Data from 15/09/2014 - 14/10/2014

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

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

Newly appointed jury member of the International Forklift Truck Award

www.fleet.ie | 3

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Surplus in Q3 After the previous Quarter's unexpected development, TimoCom's 2014 Transport Barometer went back to its predictable course between July and September. A decrease in freight share at the beginning of the Quarter, followed by another decrease in August and a freight increase at the end, which meant a freightvehicle ratio of 49:51.

“It is surprising that this year's events such as bad weather or the crisis in the far eastern part of Europe between Ukraine and Russia have not brought with them many changes in the development up to August," stated Marcel Frings, TimoCom's Chief Representative. "This of course does not apply to these routes. Freights departing from Russia have been rapidly declined by other countries. Our opinion is that the fourth Quarter will weaken less. October will be similar to September - rich in freight. November will go downwards slightly before more transportation is required in December and with it TimoCom's Transport Barometer increases again." www.fleet.ie

4 | NEWS 1

Transport represents more than 50% of Ireland’s fossil fuel bill

lthough reducing, Ireland spent €3.5 billion importing fossil fuels for transport last year according to the Sustainable Energy Authority in Ireland’s (SEAI) report “Energy in Transport 2014.” While accounting for over half of the country’s total energy import bill, a 25% reduction in energy use in the sector has been achieved since 2007. Ireland’s transport energy consumption per capita is still the fifth highest in Europe, 30% above the EU average. Since the annual motor tax for cars changed to be CO2 emission level based, there has been a gradual shift in consumer preference towards energy efficient cars. The other significant factor in the reduction of transport energy is the downturn in the economy, impacting particularly on construction-related road freight, according to the report - almost halved between 2007 and 2013. With fewer trucks on the road and reduced load movements, operators investing in more eco-friendly Euro 5 and Euro 6 engine emission control technology is also a

to economic activity, considerable scope exists for energy savings in the sector,” stated Kevin O’Rourke, Head of Low Carbon Technologies at SEAI. “Fuel saving and ecodriving programmes are working for companies like Matthews Coach Hire and Bus Éireann. When such projects are supported at all business levels they will achieve substantial savings, boost competitiveness and protect employment.”

factor. Fuel saving measures and eco-driving programmes introduced by the SEAI in field trials with Matthews Coach Hire (Monaghan) and Bus Éireann are likely to be expanded in order to reduce the overall average. “Ireland needs to wean itself off its reliance on imported fossil fuels which come at prices outside our control, with risks of disruption to supply and of course with associated harmful emissions. While we are continuing to reduce energy use in transport beyond savings attributed

By implementing SEAI’s Energy MAP Programme, Matthews’ 30 strong vehicle fleet efficiency has improved by 5.8%, with initial fuel savings delivered within 30 days. In order to meet the Public Sector’s 33% energy efficiency improvement programme by 2020, Bus Éireann is comitted to effective energy management and with the SEAI developed an ECO driving training course. First trialled at its Kells depot, the project has since been extended to 245 more drivers, achieving up to 50% savings in fuel consumption.

Close Brothers strengthens Ireland team

ith the upturn in the economy Irish companies will benefit from improved access to sustainable funding as Close Brothers Commercial Finance appoints two new Sales Directors.

and Trevor to the team. We are experiencing a growing demand from Irish companies for funding, so the timing of their appointment couldn’t be more appropriate. They both have a detailed knowledge and understanding of the challenges faced by businesses and will be valued assets to both our clients and our team.”

The organisation welcomes Frank Byrne (pictured right)and Trevor Collier (pictured far right) as Sales Directors, Asset Finance, to meet increasing demand for commercial finance. Frank will support businesses throughout Kilkenny, Waterford and Wexford and Trevor will be responsible for growth in Leinster.

industry and are well positioned to provide expert advice and support to businesses within their regions.

Between them, they have more than 30 years of experience in the asset finance

Head of Sales for Asset Finance, Adrian Madden, said: “We’re delighted to welcome both Frank

Close Brothers Commercial Finance provides bespoke funding solutions to SMEs and corporates across Ireland and has experienced significant growth since opening its fi rst office in Ireland in 2007. They now have office locations in Belfast, Cork, Dublin and Galway.

Van drivers come under scope of Driver CPC

an drivers are being urged to check out the facts around the Driver Certificate of Professional Competence (DCPC) as the second phase of the EU led legislation has begun. All drivers of light commercial vehicles over 3.5 tonnes must complete 35 hours of training every five years under the DCPC programme operated by the Road Safety Authority. “With more vans being sold, many of which fi lling the increased business from e-commerce, a certain percentage is over the 3.5 tonne threshold for both Driver CPC and tachograph law. To date, there has been total focus on truck and bus/coach drivers on FLEETTRANSPORT | NOVEMBER 14

if they run mixed fleets, so it is vital that the van driver is fully aware of the legislation. If drivers of vans over 3.5 tonnes GVW are yet to complete or even start their CPC training, before they drive their vehicle again, they must ensure they have undertaken the 35 hours of periodical training,” he added.

this subject,” stated a Driver CPC instructor to Fleet Transport. “Th is situation also impacts on transport company’s haulage licences especially

For driving professionally without Driver CPC can lead to fi nes and would also mean that technically the driver holds an incorrect licence, and also the insurance policy may be void. Driver CPC courses are designed to offer all of the relevant guidance through interactive and varied in-classroom training with a wide range of topics covered. Further details on www.fleet.ie

NEWS II | 5

Buoyant CV market at home and abroad

uarter 3 2014 sales figures for Commercial Vehicles (CV) while reflecting the ongoing economic recovery, also mirrors the situation across Europe. According to the Society of the Irish Motor Industry (SIMI), new Heavy Goods Vehicle (HGV) registrations although down by 12% in September, remains 25% ahead of last year (1,568 units versus 1,248). For Light Commercial Vehicles (LCV) the situation is much better, with an increase of 67% recorded during September and up 47% yearto-date (9,790 units versus 4,733). In August, the European marketplace for new Commercial Vehicles (CVs) expanded for the twelfth consecutive month. Demand increased by 6.1%. Growth prevailed in the segment of vans, while the truck and buses/coaches segments

declined. From January to August, 9.1% more CVs were registered than in the same period last year. That equates to 1,171,120 new commercials registered. 974,215 of these were vans. Over the past eight months, the continent registered 3% or 135,837 more new trucks than January to August in 2013.

Just like Ireland, Ford’s sales performance across Europe topped the charts in September. The ‘blueovals’ CV sales reached 28,200 in September, up 42% on the same month a year ago. Its share of the EU CV market grew by 3.3% percentage points to 14.9%. Ford Ireland’s CV sales push grabbed all the headlines by not only outselling its commercial competitors but also outstripping almost all other manufacturers’ car sales as well. “We have always held the view that the Ford CV range is a premium brand in its own right and the go-to commercial vehicle for large and small business users in Ireland. At the heart of our CV line-up is the Ford Transit, and Ireland’s best-selling commercial vehicle of all time was again the driving force behind an excellent sales performance in September,” said Eddie Murphy, Chairman & Managing Director of Ford Ireland.

‘Drivers’ of our export recovery under threat

ransport Minister Paschal Donohoe should get down to the business of ensuring a viable future for the haulage industry. Th is was stated by Marian Harkin, Independent MEP for Midlands, North & West who has been lobbying on the issue of new road charges introduced in Northern Ireland and the UK last April. Furthermore she is concerned with the potential loss to the Exchequer of tens of millions of euro in Vehicle Registration Tax (VRT) and VAT payments because more and more hauliers are registering their trucks abroad. “The situation has been allowed to drag on, going from one Government Department to another and yet nothing concrete has been put in place to assist hauliers as they face the prospect of losing significant amounts of business. New road user charges of approximately €10 per day had been introduced in Northern Ireland and the UK but these charges have been offset for UK transport operators as they get equivalent rebates on their VRT. This means Irish hauliers which must travel to the UK have significantly higher costs and those that deliver to or from Northern Ireland are at a

re-registered in Northern Ireland and other EU Countries in an effort to escape the high costs of operating out of Ireland. It is expected that at least 1,000 further trucks will be re-registered out of the country by Christmas. "Th is has very significant implications for tax revenues as tens of millions are currently being lost in VRT and VAT, so not only are we damaging our haulage industry but we are losing significant amounts of tax revenue."

significant disadvantage to their Northern Ireland counterparts. We need to follow the example of the British Government and work with road hauliers to ensure that they can continue to compete in both the UK and Northern Ireland,” stated Marian to Fleet Transport. “Our economic recovery in the export sector, which is literally being driven by haulage companies is being put under significant strain. At this point in excess of 2,000 trucks have been

"Yet we have a Transport Minister who, rather than actively and genuinely engaging with the industry, issues ultimatums as to the circumstances under which he will negotiate. Basically he is telling truck drivers to get into their cabs, drive away quietly and await his phone call. Nobody wants to see any further disruption but equally nobody wants to see the undermining of the haulage industry. The Minister must sit down with industry representatives and hammer out a solution that will ensure the sustainability of the haulage sector,” concluded Marian.

Volkswagen Commercial Vehicles continues to support Irish business

t the RDS Concert Hall in Dublin’s Ballsbridge, only a stone’s throw away from where the first Volkswagen Transporter was built, Volkswagen Commercial Vehicles Ireland lend its support to the annual Small Firms Association Luncheon on 10 October last. In addressing the audience, Alan Bateson, Managing Director, Volkswagen Commercial Vehicles said: “Volkswagen Commercial Vehicles is delighted to be the sponsor of the event, that brings together the small business community of Ireland. Our brand’s strategy has always been about working with Irish

businesses. We have been supporting Irish businesses for over 60 years. Through our strong product offering, competitive finance offers and dedicated aftersales support we look forward to continuing to support the growth of small businesses in Ireland.” Guest of Honour, President Michael D Higgins, who opened the event, was presented with a specially commissioned painting of that first VW Transporter in ESB colours establishing rural electrification in Ireland. In conversation with the President, Alan Bateson discovered that Mr. Higgins worked for the ESB in his young days for two years. www.fleet.ie

6 | NEWS 111

Major Irish accolade for Fiat Professional & PSA Peugeot Citroën vans

he new Fiat Ducato has been named overall “Van of the Year 2015”, along with its PSA Peugeot/Citroën sister commercials, the Boxer & Relay, in the inaugural Association of Professional Motoring Press (APMP) Car & Van of the Year Awards at a gala event held in the Powerscourt Hotel in County Wicklow. In addition, the jointly designed and produced Ducato/Boxer/Relay also claimed the “Panel Van of the Year 2015” segment title on its way to the overall Irish accolade. Among the van category awards presented on the night were as follows: • • • • •

APMP City Van of the Year 2015 - Ford Transit Courier APMP Small Van of the Year 2015 - Ford Transit Connect APMP Panel Van of the Year 2015 - Citroën Relay / Fiat Ducato / Peugeot Boxer APMP Business SUV of the Year 2015Land Rover Discovery Business APMP Van of the Year 2015 is Citroën Relay / Fiat Ducato / Peugeot Boxer

The APMP has amongst its ranks several experienced commercial vehicle journalists, including the current International Van of the Year Chairperson, Jarlath Sweeney, who noted that the new Fiat Professional Ducato/ PSA Peugeot Boxer & Relay trio was “major evolution from the previous generation,” while Gerry Murphy commented that the “functional improvements are impressive.” Tony Toner was impressed that they “improved the driver’s lot and that of the owner in equal measure.” Paul White described them as “very easy to drive strong list of options and safety equipment,” while Cathal Doyle commented that is was “their most refi ned offering yet.” On the win for Fiat and PSA Michael noted: “Our specialist van jurors were thoroughly impressed with the Ducato/Boxer & Relay and they beat off strong competition to not only win its category but the overall APMP Van of the Year 2015 title.” Gerry Clarke, Country Director Fiat Group Automobiles Ireland, commented: “It’s not by accident that over six generations the Fiat Ducato has managed to notch up 2.6 million sales. It set new standards of space-and fuel-efficiency when it was fi rst launched in 1981 and, as the APMP Van of the Year 2015 award proves, it continues to set the segment benchmark today - not only here in Ireland but also in the 80 international regions in which it is now on sale.” Speaking about their success, Frédéric Soulier, Managing Director, Citroën Motors Ireland, said, “Citroën is delighted to win two of the debut APMP awards – including the top LCV accolade. Th is APMP Van of the Year Award 2015 is a vote in confidence for the new Relay and will no doubt boost our performance in the FLEETTRANSPORT | NOVEMBER 14

Pictur Pi Pic tured edd from from left fro eft to ri r ght are are: Mi Mic M ichae h l Sher eridaan, Chaairm man of the AP PMP; MP Ge G rry Cl Clark arke, e, Cou Countr n y Dire ntr Directo ctorr FIAT FIAT Gr Grou oup ou up Aut A uttomo om bil b es Ire Irelan land; d; De Des Ca Canno nnn n, nnno n Man Managi a ngg Dir Direect ector at Gowan Dis Di tribut bbuttors o Limit Limited; ed; Fr Frederic SSouli lier, er, Ma Manag nagiing Dirrect ector or at Cit Citroen Irelandd an andd Jarl Jarlath ath Sw Sweenney, Innter terna naaattional Vann of thhe Ye Year Chhair airman mann an andd APMP A PM Ju J ry Mem Membe beer.

Irish market.” Eddie Murphy, Chairman & Managing Director of Ford Ireland, said on the ‘blueovals’ two awards on the night: “Our Transit range has been the top-selling range of commercial vehicles in Ireland for many years so it is great that these new models the Transit Courier and Transit Connect have received the approval of the very experienced van jurors from the APMP.”

Pic Pictured from left eft to ri right ght ar are: e M Micchae hael Sher herida idan, n, Chairrrm mann of of the thhhe AP A MP; Eddie Eddie Murphy h , Chairma rmann & Managingg Director F Ford Irelan annd and and Paul Whitte, Fle Fleet et T nsport and APMP Tra MP Va V n Jury member.

Commenting on the success of the event, APMP Chairperson Michael Sheridan said, “APMP awards are adjudicated on by the most respected motoring writers in Ireland from national newspapers and trade/sector magazines, Radio and TV to the best internet commentators. With over 45 publications among the voters outlets, the awards are highly credible and desired by all car and van manufacturers.” The Peugeot Boxer and its sister vehicles beat stiff competition in their category from the Ford Transit, Opel Vivaro, Renault Trafic, Opel Movano and Renault Master to take top spot in the Panel Van category, before a land-slide victory in the overall title.

A clear winner at the APMP award ceremony, the new Peugeot Boxer van has set the segment benchmark today for large panel vans, in terms of load capacity, efficiency and practicality.” He continued, "The light commercial van market in Ireland has witnessed an incredible 47.9% growth versus 2013, a key indicator that the Irish economy is in the midst of a recovery in 2014. The exciting win for Peugeot Boxer will undoubtedly aid the Peugeot brand to further increase its 4.8% van market share in Ireland."

Delighted with the double-win, Des Cannon, Managing Director at Gowan Distributors Limited, Peugeot Importers in Ireland commented, "The latest accolade for Peugeot in Ireland, comes as we’re celebrating the youngest ever Peugeot range and is testament to the resounding quality of our passenger car and van range. Text: Jarlath Sweeney - editor@fleet.ie Photos: Rock Photography

8 | INTERVIEW

Moving towards a greener future with Thermo King

r. Dermott Crombie is Vice President for Strategic Initiative, Climate Solution with Ingersoll Rand. Having started his career with Thermo King 27 years ago, he’s now back in his native Galway after a career that included stints in Minneapolis running engineering for the company’s Marine Container business, and looking after Bus, Rail and Marine businesses out of Brussels for 12 years before he was offered a corporate role with Ingersoll Rand working on strategic items. Fleet Transport’s Cathal Doyle met up with Dermott at the recent IAA CV Show in Hannover.

CD: Today Thermo King is launching a new next-generation refrigerant with about half the Global Warming Potential (GWP) of current refrigerants. Tell us about it. DC: We’re launching a new refrigerant called R-452A to replace R-404A. That’s the big news, and it’s a world fi rst. It’s the next generation refrigerant following the [European Union’s] 2014 F-Gas Regulation publication a couple of months ago. We had anticipated this going where it has gone. It gives our customers a choice, helps to ensure the ongoing value of their equipment, gives them peace of mind and gives them the ability to have their global footprint reduced going forward. CD:

What are your plans for the roll-out of R-452A?

DC: From January we will be offering it in production in trailer and selfpowered truck units. Customers will have a choice of R-404A or R-452A. We’ll see where the market takes us. Into 2016 we will start offering it for the vehicle powered small trucks market as well. Th is all comes just a few days after the Clinton Global Initiative in New York, and the UN Conference on Climate Change. Also a week ago US President Obama had an initiative in the White House and made a commitment towards reducing the global warming footprint by 2020, which is a big commitment. Our CEO spoke at both the Clinton Global Initiative and the UN Conference. It’s been a big ten days for the refrigeration industry. CD: Are there downsides to lowering GWP products, for instance do they work as well at lower temperatures? DC: We’ve worked very hard to ensure that there are no downsides. The industry has always had what they call A1 refrigerants that are nontoxic and non-flammable. Th is new refrigerant meets those criteria. On top of that we have focussed heavily on reliability and on performance. We see no change in performance, we see the same reliability, we’ve obviously done extensive field trials on things like oil compatibility. The temperature range, the high ambient performance are all very important, and that the machine doesn’t require redesign is very important also. There are other solutions you could come up with, but they would very likely require equipment design or compromise in some of the other criteria. The industry has been spoiled to an extent since it was born 75 years ago in that the refrigerants have always been A1, low toxicity, non-flammable, so that’s the mindset people are in, and we want to continue in that. CD:

CD:

What else are you launching at IAA 2014?

DC: We have our SLXe Spectrum Whisper Pro which is available as a single temperature or multi-temperature unit. The unit on the stand has the new refrigerant in it but what’s significant about the unit itself is that it meets the PIEK Certification noise standard. So when we’re talking environmental developments this is another aspect that’s becoming very important. As populations continue to move to cities with the resultant congestion, getting clean and quiet air is very important. And so we have the fi rst and so far only PIEK-certified, multi-temperature trailer refrigeration unit. CD: What are the big issues for the transport refr igeration sector in the future? DC: Fuel efficiency is going to be very important. Extending the shelf life of the cargoes that are in the equipment, reducing wastage - even today with all the technology, quite an amount of food around the world is wasted and we’re very conscious of that. We see a huge opportunity to extend the shelf life so that the products that arrive can live on supermarket shelves a lot longer. CD: Finally, you’re back where you started your career in Galway. Having seen the bigger Ingersoll Rand business globally, how important is Thermo King’s Galway operation? DC: The Thermo King Galway plant is the biggest Ingersoll plant in Europe and one of the biggest in the world. A very successful plant given its long history and association with Galway, and it continues to win accolades within the company. It’s a very important part of the organisation.

Are there cost impacts for the new product?

DC: The new refrigerant will cost more. But we expect that as these things roll out and become mainstream that that will come down. CD: But as it’s currently optional and more expensive, end-users aren’t likely to see much incentive in switching to the new product at present are they? DC: Some will and some won’t. Some have very much a green image that they want to project and will very quickly move to the new product. Others maybe not, but they can change at some point in the future should they wish to. FLEETTRANSPORT | NOVEMBER 14

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

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10 | COVER

Mercedes-Benz Future Truck 2025: Efﬁciency, safety and connectivity coming together All sensors on board the Future Truck 2025 are networked and, through a process of data fusion in the central computer, provide a complete image of the surroundings. All moving and stationary objects in the truck’s vicinity are registered. The sensor and camera technology is active from standstill to the legally permitted maximum speed for trucks. By intervening in the steering, it automatically keeps the truck safely in the centre of its lane. The system also includes a three-dimensional digital map, as is already currently used for the assistance system Predictive Powertrain Control (PPC). This means that the truck is always fully aware of the road’s course and topography, with a resulting positive effect on fuel consumption. A new feature in the Future Truck 2025 is Blind Spot Assist, itself a technological breakthrough when it comes to safety, which Daimler will bring into series production in the coming years. Radar sensors monitor the sides of the truck and alert the driver to the presence of other road users to either side of the vehicle who may not be immediately visible. “We will be the first to bring this technology to the market. The reason for this is as simple as it is convincing: our ultimate aim is to make truck driving accident-free, and with Blind Spot Assist we are taking an important step in this direction,” added Wolfgang.

he technology of tomorrow is already a reality at Daimler Trucks, in the shape of the Mercedes-Benz Future Truck 2025. The autonomously driving tractor-unit was presented on the eve of the 65th International Motor Show for Commercial Vehicles in Hannover, Germany. It perfectly brings together the ultimate in truck design and the highest standards of innovative technology. The Future Truck 2025 is more than simply a new truck; it is a key component of the transport system of the future. For the Future Truck 2025, Mercedes-Benz did not spare on resources, and while it reduces emissions of all types, it also ensures maximum road traffic safety and increases the level of networking in road transport. Goods traffic in the future will be safer, more efficient and more connected as a result. The Future Truck 2025 therefore marks a revolution for road traffic and its infrastructure, the truck driving profession and the haulage industry as a whole. Legislators at European and National level need to have a full understanding of how swiftly the technological developments of the truck industry is moving forward. Future road infrastructure plans need to make provisions for autonomous vehicles – trucks or cars. The Mercedes-Benz Future Truck 2025 is far more than a concept or fantasy truck and should be on our roads in ten years’ time. Many of its technological elements are already available and ready to use. “This truck provides compelling answers to the challenges that our customers will be facing in the future. Our aim therefore is to press forward with readying this technology for the market and to bring it to series-production standard,” said Dr Wolfgang Bernhard, Daimler Board Member for Trucks & Buses. “What we are showing here today is how the transport of goods on our roads will be running more efficient, safer and more connected in ten years’ time. I am convinced that this will open up a whole new business perspective for Daimler Trucks,” added Dr. Bernhard. Daimler Trucks demonstrated the capabilities of the Future Truck 2025 in July 2014 by driving autonomously at speeds of up to 80 km/h in realistic traffic situations on a section of the A14 motorway in Magdeburg, Germany. The Future Truck 2025 does not need to be daisy-chained to other vehicles. Neither does it need to be part of a convoy platoon. Radar sensors and camera technology enable the Future Truck 2025 to drive autonomously, independently of other vehicles or central control stations. Networking with other trucks or passenger cars extends its abilities further, but is not necessary for autonomous driving. All this impressive technology is brought together by Mercedes-Benz in the highly intelligent Highway Pilot system, which resembles the autopilot system on an aircraft. FLEETTRANSPORT | NOVEMBER 14

The design of the Future Truck 2025 also helps to convey the tremendous step that has been made from the classic truck to the autonomous transport vehicle. On the exterior, for example, it features cameras instead of conventional exterior mirrors. This improves the truck’s aerodynamics, thereby improving its efficiency. The interior appointments of the Mercedes-Benz Future Truck 2025 reflect the aim of providing any driver of this autonomously driving truck with a space in which to work and relax that is geared specifically to their new needs. Displays replace instruments, a touchpad the conventional array of switches. During autonomous driving phases the driver’s seat, which can be swivelled by 45 degrees, becomes an office chair or even an easy chair, from which the driver can perform other tasks or perhaps touch base with friends or family. To communicate from this workplace of the future during autonomous driving phases the driver uses a tablet computer. On long routes driven autonomously, the tablet computer will in future become as crucial a working tool as currently the steering wheel and pedals. Drivers will use it to process documents, schedule in additional destinations, accept further orders and arrange their next break. The computer’s screen can be configured to suit individual requirements. The driver can also use it to call up any essential trip data that may be required. “The overall concept of the Future Truck 2025 will also in future improve business prospects for customers: autonomous driving will ensure a better cost position, higher capacity utilisation of the vehicles and greater reliability. The Future Truck 2025 also adds to the appeal of driving as a profession by making the work involved more complex and fulfilling and, at the same time, by allowing more scope for social needs. What is more, the Future Truck 2025 reduces impact on the environment, optimises road use, improves traffic flow and reduces the risk of accidents,” concluded Dr. Bernhard.

COVER | 11

Beautiful VISION from IVECO A Technology Concept for future mobility mode improves commercial speed and autonomy range on intercity routes; while the electric mode allows unrestricted, no-emission mobility in the restricted city environment. As a natural evolution of the “Dual Energy” project, Iveco has redesigned the frame, body, interior and user interface of the recently launched Daily: International Van of the Year 2015. The result is the Iveco Vision, a commercial vehicle concept specifically designed for efficient door-to-door deliveries. The Vision project focused on the development of three new areas: a new adaptive Human/Machine Interface; a design characterised by total visibility and a new fully automatic system for load management. With regard to the fi rst of these areas, the vehicle is equipped with a high integration tablet, which communicates with the on-board electronics. Ample glazed surfaces with “see-through” A-Pillars guarantee unrestricted outside visibility from the cabin – while rear camera sight is displayed on a panoramic screen on top of the windscreen.

veco Vision, a concept developed for low environmental impact mobility, is basically a futuristic commercial vehicle featuring a range of innovative solutions. The prototype emerged in the wake of Iveco’s Dual Energy technology, the chassis was unveiled initially at the 2012 edition of the IAA CV Show, with the full bodied version making its World Premiere at the Hannover event last September. The Dual Energy system is a technology which allows for the use of two different types of traction, one is exclusively electric, ensuring zero emissions and low noise levels, and the other is hybrid (thermoelectric) and suitable for longer journeys and for extra-urban missions, reducing consumption and CO 2 emissions by up to 25%.

How it works is that a specific transfer unit couples the electric motor with the transmission shaft s enabling a hybrid that is also an adaptive traction system with real-time energy management. Based on mission-related aspects, the vehicle self-adapts to the most suitable traction: the hybrid

Finally, with regard to the specific application with the fast emerging e-commerce business in mind, Iveco Vision is equipped with a load management system based on a series of sensors which identify the goods and then indicate the correct positioning of same within the vehicle interior, triggering air-bag like load securing devices which prevent the movement of larger packages. Beside protecting valuable goods from damage, improved space management also makes loading and unloading faster – with an obvious efficiency gain. In summary, Iveco Vision is a mobile laboratory for the study and development of new technological solutions and future modes of transport, which represent the natural evolution of Iveco’s light commercial vehicle range. To achieve this goal, Iveco continues to expand and improve the company’s open and collaborative innovation model, which sees the brand working alongside blue-chip partners for the sharing of ideas, expertise and professionalism.

Volkswagen TRISTAR stirs it up at the IAA Concept provides outlook on future generation Transporter series

hink ‘Multifunctional’, just like a Swiss Army knife. Flexible, reliable and a great all-rounder. To mark the 30th anniversary of the first Syncro concept car, Volkswagen Commercial Vehicles presented the TRISTAR, which combines all the best features of the current Transporter 5 van series. Its extreme off-road capability combined with variable transport applications and storage capacities make the TRISTAR the perfect multi-purpose leisure and utilty vehicle. TRISTAR, the muscular Pick-Up cum Dropside with extended cab, styling bar and short wheelbase has a permanent four-wheel drive with mechanical rear axle differential lock and 30 mm additional ground clearance. Fitting to its name, the designers have developed futuristic styling with sharp, wrap-

Text: Jarlath Sweeney - editor@fleet.ie

around lines and LED headlights with new frontal design to give the concept a powerful and wide appearance. The load can innovatively be distributed on two separate levels: there is a spacious, dust-proof and watertight drawer under the conventional flatbed section, where a deep-tread spare tyre is also housed. The interior has a 20-inch tablet table and state-of-the-art video conferencing and sound systems alongside the turnable and slidable driver and passenger seats, turning the TRISTAR into an ideal venue for meetings. VW CV even thought of having an espresso machine installed. Powering the TRISTAR for now is the Volkswagen Group’s 2.0 litre TDI with 210hp/150 kW and 450 Nm mated to a 7-speed DSG auto transmission. www.fleet.ie

12 | NEW FLEET

M&G Transport ‘Yes, we can’ with new Hino concept ...

“I

s Feidir Linn” is the well used motto from a certain US President translated into Irish by M&G Transport to promote its broad range of transport services offered by the Shannon Airport based company. To emphasise this flexibility, the fi rm’s Managing Director, Gary Purtill specified this 450hp Hino 700 Series 4x2 rigid with curtainside body to draw a bespoke designed twin axle curtainside trailer. According to Martin Hough, Sales Representative at Longhaul Commercials, Tullamore who conducted the sale, “The new Hino 1845 concept in the M&G Transport fleet has a total load floor area of 52 feet with removable double-deck frames in the trailer to accommodate air-freight.”

...while 5-Axle Hino 700 Series is gaining traction!

he newly developed five-axle configuration on the Hino 700 Series rigid truck is gaining traction (pardon the pun) with main dealer for the Japanese brand in the South East, Gethings Garage Ltd supplying this innovative version to Doyle Concrete (Higginstown). The 450hp 10x5 Hino 3945 model is fitted with a 10-metre Stetter mixer operating at 39 tonnes GVW. The additional Granning axle installed on the extended 8x4 version is self-steering, lift s automatically in reverse and locks into place when driving forward at up to 60 kp/h. Further details from Denis Doyle at Gethings Garage Ltd., Enniscorthy, County Wexford (087) 2523533.

New Actros StreamSpace for Woodford

new Mercedes-Benz Actros 3545 StreamSpace 6x2 tractorunit is busy transiting Ireland and the UK for Woodford Timber Products. The Cavan based manufacturer of quality timber products purchased its new high spec Actros from local Mercedes-Benz commercial vehicle dealer, Gilmores of Kingscourt. Stephen Gilmore at Gilmores explained about the deal, “We provided Woodford with a demo Actros which recorded excellent fuel returns and the company was therefore keen to proceed with the purchase of the new Actros specified to meet their requirements,” he said.

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hether it is providing services or moving people seeking medical attention, Renault vans are more than willing to serve.

King & Moffett (Carrick-on-Shannon) which specialises in Contract Electrical & Mechanic Services has bought this new twin-wheel 3.5 tonne GVW 2.3 dCi 150hp Renault Master chassis cab with box body from Shaw Commercials, Castlebar, County Mayo. Shaws also sold two new Renault Master ambulances to Beaumont Private Ambulance Service, Castlebar. Conversion f rom pa nel va n to fully equipped mobile medical units was undertaken by Wilkers of Clare.

More DAF Trucks for Macroom

oyal DAF Trucks’ operator Macroom Haulage, the Fleet Transport Irish Haulier of the Year 2013 has added two new XF 6x2 tractor-units to its Dutch marque dominated fleet. Powered by PACCAR’s MX-13 460hp Euro 6 engines, the new tractor-units were purchased from Cork Truck Services, main DAF Trucks' dealers for the Southern region. The new XFs will join the Murphy family owned business that operates a multi-faceted award winning transport operation.

Text: Jarlath Sweeney - editor@fleet.ie

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14 | REPORT I

Staying ahead of the curve

he campaign for commercial vehicle roadworthiness was an overriding theme at the Freight Transport Association Ireland’s (FTAI) Transport Leaders Conference 2014 held in Dublin’s Crowne Plaza Hotel, which featured a number of specialist speakers examining how changing legislation is affecting the landscape for fleet operations. Opening the proceedings, Neil McDonnell, FTAI’s General Manager pointed in the starkest terms to the reasons behind the crack down on safety, with a sad reminder of some of the latest headlines of accidents and fatalities resulting from poor safety standards. He listed the fi nes and jail sentences dealt out in consequence. In something of a mission statement for the day, he said: “What we’re saying loud and clear is that if you cannot afford to put roadworthy vehicles in your transport business, you cannot afford to run a transport business.” The day was chaired by former Dragon’s Den star Sean Gallagher, and held a roster of informative presentations covering subjects from fi nancial and risk management and tax strategies to the legal frameworks now in place and how compliance is being enforced. The FTAI’s Chairman, John Coghlan used the fi rst session to get down to brass tacks, and talked about how fi nancial management can create added value and profit. He said fi nance management has changed dramatically, due largely to the “tsunami” of regulation. “Complying and being seen to comply is a huge flag,” he said, advocating a gleaming brand image and customer confidence as important differentiators. And he said the burden of regulation is forcing managers to take a wider view of their business as a whole, which generally works to create a better running business. What’s more, he said this symbiotic approach is one that can also get the best from new technologies. “Digitisation has revolutionised all industries and optimisation systems abound in warehousing and transport as well as fi nance. The key issue is to have joined up thinking across the business, and have fi nance strategy and systems linked up,” said Mr. Coghlan. Tackling the important area of risk management, was Gerry O’Reilly of consultancy firm Crowe Horwath. He underlined the dangers of competing on price alone, “It’s a tough trap to get out of,” he said. “Price should cover an acceptable level of risk.”

thorny issue. The goal should be a winwin level of interdependence, and he said: “There are compensatable risks and agreements.” Indeed O’Reilly said that compensatable risk can even act as a high profit centre, and at the very least he recommends a forum for communicating feedback. “Customer changes have to have an implication for the relationship rather than just impacting on your margins.” With his acute appreciation of the costs of risk, he has positive stance on regulation. “Enforced regulation is your friend. If you have regulation it keeps standards up, and keeps messers out of the game... Good operators should thrive.” Th is struck a cord with the message from the next speaker, Helen Noble of law fi rm Campbell Johnston Clark, who said: “More enforcement applied in the correct manner should whitt le out those who act irresponsibly.” In her capacity as a specialist transport lawyer she gave an overview of the graduated roll out of enforcement policies being put in practice by the Gardai, the Road Safety Authority (RSA), and the Health & Safety Authority (HSA) which she sees as becoming specialist enforcement agencies. She said that the level of data being collected from self declarations by operators and from roadside and premises inspections enables a very sophisticated approach. Co-operative fi rms who consistently uphold standards are awarded a low risk rating, and will be left alone, whereas offenders will have to shape up or face heightened inspections. The intention is for enforcement step by step, and she said: “It’s only where operators continue to offend where legal action will ensue.” Enforcement is still a controversial issue, and in the panel discussion Ms. Noble was challenged about the idea that the graduated approach allows bad practice to go under the radar for longer. Her response was that it is a balance, and the phased roll-out means less intrusion for compliant fi rms. And as time goes on and data amasses there will be less and less room to hide.

But defi ning what’s acceptable for both you and your client is of course a

After a networking lunch, Daragh O’Shaughnessy of KSi Faulkner Orr gave an instructive talk on tax liabilities for transport operators. He pointed out that the consequences of inaccurate tax returns now include not only liability for overdue tax with interest, but also the three Ps: penalties, prosecution, and publication of your identity as a tax defaulter. On a more positive note, he also gave an overview of ways to make profit

Neil McDonnell, General Manager, FTA Ireland

John Coghlan, FTA Ireland Chairman.

FLEETTRANSPORT | NOVEMBER 14

REPORT I | 15

Transport Leaders Conference Speakers - Rear L/R: Sean Gallagher, Eoin Stapleton, Daragh O’Shaughnessy, Neil McDonnell and Gerry O’Reilly. Front L/R: John Coghlan, Helen Noble, Moyagh Murdock, Alastair Purdy.

from sensible tax management, such as succession planning for those considering exiting or passing on a business, all of which are well worth investigating further. Next up was the Chief Executive Officer of the RSA, and self professed poacher turned gamekeeper, Moyagh Murdock. With her commercial background she is sensitive to the pressures operators are under, but is adamant that the best way forward is to level the playing field with scrupulous checks and enforcement to ensure compliance across the board. She explained the RSA now has responsibility for the commercial vehicle testing in Ireland, and last year took over some 140 test centres. It has visited some 4,200 operators over the last two years. Moyagh said that the new testing rules mean slippage of renewal deadlines has been effectively eliminated. A new set of penalty point offences are due for December and in collaboration with the Gardai and the Revenue Commissioners, its officers have trebled roadside checks for safety issues alongside tax and employment rules. And the RSA has new powers to immobilise and retain vehicles that fail such checks. She said the previously implicit requirement is

now explicit, that robust preventative maintenance must be demonstrated, and you will be held responsible for failures. “We’re increasing enforcement and targeting those that are undercutt ing honest operators. We really want to improve the whole culture of safety.” She said the RSA is “Not looking to penalise mistakes, but to go after those that are unwilling to obey the law.” The law was the subject of the fi nal session, by Alastair Purdy of Purdy Fitzgerald who addressed the minefield of employment law which he said is exceptionally complicated for the transport industry. He explored the myriad interpretations of the European working time directive, with a few mind-boggling and amusing cases to demonstrate the complexities of disputes. His overall advice was to be as vigilant as possible. “All you can do is your best. If you start with keeping proper records and fi ling them then you’re on the right track.” Speaking after the conference, Sean Gallagher used the quotation “A bend in the road is not the end, only if you fail to take the turn” to sum up how embracing the efficiencies of compliance as discussed through the day can effectively put you ahead of the curve. He concluded: “I hope this conference helps you take the turn and continue with every success.”

Gerry O’Reilly, Alastair Purdy and Sean Gallagher. Text: Johanna Parsons - contributor@fleet.ie

www.fleet.ie

16 | FLEETING SHOTS

Victory for MINI and Iveco in Rally Maroc

lways treated as a precursor to the Dakar Rally, the OiLibya Rally of Morocco brought out the stars of the FIA Cross Country Rally World Cup as they prepared for the ‘Big-One’ in South America. For MINI ALL4Racing, not only did the German based outfit fi ll the three podium positions, the reigning Dakar Rally Champion had five of its nine cross-country racers in the top 10. Qatar’s Nasser Al-Attiyah crossed the fi nish line one minute, fortytwo seconds behind the Monster Energy backed team-mate Orlando Terranova from Argentina and last year’s winner. Dutch driver Erik Van Loon climbed on the third step for the Quandt Motorsport prepared team.

pleased with his winning run, even though it is in his current ProStar truck. “We took the old truck because the new one is being finished. But the difference is minimal. With the Morocco Rally, testing is complete as is the satisfaction as well as the composition of the team and mechanical team. The rally was fantastic, not too long but beautiful enough for testing the equipment. The win was not the most important, but it’s good for the spirit of the group.”

In the Open Truck category, Gerard DeRooy, leader of the Iveco Petronas Team DeRooy was

It was a busy period for Gerard as a week or two before the start of the Moroccan Rally, he was on the Iveco stand at the IAA CV Show in Hannover with one of his Trakker Dakar Trucks.

McGahon bags a hat trick at the Adelaide Masters

he 2014 Adelaide Masters Series held its fi nal meeting of the season on a cloudy but dry weekend at the Mondello Park International Circuit. Karl McGahon from Claremorris, County Mayo claimed the top tier of the podium on three occasions, competing in the Superbike Cup category in Adelaide Motorbike Insurance backed championship. Riding a 2008 Suzuki GSXR 1000, he achieved this success by qualifying 7th fastest amongst Ireland’s elite short-circuit riders such as Brian McCormack and Cody Nally. Karl completed the season by fi nishing 4th once and 6th twice, positioned behind professional riders who are sponsored throughout the year and have the benefit of an experienced team behind them.

The Fore Motorcycle Racing Club member has been competing on and off since 2010 and holds the Clubman’s Lap Record in Mondello and Kirkistown. Karl is one of a select few who has won an Irish Superbike (I.S.B) meeting as a Clubman rider. Due to fi nancial constraints the 29 year-old has only managed to compete in two or three rounds per year but when he does compete he sets blistering times that always shows improvement. Karl’s goal is to compete in the full series of the Adelaide Masters Series next season and to go one better by stepping on the main podium with the Superbike professional riders. If interested in supporting Karl’s efforts he can be contacted by email at karl.tintin@ gmail.com Leonard Allison

MAN 1-2-3 in FIA European Truck Racing Championships

ver 52,500 spectators endured heavy rain at Circuit Bugatt i at Le Mans to witness Norbert Kiss secure his fi rst FIA European Truck Racing Drivers Championship win and also ensure that MAN Trucks won the manufacturer’s series. Kiss from Hungary, a protégé of dominant Champion, Jochen Hahn, won the 2014 Championship from his fellow German MAN TGS Pilot Hahn by 401 to 383 points with another MAN racer and former Champion Antonio Albacete close behind in third on 377 points. Norbert Kiss won two races from four in the weekend race programme at the famous 24hour sportscar circuit as the season came to its fi nal conclusion. Although Renault Trucks

FLEETTRANSPORT | NOVEMBER 14

had withdrawn from the Series last year, there were 21 race trucks in the FIA ETRC and 23 registered drivers at the French Cup Series, also

held during the 30th running of the ’24 Heures Camions’ as it's called. Text: Jarlath Sweeney - editor@fleet.ie

Euro

Your results do the talking... 9.25mpg, 8 wheeler off-road These 16 new Euro 6 FMX 8x4 tippers are the ﬁrst Volvos we’ve operated. We have 30 trucks on muckaway and groundworks for large civils contracts all over the UK. Although the FMXs do a tough job, with a lot of off-road work, they are averaging 9.25mpg. We’re very pleased with that ﬁgure. They’re well built, and with fuel economy like that, the FMX is a great truck all-round for muckaway. Pat Sexton, Managing Director, West Coast Haulage Ltd

Every Volvo has a story... what’s yours? To get the complete Euro 6 story go to www.volvotrucks.co.uk/yourstory www.volvotrucks.co.uk

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18 | REPORT II

FPS Ireland host’s successful inaugural Members’ Meeting

uilding on its successful launch programme in the Republic of Ireland during 2014, oil distribution trade association Federation of Petroleum Suppliers (FPS) through FPS Ireland hosted its fi rst members’ meeting. More than 40 oil distribution companies attended the inaugural meeting organised by the trade association for the oil distribution industry in the Republic of Ireland, at the Maldron Hotel in Portlaoise on Tuesday 30 September. “We are overwhelmed by the turnout for our opening meeting,” stated FPS Chief Executive, Mark Askew (pictured right). “Not only did we have over 40 companies attend on the day but our line-up of speakers and talks ensured we’ve since received incredibly positive feedback from all attendees. The meeting provided an excellent opportunity for debating current legislation, the issues facing our members, and any additional ways we could support our members, on top of the more general feedback.” “Receiving our members’ views and opinions on matters relating to the oil distribution industry and the vital role FPS plays, is crucial to the continued success of our organisation, which is why we’re all so pleased the meeting went so well and everyone engaged with the talks and contributions.” During the FPS Ireland meeting, there were presentations from representatives of institutions such as the Road Safety Authority and the Revenue Commissioners, and high profi le speakers including John O’Mahony, T.D., Chairman of the Oireachtas Committee on Transport, Communications, Energy, Tourism & Sport. In his speech, John O’Mahony, covered the topics of fuel fraud and fuel laundering and the positive impact FPS and FPS Ireland are having when it comes to best practice. “I warmly welcome FPS Ireland’s commitment to raised standards and best practice in the oil distribution industry and can assure you that I support these commitments and look forward to working with you to help achieve these shared goals. I note that the membership of FPS Ireland has cited both the illicit cross-Border trading of fuel and wider

FLEETTRANSPORT | NOVEMBER 14

issues surrounding fuel laundering as of particular concern to them. I can attest that these are issues where I very much share their concerns and am keen to see further progress in combatt ing practices which harm both legitimate suppliers and the Exchequer.” He explained that the multi-agency Cross Border Fuel Fraud Enforcement Group (C B F F E G) w a s established in 2008 to enable co-operation between the Revenue Commissions and t he En forcement Authorities. “All Enforcement Authorities engaged in combatt ing cross-Border fuel fraud are committed to working closely together on an ongoing basis in this important work,” he said, before adding: “I would welcome any input that FPS Ireland could provide to further help in this fight.” The struggle against fuel laundering and the steps being taken such as bigger penalties, and the introduction of a wide range of monitoring measures and compliance strategies, was also covered in John O’Mahony’s speech.

REPORT II | 19

John O’Mahony, T.D., Chairman of the Oireachtas Committ ee on Transport, Communications, Energy, Tourism & Sport.

“Furthermore, it is also worth noting that the fight against fuel laundering will receive a boost in 2015 with the introduction of a new marker for identifying laundered fuel. Th is marker was identified following a joint process involving the Revenue Commissioners and Her Majesty’s Revenue & Customs (HMRC). The marker will be produced by Dow Chemical Company and is expected to be introduced early next year following consultation with the oil industry and other stakeholders.” He concluded: “I appreciate the important contribution that the oil distribution industry makes to the Irish economy. I can acknowledge and share a number of the concerns felt by the FPS membership. I look forward to meeting FPS representatives both today and in the future, to work to fi nd solutions which are mutually beneficial to both the oil distribution industry and to the country as whole.” FPS membership now accounts for more than 75 percent of the oil delivered in the Republic of Ireland and the meeting was an opportunity for speakers and members alike. “The emphasis of the meeting was on engagement,” explained Mark Askew. “There was tremendous feedback from attendees on the day and since, which is what we always seek as this information enables us to develop strategies for further helping our members tackle the daily issues they face. The membership numbers for FPS Ireland have been increasing over the course of this year as the trade association continues to work closely with the key industry stakeholders and develop good links with the Government and agencies such as the Revenue Commissioners and RSA.” Mark added: “The recent achievement of our inaugural members’ meeting of FPS Ireland comes on the back of a fantastic year for the organisation. We have also agreed to meet with key regulatory bodies in order to discuss in more detail the concerns of our members and to see where improvements for all parties might be made.” “Really since the appointment of Nick Hayes (pictured right) in April as the new FPS Ireland Representative, we’ve been able to significantly grow member numbers to the point that we’re now responsible for three-quarters of all oil deliveries in the entire country. Nick is able to work well with our members and represent them on both a Local and Government level, using his extensive experience of the industry which includes being the previous FPS President. A huge amount of credit goes to Nick for organising and overseeing the meeting so brilliantly. “As FPS Ireland provides a collective voice for the oil distribution industry across the Republic of Ireland, successful meetings like this, our very

Laundering Plant

fi rst one, in Portlaoise, means we can truly continue to promote best practice and provide full support to all members.” The next major event for the FPS will be FPS EXPO on 22 & 23 April 2015 at the Harrogate International Centre, Ha r rogate, West Yorkshire. FPS EXPO 2015 will mark the 35th year of the exhibition and the FPS team are pleased to announce that with 6 months to go, over 75% of the available floor space is booked. This annual event continues to receive serious commitment from all the major suppliers - already many companies from both the UK and Europe have secured their participation including MAN Truck & Bus UK Ltd, Scania, Road Tankers Northern (RTN), Williams Tanker Services, Phillips 66 together with DAF Trucks which are also returning again following a successful show in 2014. Alongside those companies will be regular exhibitors like Alpeco Ltd, Filtertechnik Ltd and Herbst Soft ware together with fi rst time exhibitors Tankquip, KDC Contractors Ltd and Energy Trading Hub.

About FPS (Federation of Petroleum Suppliers) As a trade association, the FPS (Federation of Petroleum Suppl iers) membersh ip base delivers heating oil to residential homes, as well as marine, agricultural, commercial and industrial businesses. The organisation has over 110 distributor members and 60 Associate members owning some 2,500 tankers.

Exceptional Loads Services Ltd. Specialist Services to the Heavy Haulage Industry • PERMITS • ESCORTING • ROUTE PLANNING • ROUTE SURVEYS Tel: 0402 31229 Fax: 0402 31257 Mobile: 087 2549601 Website: www.wide-loads.com Text & Photos: Rob Van Dieten - rob@fleet.ie

www.fleet.ie

20 | TECHNICAL

Volvo’s new I-Shift Dual Clutch – shifts smoother!

n 2001, Volvo’s I-Shift set the benchmark for Automated Manual Transmissions (AMT) in heavy benchmark vehicles. Today, Volvo’s AMT’s I-Shift and I-Sync for lighter commercials have grown in popularity and are now the standard for over 95% of Volvo trucks in Europe. Now the engineers from Gothenburg have taken I-Shift to the next level and produced the first ever Dual Clutch Transmission fitted to heavy trucks. The technology behind Dual Clutch Transmissions (DCT) is by no means new or revolutionary. In the passenger car sector DCT has been available for many years and its popularity is steadily increasing. However fitt ing a DCTs to heavy vehicles has previously posed some engineering problems. Now Volvo Trucks believes it has found the answer to these problems, and to show what its new I-Shift Dual Clutch can achieve. The Swedish brand with the 'Iron Mark' invited ‘Fleet Transport’ to Malaga to drive the new transmission in the punishing hills of the Spanish Sierra Nevada – and of course, we accepted. In its simplest form a DCT is a method of running two gearboxes in parallel with all the odd number gears in one and the even numbers in the other. Th is allows the next ratio to be preselected and then engaged instantly when required. Being able to preselect means that there is almost no interruption in the transfer of torque through the driveline to the road wheels, which results in reduced driveline wear and an improved ability to climb hills. For heavy commercials DCTs may be new, though Volvo’s Segment Manager Heavy Truck Transports, Jonas Odermalm claimed, “within ten years DCTs will be the standard in truck transmissions.” In this fi rst generation, Volvo’s DCT is only available with its D13 engine series with power ratings of 460, 500 and 540hp. So for the moment I-Shift Dual Clutch is not available for its FH16 flagship as the transmission is rated

to 2800 Nm, and FH16 begins at 2900 Nm. Another slight limitation, though not for regular European transport, is that I-Shift Dual Clutch is rated for a gross weight of 60 tonnes. However this only excludes heavy haulage specialists, and max weight transports in Finland. Of course there is always the question of an additional weight penalty. While I-Shift Dual Clutch uses the same ratios as regular I-Shift , there are a number of extra components needed for the dual clutch system, which means a slight increase in dimensions. Though at an extra 101 kgs, and 120 mm the increase is relatively small. Nevertheless the big question is does the system work, and does it improve vehicle performance? Well, the answer is yes and no. When the answer is yes, then Volvo’s I-Shift Dual Clutch is quite remarkable. When the answer is no, then the transmission performs as a regular I-Shift transmission – which is recognised as a high standard. What we mean by this, is that Dual Clutch Powershift ing only works for sequential gear changes. So for example when climbing a hill and the transmission changes from 7th to 8th to 9th, then Powershifting will occur. However when driving conditions allow the truck to skip gears for example when moving off, the transmission may shift 2nd to 4th to 6th, in this case Powershifting does not occur, and this will be performed as with a standard I-Shift function. Also when changing range from 6th to 7th or using the kick-down function, (if fitted) a Powershift does not take place. We drove a selection of FHs with and without DCT, and when operating in Powershift mode the gear changes are sublime and hardly noticeable unless you are eagerly watching the rev counter. While there is a defi nite improvement, it is hard to quantify how much it has improved until you get back behind the wheel of a standard I-Shift again for a direct comparison. Driving standard I-Shift again it is easy to see the difference and appreciate the potential benefits of I-Shift Dual Clutch. The DCT will deliver particular benefits for certain transport applications and there are a number that Volvo Trucks are keen to explore. One being forestry where operating a truck that will change gear without breaking torque can mean the difference between gett ing stuck or not. Other areas include hanging loads and liquid tanker transport. Also when running heavy on twisting roads especially over hilly terrain is where DCT really performs. In fact as Jonas Odermalm said, “the more shifting you do the more you will appreciate Volvo’s DCT.” Volvo readily admits that its new I-Shift DCT is just the fi rst step on the road to improved driveline efficiencies, though it is an important step in the same way I-Shift was back in 2001. Then, I-Shift was originally rated for 40 tonnes and had to prove itself to a very sceptical audience. Today for heavy transport. Standard I-Shift is rated for up to 150 tonnes GVW and is

FLEETTRANSPORT | NOVEMBER 14

TECHNICAL | 21

arguably the best transmission on the market. Another important step has been the removal of the gear selector from beside the driver. Drive mode and gears can be selected by pressing a button on the dash. Volvo makes the option available at no extra cost though with gear selection relocated to the dash it does mean there is no limp home function. It’s possible it will not suit all drivers, though we like it and it gives improved access to the under-bunk storage. Speaking of important steps we were able to get our hands on another fi ne example of Swedish engineering while in Spain. Volvo Trucks made available the Euro 6 version of the flagship FH16 750. The power of this machine is even more impressive on the Andalusian hills that put most trucks under pressure. The Euro 6 compliant engine comes with dual stage turbo-charging and a new common rail fuel system which includes a specifically times pilot injection to improve scavenging and therefore efficiency. Th is pilot injection also has a remarkable effect on noise levels in the cab. We note this as remarkable because FH16 was a particularly quiet truck to begin with, and with Euro 6 Volvo has managed to reduce noise levels further. For Euro 6, the 16 litre keeps the same power rating of 750hp which is developed between 1,600 and 1,800 rpm, slightly higher than the Euro 5. However the peak torque is developed slightly lower at an rpm of 950hp for the 750, and an even lower 900 rpm for the FH16 650hp. As expected the FH16 750 was the truck to flatten the hills. Although of all

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

the models we drove, the trucks that most impressed us were the FH 500 and 540 with I-Shift Dual Clutch. From our test drives we found the best performing truck overall was the FH 500 with I-Shift Dual Clutch. Running at 90 kp/h the FH 500 sits just under 1,050 rpm with a 2.85:1 fi nal drive ratio. If constantly operating at max weights or on hilly terrain the extra 40hp offered by the 540 gave a surprising difference in performance considering both trucks were running identical rear axles. Fitted to the range of trucks available were some of the recent innovations developed by the Volvo Group. These included Volvo’s version of predictive cruise control I-See, and the now infamous Volvo Dynamic Steering (VDS). While the benefits of VDS are obvious for certain areas of work, we are beginning to appreciate the benefits to be gained in other areas, including long haul. Again it is a case of not missing it until its gone, and even on the Spanish motorways VDS does deliver a smoother and more relaxing drive. (Especially if someone was standing on the mirror arms!) It took a number of years for I-Shift (version1) to be fully accepted. Today operators have become so accustomed to automated transmissions that we can easily agree with Jonas when he stated that “within ten years Dual Clutch will be the standard.” Considering what Volvo achieved in ten years with I-Shift it will be interesting to see what mountains it can traverse in the coming decade with its I-Shift Dual Clutch Transmission. • Prices quoted by Volvo Truck UK & Ireland for the I-Shift Dual Clutch is Stg £4,000 and £3,500 for the Volvo Dynamic Steering.

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22 | HEALTH MATTERS

The association between Truck Driving and Prostate Cancer

t has been found in American studies that men whose main occupation is truck driving, have nearly four times the normal risk of being diagnosed with an aggressive form of prostate cancer. Th is is thought to be due to the fact that these workers are exposed to “whole body vibration,” also that they are sitting on their prostates for hours every day possibly impending the free blood supply to the gland – these factors cause inflammation of the prostate (prostatitis) which itself has been postulated to promote the growth of prostate cancer.

As one third of these cancers are “indolent” and will not shorten a patient’s life but just cause fatigue and debility, the “active surveillance” programme will usually see them out. It has been known for some time that there is an increased risk of prostate cancer in close relatives of those affected with the disease, but it is only recently that the underlying genetic variation, which contributes to this risk has been discovered. Some genetic tests will show that a patient may have an 8 fold risk of prostate cancer, which will be of the aggressive type. The result of combining this genetic information with the PSA tests has been an increased diagnosis of localized disease, and a reduction in disease, which has spread. In other words, doctors are diagnosing this cancer earlier.

These workers are also exposed to traffic emissions, which are known to cause various malignancies including prostate cancer. The prostate gland is one of the reproductive glands in the male, and is situated near the bladder. It tends to enlarge with age, thereby obstructing the outlet of the bladder causing impaired ability to urinate. Enlargement (benign or malignant) occurs mostly in men over sixty and one of the fi rst symptoms is urinary frequency at night, also difficulty in starting to urinate. Sometimes blood is seen in the urine, this can be due to the rupture of the veins in the prostate when the gland enlarges. Benign enlargement of the prostate is treated with medication unless the urinary symptoms become major, then removal of some or all of the prostate is advisable. Cancer of the prostate is the sixth most common cancer in the world and the commonest cancer in men in Ireland. It can present the way benign disease presents, with urinary symptoms. Sometimes it presents with back pain, weight loss, or anaemia. In a man with these symptoms a clinical examination with blood tests, including the Prostate Specific Antigen (a blood test) are done. (The normal measurement for this is 4ng per ml, between 4 and 10 can be due to benign disease of

the prostate, over 10, a biopsy is advisable, and it will show cancer in over 50% of cases). Further diagnosis is usually by biopsy but ultrasound examination will show the size of the gland, and help defi ne a cancer if it is present. Of course x rays of the back and pelvis are also helpful. For treatment, sometimes the whole gland is removed, this is curative when the cancer is confined to the gland itself. However, this is major surgery which may have some unavoidable side effects – incontinence, impotence, infertility, so another method of dealing with this cancer is often used. Th is is called “active surveillance”. Th is involves regular checkups and blood tests, and as soon as the cancer begins to grow, active treatment is instituted. This might involve radiotherapy to shrink the cancer, or monthly or three monthly injections of hormones, which inhibit the growth of the cancer cells. These hormones cause fatigue, hot flushes, and thinning of the bones.

In the U.S. it is policy for all men with high risk prostate cancer to be diagnosed and actively treated early, thereby leading to a very low incidence of aggressive cancer, in Sweden also there is screening which has led to 40% reduction in prostate cancer deaths. However, in the rest of Europe, as until recently, it was difficult to differentiate the one third of the cancers, which were “indolent” and not in need of treatment “active surveillance” protocols are generally in operation, and treatment is reserved for more aggressive cancers as they emerge. A screening programme on the lines of the breast screening programmes may eventually be rolled out, with the same objective, namely, to diagnose a cancer before it becomes clinically obvious. In the meanwhile, the truck driver should exercise as much as he can when out of his truck, try to avoid places where he is exposed to undue amounts of vehicle emissions, and of course check on his family history of disease.

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24 | LUBRICANTS

Chevron Lubricants Nothing added but Techron

he idea of enhancing vehicle performance by adding a little something to the fuel system has been with us for decades. The practice has in some cases earned an unfortunate reputation, similar to that of ancient alchemists trying to turn base metals

into gold.

It has always been difficult for the additive industry to convince operators that their particular products or formula worked. Many operators will tell you the benefits they receive from using a particular product were significant. Equally as many operators will find no measurable improvement in performance, however. Nevertheless when a major global oil producer like Chevron Lubricants decides to enter the market then it might be time to review the topic. Also if there are savings to be made then it deserves a measured response. There is a great deal of science, in particular chemistry, behind the research carried out by Chevron Lubricants. The aim of the research was to develop a product, which would combat the negative effects, poor quality fuel and especially Biodiesel can have on the fuel system. By preventing the problems caused with the use of Biodiesel, the fuel system should operate as it was designed to do, and so function more efficiently. Feather Diesel Services (FDS) is a leading European agency for the repair of fuel injection equipment from the major manufacturers. FDS’s Steve Smith gave an explanation of the affect Biodiesel has on the engine. There are many contributing factors, not least of which is the quality of the biofuel itself. While there are production standards in place they are quite wide, and simply where the product is sourced can have a major bearing on the qualities of the liquid. For example, if the product is derived from rapeseed, sunflower or any number of organic compounds, it will in turn perform differently. Putting the fuel system into context, Steve says the diameter of a human hair measures 50 microns. The plunger tolerances in some fuel systems is 1 micron. Also to deliver fuel with a spray speed of over 2,400 kp/h the timing tolerance for fuel injection can be as fine as 0.5 of a millisecond. Operating within such tolerances, it is easy to see why the quality of diesel must be flawless. While poor quality diesel will not combust properly, it will also not possess the cooling and lubricating qualities necessary to minimise wear over the designed lifetime of the system. This is highly important as the fuel is the only lubricant and coolant for many of the fuel system’s critical components. The way this modern day problem manifests itself is a little disturbing. In the olden days when we burnt old-fashioned diesel, which produced carbon deposits this could be fairly easily removed. Unfortunately, the Biodiesel in fuel produces a lacquer. This lacquer can dramatically affect the performance of the modern injection system by creating two types of ‘Internal Injector Deposits’ (IID). The first is a ‘soap based’ deposit, which causes binding between the

Steve Smith, FDS FLEETTRANSPORT | NOVEMBER 14

close fitting internal components. The second is a Polymeric IID, which is a hard insoluble deposit that changes the hydraulic geometry of the needle/seat. Steve was keen to show some images of the damage they regularly discover at FDS. The images would remind you of the anti-smoking campaigns seen on TV, which encourage you to consider the issue as a matter of urgency - and it worked. Everyone in the room immediately began to question the quality of the fuel they were buying - and where it was being sourced. In closing his presentation, Steve noted the importance of correct fuel storage. He advises to ensure that all fuel storage and vehicle tanks are clean. Also noting: “It is important not to let the fuel level drop below quarter full.” He continued: “Anything that is in extended storage will cause problems.” To explain how Chevron Lubricants intends to resolve the issue, Mieke Mortier addressed the audience. With her background in chemistry she described in great detail how we have arrived where we are today. She explains about the introduction of bioethanol for petrol engines, and about the introduction of ‘Fatt y Acid Methyl Ester’ (FAME) or biodiesel, and the issues around its use. Mieke stated that: “The Internal Diesel Injector Deposits (IDID) are different from conventional nozzle deposits.” These are now internal rather than external problems, and create a sticking issue rather than a physical blockage. This sticking causes the injector to respond slowly, which affects the amount of fuel delivered and or the timing of that delivery. Mieke added: ‘The problems arise because the engine has traditionally been optimised for fossil fuels.” Modern fuels with biodiesel have lower solvency, lower natural antioxidancy, lower anticorrosion, and trace elements of Sodium and Calcium (Na and CA). She added: “the consistency of biofuels is not consistent.” So what solutions are available and how can we prevent reoccurrence? Mieke highlighted three ways the first method is mechanical cleaning. The second is to install new injectors, and the third is to use an effective fuel additive treatment. She pointed out that: “Not all fuel additives developed for conventional nozzle deposits will work for IDID, and that fuel additive performance is highly dependent on formulation.” Chevron Lubricants is guaranteeing the correct formulation of its new ‘Heavy Duty Fuel System Cleaner’ called - Techron HD. The company will dispense Techron in two formats, the first will be in IBCs and barrels and is available now. The other is Techron HD Concentrate which works as a one shot treatment. This will be sold in 1 litre doses, and be on the shelves in early 2015. We mentioned at the start that fuel additives have always had a question mark over their effectiveness. The additive market is not regulated so claims can be made about products, which may not be the case. Chevron through its renowned

Mieke Mortier

LUBRICANTS | 25

David Batt y, Chairman of the British Transport Advisory Consortium

Texaco brand has analysed a number of these products on sale throughout Europe, (including Ireland) and found some to have no beneficial properties at all. As a producer of a fuel additive, Texaco Chevron is highly aware that the same question mark looms over its own Techron HD. To prove the benefits of its product, Texaco Chevron engaged BPP Transport Engineers to test its Techron HD in a real working environment. The findings were presented by the Chairman of the British Transport Advisory Consortium, Mr David Batt y (FRSA). David detailed at length how a fleet and vehicles were identified, what control measures were used, and the duration of the testing. He also assured the audience that all possible factors including weather, vehicle servicing, fuel and engine oil sampling were accounted for. In addition to Techron HD, BPP were also assessing the potential benefits of Texaco Chevron’s new low viscosity URSA range, including the 5W-30 and 10W-30 engine oils.

Dave Spence

The findings showed that “Significant fuel economy results of up to 3.47% for the supply chain company Gist, and an improvement of almost 3.5% for UK retailer Poundland.” Delivering the results David Spence, Chevron Lubricant’s Commercial Sector Marketing Manager said: “We were determined that our methodology and testing procedures would be second to none.” We asked David about the quantities of Techron HD needed to treat a given amount of fuel. He explained that the ratio is relatively small at 1.27 litres of Techron HD to 10,000 litres of diesel. While there is no fi xed priced for Techron at the moment, it is worth mentioning a final comment from Mieke Mortier who highlighted the possible dangers of cheap diesel when she noted that: “Cheap diesel does not have additives – that’s why it’s cheap.” What we gained from the presentation was that it would appear to be the lack of additives that can cost money - not the additives themselves.

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fleetMaritime: IRISH SHIPPING & FREIGHT

MARITIME I | 27

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

Volume 9, No. 5 WINTER 2014

Vive la difference! - Intermodal freight delivers to the bottom line

ecause Ireland is an island located off another island, in turn situated off the European mainland, anybody involved in freight transport will have a good understanding of the concept of intermodal freight. Essentially this involves cargo, whether in container or not, being moved on a number of transport modes on its way from shipper to receiver. In Britain and in Continental Europe product can be delivered significant distances by simply putting it onto a truck and taking it by road to destination. An Irish located importer bringing product from the Continent is faced with a bewildering range of shipment options. The imminent arrival on the scene of Sulphur Emission Control Areas (SECA) adds further complications and costs (see piece on SECA in this issue). A simple truck load of material could be loaded at source, driven to say Zeebrugge, and shipped from there to Dublin before driving on to fi nal destination. But, will the haulier or forwarder involved sends the truck and trailer as a driver accompanied unit on the ship, or will he send it unaccompanied to Dublin and have the fi nal delivery done by his Irish partner operation? Will that be quicker than sending the driver through? Probably not, but it should cost less; after all, there are no driver and tractor unit wages and fares to be paid while the ship is en route. However, doing this exposes the trailer owner to the risk that that unit will not be turned around as quickly with an eastbound load, so adding to trailer hire costs. The shipper could also load the cargo into an ISO container, truck it to, say, Rotterdam, have it loaded aboard a Lo-Lo vessel, destination Dublin from where it is delivered by a local haulier, and if destination is in Mayo, it could even go there by train. In this case the haulier/forwarder does not have to provide the container, that’s

So far, so relatively simple but there are a lot more possibilities. The most obvious is that the fi rst trailer could run driver accompanied through Britain. Because there are multiple high frequency services on both, in particular, the Dover Straits and the Irish Sea central and northern corridors, that load is very likely to reach destination well ahead of the competition. But it will be more costly, between ferry costs, fuel usage, UK road user levy, the list goes on. If the shipper’s location is over the wall from a rail or barge terminal which would allow him ship the load to Rotterdam, Antwerp or Le Havre with the container going direct into the terminal, there another interesting possibility arises. If this product is a litt le bit on the heavy side it could then be loaded on the container, most likely to the unit’s plated capacity without the risk of breaching any weight restrictions that would apply on Continental roads. On arrival, with the recently introduced 46 gross tonne limit for trucks and trailers, he can be within the limits with six more tonnes aboard than he could have had if Continental road haulage was involved.

the shipping line’s problem. So, immediately, there is no worry about a backload from Ireland and, indeed, he could simplify matters further by gett ing the shipping line to do the haulage on the Continent and/or in Ireland. Th is should be a lot cheaper overall than his fi rst option, even the Lo-Lo shipping rates are less expensive than Ro-Ro, and with good planning need not be any slower than the Ro-Ro option. Instead of trucking the container to the Port of Rotterdam the container could be delivered there using rail, barge or some combination of the three modes, thus driving down costs and, of course, the carbon footprint of the transaction.

If the supplier is not so well located another possibility has to be that the cargo is taken from his plant to a distribution centre that is located with direct rail or barge access. The goods could be crossdocked there into containers to achieve the weight advantage. Or, another option could be to add another six tonnes of cargo to an already loaded trailer and put than onto a “piggyback” train headed to the ferry port quayside. If the cross-docking facility is in Rotterdam or another major port a different possibility arises. If the shipper is located a good distance away into the Continent, then it may be interesting to collect the cargo on a truck that is seeking a backload to the port and that will charge a lot

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

FREIGHT FERRY SERVICES FLEETMARITIME | WINTER 2014

28 | MARITIME II less than the shipping line might do for the same job. The cargo is then cross-docked into an “Irish” container or trailer for the rest of the journey. Th is brings in a different aspect and one that has been frequently discussed in previous issues of “Fleet Transport”, which is the shortage of appropriate deepsea line containers for loading with exports from Ireland. If the Irish importer is also that exporter then he could buy the goods from the Continent on an “ex works” basis so that he controls how it is shipped. His agent can then either arrange to send in a container owned by the line that he

location.

intends to use for the export from Ireland to the Continental supplier for loading and shipment to Ireland, thus saving at least one empty haulage in Ireland, or the cargo can be loaded into that container at the Continental Port cross-docking

Th is is all very complex and is, not surprisingly, one aspect being worked on as part of the EU backed “Weastflows” project. A pilot is being organised with a number of interested parties by the Luxembourg based project partner Tudor, along with the Irish Exporters Association (IEA) and SERA to try to validate a number of these approaches in real life and to produce a rigorous analysis of the benefits and pitfalls. Fleet Maritime will be reporting on the trials as they develop.

Oireachtas Joint committee debates Draft Ports Bill

he draft Harbours (Amendment) Bill 2014 was discussed at a hearing which took place on 24 September the Oireachtas Joint Committee on Transport & Communications. This Bill has, as its main focus, the transfer of a number of Port Companies from being under the control of the Minister for Transport to being controlled by the appropriate Local Authority. Following publication of the draft Bill, interested organisations were invited to submit their views on the planned arrangements and four of these were invited to participate in the Committee discussion. The Irish Exporters Association (IEA), while welcoming the thrust of the draft Bill which brought Irish practice very much more into line with European Ports Policy, did express concern that the commercial dynamic of the Ports involved might be blunted by their transfer to Local Authority control. The Chartered Institute of Logistics & Transport (CILT) spoke mainly about the financial and administrative aspects of the companies, Drogheda Port Company, Dun Laoghaire Harbour Company, Wicklow Harbour Company, New Ross Harbour Company and Galway Harbour Company in the Local Authority Environment. The Dun Laoghaire Rathdown County Council team led by the recently appointed CEO, Philomena Poole, spoke about the Council’s backing for the harbour company there and its ambitions for development of the harbour and its facilities, particularly in relation to the development of the Cruise vessel call business. Eamon Bradshaw, CEO of Galway Harbour Company was the only Port Company representative at the hearing and his main focus was on the

port’s ambitious plans to develop substantial new deep water facilities at Galway. These would enable Galway to effectively service larger Cruise Liners while, at the same time develop its facilities for leisure activities. The Galway Port project, which goes before An Bord Pleanala in early 2015, gave rise to a vigorous discussion involving T.D.’s from the Galway area on the one side, and the Limerick based Patrick O’Donovan, T.D. Deputy O’Donovan’s contribution to the discussion was actively in support of Shannon Foynes Port and the development plans there. He did not see that there would be value in making substantial investment in the development of Galway Port, given the size and development opportunities at Foynes. Dun Laoghaire T.D., Richard Boyd Barrett spoke about the ambitious plans for that port and his opinion that these were not appropriate to a harbour best suited to leisure activity development. On behalf of the IEA, I took the opportunity to speak to Committee Chairman John O’Mahony T.D. and the other Committee members about the importance of the amended Ports legislation in Ireland which also takes in the designation of Ports into three categories, Tier #1, Tier #2 and Regional Ports, matching up with the other EU Ports Policy divisions. Doing so, should enable Irish Ports to secure appropriate EU backing and funding for future developments. Missing from the legislation and other documents in the pipeline is

any form of overall view that takes in not just the Port Companies and Rosslare Europort, but also the smaller harbours such as Kinsale that are already under Local Authority control, and fishery harbours including Killybegs. These smaller harbours retain the potential for development to meet local business as well as leisure needs. The Joint Committee has now prepared and submitted its commentary on the Draft Harbours (Amendment) Bill to Transport Minister, Paschal Donohoe T.D. and the final draft is expected to emerge before Easter 2015. Note: In the course of a separate hearing of the Committee, Transport Minister, Donohoe, T.D. outlined his priorities within his areas of responsibility. In addition to progressing the Harbours Bill, he focussed on the commercial development of the three Ports of National Significance (Dublin, Cork and Shannon Foynes), saying that this is a key objective of National Ports Policy. He advised the committee that all three Ports have Masterplans in place setting out their development plans over the next 30 years. Both Dublin and Cork have current Planning Applications with An Bord Pleanala. During the last month there have been extensive oral hearings into these specific plans for the first stage of the Masterplan developments in these ports. E bookings@derrybros.com T 0044 28 87784949 www.derrybros.com

IRISH SEA ROUTES FLEETMARITIME | WINTER 2014

MARITIME III | 29

Sulphur Emission Control Area implications for Irish Trade become clearer

rom 1 January 2015, vessels sailing in the English Channel, the North Sea, and the Baltic Sea and off the North American coastlines will be subject to strict emission controls. These mean that they can no longer burn Heavy Gas Oil (HGO) unless the exhaust emissions are washed by scrubbing equipment in the vessel’s funnel. The cost of installation of such “scrubbers” varies from vessel to vessel depending very much on the superstructure and funnel design and layout, but would be at a minimum of €4 million. In many vessels it is not technically practical to retrofit “scrubbers”, nor is it economical, and the vessel would have to switch to using low sulphur diesel fuel. The cost of such fuel is almost double that of HGO. While some ferries and ocean going container ships and bulk cargo carriers are fitted with more than one fuel tank and can, therefore, operate outside the SECA areas on HGO before switching to low sulphur fuel in the SECA area, feeder vessels and the smaller bulk vessels cannot do so. Th is means that, for example, a feeder vessel taking containers from an Irish Port to Rotterdam will have to operate on low sulphur fuel for the whole voyage, thus adding significantly to fuel costs. As fuel can account for up to half the total operating cost for the vessel this means that the operator will have to impose a substantial surcharge. To get an understanding of the actual surcharges involved it is instructive to look at the Stena Line website: www.stenalinefreight.com/bunker-charge. DFDS Seaways estimates that a low-sulphur surcharge being introduced at the beginning of 2015 will add about 15% to its freight rates and states that this would not be an “across the board” increase but that the extra costs incurred from using Marine Gas Oil (MGO) calculated for each route “based on the actual number of lane metres carried per consumed tonne of fuel,” and taking into account factors such as route distance, speed, capacity, utilisation and the type of ship. One consequence, and very much an unintended consequence, of the imposition by the EU authorities of the SECA, has been that lines have begun to take a hard look at the routes and services on which their viability is at present marginal, and which will become unprofitable with the surcharges added and traffic diverting to other less affected routes. In the case of traffic moving out of Britain to the Continent, freight through the Channel Tunnel is unaffected while surcharges on the Dover Straits routes will be small. Already DFDS has closed its Harwich/Esbjerg route and intends to close its Portsmouth/Le Havre connection in January. The line’s Newhaven/Dieppe route is under threat, though there are other factors at play in this case. These closures do significantly reduce the options for hauliers land bridging to and from Ireland. LD Lines appear to have completely retreated from the ferry business for the present. Its Rosslare/Montoir/Gijon route’s last sailings took place at the end of August and the vessel operating the service the “Norman Atlantic” is now operating in the Mediterranean. Her sister ship “Norman

Asturias” which had been operating services out of Poole to Gijon and to Santander is now also sailing in the Mediterranean, following the closure of those services in early September. LD Lines has also closed the three round trips weekly Montoir/Gijon service. Th is is due, not to the SECA, but to the end of the subsidy received as part of the EU “Motorways of the Sea” programme. That subsidy had, in effect halved the rates that hauliers paid on the route and the line advised that moving to the full rate would make the route completely uncompetitive against road haulage. There was also bad news from Britt any Ferries. The fi nancial package required for the planned new LNG powered vessel which had been commissioned in January 2014 has fallen through. Negotiations between the Line and the STX Yard in Saint-Nazaire are continuing but the vessel has now missed its delivery slot to guarantee a 2016 delivery date. Brittany had planned to run this vessel on the Cork-Roscoff route, replacing the “Pont Aven.” Britt any is in the meantime, like DFDS Seaways, continuing an active Exhaust Scrubber fitt ing and LNG capability fitt ing programme on vessels in its current fleet. The Line has asked the UK Government for an extra two years grace in implementing the SECA for its vessels to facilitate the completion of this work. Industry sources indicate that it is unlikely to be given any special terms as it would allow it to compete unfairly with companies that have already undertaken considerable investment in advance of the January 2015 deadline. However, DFDS Seaways, P&O Ferries and Stena Line have significantly increased the capacity on what might be described as the North Sea Central Corridor routes. DFDS Seaways brought in its “Anglia Seaways” vessel to add a further two round trips weekly on its Immingham – Rotterdam route. Th is vessel had until recently sailed on Seatruck’s Warrenpoint / Heysham route and has a capacity of about 1500 lane metres. It has the E bookings@derrybros.com T 0044 28 87784949 www.derrybros.com

EUROPEAN ROUTES FLEETMARITIME | WINTER 2014

30 | MARITIME IV capability to add a further weekly sailing, if traffic continues to grow. Stena Line has also boosted capacity on the corridor by introducing a sister ship of the “Anglia Seaways” on a new link between Europoort in Rotterdam to Killingholme in the River Humber. It is operating three round trips weekly. While neither of the DFDS and Stena vessels have been adapted to SECA compliance and will thus have to run on MGO, the extra capacity being introduced by P&O Ferries is much more SECA friendly. Its announcement covers the expansion of its North Sea business with the introduction of a daily service between Teesport and Zeebrugge. Starting in the New Year, this service will give more choice to customers wishing to ship to the north east of England and Scotland. The “Mistral” (1,625 lane metres) will take up service from January 2015 alongside the Bore Song enabling the company to increase frequency on Teesport - Zeebrugge from three departures per week to a daily service. In addition the company will also increase capacity on its Teesport - Europoort route. The “Estraden” (2,270 lane metres) will take up service after the ship presently on the Dutch route is returned to its owners. The ships have been selected for their efficiency, with the introduction of the new low sulphur emissions legislation from 2015 in mind. “Estraden” will be fitted with two Norsepower wind rotors and NAPA Optimisation equipment and “Mistral” features an efficient single engine, fitted with variable frequency drive. In addition investment in the Bore Song will see it operating with a fully installed sulphur scrubber in

January. At Teesport, PD Ports has invested more than £3m in a new multimodal rail terminal. Th is will enable the port to connect by rail with Scotland and the Midlands, as well as handling existing multimodal trains from Felixstowe and Southampton. Also, Stena is also aggressively promoting the former Celtic Link Ferry service linking Rosslare and Cherbourg. The company has also confi rmed its purchase of the former Seafrance ferry “Seafrance Moliere”, a sister of the vessels operating its Belfast/Cairnryan service. It is

now expected to replace the “Stena Nordica” on the Dublin/Holyhead route adding capacity to a route that is under capacity pressure at the moment. On the Lo-Lo side the DFDS Logistics/Suardiaz/ Macandrews vessel sharing service linking Bilbao with Irish Sea Ports will have a capacity boost for at least the period leading up to Christmas through the addition of a fourth vessel to the service. Th is is being done due to very heavy northbound loadings.

Dublin Port posts very strong ﬁgures

ublin Port Company has issued the figures for its third quarter of 2014 and these show a 7.3% increase in import and export volumes as well as a 5.5% rise in ferry passenger numbers moving through the port. The total throughput in the quarter increased by 5.7% to 7.8 million tonnes, while total throughput for the year to date is 23.1 million tonnes which is a 7.3% increase over the figures for the same period in 2013. The Port Company now expects to surpass the record annual rate achieved in 2007. While all trades grew the huge surge in activity was in the import of trade vehicles with year to date figures of over 58,000, almost 30% more than for the same nine months of 2013. Th is surge coincides with the opening by Transport Minister, Paschal Donohoe, T.D. of the port’s new trade car terminal. Th is terminal is located at East Wall Road and will cater for 2,500 vehicles at a time, monitored by a state-of-the-art security system manned on a 24/7 basis. The opening follows a thirteen month development and construction phase and a €3.4 million investment by the Port Company in the new facility. E bookings@derrybros.com T 0044 28 87784949 www.derrybros.com

AN ESSENTIAL PART OF YOUR TEAM FLEETMARITIME | WINTER 2014

32 | FUEL PRICES (WEEK 43) / SAFETY MATTERS 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

4.48

4.67

4.28

Andorra

EUR

1.362

1.482

1.312

Luxemburg

EUR

1.217

1.261

1.115

Austria

EUR

1.373

1.516

1.286

Macedonia

MKD

74.00

76.00

63.00

Belarus

EUR

0.841

0.863

Moldova

MDL

18.67

19.07

17.57

Belgium

EUR

1.569

1.614

1.372

Montenegro

EUR

1.340

1.370

1.230

Bosnia-Herzegovina

BAM

2.40

2.50

2.40

Netherlands

EUR

1.745

1.814

1.423

Bulgaria

BGN

2.46

2.66

2.51

Norway

NOK

15.28

16.03

13.91

Croatia

HRK

10.36

9.97

Poland

PLN

5.27

5.56

5.15

Czech Republic

CZK

36.04

35.18

Portugal

EUR

1.577

1.704

1.344

Denmark

DKK

11.19

9.99

Romania

RON

5.89

6.54

6.01

Estonia

EUR

1.254

1.294

1.219

Russia

RUB

35.74

34.05

Finland

EUR

1.569

1.624

1.428

Serbia

RSD

154.90

157.90

France

EUR

1.475

1.539

1.274

Slovakia

EUR

1.478

1.320

Georgia

GEL

2.16

2.24

2.16

Slovenia

EUR

1.447

1.466

1.359

Germany

EUR

1.487

1.321

Spain

EUR

1.396

1.519

1.320

Greece

EUR

1.576

1.821

1.281

Sweden

SEK

13.68

14.18

13.77

Hungary

HUF

418.00

427.00

Switzerland

CHF

1.739

1.789

1.769

Ireland

EUR

1.499

1.399

Turkey

TRY

4.72

4.74

4.26

Italy

EUR

1.769

1.643

Ukraine

UAH

16.20

18.60

16.00

Kosovo

EUR

1.21

1.20

GBP

1.266

1.351

1.301

Latvia

EUR

1.219

1.268

1.207

USA

USD

0.977

Safety Matters . . . Safety Matters . . . Preventing Driver Fatigue

atigue is a major contributory cause of fatal and serious injury, vehicle collisions and incidents. Thousands of crashes are caused by tired drivers. They are usually severe because a sleeping driver cannot brake or take avoidance action, so the impact generally occurs at high speed. Fatigue related collisions often result in very serious injury or death. The human body’s natural sleep wake cycle means that most people feel sleepy twice a day (at night and in the afternoon), drivers are therefore more likely to fall asleep when operating vehicles at that time. Crashes caused by tired drivers are most likely to occur:

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• • • • • •

on long journeys on monotonous roads between 2am and 6am between 2pm and 4pm on journeys home after night shift s on journeys after a long working day after drinking alcohol after tak ing medicines which cause drowsiness

Measures to tackle driver fatigue: Most, if not all of the risk can be avoided by awareness and planning. Fatigue can be counteracted in a number of ways

Measures to tackle driver fatigue Reduce road journeys Avoid driving if possible by: • Using the phone, email, video-conferencing or public transport to do business; • Car-sharing to reduce the number of journeys you take. Avoid the most dangerous Avoid driving: times • At night, (especially after a long shift); • After drinking alcohol; • After taking medicine that makes you drowsy; • In poor weather conditions. Reduce your driving • Take a break at regular intervals or after every 2 hours of driving; time • Follow any safe or legal limits set by your employer on maximum driving distances and times; • Comply with drivers’ hours and tachograph rules, if you are subject to them; • Resist the temptation to carry on when feeling tired; • If possible share driving duties with a colleague; • If necessary, plan an overnight stop into your work schedule. Make sure you are well • Avoid driving when you would normally be asleep; rested • Keep meals light immediately prior to driving. Stop if you feel tired If you start to feel tired: • Find somewhere safe to stop (not the hard shoulder); • Consider having a ‘catnap’ for 15-20 minutes or taking a caffeinated drink (tea or coffee). Discuss concerns with If you are concerned about your driving hours, journeys or schedules, or if you fi nd yourself driving your manager when too tired, discuss this with your line manager.

HAULAGE INSURANCE

Talk to Us

•

The following HSA website link contains further information on driver fatigue and other fitness to drive issues:htt p://www.hsa.ie/eng/Vehicles_at_Work/Driving_for_Work/Drivers/Driver_Handbook/

FLEETTRANSPORT | NOVEMBER 14

www.ohm.ie

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34 | REVIEW I

National Ploughing Championships 2014 Ratheniska, Stradbally, County Laois.

he record number of attendees at this year’s Nat iona l Ploug h i ng Championships in Stradbally, County Laois is testament to the hard work and commitment of the organisers. While it retains a strong focus on agriculture, there was an ever increasing diversity of equipment, consumer products and services on show. Here we look at some of the transport and logistics related exhibits.

Castrol Oils Castrol Oil’s long association with motorsport was in evidence on its stand. Representatives from Capital Oils, WH Deverell and Tullamore Fuels were on hand to give advice on the vast range of oils lubricants and fluids, which are available from Castrol.

FUSO Trucks k The latest FUSO Canter 4x4 6C18 was fitted with a three way tipping body. Powered by a 180 hp 3.0 litre engine it provides good manoeuvrability, traction, climbing ability, high ground clearance and easily selectable all-wheel drive. There are two cab variants (single cab & crew cab) and it comes with a 5 year, 150,000 kms warranty. FLEETTRANSPORT | NOVEMBER 14

Ashbourne Truck Centre Ashbourne Truck Centre used its MercedesBenz Actros as a mobile display to highlight the range of specialist equipment and service which it prov ides. The company, which h h has h bbeen in bbusiness for f almost twenty years, is main supplier of Faymonville and Schmitz Cargobull construction trailers in addition to Sara Loading Ramps.

DAF Trucks k The DAF XF’s interior has been praised for its “level of driver comfort” with the biggest cab available to work and live in, as well as maximum safety for the driver and other road users. The new DAF XF Euro 6 is available with a choice of the latest 12.9-litre Paccar MX-13 or 10.8 litre MX-11 engines.

IVECO O Representatives from Emerald Truck & Van were on hand to explain the features of the latest Iveco Daily recently elected International Van of the Year 2015. A 5 Year 140,000 km Warranty or 3 Year Unlimited Mileage Warranty plus 3 Years Free Iveco Elements Servicing are on offer for vans ordered and registered before the end of 2014.

Atlas Forklifts The competitively priced range of forklift s from Chinese manufacturer Maximal was att racting a lot of attention from visitors young and old on the Atlas Forklift s stand. An all-weather cab is just one of the options which is available. New and used models are also available for rental.

Dennison Trailers l With 50 years of manufacturing behind it, Dennison Trailers continue to develop innovate trailer designs for a wide range of applications and industry sectors. Its 14 lock sliding skeletal trailer was on display along with products from the spares and accessories department.

Jungheinrich The new DFG and TFG range from Jungheinrich will appeal to customers who want simplicity, reliability and fuel efficiency. Visibility, smooth operation and driver comfort are other key features of these Diesel and Gas powered machines. Company representatives John Holland, Conrad McGonagle and Sean Duff y were in attendance with one of their long standing customers Mike Daly from Kerry based Daly Transport (second from right).

REVIEW I Manitou Truck mounted forklift specialist Eamon Bolger was ver y excited about t he l at e s t model from Manitou. T he TM M 25 4W is a multidirectional version with 2500kg capacity and is fitted with a 4 cylinder engine with a scissor reach mechanism. The 3-wheel drive machine which was on display has just been sold to Chancellors Mills in Kilkenny. Northgate Vehicle Hire Courtney K ingham from Northgate Vehicle Hire was attracting plenty of attention. With locations in Dublin, Belfast, Cork and Limerick, the company offers an extensive range of vans for Long or Short term hire from as litt le as €49 per day. Serving, breakdown and recovery are included with no excess mileage penalties.

Moffett Although it was not on display, Moffett Product Manager Michael O’Reilly (pictured on left) was keen to talk about the company receiving its fi rst order for its new MOFFETT E-Series electric truck mounted forklift truck, from Cargomatic, in France. The new model is super-quiet, with a noise level of less than 60 dba and has been designed for applications such as urban distribution in locations where access is restricted and low noise is paramount.

Road d Safety f Authority h The RSA Shutt le and Roll-Over simulator were once again att racting a lot of interest at the Ploughing Championships. Visitors to the stand were given an opportunity to test their braking skills on the “brake reaction timer”, test their driving skills on the car and motorbike simulators and take the driver theory. Demonstrations showing the importance of wearing a seat belt were another highlight.

Renault l Key Accounts Manager – Conor Dixon explained that Renault now offers a broad range of factorybuilt conversions and to cater for specialist LCV needs not covered by the factory, they have appointed a network of accredited converters to supply bespoke conversions. Renault’s Pro+ Dealers are fully-trained in the new product range and are supported by a team of conversions experts.

Vanfit Solutions »»» Text & Photos: Joe O'Brien - joe@fleet.ie

Volkswagen Commercial Vehicles There are three 2.0l TDI engine variants available for the Volkswagen Crafter ranging from 109 HP to 163HP. All are supplied as standard with 6 speed manual gearbox and diesel particulate fi ler to minimise emissions. There is a choice of trim and flooring for the storage compartment which has up to 17m3 of cargo space.

| 35

Nissan At a starting price of €22,425 the Nissan NV400 comes in a range of sizes with numerous options. Remote central locking with deadlocks and Auto Door Locking at 8km/h are standard as are Bluetooth and Steering wheel mounted audio and phone controls. Engine options with 100 hp to 150 hp are available.

Toyota The Proace from Toyota, which is based on the PSA Peugeot/Citroen Expert and Dispatch comes in a choice of configurations with two lengths and two heights giving varying load capacities of 5m3, 6m3, 7m3. Fitted with a 1.6 or 2.0 litre engine the load space can be accessed by double sliding doors at the side and swing-out doors, with a 180 degree opening capability at the rear.

Volvo Trucks The new Volvo FH range has already won a number of major awards including ‘International Truck of the Year 2014’. Driver comfort and safety are key features of and the cab which has one cubic meter more space than its predecessor. Visibility is excellent and there are numerous storage compartments throughout the cab, together with a sunroof which doubles as an escape hatch.

Vanfit Solutions Vanfit Solutions offer a professional service to companies and individuals to organise and transform their commercial vehicles, 4x4’s and box body vans into highly efficient service units. The Sortimo product portfolio supplied by Vanfit consists of over 1,000 high quality van racking modules made from lightweight materials to ensure that maximum usable payload is retained. www.fleet.ie

36 | REVIEW II

One-to-One

Viano we had an overlap – we had a very well equipped Vito which was much richer than the poorest Viano. Now we bring them together, but no overlap. Now we have a Vito with leather seats with a good telematic generation with modern connectivity with everything you like but still you will get the dash with focus and functionality with open storage and so on.

with Kai Sieber, Head of Design Mercedes-Benz by Jarlath Sweeney, Chairman, International Van of the Year Jury JS When we last met at the Vito launch you said that the van has taken two distinct directions as in that the new Vito and the V-Class have two different customer types, and that the strategy from the company has changed completely. Can we start by distinguishing the two levels of Vito and V-Class, from a design perspective? Kai The focus of the differentiation is in the interior because I think on a van it’s a space vehicle so the real essence of a van lies in the interior. V-Class has focus on the quality feel, on luxury which is our philosophy on passenger cars. The Vito of course has complete focus on functionality so just to give you an example on the V-Class, I was fighting against open holes for cup holders on the top of the dash because it looks like a ‘Swiss cheese’ – that is not what you expect from modern luxury. On the other hand I had to put on my other hat - we talk about Vito because the Vito customer needs open storage. So I think on both versions we really could satisfy our customers much more with this very clear distinction so the private buyer who expects a modern Mercedes-Benz luxury car, has now modern luxury interior, no Swiss cheese, not too much open storage but still enough storage in the centre of the dash beside the seats and the door. The Vito customer gets top functionality, has robust surfaces, which are easy to clean, and he/she has an amount of open storage. JS On the new Vito you looked towards the interior design on the Sprinter? Kai Yes, for the Sprinter’s interior design we had very good customer feedback and so for the Vito we chose to take the top dash area with their half covered open storage bins. So, if you put small objects like a tablet or small papers in the open bin it doesn’t reflect in the windshield and there is enough space even for a clipboard which can be accessed without even opening or closing anything.

Mee rced Mer cedeses Be esBenz Futu Ben Futu ut ree Tru Truck ckk 2202 025 Inte Inte n rioor nt FLEETTRANSPORT | NOVEMBER 14

JS Am I correct in saying that the Viano passenger had a chrome grille to distinguish it from the Vito version, does that continue on with the new model?

JS What about it being more business orientated like having a fold-down bench seat or a facility, a cradle as they call it for iPad or iPhones, have you looked into that aspect of it? Kai Yes, that’s very important for us. Below the air-vents we have small storage areas which are for holding these devices. You can attach them to a screen as an option that connects the USB port, that also comes with SAT Navigation and Bluetooth. You have all the connectivity you want but also what we and many of our customers go for is the simpler version and take simple devices and that is what we also focus on. JS Looking at what we call the facial expression or the front design you have two distinctive looks with the Vito as the utility business oriented type compared to the V-Class which is a more luxurious people carrier. Kai Also here it was very easy when we designed the front for the V-Class we developed it in the studio parallel with C-Class. Simply we just had to look at the main features and applied them on the V-Class. The grille is clearly passenger car like with a chrome surround. Then we have the two feature lines which holds the grille and on the Vito we have a much more horizontal clear orientation just to show width and stance. We have the mouth (air-vents) which opens to the bottom which gives that van a great stance. It was also important that we changed the font of our badges on the rear. JS In between you have the Tourer versions of the Vito, are these slotted in the middle between the two on purpose? Kai

Yes, before now between the Vito and the

Kai No, we have the classic passenger car grille which is just black but we have a chrome surround and we have the chrome stripes on the bars and on the Select model you can have a chrome package as well with chrome bars but the Select as a two part bumper which does not integrate into the grille, as it is separate. JS Please describe your day-to-day activities, I guess that no two would be the same? Kai No, since we have the responsibility to run our design workshops for trucks, vans, special trucks and also the brand of Smart cars. JS Do you have your own separate teams or do you have one team that all work together? Kai I have to tell you the bigger picture so I’m not reporting to the head of trucks, the head of vans or head of Smart, I’m reporting to Gorden Wagener, Head of Global Design Daimler. We discuss and design the design philosophy of our brands, and apply these to all other products with the three pointed star brand. So coming down to your question, my team is prett y flexible, shifting between jobs. But there are also clearly specialists for vans, for trucks and for Smarts but especially in the creative phase I ask my colleagues, such as the interior guys, exterior guys and advanced design guys to participate in the creative stage. So for example with the V-Class interior, some of those proposals came from our division. Also some of the exterior guys participated in the model design with one of my team winning the competition on the exterior - so it shows you a little bit how we work together. JS

So, it’s quite competitive then?

Kai It’s competitive but it is also important because when you really work from your heart and

Meerrce Mer Me cced eddesdess-B Benz Futu Ben ture re Tru T ckk 202 20255 Inte Intee rio i r

REVIEW II with your emotions it really kicks it up. And then we have some special functions like issues which are getting more and more important such as lighting, much more than in the past for user interface so we have dedicated special departments who really take care about this. JS You have a new apprentice scheme within your design programme. What do you look for when you take on somebody? Kai The first thing, we think about is what do we have in the team and what are we missing. Sometimes we need more people who will really work on the realization and sometimes we need fresh blood just for creativity. So we have already in mind where there are some blind spots in the team and then we go to the Universities. Some of the designer teaching schools are close by and we get a lot of applications and then we choose people. Our focus is to get as much diversity as we can. When you have a team which is made of many nations of both sexes of different age structure they bring a lot of view angles to one problem which may help to solve another. JS Just looking at today’s van design, do you see it evolving further? Kai I think van design is always evolving and let’s just say the concept hasn’t changed so much, as the dimensions are kind of determined. I think what is very important is that you send the message of your brand. This means that the focus of the product is of technique, of style and of quality. There are different layers in the product and design is really the outer skin of the ‘onion.’ For me it’s always important that all these layers of the onion really stick together. So when you look at a product, what it promises and that it really keeps the promise and that everything fits together. Design plays a very big role because it’s the first way you communicate with the product. JS With Electric Vehicles is there an opportunity to be more adventurous with their design? For example could they be more aerodynamic, more sleeker? Kai If you ask me just as a stylist it would be a nice opportunity to create a vehicle with a completely different package because this would give us a possibility to do something different looking. I think just from a standpoint right now Electric Vehicles are still far too expensive and too costly to create its own body and with its own

Mercedes-Ben Ben ennz V--Cl Class In Interior ior oorr Text: Jarlath Sweeney - editor@fleet.ie

proportions. JS Tell us more about the star of the Show here at the IAA! Kai Future Truck 2025, is a vision concept, but on the other hand also shows the original cabin introduced two years ago, but really the body in white is completely unchanged. JS The dimensions are pretty much the same as the Actros? Kai Yes, our 2.5 metre cabin with the 700 mm stand up height, so the body in white is basically unchanged, it’s just all of the exterior panels which were renewed. So it’s really a future vision – that’s our vision, in form language what is from Mercedes-Benz Sensual Purity, so it’s really pure and with its length we already worked with future lengths regulations just to get centrality in the surface which on the other hand has also improved aerodynamics. JS What about the air ventilation and cooling? Is the grille porous or how do you maintain the level of airflow that you require for today’s trucks? Kai The air is coming in underneath so since we have a little bit more length in the bottom section, a kind of ‘chimney’ where it’s easy for the air to come up, it works, but just for the driving what we do with the vehicle is more than enough. JS Obviously the engine driveline would be slightly different, more hybrid orientated, maybe? Kai Don’t ask me too much about the engine technology but I think on that vehicle we didn’t focus on the drivetrains especially. JS What’s your level of Cd aerodynamic footprint? Kai I’m a little bit difficult with these technical figures. At the Press Conference we said it was more aerodynamic but that is true for the whole system. It’s a truck-trailer combination, like the Aero concept we introduced two years ago and the whole system has 25% improvement in aerodynamics and therefore 5% improvement in fuel efficiency.

| 37

JS How did you manage to have so many clean lines on the cab? Kai With reducing gaps, reducing lines, so as my boss expressed in the Press Conference that if you like it – take a line off - if you still like it – take another line off. We did that and we even didn’t have this horizontal crease line (on the centre line). We took that one off as well and then we went ok – don’t like it anymore – bring it back and we did. Really that’s the cleanest you can get even for the grille surround, the feature is really running out and it’s only described by the lights. These lights communicates how it is driven - autonomously when the light is all blue and white when it’s actively driven. If you think about Bluetooth your phone would signal with flashing light and that is the function how it would communicate with the environment. JS And from the visibility point of view the windscreen seems small? Kai It’s exactly the same windscreen as the current Actros. What we did was, we painted the sun visor in body colour and like what we have on the original Actros, the black part is where the wipers are and where the handles are. We covered that area but we basically have the same visibility. JS Do you have an issue with the wipers in how they affect the overall aerodynamics? Kai They don’t affect the aerodynamics especially here, they are built over with the flange. I think that’s fine. JS

Describe the revolutionary interior.

Kai We have some very technical details, here you see the special steering wheel and instead of your instruments there is a freestanding display which simply provides the information from the truck. Then you have the B panel with secondary information and once you drive autonomously the seat goes back and then the driver can take this, it’s like a tablet/computer where he/she can do logistic works/email or even order a burger at the next truck stop for example. So it is also a paperless office and that also works within a screen. Then on the rear wall we put two more screens simply for decoration in the living area and what a typical German driver would have at his/her living room – for demonstration purposes we put on an image from a roaring deer!

Merced Mer cedesced ess-Ben Benzz Vito Ben V ito Innte t ior ter www.fleet.ie

38 | REVIEW III

IAA Commercial Vehicles 2014 – the leading trade fair for decision-makers

“T

his 65th IAA Commercial Vehicles Show has well and truly lived up to its slogan, ‘Driving the future’. It has demonstrated its position as the world’s most important trade fair for mobility, transport and logistics. All the exhibitors recognise this. As all professionals involved with commercial vehicles now know, this is the meeting place for this industry’s creativity and pioneering spirit from all corners of the world! At this IAA all of us have seen and experienced commercial vehicles’ enormous drive for innovation: 2,066 exhibitors, 322 world premieres, 78 European premieres, and 52 German premieres! China again heads the list of the ten best represented foreign countries. The number of Chinese exhibitors has risen by around one third to 200, followed by Italy and Turkey. The international media presence in Hannover is unrivalled,” stated Matthias Wissmann (pictured), President of the German Association of the Automotive Industry (VDA), at the IAA final press conference at the Convention Center, Hannover Trade Fair Grounds.

the stress on the driver in monotonous situations. Th is is made possible by the intelligent networking of all existing safety systems, supplemented by cameras, radar sensors and means of communication both between vehicles and with the infrastructure. There is a lot suggesting that this could be reality on our roads ten years from now. And many other exhibitors - suppliers in particular - have dedicated themselves to connectivity and automation. Efficiency: Here at the IAA, exhibitors have given concrete outlines of the way further CO2 savings will be made: with alternative drivetrains, aerodynamics, lightweight construction, driver training, improved infrastructure and above all with long trucks. Federal Transport Minister Dobrindt emphasised potential of long trucks in his opening speech. Furthermore, modern Euro 6 trucks have such low pollutant emissions that we are fully justified in calling them “clean machines”, and among the many innovations in vans, the propulsion systems with low CO2 values and low consumption were some of the most impressive. Flexibility: Alongside the familiar advantages of heavy and light commercial vehicles in transporting freight, the impressive success of long-distance coaches should have a special mention here. Coaches represent a safe, low-cost, sustainable mode of long- distance transport. It is not an exaggeration to say that long- distance coaches make a key contribution to the democratisation of mobility.

“Connectivity, efficiency and flexibility - these three forward-looking topics formed the technical focus of this IAA,” continued Mr. Wissmann. Connectivity: The fascinating dynamism of the progress in connectivity and automation, especially in commercial vehicles, was visible in its entirety here at the IAA.

Th is 65th IAA Commercial Vehicles Show has once again attracted about a quarter of a million visitors, which is around the average of the two previous IAA Commercial Vehicles. But even more than in previous years, our exhibitors appreciate most particularly the high quality of the visitors and the discussions with customers, which were even more intensive this time. The IAA has enhanced its standing as a professional trade show for decisionmakers. The managers in our industries know that the IAA Commercial Vehicles is a must for their business. After the IAA... comes the IAA! In one year’s time the 66th IAA Cars will begin in Frankfurt am Main (17 - 27 September 2015), and in 2016 we will be back here in Hannover at the 66th IAA Commercial Vehicles (22 - 29 September 2016). We are looking forward to it!”

May I mention just two examples: on the “Innovation Stage” on the open-air site, visitors had their fi rst opportunity to see how a driver left his cab and simply controlled his 25 metre-long truck remotely with the aid of a tablet computer using one fi nger, and manoeuvred it backwards to the loading ramp. So nobody has to sit at the steering wheel for manoeuvring. The job is done by an electric motor.

To demonstrate the diversity of the exhibits at the IAA CV Show 2014 from all over the world, here are a few examples:

Th is IAA is also looking far ahead - with the fi rst automated truck in the world. It sounds like science fiction: the truck drives safely on the autobahn without the driver having to intervene; it communicates with its surroundings and ensures greater safety on the roads. It consumes less fuel and relieves

With the continuous rapid development of the Chinese social economy, market needs for premium trucks are growing. National Commercial Vehicle brands through joint ventures with European manufacturers are meeting this demand. The latest CAMC Hanma and Xingkaima vehicles have just

FLEETTRANSPORT | NOVEMBER 14

China - CAMC showcased new engines, gearbox, axles and new Hanma series trucks at the show. Th is is not the fi rst time for CAMC to join the German staged event.

REVIEW III been launched after development and upgrades at its in-house technology centre featuring improved and more fuel efficient drivetrains with lower emissions and better driver comforts. USA - Maxion Wheels is the leading producer of wheels for passenger cars, light trucks and commercial trucks and trailers. The Novi, Michigan headquartered company also produces steel wheels for military, agricultural and other off-road applications. With more than 100 years of wheel-making experience, Maxion is the world’s largest wheel manufacturer, currently producing 65 million wheels per year. The company serves global OEM customers from operations in 12 countries on 5 continents, and has stateof-the-art technical centers in the Americas, Europe and Asia.

South Korea - Hankook Tyres will be supplying Original Equipment for various commercial vehicles for MAN Truck & Bus. From the fi rst quarter 2015 onwards, Hankook will fit its premium truck tyres initially to cover 25 tyre sizes in the 22.5 and 24-inch range. The tyre ranges have been specially adapted for European conditions boasting both ecological and economic advantages. “We are looking forward to our future cooperation with MAN and are proud that our e-cube MAX, SmartFlex and SmartWork ranges fulfi l the demanding requirements of the MAN engineers, particularly with regard to performance, efficiency and sustainability,” says Ho-Youl Pae, Head of Hankook Tire Europe. “Th is is further proof of the acknowledgement of the high product quality and innovative strength of our modern truck tyres, and will give us additional drive in our efforts to extend our European activities in this segment.” The vehicles to be equipped include the award-winning MAN trucks such as TGX, TGM and TGS for national and international heavy-duty transport. e-cube MAX tyres which have been optimised in terms of rolling resistance are to be used for international long-haul traffic, the new SmartFlex all-season tyre range is foreseen for flexible use between long-haul and distribution traffic, as well as construction treads from the SmartWork range. Specially adapted for use on vehicles of the Euro 6 emission class, the treads – both as special steering and drive axle versions – score highly for environmental friendliness and mileage, both of which are relevant to the TCO (Total Cost of Ownership) for Original Equipment.

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

| 39

Japan – FUSO Truck’s Canter E-Cell is the latest emission free light truck from the Daimler owned Japanese brand which is the leading pioneer in environmentally friendly drive systems for the commercial vehicle sector. Its Canter Eco Hybrid diesel-electric combination has been on sale since the end of 2012, offering fuel and CO2 savings of up to 23 percent. Now this emission free evolution of Fuso’s all electric Canter E-Cell has been launched, which has an operating range of over 100 kilometres from its 110kW (150hp) output. Its chassis payload is around 3.0 tonnes from its permissible gross vehicle weight of 6.0 tonnes. Currently eight Canter E-Cell trucks have been undergoing practical trails with customers.

Ireland - Dennison Trailers had three of its products on display on its own stand, plus another with Combilift. Of the four trailers exhibited, three were making their debut. Its Goose-Neck Multi Function Skeletal (was actually displayed as two trailers), designed for the carriage of 2x20’ containers or 1x40’ high cube container. For unloading, the trailer splits into 2x20’ trailers with a singleaxle front trailer and a 3-axle rear trailer leaving both containers accessible for forklift/loading ramp at the same time. Both trailers have their own chassis number and registration so can travel independently as required. The Goose-Neck model (pictured) has successfully sold in Germany. The 150mm Neck Tank Chassis trailer is aimed at chemical and bulk liquid transport operators, designed to carry 20’, 7150/7410/7820mm ISO tanks. On SAF disc brakes and alloy wheels, it has unladen weight of 3260kg, which Dennison believes is very competitive. Dennison’s Goose-Neck sliding bogie skeletal showcased carries 1x40’, 1x40’ high cube, 1x30’, 2x20 and 1 heavy 20’ containers, equipped with BPW drum brakes and a front lift axle. Always in demand in Germany, building on a tried and trusted design. The Naas based fi rm also had a Goose-Neck Roadchief skeletal at the Combilift stand. Th is trailer is designed specifically for Germany and can carry 1x40’ high cube container, 2x20’ or 1x20’ container flush to the back with the bolster retracted. The bolster extends pneumatically 1.4m to carry the 40’ or 20x20’ containers.

www.fleet.ie

40 | LCV

New Mercedes-Benz Vito offers all-round appeal

o be successful in the light commercial vehicle sector these days requires flexibility and versatility. It’s no good having the best van in the world if it doesn’t meet customer requirements. And with those customer needs as varied and differing as the day is long, so a van has also to be just as adaptable to meet those demands. The days of one size fits all for vans is long gone. The outgoing Mercedes-Benz Vito was a likeable and dependable vehicle that provided hours of reliable service to its customers. Strong on build quality and residual values, it never felt entirely geared towards the needs of the business user though, with a limited model range and available with rear wheel-drive only. That’s an accusation that Mercedes-Benz is determined can’t be levelled at the all-new Vito. Going on sale in Ireland towards the end of the fi rst quarter next year, it becomes the fi rst van in the mid-sized segment to be offered in front, rear and all-wheel drive versions. Additionally it will be the only competitor in its class to be offered in three lengths via two wheelbase options, comes as a panel van, a crew cab Mixto, or a new passenger version, the Tourer. Plus, it offers the highest payload in its sector, topping out at 1369kg.

oldest van plant in Europe, having celebrated sixty years of production this year. Home to the Vito since the launch of the fi rst model in 1995, it has churned out over 900,000 units of the outgoing version since 2003, and currently has the capacity to produce over 470 units daily. First up on our test drive was the least powerful version, the 88hp Vito 109 CDI. The front wheel drive Vitos come with a 1.6 litre diesel engine in two power outputs of 88hp and 114hp, while the RWD models feature the 2.15 litre unit to cater for higher gross vehicle weights and towing demands. That engine comes in three power outputs of 136hp, 163hp and 190hp. A six-speed manual gearbox is standard across the range, while 7G-TRONIC Plus automatic transmission is available for the 136hp and 163hp vans and is standard fitment on the most powerful unit as well as the Vito 4x4. Across the range Mercedes-Benz stated that the new Vito consumes on average 20% less than the outgoing vehicle, while servicing intervals have been extended to 40,000km or two years (previously 30,000km).

It faces into a highly competitive market place. Ford’s Transit Custom has been well received, while long term favourite, the Volkswagen Transporter continues to sell well despite a new T6 version due in a litt le over a year’s time. The latest Opel Vivaro/Renault Trafic also looks well placed to pick up market share in this category.

Despite its relatively low output figure, the Vito 109 CDI is quite a decent performer. Th is engine is probably best suited to urban or short distance work, as it’s quite nippy from take-off . With a 50% payload in the back, it was only at higher speeds that it lacked the grunt for safe quick overtaking, which was the most noticeable difference when we switched to the 114 hp version, that more powerful engine providing more mid-range torque. The 1.6 litre engine itself is Renault derived, though Mercedes-Benz said that it features significant revisions to the unit seen in the Trafic and Opel Vivaro. On start-up and at low speeds it’s a quiet and refi ned unit though noise levels do rise under acceleration.

With production of left hand drive models having just commenced, Mercedes-Benz took us to the home of Vito, Vitoria in Northern Spain where the van is produced, to test drive its new pride and joy. Situated in the heart of the Basque country, the Vitoria plant can lay claim to be the

Having sampled the entry level, next up was the new passenger Vito Tourer. Th is was the range-topping SELECT model which comes highly specified. Fitted with 190hp engine and automatic transmission, it’s a very complete family car or executive transporter. In fact you’d wonder if it will encroach

FLEETTRANSPORT | NOVEMBER 14

LCV

| 41

on sales of the new V-Class such is the quality and level of refi nement offered, though that said, the cabin of the V-Class is quite different to the Vito, and much closer to Mercedes-Benz’ car products.

on the move. Seats are comfortable and supportive, and visibility is good all-round. Nor will rear seat passengers in the Mixto struggle for legroom or headspace.

Th is 190 hp Vito 119 BlueTec is in fact the star of the Mercedes-Benz engine line-up, and is currently the only full Euro 6 engine available in this vehicle class (though for maximum fuel efficiency, the Vito 116 CDI (163 hp) fitted with BlueEfficiency technology tops the charts, returning as low as 5.7l/100km). The range topper certainly offers all the power you need, with effortless acceleration and seamless gear changes. Almost conversely to the 1.6 litre engine, it can sound a bit ratt ly at start up, but on the move is a quiet and refi ned performer.

Equipment and safety options are numerous. Up to eight airbags can be specified for the Tourer, while notably Crosswind Assist which eliminates the effects of gusts on the vehicle is standard fitment. Other options include Active Parking Assist, Blind Spot Assist and Lane Keeping Assist, while Mercedes-Benz offers Intelligent Light System using LED lights where the headlights adapt automatically against oncoming traffic by varying the light distribution - a fi rst for the van sector. There’s also a rear parking camera option that can zoom in to assist in accurately reversing up to a trailer.

You can gauge how a manufacturer rates the handling of its product by the types of roads they set you on on new vehicle launches. If outright handling prowess is perhaps less important on vans than performance cars, it was nonetheless encouraging to fi nd Mercedes-Benz offering us a broad scope of driving routes varying from billiard table smooth motorways to rutted backroads and on to quite serious hill climbs with numerous hairpins. Th is confidence in the handling ability of the new Vito isn’t misplaced as whether in front or rear wheel drive form, it’s an easy to drive and responsive vehicle to drive.

Load volumes range from 5.5 to 6.6 cubic metres. All three length options are 140mm longer than the old van ranging from 4895mm to 5370mm. There’s only one height option, but at 1910mm it allows the Vito to fit under most 2m high barriers and car park entrances. Internal height is 1408mm, while the loading length is 2433mm on the compact Vito, 2668mm on the long version and 2908mm on the extra-long Vito. The load compartment is 1685mm wide with a clearance of 1270mm between the wheel arches. Gross vehicle weights range from 2.5t to 3.2t. Th anks to a kerb weight of just 1751kg, the front wheel drive 3.05t Vito can muster a payload of up to 1289kg, with the 3.2t rear wheel drive model maxing out with 1369kg.

Regardless of whether it is the base spec panel van or range topping Tourer SELECT, the cabin of the new Vito is a place you won’t mind spending plenty of time in, and feels suitably premium as befits a Mercedes-Benz badge. There’s plenty of high quality yet durable plastics. Storage pockets are good, though there’s no over roof storage shelf. Unlike other manufacturers there’s no dedicated stand provided for an iPad or paperwork, a deliberate safety decision by Mercedes-Benz apparently, to discourage using while

Text: Cathal Doyle - cathal@fleet.ie

The new Vito should considerably broaden the appeal of Mercedes-Benz’ mid-sized van offering. The addition of front wheel drive models, fuel efficient engines, increased servicing intervals and reduced running costs, added to a broad range of safety systems and full passenger versions make it a much more complete all-rounder than before.

www.fleet.ie

42 | FINANCE

4 Key Leadership Traits

ccountants constantly update with practical and theoretical business and accounting facts to keep their skills current and relevant. The key to obtain the maximum benefit from your accountant is not only basic business compliance, all data in the right boxes and information produced on time but also how their knowledge can be adjusted to best suit the business management and profitability of your business. Recent global fi nancial publications stated there are 4 key leadership traits needed for the 21st century, outlined below are their relevance to Irish transport businesses. 1. 2. 3. 4.

Listen to customers Care for employees Keep up with technical developments Know your business and its life cycles.

The vast majority of small, medium and even large transport fi rms in Ireland have owners that are technically excellent, have good control over their business, have the energy to drive the business on but spend very litt le time dealing with current customers (other than daily contact usually by drivers or office staff ). The genuine feeling is that once the business is won then as litt le contact with customers as possible is best as it puts the transport operator out of their comfort zone and open to criticism or requests for added service. Very successful companies listen to their customers and respond to their needs before the competition does. During the recession litt le was spent on customer contact events, corporate days or even a sociable dinner to keep contact with key customers. Th is will now change as businesses expand volume and services required will alter and develop. If you want to provide an excellent service to your customers you need employees that care. For you to survive in one of Ireland's most competitive industries you need employees that are trained and understand what best practices they must undertake to set your business apart. Truck drivers are underpaid and undervalued because of margins and as pay rates have litt le flexibility. More pay to drivers is only possible by their understanding and undertaking work in a manner that reduces costs and increases margins to your business. Respect for employees starts with you and how you deal with staff, how vehicles and drivers are presented and how you as a business owner supports your staff and the profi le of your business. No one is suggesting a return to the days of employees picking the units they will drive or the boss running the business from the golf course (or worse the 19 th green), but to retain competitiveness we need motivated employees working within a system that rewards compliant and profitable work practices. Your job is to put systems in place that monitors and rewards their endeavours fairly and accurately. Road haulage as an industry experiences huge technical development every year, from legislation affecting the capacity and tonnage carried on vehicles, the technical complexity of vehicles, to the integration of transport soft ware that can link compliance and operational data to fi nancial data so that real-time fi nancial data to run your business is now possible. A visit to a major European trade show will demonstrate what is likely to be the norm in 10 to 15 years time. You have two choices, embrace change and invest in the future or create a niche and hope to avoid it (highly unlikely and probably at best slowing the decline of the business competitiveness.

having the fi nancial strength, personnel and business acumen to keep pushing your business ahead as factors change is vital for good business leadership. In business life cycle we must also plan the most advantageous strategy to maximise business value and how you can transfer this value to the next generation without undue tax implications and also maximise funds after tax you can draw from your business.

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Final item is know your business and its life cycles. Over the next ten years the profi le of your business will change, your customer base will change, employees will have new duties and skills and technical advances will alter transport vehicles and operations, but where your business lies in this life cycle is crucially important. Business involves challenges and opportunities, FLEETTRANSPORT | NOVEMBER 14

Text: Donal Dempsey - donal@fleet.ie

COMMENT | 43

Hailing the hauliers and alternative energy sources

ctober 2 nd was a most interesting and enjoyable day. It was, of course, the Fleet Transport Awards 2015 and the Transport Energy Futures Forum which took place at the Citywest Hotel complex in West Dublin.

From where I'm sitting Howard Knott

I had many reasons to be interested in this, having had the privilege, once again, of being a part of the judging panel for the Fleet Transport Awards. In another part of my life I am involved in sustainable freight transport studies and proposals, and on the previous Wednesday, I had taken part in a lively discussion at the Oireachtas Joint Transport and Communications Committee hearing on the draft Harbours (Amendment) Bill 2014. Th is event that took place under the skilled Chairmanship of John Oâ&#x20AC;&#x2122;Mahony T.D. He also came to the Fleet Transport Energy Futures Forum and that was a great opportunity to follow through on many of the points being made at the meeting the previous week. Coming fi rst to the gigantic Awards Dinner, how the hotel coped so well with feeding and watering 820 people really astonished me, the buzz was great, perhaps overpowering at times, but it really was a festival of achievement and enthusiasm. As the names of the shortlisted hauliers flashed up on the screen I recalled the conversations that we had had with many of them and the feeling at the end of it all that any one of those companies could have been the award winner. For me, the standout features in these conversations that may not have been so prominent in earlier years, were the technical excellence of the way in which the companies were being run, the focus on achieving the highest standards while controlling costs, and, above all, the clear focus on excellent Customer Service. Its strikes me as curious, and very reassuring, that transport operators, whether they are delivering to major businesses or doing internet shopping deliveries, are re-engaging with their customers on a very personal basis. Perhaps the technology has been tamed to be the servant of the business and the people who work there rather than the other way around, as seemed very likely not so long ago. The Fleet Transport Energy Futures Forum held earlier in the day could not have been better timed. A few days before, the European Commission had set a mid-2016 deadline for Member States to present plans to help create an EU-wide network of standardised alternative fuelling posts. With this new Directive, Member States will have to provide re-fuelling stations that will service Natural Gas, Hydrogen and Electrically fuelled vehicles. I noticed, by the way, while on holiday in Poland last week that most Service Stations along the main routes already offer LNG fuel, well in advance of the new requirement.

from regions with poor records in human rights. A further negative issue mentioned about the electric vehicle is the source of the electric power that is used. If it comes from a Coal Powered Generating Station such as Moneypoint, then it is not doing a lot for the low carbon agenda. We are only at the fi rst round of the batt le of the fuels.

Celtic Transport Solutions Providing a 24h assistance for operators working in France, or transiting through France.

TRUCK ASSISTANCE IN FRANCE

All of this sounds like bad news for diesel or petrol fuelled vehicles but a US Environmental Protection Agency Report shows the average mileage fuel consumption for the full range of 2013 vehicles including trucks had increased to 24.1 mpg, an improvement of 0.5 mpg from the 2012 figure. All indications are that this figure will rapidly increase over the coming years while the Union of Concerned Scientists calculates that the 15 million 2013 models with their higher average fuel economy, compared to the 2010 models are saving $ 2.2 billion on gasoline annually and the equivalent volume to the output from 130 new onshore US oil wells. Back to the Fleet Forum, and the production by Peter Scallan of Celtic Linen of the fi rst real figures on the relative efficiencies of vehicles fuelled by EV - Electricity, LNG and Diesel. He scored the electric vehicle quite low, though this seemed mainly because of issues that would not have arisen from a vehicle coming direct from an OEM. CNG seems to have a lot going for it once the re-fuelling network is in place. One particular att raction is perhaps, a political one, that much of the LPG, CNG and, indeed, Biogas comes from nearby sources in democratic countries with well developed human rights protocols while oil products, mostly come FLEETTRANSPORT | NOVEMBER 14

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Text: Howard Knott - howard@fleet.ie

44 | LEGAL

Breakdown in Europe

otwithstanding the fact that levels of vehicle maintenance and service have substantially increased, the fact remains that vehicles can and do breakdown. When a breakdown occurs in the Republic, Northern Ireland, or the UK, gett ing attention to the vehicle will never present a great problem. However when a driver is required to take his vehicle across the Channel into Europe and it breaks down, problems may not be solved quite so easily. The employer has a duty to ensure that the driver of a vehicle that is required to travel in Europe is adequately equipped to deal with any problem that might be encountered. Firstly the driver must have a telephone, or other means of communication, that can be relied on, to enable contact with his/ her office to be made. It is easy to forget how isolated a driver may feel, sitt ing in the cab of a vehicle that will not go, in a country whose language he or she may not speak. The driver must know what actions have to be taken by the driver of a broken down vehicle in the Country in which he/she is stopped. Most countries in Europe now require that warning triangles be placed both behind and in front of the stationary vehicle, which should have its hazard warning lights switched on. The driver must also wear a â&#x20AC;&#x2DC;high-vizâ&#x20AC;&#x2122; vest. It is worth noting that in some countries, such as Spain, these rules are taken very seriously and every vehicle should carry the necessary equipment.

locked so far as is possible but that may not always be easy. Ultimately it is the ability to communicate that is the key to successful European operation, and money and time spent ensuring that the office and the drivers can always speak to each other is never wasted.

Assuming that the vehicle is stopped, and safely and correctly marked as a broken down vehicle, the next problem is likely to be one of communication with the Local Authorities whether they be Police or other officials. Although English is widely understood in the main cities in Europe, and in the tourist areas, once those zones are left behind there can be a real problem of communication particularly if you need technical words to explain what appears to have happened to the vehicle. Once the driver has managed to advise his head office of the problem it might be much more effective if the problem is dealt with by the Irish office, which should have contact numbers for local dealers. It may be of great help to the driver if he/she is provided with a list of useful phrases in the local language, covering the possible problems with a vehicle, either by providing him with a suitable phrase book with an effective vehicle breakdown section, or by having one prepared for the companyâ&#x20AC;&#x2122;s drivers. It is impossible to overstate the importance of effective and immediate communication.

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Hauliers, whose vehicles operate into Europe, and particularly Eastern Europe, should contact the agents for the manufacturers of their vehicles, say Volvo, and ask for details of their authorised agents in the countries into which they will operate so that they can have immediate help available if there is a problem. It may be wise to make a preliminary contact with an agent so as to avoid the need for lengthy explanations in the event that there is a problem. Drivers must be advised never to leave their vehicles unless, and until, they are satisfied that the vehicle is safe. Really that should mean nothing less than a secure park, when the company has been told where the vehicle is being held. Perhaps the major problem arises when the driver has to decide whether the person claiming to be either a Policemen or some other representative of authority. The driver should keep the doors of the vehicle FLEETTRANSPORT | NOVEMBER 14

Text: Jonathan Lawton - jonathan@fleet.ie

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46 | OPINION

Time to make hay?

ast month Sky News did a feature on the shortage of truck drivers in the UK and problems it would create for haulage companies and their customers in the lead up to Christmas. Most transport companies, the report warned, were at full capacity and would not be able to take on any more work. My fi rst reaction was, so how is this a problem for hauliers? Any business that has all of its capacity used up can move to the next level, put up their charges. It is the most fundamental feature of business, supply and demand. Hauliers should not see this as a problem, it is at its worst a situation that needs to be managed and on the brighter side an opportunity for companies to become price makers rather than price takers. From the industrial point of view it is a concern that there is a shortage of drivers. Th roughout Europe most truck drivers are well over forty years of age. Th is is not a problem that came about overnight, it has been developing for years. What has happened that a job that was seen as adventurous, exciting, really well paid offered people, generally young men a chance to travel, is fi nding it difficult to att ract staff ? A practice that some companies use is an Exit interview. People leaving a job can give an honest opinion about the position they are leaving. Some interesting answers might come up here, however, I think those of us in the industry would not be surprised, and that a combination of simple and complex reasons would emerge. What may seem like a simple problem like not being allowed to use toilets at customerâ&#x20AC;&#x2122;s premises, or if allowed, then having to complete an entry form creates a sense of indignity that continues to be compounded by many other types of seemingly trivial actions. Treatment by some staff at collection and delivery points is at best rude and can sometimes border on bullying. Going back to the Sky News report in October, I was surprised to hear a spokesperson for the haulage industry say that the Government needed to spend more money on driver training. While there may be a certain requirement for this for new entrants to the industry, existing drivers are certainly sick and tired of the notion that they need more training. I was and am in favour of the Driver CPC project. I think it should be similar to the way other trades professions do it. For a start it should be called CPD (Continuous Professional Development). I think the CPC would be more popular with drivers if they spent the day learning about new developments and legislation that is on the horizon, some trends in recent road accidents and observations from enforcement agencies for the previous 12 months. Drivers of Hazchem vehicles must be the only profession in the world who must sit a written exam every five years to continue working. I donâ&#x20AC;&#x2122;t think it is fair (or necessary) that somebody in their late 50s should be required to sit an exam in order to enter the last lap or two of their career. Different story if the driver has been involved in a careless incident. These circumstances are some of the reasons why most drivers would be very slow to suggest to their sons or daughters that they should consider a career in the transport industry. If one fundamental change could be made to help get people in earlier, it would be to allow people drive trucks at 18. It has always been the perceived wisdom that 18 is too young to drive heavy vehicles, insurance companies based on claims experience would not cover drivers under 25 and without experience. While there may have been some arguments in the past to support these positions, there is no basis now. With the development of telematics there are enough tools to monitor driving behaviour and Novice drivers can be put to work in a controlled environment. If we can train 19 year olds to fly jets, surely we can do the same with truck drivers. We now have the tools to monitor their performance and remove or retrain drivers who lack competence or show signs of carelessness. To make these changes become a reality, those of us with the wisdom will have to challenge those with the perceived wisdom. FLEETTRANSPORT | NOVEMBER 14

View from the Operators Desk by Sean Murtagh - sean@ @fleet.ie

Purely from a business point of view, individual companies may be able to gain from any driver shortage. If transport was a commodity, we have had an oversupply of it for years, making its value almost worthless to those selling it. Digital tachograph and driver shortages may reduce the amount of transport available. Like other commodity traders, it is time to make hay while the sun shines.

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48 | WAREHOUSING

Jungheinrich Ireland installs multi-million euro rack clad structures for Grifols, Dublin

arlier this year Jungheinrich Ireland commenced installation of two rack clad structures for Grifols at its new state of the art facility in Dublin, the fi rst of its kind in Ireland. Grifols is a global healthcare company with a 70-year legacy of improving people’s health and well-being through the development of lifesaving plasma medicines, diagnostics systems, and hospital pharmacy products. The company is present in more than 100 countries worldwide and is headquartered in Barcelona, Spain. Grifols is a leader in plasma collection with a network of 150 plasma donor centres in the U.S., and a leading producer of plasma-derived biological medicines. The company also provides a comprehensive range of transfusion medicine, hemostasis, and immunoassay solutions for clinical laboratories, blood banks and transfusion centres, and is a recognized leader in transfusion medicine. In 2013, sales exceeded 2,740 million euros with a headcount of 13,200 employees. The German headquartered Jungheinrich company was established in 1953 and now employs some 8,000 people with a Group turnover in excess of €2.4 billion in 2013. Jungheinrich holds a unique and enviable position within the materials handling industry, in that it is able to offer all components of materials handling solution, from hand pallet trucks through to fully integrated turnkey projects. Its structured management approach to supplying materials handling solutions encompasses not only its activities in the area of integrated systems, but is also disseminated throughout its management structure to ensure that the same level of detail and commitment is applied to the provision of medium and large truck fleets.

Total Systems Approach During the mid-eighties, the company recognised the rapid development of materials handling techniques, especially in the area of integrated solutions and a total systems approach to warehouse design and operation. In addition to standard truck expertise it was necessary to develop engineering skills and logistics knowledge in order to evaluate the benefits of FLEETTRANSPORT | NOVEMBER 14

alternative approaches such as Very Narrow Aisle (VNA) solutions, manual and automatic cranes, VNA trucks, and automated guided vehicles etc. In recognition of this the Projects Division of Jungheinrich was established in 1984 and forms part of a European infrastructure established to service the requirement of offering customers a total solutions capability. As a consequence, in addition to supplying high quality equipment, Jungheinrich has the necessary resources and skills to successfully co-ordinate multi discipline contracts, such as Project Grifols, using wellestablished project management principles. The Grifol’s project designed in cooperation with Grifols Engineering, sees Jungheinrich supplying a turnkey solution for two separate structures. One is a -35 degree cold store standing at 21 metres tall and the other a +5 degree structure 31 metres tall. The project is being managed by Jungheinrich’s Systems & Projects Division in Ireland with support from the parent group in Germany. Both installations under Jungheinrich’s remit are specifically designed for Grifols as rack clad structures. Jungheinrich is responsible for the installation of the racking structure, (which as a rack clad building will form the structure of the construction), the insulated cladding panels, two stacker cranes, the conveyor system and fi nally a full bespoke Warehouse Control System tailored to Grifols specific requirements for its operation. Thus giving Grifols peace of mind knowing the critical elements of its new facility are all under the design and management of Jungheinrich’s total solution offering. The installation is currently nearing the end of phase one, (racks, cladding and crane installs), with phase two completion estimated to be end of quarter one in 2015. Once all systems and soft ware are commissioned it is envisaged to commence cool down of the structure around April 2015.

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Jungheinrich is a market leader supplier of very narrow aisle trucks (VNA) in Ireland with its

modular system of the EKX series, 1,000, 1,250 and 1,500kg capacity. The EKX 513/515 high rack stackers stand for the highest performance in the narrow aisle warehouses, with regards to flexibility, low cost operation, ergonomics and safety. Jungheinrich’s EKX series features unrivalled intelligent technology including inductive (wire) guidance, RFID (transponder) technology, optional warehouse navigation system and Personal Protection Systems (PPS). Production of the EKX truck begins in the Jungheinrich Moosburg plant in Bavaria once the framework requirements of the application have been gathered to meet all current and future needs required in the warehouse sett ing. With no fewer than five million configuration options available, different chassis lengths and widths, mast designs and many other design options, the EKX is tailor-made to work in specific narrow aisles while also ensuring maximum flexibility and safety. Inductive guidance with high precision is facilitated by steering in AC technology which is a distinct advantage offering a guided approach up to 90° angles, saving space on transfer aisles and fast entry into aisles. Simple installation of

WAREHOUSING | 49

device which can be integrated into the truck to protect per son nel w here forklift trucks are operating. Eliminating the possibility of potential personnel accidents in t he warehouse, this health and safety feature removes potential for driver error and gives management peace of mind. RFID technology (floor transponders) sanctions the best solution for maximising performance levels by optimising speed sett ings based on the floor topology. Warehouse navigation allows for 25% higher productivity. By using the features of transponder technology it enables the truck to identify the target location and approach it semi-automatically allowing optimum diagonal travel with the best possible timing. Th is allows for the elimination of driver errors on things such as approach speed, pallet searching and wrong journeys. Jungheinrich's PPS is a protective

Hydrostatic Drive Trucks Jungheinrich also recently launched the latest edition of its hydrostatically driven 3s, 4s, and 5s series forklift trucks. These hydrostatic drives feature a higher degree of energy efficiency than before and deliver top throughput performance, coupled with extremely low fuel consumption. Originally launched in 2008, this range of forklift s is equipped with the latest generation of diesel engines, consisting of common-rail engine technology from Volkswagen. Based

on automotive engineering, the drive engine guarantees low fuel consumption and low vibration levels coupled with reduced exhaust and noise emissions. 20 Percent Efficiency Increase Among other changes, the new facelift involved replacing the old hydraulic fi xed-displacement pumps employed in the 4s series with a new variable displacement pump, designed to deliver exactly the right amount of oil for the operational hydraulics. In practice this means an increase of up to 20 percent in the efficiency of the lift and hydraulic functions. The outstanding throughput rates, coupled with the truck’s extremely low fuel consumption, go back to the cutting-edge system control, which is based on the latest generation of control hardware and soft ware developed in-house at Jungheinrich. Jungheinrich has established itself as one of the four largest suppliers of industrial forklift trucks in Ireland and is a leading supplier of warehousing technology, offering complete intra-logistics solutions. Today the company has depots in Dublin and Cork and employs 78 people, 75% in engineering and 25% in administrative roles.

Training Division In keeping with the company’s ‘total solutions’ philosophy, Jungheinrich’s comprehensive training divisions in Maynooth and Cork offer accredited courses in CPC driver training, forklift and pallet truck operator training, instructor courses, as well as manual handling and health and safety courses. The twelve member team and state-of-theart facilities are headed up by Gerry Savage in Maynooth and Ken Heaphy in Cork. A full list of courses is available at www. jungheinrich.ie

Text: Joe O'Brien - joe@fleet.ie

www.fleet.ie

50 | DEBATE

Is it time to revisit Tachograph Law?

recent ‘Letter to the Editor’ stated that “the current tachograph laws and rules are no longer fit for purpose, and that all the major stakeholders at EU level should revisit the rules and regulations with regard to reducing driver stress and improving his or her quality of life and that of their families, and to increase the productivity.” “I want to start off by saying I have no wish to see drivers working all the hours that God sends. The tachograph was designed to create a level playing field for all to compete on, and for drivers to have respect and a decent break at the end of a working week. Some would say that since its introduction in the ‘70s nothing has changed, but I feel everything has, we simply cannot use the same rules now as then. Back in the ‘60s & ‘70s, trucks were rattly and uncomfortable with smaller brakes and no ABS or EBS, the Irish roads nearly all National status with very few dual carriageways/motorways. And last there was no formal training for HGV Drivers. If we look at today’s trucks, they are a world away from then, with low emissions, ABS/EBS, safety systems, and more comfortable, resulting in the driver being less stressed and fatigued at the end of a shift. The driver is now a highly trained individual and the road network is better and safer. So, I think the time is now to revisit the rules and regulations governing the drivers. Every haulier and driver across Europe will find something unfair about the rules that if changed may give them a better quality of life. I think there are some errors or anomalies in the EU rules that frankly make the system look silly, ie., a tour bus can drive for up to 12 days on an International run, and the EU states it's safe to do so. To show how crazy this rule is, imagine a coach full of tourists heading off on a 12-day tour of Europe, but the baggage is too heavy and a truck is hired in to carry the cases. Everything goes well until the end of day 6 as the truck driver must rest for 24 hours while the bus carries on. Is European law telling me that people’s baggage is more important than their lives? The next crisis that the haulage industry is facing is the shortage of drivers, and the only chance we have to avert this is to look at the conditions drivers have to endure and to improve their quality of life in and out of the cab. The first thing is to look at the tachograph, and this must be done at European level with all the major stakeholders involved. As an industry we must ask for a review.”

Submitted by a concerned and experienced road transport operator.

The replies from members of the Fleet Transport expert team is as follows:With regard to the text that proposes a revisit of the Tachograph regulations, I would agree that a revisit could deliver some benefits for all concerned. However, where these benefits may arise is not fully explained in the text. The text does mention that roads and vehicles have improved, which is certainly true. What these improvements have delivered are improved journey times and increased productivity within the same working hours. For example the truck or bus running from Galway to Dublin can accomplish this journey far quicker, in greater comfort and more economically than when the regulations were introduced. Therefore, at least nominally productivity has been greatly increased. How an increase in the driving time to exceed nine hours on a normal day, or to reduce rest periods would benefit anyone other than operators without being detrimental to road safety is not fully explained. The major flaw with the EU Directives on driving hours is that they are a crude but are legally binding, black and white instrument being applied to what is a natural human cycle of wakefulness and rest. Th is rhythm cannot be easily changed as numerous studies have proved. In his study of vehicle cab design and the affects of incorrect sleep, Professor Jurgen Zully, Sleep Research Institute, University of Regensburg said: “Nighttime is simply the wrong time for humans to be awake.” Any experienced driver will attest to the fact that even when you are 100% legal the onset of fatigue cannot be prevented. There is also a strong argument that driving a modern vehicle with all the comforts it provides, in fact promotes a sense of unawareness and slows reaction times. Th is sense of security and comfort itself could be dangerous. It is important to recognize that fatigue is in no way the preserve of commercial drivers. Fatigue affects all drivers irrespective of the vehicle they are driving and includes car, truck, bus and even motorbikes. Most automotive safety systems including the aforementioned ABS and

FLEETTRANSPORT | NOVEMBER 14

DEBATE | 51 EBS are last resort emergency systems. These systems only intervene when the driver has lost control of the vehicle. No manufacturer would recommend that these safety systems determine driving style. Or because they are fitted allow a driver to alter his/her driving time. The tachograph was originally introduced under social legislation to regulate the working hours of drivers and to enhance road safety. Unfortunately, the regulations themselves have accomplished litt le in this regard, though increased enforcement throughout Europe is beginning to change behaviour. What does work and helps to create a level playing field for all is correct and fair enforcement. To support this argument, in many ‘zones’ throughout Europe where enforcement is highly visible, so is conformity from both transport operators and the operators customers. Greater harmonisation of the regulations and uniformity in application is certainly desirable, and would create the level playing field. I would like to ask the original writer exactly what changes to the regulations he feels are necessary, and how these changes can benefit operators, drivers and road safety. It is an interesting topic that merits a great deal of further reasoned discussion. With regard to the comments on training, it is incorrect to say that the industry is not catered for with training. There has been driver training available since 1978, and this training is and has always been free. Currently in the greater Dublin area alone, there are at least 40 drivers attending free training courses, with other programmes on-going around the country, all at no charge to the trainee. Th is includes driving test applications, Driver CPC, ADR, Forklift , Safe Pass, for example. I fully accept that fewer and fewer drivers are being attracted to the industry. However, there are many who are att racted, and are constantly refused by companies who demand ‘2-years experience’ on the grounds of insurance. After a number of refusals any new driver will be discouraged and seek employment elsewhere. Th is issue can only be addressed by the industry with their underwriters - it cannot be addressed by the applicants. In general, it is my experience over the last thirty-five years that operators mainly become concerned about recruitment and training when it directly affects them. Th is situation happens to reoccur every few years, and at the many meetings over the years the same comments are voiced. Although historically when programmes were developed to forward plan for these reoccurring events, few displayed any interest - until the crisis reappeared. There are two other reasons the transport industry may not appeal to many young persons, and both reasons are fi nancial. Firstly, until the conditions of employment and rates of pay are more att ractive, people will not be att racted to the industry. If the waiter in the hotel earns more than the coach driver who brings the guests to the hotel then something is not right. I personally know of cases where part-time employees in a retail store in Dublin, whose job is to display clothes on racks and shelves, are employed under better conditions and for a higher hourly rate, than the driver who delivers the same garments to the back door in a truck. In these cases the industry must fight to encourage people to take the fi rst step.

has to question the democracy of appointing a Chair that is so implacably opposed to an area he oversees as part of his responsibilities. *As an industry we should never adopt an att itude that can infringe on road safety. However, it seems the majority of road users can do so without any of the bureaucracy that impacts on the industry that uses the roads for a livelihood - a livelihood that keeps Europe in business. *Key point the letter writer made is that our industry is heading into a crisis of lack of trained drivers and we totally agree that our roads and vehicles have dramatically improved and tachograph regulations have not kept pace. All the top transport companies have to be 100% compliant, stressing that it is not the driving of vehicles but the adherence to regulated hours. The cost of entry as a driver now means that companies must look at apprenticeship/training schemes to cover all aspects of work but where will this much needed fi nancial support come from? The ability of drivers to earn a reasonable living is now restricted by tachograph, this was never its intention. *Not directly answering the questions raised, but I was on the coach heading out of Paris to CDG Airport recently with people from SESTRA NS, the South East Scotland Transport body and the conversation turned to why are road speed restrictions different for buses and trucks - it seems that the aforementioned coach full of tourists could be waiting quite a while for their baggage to catch up with them.

Second and fi nally, it is unfortunate that for many people, the hourly rates of pay especially considering the unsocial hours, the absence of regular contracted hours and the cost of travel, mean it is uneconomical to come off Social Welfare and lose certain entitlements. While this is not the case for all, it is a factor and must be considered. *The reader has highlighted the fact that law makers in the EU having made a law have now no reason to revisit it to make sure their original thinking was or is still valid. For industries like road transport, gett ing change through the Tripartite system that exists in the EU is almost impossible. Green NGO’s, which are funded by the taxpayer will at every turn seek to stop anything it sees as advancing the road transport industry without having to refer to the cost to the EU’s competitiveness or levels of unemployment. The latest TRA N Committee of the EU is chaired by a Green activist and given that they are so vehemently opposed to road transport, it is unlikely any change to driver's hours can be achieved. One www.fleet.ie

52 | REPORT III

Sleep Disorders highlighted at RSA’s Annual Road Safety Lecture

“T

orture,” is how former truck driver John Dixon described living with sleep apnoea outlined in a specially commissioned video recorded by the Road Safety Authority (RSA) leading in to its fifth Annual Academic Road Safety Lecture. The theme of the programme was ‘Fatigue, Sleep Disorders and Driving Risk’ and marked the first day of Irish Road Safety week which ran from 6–12 October.

treatment, the risks involved diminishes. Putting a high intake of alcohol and sleepiness together greatly increases the risk,” he stated.

Moyagh Murdock, Paschal Donoghoe & John Dixon

Mr. Dixon, who worked for Lanigan International Freight in Dublin, suffered from the condition for many years which affected his working, family and social life. On finally admitting to seek medical help and subsequent treatment, he has been cured and has never looked back. Sleep apnoea is the temporary cessation of breathing, especially during sleep. John’s condition was monitored and the findings were alarming – each night while ‘asleep’ he woke up at least 200 times, stopped breathing 90 times and sometimes did not sleep at all. According to the report, John was in danger of suffering a heart attack or stroke.

Currently, the ETSC is working on a new report on van safety which is not covered by any regulations such as speed limiters, driver hours, etc., with a particular focus on driving schedules and the risks of driver fatigue. On the latter issue, driver fatigue accounts for 6% of road collisions with 37% fatality rate which 23% of these deaths relating to HGV drivers versus 10% of other professional drivers. Ellen highlighted the lifestyle, stress levels endured, fitness levels and eating habits of truck drivers as factors in their daily roles that can add to the risks involved for both themselves and other road users. She also mentioned that consignors have a duty of care in allocating schedules regarding compliance with the Driver Hours’ regulations and Working Time Directive. Regarding tachograph law, Ellen stated that non-compliance with driver hours or fraud is costing up to €2.8 billion per year and that 45,000 vehicles with tachographs fitted are in breach of the regulations every day. “A change in attitude and behaviour is much needed,” she claimed. In the call for improved facilities for professional drivers in this arena, Ms. Townsend exampled the Lubeck Port Company in Germany as innovations in the way provisions for truck drivers are well thought out and appreciated such as secure rest areas, gymnasium, showers, plus food and drink services available 24/7.

Moyagh Murdock, CEO RSA

In his address to officially conclude the lecture series, Paschal Donohoe highly praised Mr. Dixon for his honesty and admission, noting that the remedy is there and that the cure is simple for people that have sleep apnoea and as a result normal lives can be lived and less danger on our roads. To open proceedings, Moyagh Murdock, CEO of the RSA remarked that a recent survey revealed that 1 in 10 drivers admitted to sleeping behind the wheel. “Today’s lecture brings together road safety stakeholders to learn from national and international experience of how sleeping disorders, in particular sleep apnoea and sleepiness impact on our ability to drive. Evidence suggests that driver fatigue and sleepiness is a factor in 1 in 5 collisions, and for those suffering from sleep apnoea, the risk of falling asleep at the wheel is up to 7 times greater than the general population. In a recent RSA Survey of Driver Attitudes & Behaviour (2013), 1 in 10 Irish motorists admitted they have fallen asleep at the wheel. The lecture will explore these challenges presented by sleepiness and sleep disorders and examine ways to mitigate driver risk.” High-risk groups are professional drivers, especially HGV drivers, night shift workers and those on special medication, with 18-25 year old males and those 50+ years most vulnerable. Professor Walter McNicholas, Director of Pulmonary & Sleep Disorders Unit at St. Vincent’s Hospital, Dublin in his address looked at sleep apnoea, sleepiness and driving risk. “Untreated sleep apnoea is associated with high levels of sleepiness, which makes driving incredibly dangerous. When treated effectively, sleep apnoea is incredibly manageable, so awareness of the signs and early diagnosis is key. International literature from a number of different countries shows an average of 20-25% of all collisions on motorways are caused FLEETTRANSPORT | NOVEMBER 14

The 100 attendees also heard from Ms. Ellen Townsend, Director of Policy with the European Transport Safety Council (ETSC), who gave a European Union perspective on fatigue as a risk factor for professional drivers with an overview on the level of road deaths in Europe associated with fatigue, and examined ‘fitness to drive’ as part of overall workplace health promotion. “Today’s lecture will help give perspective on a wide range of issues associated with the sleep disorders and road safety, and in particular, how employers can address sleep disorders and sleepiness among their employees who drive for work,” she said. Ms. Townsend continued by stating that over 26,000 people have been killed in road incidents within the EU28 States last year with almost 200,000 seriously injured. “That figure has been targeted to reduce by 50% by 2020.”

Professor Walter McNicholas

Ellen Townsend, Director of Policy with ETSC

by excessive sleepiness. If you are tired behind the wheel, the best intervention is to pull over and sleep for 15-20 minutes. However, this is a short term measure, and will only revive a driver for up to an hour.” Most road safety traffic accidents due to fatigue occur in the early hours or mid-afternoon and are primarily single vehicle incidents on high speed roads. In citing HGV drivers as a prevalent risk, Professor McNicholas commented on the lack of cab space in the trucks, the high mileage driven, plus the stress and strains on meeting time schedules and essentially, the work load. “It is only in the last 20 years that the condition of sleep apnoea has come to prominence and with

Research Manager at the RSA, Velma Burns promoted the special 12 page booklet produced on the subject Driver Tiredness – The Facts, which covers the issue in a concise manner, again with the focus on the HGV driver. It was an opportunity lost therefore, that there were so few transport operators or professional drivers present at the lecture. In going back to John Dixon’s personal story and the use of the word “Torture’ in describing his sleep apnoea condition, this terminology could also describe the consequences of a road traffic accident resulting from the non treatment of same and the affect on the afflicted families involved.

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

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54 | SOAPBOX

The Dead Hand of the State

ecently I attended two events, a Compliance Conference run by the Road Haulage Association (RHA) and the Road Safety Authority’s (RSA) Annual Academic Road Safety seminar. At the end of the Compliance Conference, I commented to an RHA senior member of staff that I found it left a heavy weight on my shoulders and one can’t help but ask is road haulage a business to be in at all? The RSA Seminar gave a real insight into Sleep Apnoea from Professor Walter McNicholas. However, the paper delivered by Ellen Townsend of the European Transport Safety Council (pictured) simply reinforced the feeling of burden I experienced in the U.K. It is simply, bureaucracy, bureaucracy and more bureacracy and its volume far outweighs potential benefits. The European Transport Safety Council's (ETSC) presentation was about the Corporate Social Responsibility of road users towards their employees and the public. In the presentation there was a bullet point referring to “SMEs” and the only inference I can take from that is that we hauliers are a target group for the ETSC that are problematic in road safety terms. I did ask a question as to what it meant, unfortunately, the answer I got did not address the point and the RSA did not allow further opportunity to discuss. I followed up with an email to ETSC asking for clarification. In it I said that if the users of haulage services were required to state that they would only use compliant haulage services and require nothing of those hauliers that would require them to break the law then standards of compliance would be vastly improved. In my experience I have never heard in Ireland of a user being prosecuted, the legislation is there but never enforced. All the majority of transport buyers are interested in is who is the cheapest, not their Corporate Social Responsibility! The reply from the ETSC whilst still not directly answering my question just re-enforced the overwhelming feeling of bureaucratic overload. I was referred to two publications, the fi rst of which is some three hundred plus pages, you can see it at htt p://archive.etsc.eu/documents/praise/ PRA ISE_Handbook.pdf The second included a commentary as follows: Finally our newest Report on ‘The Business Case for Managing Road Risk at Work’ tried specifically to look at the competitive advantage that SMEs can gain by investing in WRRS in winning contracts. On page 16 - there’s also a section on CSR on page 17. htt p://etsc.eu/the-business-case-for-managing-road-risk-at-work/ You can form your own opinion as to its usefulness in winning you work, however it is shorter and aimed at any company using cars, vans or trucks in the course of their business. In it I found the information that the ETSC wants you to take responsibility for your employees as they travel to and from work. That does not mean in your company vehicle, it appears to mean by any mode. Surely the safety of members of the public as they travel on the public highway is a matter for the many agencies our employees and ourselves pay our taxes to support?

time which has brought the EU into disrepute throughout the industry. It is now actually increasing levels of unemployment in the UK as drivers leave the industry and newcomers fail to follow. Its objective was to increase drivers professionalism thus improving road safety. That it fails to do so is criticised in the UK by a Parliamentary Select Committee as not fit for purpose. We don’t know how it is being applied in the rest of Europe but in the RSA’s view it appears everything is exemplary. In the minutes of an EU meeting of 26/6/13, the RSA stated that 83% of participants expressed satisfaction with the course and 38% said it actually improved their driving. I really don’t understand how they can say that other than drivers are simply so bored with the whole thing they will say anything to get out of the room. Myself, having sat through seven by five hours of which boredom was the dominating factor watching participants snoozing or texting or playing games on mobiles, I simply think the RSA is codding itself. Having taken part in the revision of module five and objected to information of absolutely no benefit to the aim of reducing accidents by increasing professionalism of the HGV driver, I was told this info had to be in as it was mandated by the EU. That information was flatly contradicted by the UK RHA when I queried its practices so it seems the Irish bureaucrats have invented their own rules? The implementation of the DCPC has proven that bureaucracy does increase unemployment. Many hauliers in Ireland and throughout the EU are simply unwilling to cope with the burden of bureaucracy. Is there a purpose behind this bureaucracy? In conversation with a senior UK figure, his opinion is that the EU is killing off small road transport operations in favour of the large players. Dessie O’Malley, the former Progressive Democrats leader was the originator of the phrase “The Dead Hand of the State” the road transport industry is positive proof of the truth in that statement.

Again and again unemployment and lack of competitiveness are said to be the major ills of the EU. SMEs are said to be the most valued resource in curing these ills, but the growth in bureaucracy will drive them the other way as the Drivers CPC (DCPC) has proven. The Drivers CPC as it is constituted is more of that bureaucratic waste of

FLEETTRANSPORT | NOVEMBER 14

Text: Jerry Kiersey - jerry@fleet.ie

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