Fleet Transport November 2010 by Orla Sweeney

IRELAND'S LEADING COMMERCIAL VEHICLE MAGAZINE

ALSO IN THIS ISSUE:

REVIEW: Fleet Transport Awards 2011 • CONCEPT - IVECO Glider. TEST DRIVE REPORT - Scania R440 • PICTORIAL - National Ploughing Championships, Athy • REPORT - Scania Young European Truck Driver of the Year 2010 • PLANT VISITS - Renault LCV SOVAB, France & Ford Dunton

NOV 10

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contents NOVEMBER 2010 4 NEWS Trailer height debacle ensues • Drug Driving Conference • Volvo gets distracted • Changes to Tacho Regulations • CO2 limits for vans • AdBlue gets more expensive • New Ford Ranger/Mazda BT-50 • TRACS on the right path • New Iveco CEO

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

8 CONCEPT Iveco Glider stirs emotions

Subscription Hotline: 094 93 72827 Editor: Jarlath Sweeney Contributors: Sean Murtagh, Gerry Murphy, Cathal Doyle, Paul White, Jonathan Lawton, Donal Dempsey, Howard Knott, Jerry Kiersey, Michael Corcoran, Rob Van Dieten, Ailbe Burke, FTAI Photography: Jarlath Sweeney, Gerry Murphy, Cathal Doyle, Paul White, Michael Corcoran, Rob Van Dieten, Torbjorn Eriksen, Marc O'Sullivan, Irish Railway Record Society Administration: Orla Sweeney, Denise Vahey, Helen Maguire Advertising: Mary Morrissey, Orla Sweeney

43 UPDATES Fuel Prices & Legal Questions 46 LCV 1 Factory visit to Renault Vans in France 48 LCV 11 First drive in the Ford Transit Connect Electric and the inside story on Ford Dunton 50 TRAILER Featuring latest from Montracon, SAF & Kogel

10 TEST Scania R440 6x2 Euro 5 EGR 12 NEW FLEET Renault Trucks, Mitsubishi Fuso, Fiat Professional & Iveco wearing ‘10’ Registrations 14 PICTORIAL National Ploughing Championships, Athy, County Kildare 16 FLEETINGS SHOTS Model trucks, awards, service cards & new ideas featured here

Design: Eamonn Wynne

18 FORUM REVIEW Go Green & Stay in the Black – Fleet Transport Forum

Fleet Transport/ Fleet Car/ Fleet Bus & Coach/ Fleet Van & Utility/ Fleet Trailer & Body Builder/ Fleet Maritime/ Green Fleet Management are published by JJDS Publications Ltd. Registered Office: D’Alton Street, Claremorris, Co. Mayo. Co. Reg. 368767 Directors: Jarlath Sweeney, Sean Murtagh.

www.fleet.ie

52 TIMES PAST Lights, Camera, Action! 55 COMMENT Are we on the right Wave-Length? 56 HEAVY HAULAGE A monumental shift! 57 LEGAL Abnormal loads 58 TECHNICAL Truck Brakes Part VI 59 FINANCE Operating Lease & Contract Hire

20 ENFORCEMENT Road Safety Authority prosecutions

60 TYRES Conti 3600 Fleet Services & Winter tyres

21 FIELD TRIAL Renault Trucks come out on top

62 OPINION Ireland’s Ports by the FTAI

22 REPORT 1 Scania’s Young Truck Driver Competition Final

65 REPORT 11 Logistics Ireland Conference, Dublin

24 REVIEW IAA Commercial Vehicles Show 2010 – Part 2

66 SOAPBOX 4 metre height limit – big issue

27 - 42 AWARDS Full report & photos from the Fleet Transport Awards 2011 Cover photograph by Cathal Doyle. Pictured are Carol Skelly; Customer Support Manager, Niall Hickey; Sales Manager and Deirdre McGuirk; Freight Forwarding Manager, all from Johnston Logistics. 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

P 14 P 18

www.usedtrucks.ie P 23 FLEETTRANSPORT | NOV 10

NEWS 1

4 metres vehicle height to increase carbon footprint

roposals by the European Commission under the new Whole Vehicle Type Approval Regulation to maximise the size of commercial vehicles to 4 metres poses a serious threat to road transport efficiency. Limiting trailer height to 4 metres would increase the number of trucks on the road and thereby increase congestion, which undermine the efficiencies gained by operators of super-cube/ double-deck trailers both in Ireland and the UK. Th is move has been met with disdain by transport industry representatives and operators alike. “Inevitably, this means a rise in the cost of goods transport and has the knock-on effect of increasing the price of everything bought and sold not to mention undermining our economic

across Ireland. As in the UK, these double-deck trailers are mostly used by parcel distributors/ pallet networks on motorways at night and have contributed to reducing the transport’s sectors carbon footprint.

recovery,” said one industry insider.

The Freight Transport Association (FTA) believes that the proposals would adversely impact on industry’s efforts to reduce vehicle mileage through the use of double-deck trailers and to improve fuel efficiency through aerodynamically styled trailer roofs.

For years, super-cube trailers running at heights above 4 metres have been used by some of our semi-State bodies and road transport companies

FTA is also making representations to the European Commission indicating resistance to the 4 metres height issue.

Drug Driving – serious issue – serious consequences

s part of Road Safety Week, the Road Safety Authority hosted a lecture on Drug Driving in Dublin Castle to raise awareness and understanding of the role drugs increasingly play in deaths and injuries on Irish roads. In welcoming the attendance, which included delegates from 45 different countries, RSA CEO, Noel Brett revealed that from a Research Att itudinal Survey carried out among 1,000 provisional and licensed drivers 6% (1 in 20) admitted to having driven under the influence of drugs. 45% admitted to having taken drugs at some time or other and more alarmingly 22% admitted to having been a passenger in a car driven by a driver under the influence of drugs.

2000 to 2007 were using drugs. “Drugs affect your ability to drive in a number of ways – they decrease alertness, impair coordination, lead to increased risk-taking, poor decision making and reduce your cognitive function. It is vital that more research is conducted into the role of drugs in deaths and serious injuries so we can fully know how big a problem it is and how to effectively deal with it.”

today in this regard said, “The Road Traffic Bill 2009 will give power to An Garda Síochána to carry out Preliminary Impairment Tests to assist in determining whether a driver is under the influence of an intoxicant, including drugs. It’s important for drivers to know that drugs are unsafe and increase the risk of you and others being involved in a collision.”

Dr. Doug Beirness and Gay Byrne, RSA Chairman

He mentioned that measuring alcohol levels in driver’s systems was easy in contrast to drug intake where blood and oral fluid tests are the minimum requirement. The use of drugs while driving is highest in 25-34 year olds with 12.4% testing positive the next highest category of drivers is in the 45-54 age group – 10.8%, which raises the question of drug use whether medical or illegal among the professional driver community. During the Questions and Answers Session that followed Noel Brett did admit that this issue is a growing problem. While the focus has been on young people and drug driving through TV and cinema adverts to date, an awareness campaign should be directed towards professional drivers.

Keynote speaker at the Lecture (attended by Fleet) Dr. Doug Beirness from the Traffic Injury Research Foundation, Ottowa, Canada said that although there are many parallels between drug driving and drink driving, there are also many differences that warrant a distinct and separate response. “From our research in Canada, it would appear that drug driving – whether prescribed medication or illegal substances – is as serious a problem as drink driving. Th is is quite shocking when you consider the role drink driving plays in road deaths.” Among the startling statistics highlighted by Dr. Beirness’ research and featured in the forthcoming OCED/ITF Report on ‘Drugs and Driving’ was that drugs were a contributory factor in as many as 1 in 3 driver deaths in Canada in the period 2000 to 2007 and that almost 2 in 5 fatally injured drivers aged 25-44 in the period

While we still wait for a dedicated device to test dr ug drivers on the side of the road, Enforcement Authorities must use alternative me t ho d s t o detect drivers under the i n f luence of drugs. Assistant Commissioner John Twomey, An Garda Síochána who presented the Noel Brett , CEO RSA; Dr. Doug Beirness; Prof. Denise Cusack and Assistant challenges facing Commissioner John Twomey his colleagues

4 FLEETTRANSPORT | NOV 10

Professor Denis Cusack, Director of the Medical Bureau of Road Safety spoke on the effects of drug driving. “It doesn’t matter if it’s an 18 year old on speed or an elderly person pumped up with medication, the consequences are the same,” he said. Two main points were made by the Professor of Forensic & Legal Medicine at UCD – Rehabilitation of Drug Drivers Prosecuted is non-existent and that the various substances sold by head-shops are not included in the list of drugs listed that have known sideeffects while driving. He also stressed that innocence of the driver must be protected at all times and that drug testing in the case of prosecution takes much longer than alcohol related cases. “Drug driving is becoming a serious issue,” he concluded.

NEWS II

Volvo investigates in-cab technology overload

riving a heavy vehicle in congested traffic while hauling a valuable load, and at the same time keeping a watchful eye on the clock to meet agreed delivery times and adhere to legislated driving and rest time, can be highly stressful – not least when driving in new, unfamiliar areas. Furthermore, in recent years the truck cab has developed into a mobile office where the driver receives transport orders, text messages, phone calls and emails from customers and the traffic office – all while on the move.

What is more, many modern trucks are equipped with a range of supplementary systems such as lane change assistance, warning for excessive speed when approaching a turn, warning for imminent collision risk, driver alertness monitors

In addition, today the GPS navigator, traffic information via radio, the vehicle’s in-cab diagnostic system and the driver’s personal MP3 player are all regular information sources – which may also contribute to information stress and, ultimately, impact traffic safety.

Amendments to Tachograph/ Driver’s Hours Legislation Up to €100,000 fines for indictments

ecent enforcement experience has led to changes to the European Communities (Road Transport/ Working Conditions & Road Safety) Regulations 2008. While no direct alterations have been made to the actual driving time or rest breaks, some modifications have been made regarding drivers involved in International coach tours. In order to crack down on ‘interference’ with the vehicle’s tachograph more powers have been given to the Enforcement Agencies, i.e. RSA Inspectors and the Gardai. Among the general amendments include that the formal obligation to download digital tachographs is now on the employer and that the operator has a responsibility for ensuring that a tachograph is operated and used. The Enforcement Officer can issue directions to an operator concerning procedures and record keeping and now has the power to confiscate driver cards irrespective of the country of residence of the driver. Anyone that purports to authorize another person who, is employed by him/her or who is under their control to use another person’s driver card, will now be brought to justice. More significantly is the necessary amendment in relation to fraudulent use or manipulation of the tachograph – any

person who fits or allows for the fitting of, uses or is in possession of a device capable of interfering with recording equipment is guilty of an offence. To highlight the serious nature of the above, the fine that may be imposed by a court for cases of fraud prosecuted on indictment is from €10,000 to €100,000. The Regulation also deals with the technical amendments to the specification for digital tachograph recording equipment (such as the One Minute Rule) and the fitting of an adaptor to accommodate the installation of the tachograph to certain sub-3.5 tonne vehicles. Multi-drop drivers will appreciate the change to the ‘One Minute Rule’, which came into force last month. Digital tachograph recorded driving time by the minute, so if there were five seconds of driving time recorded, then the whole 60 seconds/ 1 minute was drawn down. Now with this change, new tachographs could provide multi-drop drivers up to 30 minutes more working time. “It will not be necessary for operators to retrofit their existing tachographs as a consequence of the changes to the tachograph specifications,” said an RSA spokesperson.

and blind spot alerts. Even more systems are under development for forthcoming truck generations. Is there a risk of information overload? Volvo Truck’s Technology Centre is currently working on the development of a system known as DIS – Driver Interaction Support, whose aim is to prioritise the information that the vehicle’s various systems transmit to the driver. It is working closely with the Chalmers University of Technology in Sweden, for example within the framework of SAFER, the Vehicle and Traffic Safety Centre. Sweden is one of the leading nations in this area, and work has also intensified internationally in recent years. For instance, the EU Commission has directed the Union’s vehicle manufacturers, industry organisations and Member States to treat this issue with the utmost seriousness.

Greener, more efficient vans

he European Commission proposal for cuts in CO 2 emissions from vans, has been approved by the European Parliament’s Environment Committee. The new regulation, which targets an average exhaust emission level of 140 CO2 grams/km by the year 2020 for all light commercial vehicles “must become much more tailored to the specific vehicle segment and grant sufficient lead-time,” according to the European Automobile Manufacturers Association (ACEA).

At the IAA Commercial Vehicles Show in Hanover, Ivan Hodac, General Secretary ACEA said, “The European automobile industry is proceeding at full pace to reduce further CO 2 emissions from its vehicles and needs a sound policy and legislative framework to support its efforts. Transporters and vans are exclusively bought by commercial operators whose purchase criteria are determined by their businesses. In many cases, fuel efficiency is already a main purchase factor and hence, the vehicle market offers a competitive efficient product range. In other cases, load factor, load volume or interior (re)fitt ing may be the dominant issue, with subsequent limited opportunity to change the vehicle specifications that most determine fuel efficiency.” “In addition, the legislation does not ensure sufficient industrial lead-time and proposes an infeasible 2020 limit value. Lead-time is essential to sustain investments and adapt vehicles at a reasonable time in their product cycle, keeping them affordable. Light commercial vehicles have a substantially longer development phase as well as product cycle than passenger cars.”

More information on www.rsa.ie

MIKE MURPHY INSURANCE GROUP The Insurance Centre, 7 Sandyford Business Centre, Sandyford, Dublin 18. We are over 35 years working for the Haulage Industry. Just call us for a quote! Tel: 01 2932350 Fax: 01 2932360 Email: info@mikemurphyinsurance.ie Web: www.mikemurphyinsurance.ie M.Murphy Insurance Services Ltd. is a member of IBA and regulated by the Financial Regulator.

FLEETTRANSPORT | NOV 10

NEWS 111

Price pressure on Urea leads to AdBlue cost increase

rea, the main raw material that is used in the manufacturing of AdBlue has significantly increased in price due to strong demands in India and Brazil, together with the Russian grain export ban and increased nitrogen prices in Europe. As diesel prices are affected by the price of oil, AdBlue costs are affected by the price fluctuation of urea. Yara International ASA, the World’s leading supplier of mineral fertilizers

from which the AdBlue urea is derived from, increased their price structure of its Air1 AdBlue effective from 15 October. It is expected that all other AdBlue suppliers will follow suit. AdBlue is a high quality urea solution that is injected into the SCR – Selective Catalytic Reduction catalyst on diesel engines which turns the harmful emission into harmless water vapour and nitrogen.

“Urea prices have been firming since August and the trend looks set to continue driven by higher gas prices,” explained Nicky Holmes, on behalf of Irish manufacturer and distributor BlueCat. He continued, “Energy prices in general are related to oil values and the rise in these have underpinned gas price rises. Additionally within Europe one plant is down and a second due to be in production this August still has teething problems. Th is has put further pressure on European supply and prices.”

New Ford Ranger/Mazda BT-50 launched Down Under!

eveloped in Australia. Launched in Australia. Both Ford and Mazda chose the International Motor Show in Sydney to premiere their jointly designed new global Pick-Up. The new Ford Ranger and new Mazda BT-50, which uses a compact truck platform will go on sale across 180 markets during 2011. Engineered at Ford Australia’s Campbellfield Product Development Centre and Geelong Proving Ground facilities, the new utility and leisure orientated vehicle benefits from gains in power and fuel economy including exceptional towing and payload capacity. A new Dagenham-built 2.2 litre 150 PS diesel

engine will power the line-up with the option of a 3.2 litre 200 PS unit. Seen in the flesh by Fleet at Ford’s Dunton plant during its pre-production test phase, the new Ranger revolutionises the conventional image of a compact pick-up truck with modern and refi ned styling.

Altavilla appointed new Iveco CEO

TRACS makin’ tracks!

uring RePack Recycling Week, TRACS – the Tyre Recovery Activity Compliance Scheme released its annual report with a call for more recycling in the workplace. 90% of all tyres imported and supplied in Ireland have now been recorded by TRACS while 48% of tyres retailed have been channelled, 72% of all waste tyres collected have been traced. The destination of waste tyres during 2009 was varied. Some were baled for engineering projects, more were crumbled with others re-treaded. A percentage were exported to the UK while others were taken by farmers as ballast on silage pits etc. Mr. Fiacra Quinn, Director of TRACS said, “Our objective is to ensure and monitor the proper channelling of all waste tyres through the supply chain. Tyre recycling has the potential to be a successful and profitable industry for Ireland both now and into the future, while simultaneously saving natural resources and creating much needed employment. TRACS is fulfi lling its remit and is continuing to challenge and change existing industry habits concerning managing waste tyres for the better.” TR ACS, an independent, not-for-profit private limited company is currently focused 6

FLEETTRANSPORT | NOV 10

on encouraging remaining retailers and all others involved in the tyre industry to sign up to the initiative which aims to track the supply of tyres in Ireland and promote their recovery when they become waste. TRACS is working steadily to increase retailer members and to audit its authorised importers, retailers, suppliers, fitters, agents and wholesalers. It has no role however in the enforcement of the 2007 Waste Management Regulations or in the enforcement and inspection of waste collectors and facilities. 2009 CSO statistics indicate that approximately 2.1 million car and truck tyres were imported and supplied in the Irish Republic.

lfredo Altavilla (47) is to take over the mantle as CEO of Iveco replacing long-time Fiat Group servant Paolo Monferino (63) who is joining the Health Service in the Italian Region of Piedmont. Mr. Altavilla who will remain in charge of Fiat SpA’s powertrain unit, fi rst joined Fiat over 11 years ago. He headed up Fiat Auto’s expansion projects in China, India and Turkey. Paolo Monferino began his lengthy career with Fiat in 1973 as a Design Engineer and served in senior positions including CEO of Fiat’s Case New Holland Group for five years. In a statement Sergio Marchionne, CEO of Fiat thanked Paolo for his outstanding service to the company over the years. In congratulating him on his new appointment, “I wish him the very best for the future, both personal and professional. I am disappointed that he is leaving the Fiat Group, but I am pleased to know the public health system will profit from his experience, his capability to plan and manage, in addition to his great human qualities, to the benefit of the community as a whole."

The New Vito has arrived - A van that doesn't break the bank. My van. The new Vito A van that doesn't generate any unnecessary cost. Because long service intervals and short downtimes ensure that a Vito isn't left standing around doing nothing. And the running costs hardly blot the balance sheet either: the new Euro 5 diesel engines see to it that fuel consumption is reduced. The Vito is more profitable than ever.

The New Vito has now arrived. Motor Distributors Ltd., Naas Road, Dublin 12. Tel (01) 4094 444

CONCEPT

Iveco Glider - Grace& Efficiency has inspired man, who designed the glider, a machine capable of flying without engines or energy sources, but exploiting rising air currents and with incredible aerodynamic efficiency.”

ames Cameron would have used it in Avatar if he had known about the Glider, the new concept truck from Iveco. Revealed to an appreciative audience at the IAA Commercial Vehicles Show in Hanover by Iveco, CEO Paulo Monferino described the Glider as ‘grace and efficiency’. “The Iveco Glider takes these concepts in terms of energy efficiency, as always the most important of our customers’ needs and of considerable interest to society as a whole. Glider focuses on energy efficiency and ‘liveability’ for the driver. A beltless engine has auxiliaries managed by smart control systems. Electricity generated by photovoltaic solar panels, a KERS kinetic energy recovery system and an exhaust gas heat recovery system bring significant reduction of fuel consumption, and hence CO2 emission savings potential. The liveability in Glider is realised in three themes: Drive, Office and Home, to compensate the driver, often away from home during long distance haulage. The aim is to make the working day at the wheel less stressful and to introduce some home comforts. The final objective is improved productivity and comfort with environmental impact reduced to a minimum.” Developed by Iveco in association with Centro Ricerche Fiat, and according to the design team, “the Glider depicts the metamorphosis of a soaring eagle that turns into a glider and then, just as it touches the ground, into the Iveco Glider, a new vehicle idea affording high productivity and minimal environmental impact.” “In fact, the eagle, the glider and the Iveco Glider have a lot in common,” said an Iveco spokesman. He added, “The eagle is one of the most perfect airborne creatures in nature, which expresses the best combination of high performance and energy efficiency. The gliding flight of the eagle is the hardest form of flight and 8

FLEETTRANSPORT | NOV 10

Returning to Mr. Monferino’s comments on the Glider’s energy efficiency this was achieved in four ways 1) On-board generation of renewable energy: uses photovoltaic panels on the cab roof to produce up to 2kWh of energy, 2) Energy Recovery: through KERS – Kinetic Energy Recovery System (as used in Formula 1 race cars) energy that would be dissipated in the form of heat during braking is recovered as well as the engine’s thermal energy that would otherwise be lost in the exhaust gases and through the radiators. Between 5% and 10% reduction in fuel consumption can be saved with these methods. 3) Extremely high energy efficient architecture: the use of a new generation thermal system, LED lighting both inside and out plus other energy efficient auxiliary equipment reduces waste. 4) Reduced Rolling Resistance: advanced aerodynamics that includes Active Shutters (which closes the grille) reduces the drag co-efficient (Cx) as much as possible. In addition, the innovative fifth wheel reduces the gap between the tractor-unit and the semi-trailer while in motion. Low rolling resistance tyres with automatic inflation system make it possible to reduce the vehicles’ resistance on the motorway by 15%.

computer. In the HOME mode, it is positioned on the rear wall to make up a home entertainment function. The Iveco Glider also includes a breathable rear wall, developed in collaboration with Rieter Automotive, that sets a constant temperature inside the vehicle. Indesit has designed a Hotpoint-Ariston multifunction box that has all the features of a real kitchen. The sleeping area has a reconfigurable bed thanks to a vertical sliding solution while 3D acoustics co-developed with Rieter uses ‘planar electrostatic panels’ makes for improved sound quality. “The Iveco Glider is a concept vehicle encapsulating a concentration of innovative solutions to achieve maximum productivity with minimum external effects,” concluded Mr. Monferino who has since left the Italian company to join the Health Service.

Regarding the Glider’s ‘Liveability’, the DRIVE function prioritises ergonomics for safety while OFFICE applies advanced technologies for maximum productivity and HOME where comfort and well-being go handin-hand. The control panel for example is anchored to the steering wheel making it possible to mount a larger number of functions on it. The ‘Smart Control Unit’ – a 15” multi-touch display when in the DRIVE function is positioned at the centre of the dashboard while in the OFFICE function can be moved to the passenger side and acts as a touch screen multi-function Text: Jarlath Sweeney - editor@fleet.ie

ISUZU Ireland A MEMBER OF THE HARRIS GROUP

Another Fleet Delivery of New Isuzu N-Series

Contact your Local Dealer now for more information . . .

Isuzu Ireland A MEMBER OF THE HARRIS GROUP Naas Road, Dublin 12. Tel: 01 4194500 Fax: 01 419 4535 www.isuzu.ie

TEST

Test Drive Report:

t has been a tough time of late for vehicle manufacturers, but the R-series must have brought a smile to the faces at Scania’s headquarters in Sodertalje - just outside Stockholm. Within twelve months the R-series has collected two valuable pieces of silverware. The first being the International Truck of the Year 2010, and just last month at the Fleet Transport Awards held at Johnstown House Hotel, Enfield - the R-series was awarded the ‘Irish Truck of the Year 2011’. The Scania range has always been a favourite with drivers. In particular, the now legendary V8 has proven to be one of the strongest and most reliable power units available for a standard road-going vehicle. While the V8 730 hp has its place in the transport world, for the everyday bread and butter applications it may have a touch of overkill – a more suitable option could be Scania’s R440. Scania now controls all its vehicle styling inhouse, where as previously it was placed with design specialists such as ‘Stile Bertone’ which created the 4 Series. It will be interesting to see what future designs may result from the styling co-operation signed with Porsche.

FLEETTRANSPORT | NOV 10

The R-series is a vehicle, which the design team are very proud of, as it is the fi rst Scania to be fully styled in Sodertalje. The revised styling for the R-series is progressive while managing to keep with tradition, and you are left in no doubt that the truck coming towards you is a Scania. The revision is not just for aesthetics, it has also improved the trucks aerodynamics, and will allow for increased cooling capacity, which could be an issue when we move to Euro 6. Improved side skirts, which are contoured to improve airflow, have been strengthened from previous models. Moving the battery box to sit between the chassis at the rear has created extra space for fitt ing of larger fuel tanks. A defi nite plus on a 6x2 such as our test truck. As standard, a battery connection point has been routed to the side of the chassis for easy access if a jump-start were required. Routine daily checks are troublefree with good access via the wide opening front grill, with the lower section dropping down providing a strong step (up to 300 Kgs) to help reach the windscreen. Once inside, the high roof cab with skylight gives a satisfying sense of space and room especially

with the second bunk folded up. Seating in our test unit was fi rst class with a high quality leather trim, which is both pleasing and functional. Other fabrics in the cab were equally as good, showing that Scania has taken on board driver's comments regarding the previous models. Th ree well-designed overhead lockers provide ample storage for larger items, while a pullout centre drawer is fitted for pens, paper, notebooks, and the items that we all seem to gather during the day. A clever slot in the overhead console just below the Tachograph, will take an A4 folder - perfect for vehicle and load documents. One major improvement is the bed, which can be easily extended and is far superior to the pervious version. Our unit was also fitted with a tidy fridge located under the centre of the bunk. It is clear to see the Swedish interior design ethos at work, where the practical functionality of the workplace is combined with a pleasant environment to rest and relax. The curved dash allows good ergonomic placement of necessary switches and controls, yet does not intrude into the living area excessively.

TEST its paces, we started out from Strokestown in the direction of Tulsk, and then on to Ballymoe, Ballyhaunis, Charlestown, Sligo, returning to Strokestown via Boyle. Grossing out at 41 tonnes, the 440 was well able for the weight, delivering its max torque of 2,300 between 1,000 and 1,300 helping it to make good progress on the tight twisting roads. Opticruise does a good job of selecting the right ratio for the speed, changing up and down smoothly. It must be noted that even though our test unit was specified for economy running with a 2.71:1 final drive, it acquitted itself admirably on some nasty sections of tarmac.

It is worth taking some time to become familiar with the new onboard display, which gives the driver a wide range of information, and is simple to use via the controls mounted on the steering wheel. In particular the ‘driving style’ and ‘hints/tips’ section is well thought out. It differs from some other onboard information systems in that it plays on the fact that we all want to be good drivers. So instead of just stating what your current average fuel consumption is, it encourages by giving tips and hints to improve your driving style and awards stars for good performance, and we all perform better with encouragement. As with previous models drivers will like the seating position, though some may prefer if the steering wheel could be set a litt le lower. All round visibility is fi rst class and the Scania mirror arrangement is arguably the best on the market, providing an excellent rear view while not impeding forward vision more than can be helped. The latest version of Opticruise with two pedals is a definite improvement on previous editions - it is now simpler to operate, faster and smoother. A ‘Power Mode’ can be selected to give an extra boost when hill climbing or overtaking. For test purposes, we did try it, but in reality the 12.7 litre has enough muscle to move along nicely without using the Power Mode. To put Opticruise through

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

However, where it really came into its own was on the better stretches of national road. Being geared for economy and running at a steady 80 kp/h leaves the rev-counter positioned at 1,050 rpm, just inside the torque band. On the bigger hills the R-series never went below 60 kp/h in tenth and changing up to eleventh at 1,500 and back into top at 1,400 – all of which will help to return good fuel figures. Having previously driven this unit at its homeland in Sweden, we know that at 90 kp/h, engine speed is just under the 1,200-rpm mark. The six-wheeler sits solid on the road and is very stable while managing to give a comfortable ride. Steering is positive providing good feedback and displaying no tendencies to over or under steer. By combining the very powerful retarder with the all round disc brakes ensures stopping the Scania is also a comfortable experience. Overall the R-series makes a day's work that bit easier for the driver, and should perform reliably and economically for the owner. Scania vehicles have always maintained good residual values - even in uncertain times. In addition the benefits of a premium brand truck meeting the Euro 5 standard, without the need for AdBlue will appeal to many operators. At times the EGR system is a bit noisier than SCR, but EGR has its benefits. Some operators however, are reporting problems with AdBlue valves clogging especially in cold weather, which logs a fault with the engine management system and can subsequently disable the vehicle. The Swedish marquee has been a long time favourite with drivers and operators in Ireland, and the new R-series looks set to maintain its popularity. It is well suited to Irish operating

conditions where hauliers can never be sure where the work is coming from, and need a truck that can cope with any load that is offered, either home or away. The R440 will certainly cope and do so economically and in well appointed comfort. There is no question that the ‘V8-730’ will get the frozen foods or groupage delivered on-time, every-time - but so will the R440.

Spec Check Make / Model

Scania R-series

Chassis Type

6x2 Tractor Unit (Mid-lift) Positive Steer

Engine

In-line 6-Cylinder, 12.7 Litre - Euro 5 (EGR with VGT)

Power

440 hp (324 kW) @ 1,900 rpm

Torque

2,300 Nm @1,000-1,300 rpm

Transmission

GRS 905 12 Speed Two Pedal Opticruise

Final Drive Ratio

2.71:1

Brakes

Full Air / Disc Brakes / ABS/ EBS

Axles / Suspension

Front: Parabolic / Rear: Spring Air

Cab

Full Air / Topline Sleeper

Wheelbase / Length

4,000 / 7,655 mm

Tyres

Steer Axle: Michelin X XZE2+ - 315/80 R22.5 Mid Lift: Michelin X XZE2+ - 315/80 R22.5 Drive Axle: Michelin XDE2+ - 315/80 R22.5

Trailer

Krone Tri-axle

Tyres

Continental HTR Regional Traffic – 385/65 R22.5

FLEETTRANSPORT | NOV 10

NEW FLEET

Virginia Transport looks to Renault Trucks to reduce ‘Carbon Footprint’

or the fi rst time, Cavan’s Virginia Transport has added Renault Trucks to its predominantly Scania and Volvo fleet. Based in Virginia town, the National and International refrigerated and dry freight transport and warehousing specialists has taken delivery of the fi rst of a batch of new Renault Premium Long Distance 6x2 tractorunits from Joe Curran Commercials, Old Castle, County Meath. Euro 5 engines and OptiDriven auto transmissions were specified.

cited the main reasons for choosing the Renault Premium are its recordbreaking fuel consumption and standardsett ing reliability. These noteworthy achievements were outlined by a large German haulier, who conducted a threeyear group test. (See Field Test article on Page 21). Pictured at the handover at Joe Curran Commercials were Eamon Cole and Michael McBride, Virginia Transport.

Having undertaken a ‘Green Logistics’ programme, Virginia Transpor t

Official Handover of 10 Fuso Canter Eco-Hybrids to ESB @ IAA

aking centre stage at Daimler’s Fuso stand at the recent IAA Commercial Vehicles Show in Hanover, Germany was the fi rst of 10 new Mitsubishi Fuso Canter Eco-Hybrid trucks supplied to the ESB Networks.

official handover.

Pictured are Dr. Albert Kirchmann, CEO of MFTBC (Mitsubishi FUSO Truck & Bus Corporation) and John Seale, Investment Manager, ESB Networks.

A number of ESB Networks Executives together with Damien Rice, Kevin Kealy representatives from Mitsubishi Fuso Ireland travelled over to Germany for the

Johnston’s Blue-Van Fiat Man!

ward winning Johnston Logistics has put an additional van on the road to assist its growing Parcel Service business. The Rathcoole headquartered company will base this Fiat Professional Ducato LWB at its Cork depot located at Courtstown Industrial Estate to serve the Southern Region. It was purchased from Grandons of Glanmire, Cork. For this element of its business Johnston Logistics, winner of the Irish Haulier of the Year Award also offers full track and trace facilities.

FLEETTRANSPORT | NOV 10

Bread and Butter Eurocargo’s for Stafford Bakeries

ething’s Garage, Enniscorthy has supplied the fi rst of two new Iveco Eurocargo 80E22 models to Stafford Bakeries, Gorey, County Wexford. The 7.5 tonne trucks are powered by Iveco’s Tector 220 hp engines mated to ZF’s 6-speed gearbox. Stafford’s operate a fleet of 21 trucks, mainly Iveco’s, delivering bread and confectionary to a wide range of customers including Dunne Stores.

Text: Jarlath Sweeney - editor@fleet.ie

The benchmark of excellence The DAF XF105 is the benchmark of excellence for both driver and operator. It excels in driving characteristics, comfort and interior design. It sets new standards in quality and reliability. Its powerful yet economical 12.9-litre PACCAR MX engine provides unbeatable performance. With a luxurious and spacious cab the XF105 reflects the dream of every driver. Moreover, with the extensive DAF dealer network, MultiSupport repair and maintenance contracts and DAFâ&#x20AC;&#x2122;s 24-hour ITS back-up service, DAF offers the most cost effective transport solutions available for any operator. DAF XF105. The benchmark of excellence.

driven by quality

DAF Distributors Ireland Ltd., Baldonnell Business Park, Baldonnell, Dublin 22. Tel: 01 4034141 Fax: 01 4034880 Email: enquiries@daf.ie North Dublin Commercials Ltd., Dublin. Tel: (01) 8412875 DAF Truck Services Cork Ltd., Cork. Tel: (021) 4301202 Guilfoyle Truck Services Ltd., Tipperary. (0505) 23333 Galway Truck Centre Ltd., Galway. Tel: (091) 751984

Jimmy Healy & Sons Ltd., Wicklow. Tel: (01) 2819323

Service & Parts Dealers: Interparts Ltd., Dublin Road, Cavan. Tel: (049) 4331777 Rolor Commercials Ltd., Waterford. Tel: (051) 830250

PICTORIAL

NATIONAL PLOUGHING CHAMPIONS

AUTOGLYM Probably the most cheerful team in the Exhibition area were the Autoglym crew busy demonstrating their range of vehicle car products. Left to right are Gavin Timoney, Damian Strzemecki, Ted Gaff ney, Lee Irving, Mike O’Shaughnessy, Glyn Gaff ney and Paul Hyland.

“Crowds, what crowds?” Autoglym’s Lee Irving was well prepared for the occasional downpour.

ESB NETWORKS The ESB is taking a proactive lead in deploying electric vehicles in real-life work environments, and is committed to rolling out a nationwide network of plug-in electric charging facilities.

HINO ISUZU Isuzu was present through Monasterevin Motors Ltd at this year’s event. Dealer Principal Liam Fitzpatrick, Robert Ryan of Harris Group, Service Manager Cathal Sexton and Sales Manager Aidan Reinhardt were on hand to demonstrate the latest models including the latest D-Max.

Hino was one of the few truck manufacturers to have a stand at this year’s show with Patsy Kealy, Robert Ryan and Paul Dargan from the Harris Group on hand to answer any queries.

IVECO

KIA

LAND ROVER

Fiat Industrial Group Company Iveco had a selection of Eurocargos on show through Irish importer Truck Dealers International represented by Paul Dangan and Paul Cahill.

The all-new Sportage took pride of place on the KIA stand. Pictured alongside the new vehicle were Brendan Nicholson and Coin Swan, Sales Managers for KIA Ireland.

Ploughing Championship stalwarts Land Rover once again had a full range of vehicles on display. Left to right are Sam Power – Stuarts Garages Dublin, Patrick Dennis from HB Dennis along with David Lawlor and Jonathan Norman from Land Rover Ireland.

14 FLEETTRANSPORT | NOV 10

PICTORIAL

HIPS 2010 – ATHY, COUNTY KILDARE

MOFFETT

MULTIHOG

PEUGEOT

Moffett , the truck-mounted forklift specialists from Dundalk, part of the giant HIAB Group, is celebrating sixty-five years in business. On stand at the Ploughing were Martin McAfee – Business Development Manager, Northern Materials Handling, Michael Michon – Cargotec France, Michael O’Reilly and Steven Russell of Moffett Engineering.

Director Ruth McAdam and Sales Manager Tony Duff of Multihog showed some of the latest additions to their multi-purpose machine – this example a Winter Services Multihog with front plough and gritter.

Peugeot was making a return to the Ploughing Championship after an absence of a number of years. Showing off the new 5008 were Mark Hayes and Emma Toner from the Peugeot Distributors in Ireland, The Gowan Group.

SKODA The new Fabia vRS looked tempting on Skoda’s stand with Raymond Leddy and William Lee from Skoda Ireland showing off the new performance machine.

SUBARU Representing Subaru was Carlow Dealership Active Cars. Sales representative Cashel McNamara shows off the Forester Diesel.

The Toyota Land Cruiser has long been a fi rm favourite with the farming community, so it was no surprise that the new model att racted a lot of attention. Showing it off were Glenn Brennan – Sales Manager for local dealers Fitzpatrick’s Garage Naas, and Brian Hyland of Toyota Ireland……

TOYOTA

WATERWAYS IRELAND VOLKSWAGEN Just announced as the winner of the inaugural International Pick-Up Award, Volkswagen’s new Amarok, which arrives in Ireland in March next year att racted lots of attention. Busy on the VW stand were Mark Brady of VW Ireland and Frank Kelly of Sheehy Motors Naas.

Ireland offers a great selection of water-based holiday options, not least of which includes the recently re-opened Royal Canal. Keeping the public informed were Norma Herron and Manus Tiernan from Waterways Ireland’s Marketing and Communication Division.

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

….While Ronan Greene and Louise Murphy of Toyota Ireland focused on the special deals available under the Government Scrappage Scheme.

FLEETTRANSPORT | NOV 10

FLEETING SHOTS

Rockabill Shellfish to Scale!

ustomised promotional model vehicle specialists, Search Impex, has produced a 1:50 scale Volvo FH Globetrotter XL (4x2) and 3-axle, refrigerated trailer with underslung tail lift , customised in the classy livery of Irish seafood products specialist Rockabill Shellfi sh Ltd.

refrigerated transport. Rockabill specializes in 'Fresh Frozen' seafood products and its goal is to att ain a seamless connection between the seabed and consumers, so as to ensure that 'Fresh Frozen' is fresher than fresh. Major destination markets for Rockabill's products currently include UK, Italy, Spain, France and China.

Rockabill Shellfish is a family business established in 1984 by Bill Price, its present day Managing Director. Located at Balbriggan, the Company has more than 25 years experience in the fi shing industry and currently operates a fleet

These Limited Edition (102 pieces) models are priced at £135 each (including delivery & VAT) and are available from www.search-impex.co.uk or call on 00441332 873555.

of 9 modern trawlers (all equipped with onboard refrigeration), as well as having its own processing facility and cold store and its own

DHL Global Forwarding attain GDP Passport Status

HL Global Forwarding has been credited with Good Distribution Practice (GDP) for the pharmaceutical and medical devices industry by the Irish Exporters Association Life Sciences Ireland. John Whelan, CEO Irish Exporters Association stressed the importance of the pharmaceutical and medical devices sector to the Irish economy at the presentation ceremony held at DHL’s facility in Dublin. "The Life-Sciences industry is now the largest and fastest growing export sector, accounting for in excess of 50 % of total merchandise exports in 2009. To ensure the ongoing success of this major manufacturing export sector, we need high quality logistics companies

Pharmaceutical / Medical Device Manufacturing and Distribution business sectors who display the most advanced expertise in supply chain security and safety, offering a complete professional supply chain service both in Ireland, Europe and Internationally for pharmaceutical and medical devices products.’’

such as DHL Global Forwarding supporting the industry right across the supply chain. The IEA GDP Passport holders are stakeholders in the

Pictured L/R: Maurice Meade, Managing Director – DHL Global Forwarding, Ireland; John Whelan, Chief Executive, Irish Exporters Association; Michelle O’Toole, DHL GDP Champion, Dublin; Declan Costelloe, DHL GDP Champion, Shannon; Sarah McNamara, DHL GDP Champion, Cork & Pat O'Loughlin, Director Life Sciences, Irish Exporters Association.

Mercedes Service Card

CILT seeks idea creators & innovators

ercedes-Benz Irish Commercial Vehicles customers can now avail of the manufacturer’s pan-European cashless system. The Mercedes Service Card enables drivers to access workshop and spare parts services through more than 2,000 Mercedes-Benz workshops across Europe, including Turkey.

With no fee, ser v ice supplement or call out charge, the card gives drivers access to an emergency mobile workshop service which operates 24 hours a day, 365 days a year, supported by a vehicle towing and recovery service plus the guarantee of fast, fi xed price roadside tyre repair assistance.

Final submissions are due by 5pm Friday 10 December 2010.

A centralised payments arrangement and a PIN-controlled fuel and toll charges payment facility form part of the package, which can be applied for on-line at www.mercedesservicecard.com or by contacting your local Mercedes-Benz Commercial Vehicle dealer.

he Eastern Section of the Chartered Institute of Logistics & Transport is calling on students and individuals/companies to submit applications for their Student Idea of the Year Award and Innovator of the Year Award for 2011.

The winners of these awards will be presented with their prizes at the Annual Awards Dinner on Friday 10 February 2011. Th is will be a black tie event.

Cab Call Communications won the 25th Innovator of the Year Award in 2010. Pictured L/R: Paul Kennedy (Cab Call Communications); Monica Murphy (Eastern Section Chairperson) & Batt O’Keeffe, Minister for Enter pr i se , Trade &Innovation.

FLEETTRANSPORT | NOV 10

Text: Jarlath Sweeney - editor@fleet.ie

ISUZU Ireland A MEMBER OF THE HARRIS GROUP

The New Isuzu D-MAX

Contact your Local Dealer now for more information . . .

Isuzu Ireland A MEMBER OF THE HARRIS GROUP Naas Road, Dublin 12. Tel: 01 4194500 Fax: 01 419 4535 www.isuzu.ie

FORUM REVIEW

Fleet Transport Forum Can You Afford Not To Go Green?

‘G

o Green and Stay in the Black’ was the subject of the latest Fleet Transport Forum held at Johnstown House Hotel at Enfield on 4 October. Sponsored by MAN

TRUCK & BUS and hosted by Fleet Transport’s Gerry Murphy, the Forum put forward the proposal that encouraging green policies for the transport industry was not just good for the environment, but could also benefit companies

fi nancially. The well-attended event heard from a number of speakers from differing areas of the transport sector who outlined what their companies were doing to promote green policies.

MAN TRUCK & BUS - Drivers Are Key

he fi rst speaker was the Chief Executive Officer of MAN Truck and Bus UK Des Evans (pictured). Observing that transport accounts for 23% of all greenhouse gases, he identified that the single biggest factor in cutt ing carbon and having a major impact on reducing costs was the driver.

Taking one category of vehicle as an example - 40 tonne tractor unit - he suggested that at least £6.6 million – or 10% - of the £6.5 billion spent on fuel in the UK annually is wasted due to inefficient driving practices. “Most operators hope that their trucks are being driven correctly” he said, “but they need to have more than hope.”

harsh acceleration, idle time, and driving in the sweet spot.

ecological terms it equates to 2.4 kilos of CO2 for every litre saved.

Having monitored over one thousand drivers using the technology over a one-month period, results are revealing. Defi ning seven categories of truck driver from A to G where A and B category drivers are the benchmark, MAN found that only 10% of drivers actually achieved this standard. Of the other 90%, none fell into the worst category G, but another 10% were in the categories immediately above.

Real life examples indicate that just being aware that they are being measured will encourage drivers to adopt a more fuel efficient driving style. One case study showed a 5% improvement in fuel consumption the fi rst week the equipment was fitted. Following a one day driver training session, this subsequently improved to 18% - and was maintained in the following weeks even when the drivers were not being directly observed.

Putting this into hard figures, Des Evans indicated that for example if a driver rated as category D were to improve to a C rating, this would represent a 6% fuel saving. Th is equates to doubling the bottom line for a typical one hundred thousand miles per annum truck.

As well as improving fuel consumption, MAN has found that general maintenance costs are reduced when drivers take a proactive approach to their driving, from less wear and tear on items such as tyres to reduced accident damage.

Furthermore if that driver could be improved to a B standard it would realize an 11% improvement in fuel saving from category D. Between a B and E standard driver there is a 20% difference. In

Concluding, Des Evans noted that no driver wants to be a bad driver, but there is a need to support and encourage them to maintain at least a B level performance if a company is to realize real fuel and environmental savings.

With fuel bills typically accounting for 40-45% of operating costs, maximizing fuel consumption is critical – and this is where the driver has such an important role to play. To better understand the importance of the driver, MAN has developed technology that monitors each of the key areas where a driver has input, and measures their performance against defi ned standards. Already installed in over seven thousand vehicles in the UK, the technology measures seven areas that a driver has control over – use of gears, cruise control, over-speeding, harsh braking,

FLEETTRANSPORT | NOV 10

FORUM REVIEW

ESB - Developing An Electric Transport Network

he second speaker Senan McGrath (pictured), Sustainability Manager at ESB Networks outlined the ESB’s policy towards the development of an electric vehicle network. Noting that Ireland is at the forefront of electric vehicle development, he observed that the Government has set a target of 10% of vehicles to be electric powered by 2020, which is a significant percentage relative to other countries. There is also a separate Renewable Energies Directive which states that 10% of all fuels used for transportation by 2020 has to come from renewable sources. "Realistically," he said, "if Ireland is to achieve all its energy directive targets, it will need to exceed the 10% electric vehicle goal by 2020." While manufacturers proudly boast of zero emissions electric vehicles, sceptics will point to the cost of producing the electricity needed to charge them. Putting some figures to this, Senan said that taking the current cost of generating electricity, an electric vehicle would generate the equivalent of 70 g/km CO2 . This compares favourably with the present average for cars of 130 g/km, and is someway

below even the cleanest internal combustion engine. He added that the 70 g/km figure is slightly conservative and factors in the cost of generating electricity from the coal powered Moneypoint station which is now only used when necessary. Without using Moneypoint, the cost would be about half. "It proves," he said, "that using electricity for electric vehicles is definitely cheaper." Looking at the use of alternative fuel vehicles within its two thousand strong fleet, the ESB has a policy of trying out at least a couple of examples of what is available commercially said Senan. He explained that some types have been reviewed but ruled out, for example Pure Plant Oil powered vehicles because of the stop-start nature of ESB work. However, the ESB has been running a significant biodiesel pilot scheme using vehicles running on 20%, 30% and 100% biodiesel. Using only Irish sourced fuel made from rapeseed, the exercise has been conducted in collaboration with the University of Limerick, and has been a success with no significant cold start issues identified even with

B100 fuel. The ESB would like to extend biodiesel usage said Senan, but issues remain regarding the availability of fuel. Hybrids also form part of the ESB fleet with ten commercial vehicles currently on test, while there are fi fteen electric commercial vehicles including examples from Allied, Smith Electric and MicroVette, with more to be added before year-end. Senan also outlined the ESB’s involvement in the rollout of electric vehicles with the company on course to have fifteen hundred public charge points installed around the Country by the end of 2011.

Thermo King - Leading The Way In Energy Reduction Savings he final speaker at the Forum was David O’Gorman (pictured), Commercial Director UK and Ireland for Thermo King, the leading manufacturers of temperature and climate control products for the transportation industry.

85% of all waste is now recycled, while some of the efficiencies achieved include reductions in the amounts of refrigerant, and oil. Hazardous waste has been reduced by 95%, most components in the refrigeration units are now recyclable, as is most of the packaging material.

Based in Galway since 1976 and employing 350 people, since 2000 Thermo King has had an active energy reduction policy in place. Putting a lie to the old adage that it’s nice to go green but it costs too much money, the company has realized savings of two million dollars in that time explained David. “We continually rationalize our processes and our business, how we manage energy consumption.”

In 2008 the company set itself an ambitious target “The conclusion is progress is greener,” said David. to reduce energy usage by 3% in 2009. Targeting “Environment and cost are not conflicting goals areas of the factory with large consumption, when seen as part of a bigger picture, and we can steps included installing wireless technology with vouch for that.” fourteen wireless LAN spots. The results exceed expectation with 13% less energy required to Thermo King Galway build each refrigeration unit compared to the previous year, CO 2 emissions down nearly 6%, and waste to landfill • Products: Trailer - Diesel - CryoTech down 17%. • Opened: June 1976

With a team in place in Galway purely focusing on energy reduction, Thermo King has won thirteen environmental awards in recent years. "Continually investing in environmental projects, all have saved money," said David, "not just for the company itself, but for suppliers also."

But that’s not all. Fitting a recovery system that uses waste heat from compressor tanks to heat water used in different manufacturing processes, and replacing all existing hand tools and pneumatic pumps and hoists for up to 40%

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

• Plant area: • R&D facilities: • Employees:

more efficient units are just two of the developments being planned. Thermo King is also part of an initiative launched earlier this year by parent company Ingersoll Rand creating a centre for energy efficiency and sustainability. Its objective will be to implement green practices and have an integrated approach to sustainability.

19,700m2 over 350

| 'Go Green & Stay in the Black'

FLEETTRANSPORT | NOV 10 19

ENFORCEMENT

Road Safety Authority Successes at Court

ince the Road Safety Authority (RSA) started taking prosecutions in December 2009, penalties totalling €48,750 have been handed down by District Court Judges in respect of Court proceedings taken by the Road Safety Authority. The highest individual fine imposed by a District Court was €6,000 excluding costs and expenses. To date, 44 cases have gone to Court all of which have been successfully prosecuted by the RSA against operators and drivers. The RSA has also been awarded costs and expenses for the proceedings. Tachograph and driver’s hours related offences account for the bulk of the offences already prosecuted. Some cases involving unlicensed haulage have also been successfully prosecuted and more are pending. There are two cases pending on Consignor Liability where it is alleged that consignors engaged unlicensed hauliers for the purposes of carriage for hire and reward. The RSA is currently working on 210 other cases – the majority of which will be processed through the District Courts over the coming months. Many of these cases involve non-compliance with the rules on driving time and tachographs.

FLEETTRANSPORT | NOV 10

The Road Safety Authority is concerned that many drivers of heavy goods vehicles are violating the maximum driving times and minimum breaks and rest periods for large commercial vehicles prescribed by law. Drivers and operators who violate the rules are not only breaking the law but they are exposing themselves and other road users to a significant road safety hazard. Tired drivers cause collisions and fatalities on our roads. Symptoms of driver tiredness include impaired performance through loss of attentiveness, slower reaction times, impaired judgement, poor performance on key tasks, increased probability of falling asleep and subjective feelings of drowsiness or tiredness. Collisions involving large commercial vehicles are much more likely to cause injury and fatalities compared to other smaller vehicles. Prosecuting action for road transport related offences is initiated by the Road Safety Authority taking into account a range of different factors including the nature and seriousness of the offence, culpability, prevalence and the negligent or willful conduct of the alleged offender. The RSA is targeting operators who have a record of poor compliance in relation to the rules on driving times, breaks and rest periods as well as tachograph recording equipment.

The Road Safety Authority continues to work closely with the Garda Siochana in relation to enforcement and exchanges of information. There is ongoing and close contact with other national administrations concerning non-compliance by Irish operators and drivers with tachograph and driver's hours rules while outside of the State. All of the information captured by Road Safety Authority Transport Officers and reports received from other Member States are recorded and processed on the RSA risk register system. Operators falling into the high risk category are targeted for enforcement action and they will be subject to more frequent inspections by Road Safety Authority Transport Officers. RSA is prepared to work with operators who demonstrate that they wish to improve their compliance performance. A range of guidance and advisory material is available which can be downloaded from the RSA website at www. rsa.ie. Drivers and operators are encouraged to provide information to the Authority concerning operators who break the rules. Th is information can be passed onto the Road Safety Authority on a confidential basis.

FIELD TRIAL

Fuel Economy & Reliability puts Renault Trucks ahead in field trials Headed up by Joach i m Feh ren köt ter, Sped it ion Fehrenkötter, which operates a f leet of over 200 vehicles, specializes in the International transport of farm machinery, campervans and other types of motorised vehicles. Having run a single brand for many years Joachim decided to buy one truck from each of the seven brands supplying the German market and test them over three years.

er ma n hau l ier, Sped it ion Fehrenkötter has undertaken a unique field trial to determine the most economical truck when driven under actual operating conditions. Well into the 3-year seven truck test programme, Renault Truck’s Premium Long Distance has taken the lead due to its low fuel consumption and unrivalled reliability. The seven trucks from seven different brands were pitted against each other under the following criteria – reliability, consumption and the manufacturer’s aft ersales service. The on-going analysis was undertaken independently by the ETM-Verlag Press Group.

Text: Jarlath Sweeney - editor@fleet.ie

Th is private test is all the more representative since it is carried out with production vehicles, with equivalent power ratings and under this company’s actual operating conditions. The seven trucks are all 6x2 rigids with power ratings from 400 to 420 hp. The Renault Trucks vehicle is a Premium Long Distance 410.25 6x2 rigid. It is driven by a single driver for assignments in Germany and by two others for deliveries throughout Europe. It has already covered more than 350,000 kms. With over two thirds of the three-year test period behind it, the Renault Premium Long Distance is outranking all its rivals. It is considered to be a champion in terms of cost savings, for its consumption is lower than any of the others and its operating costs are by far the most economical.

ETM Verlag is solely responsible for gathering all the data – neither Renault Trucks nor any of the other manufacturers are involved in any way. All costs generated by the vehicles (purchases, maintenance, breakdowns, repairs, etc.) are recorded and incorporated into a global cost price, which determines the order of rankings. The Premium Long Distance holds the record for the lowest consumption, which is on average, 31.9 L/100 kms. Th is is almost 1 litre less per 100 km than its nearest rival. It is also the vehicle with the lowest operating costs per kilometre: 66.93 eurocents/km, of which 31.50 eurocents/ km are fi xed costs and 35.43 eurocents/km variable costs. When added up, these excellent results allow it to maintain the No. 1 position in the overall rankings. In addition to the vehicles themselves, the haulier is also comparing each brand’s aftersales services and the quality of the relationship they maintain with the customer. Every time each vehicle goes in for maintenance or repairs, the cost of the operation and spare parts are incorporated into the truck’s overall operating costs. It should also be pointed out that all these trucks were purchased without any centralised maintenance contract. The figures speak for themselves: over the course of the three years during the unique test, each vehicle will cover an estimated 400,000 kms. “Its consumption is sensational,” announces Joachim Fehrenkotter. “Despite its six axles, it consumes very litt le diesel. Furthermore, it is very pleasant to drive, particularly because of its robotised gearbox, and is very comfortable.”

FLEETTRANSPORT | NOV 10 21

REPORT 1

Scania Shines Light On Europe's Best Young Truck Drivers

omeone once said: “The one thing that unites all humanity above race, religion, or money, is that we all believe we are above average drivers.” Th is quotation holds more than a grain of truth in the text. It is a strange contradiction that many drivers will believe themselves to be above average behind the wheel, yet when asked if they would take a driving test now, the vast majority would decline the offer. Therefore, any driver, who willingly enters himself or herself in a National driving competition with the possibility of representing your country on a pan-European stage, deserves credit for their bravery. To be judged by a panel of your peers is a daunting task in any field, especially with driving where if a mistake is made, there can only be one person who made the mistake. The ‘Scania Young European Truck Driver of the Year 2010’ (YETD), began with over ten thousand entrants in eighteen countries. Open to all under 35 year olds, who have a Class E+C licence and the courage to enter. The National winners go forward to represent their Country in the YETD Grand Final at Scania Headquarters, in Sodertalje, near Stockholm. The Grand Final comes with a grand prize, the overall winner drives away with a brand new R-series tractor unit to the value of €100,000. Th is year Ireland was represented by Gabriel Warde from Loughrea, County Galway who drives for ‘Cummer Transport’. Having won the National competition held at Westward Scania in Strokestown County Roscommon, Gabriel joined seventeen other National winners in Sweden to compete over two days of rigorous testing in both rigid and articulated vehicles. The competition is not just about manoeuvring large

FLEETTRANSPORT | NOV 10

vehicles in small spaces with absolute precision, drivers are examined on general driver skills as well, such as load security, vehicle checks and what has become critical to being a skilled driver in the modern era, fuel economy.

can help with rankings for the fi nals. So when the results were announced and the eighteen drivers are divided into three groups of six, Gabriel’s clear round with the rigid ensured he was placed in the top group.

Fuel economy and economical driving have become such an important part of the assessment process that Scania has this year introduced a special award, which is presented to the most economical drive of the day. Another fi rst for the YETD was Sandra Zeller representing Switzerland. Sandra was the fi rst female driver to make it through to the fi nals and also the youngest of this years entrants. At only twentyfour she will no doubt be back to contest future competitions.

Day two moved the group from Scania’s Demonstration Centre to the chassis production facility, where in addition to viewing the competition, patrons could avail of Scania’s open house and tour the production facilities. A broad range of vehicles, new, old and unusual, were on display for the crowds to admire and enjoy. It is a great family day out hosting many other att ractions aside of the driving competition.

To win your National competition and be crowned Young Truck Driver of the Year is a major accomplishment for anyone. To then go on and represent your Country on the European stage against seventeen other National winners is not for the faint hearted. The fact that all other competitors are themselves National winners, it can be taken that the standards will be very high. In addition for some of this years entrants, it was their third time contesting in the event. Day one begins with driving a rigid vehicle, and negotiating a series of manoeuvres. The driver must fi nish by positioning the vehicle under a frame to catch a ball when it is released. The course is tight and being a rigid truck can increase the degree of difficulty, as many of the entrants are more familiar with articulated units. To touch any of the obstacles or fail to complete a task the driver collects faults. While, the actual fi nal takes place on the following day, it is important to maintain a consistent good score throughout the different challenges as it

All eighteen participants took part in the fi rst exercise of the day, the qualifying round. For this, the drivers must negotiate a right angle zig-zag reverse and at the end use the rear of the trailer to knock over one red cone placed between two blue cones. To knock over a blue cone at any point in the day is a fault, and the driver with the fewest faults progresses to the next round. For all of the tests speed is not counted, except in the case of a tie when the driver with the quickest time goes through. The qualifying round eliminates six drivers; two of the drivers eliminated were Sandra Zeller from Switzerland, and Colin Mc Keag from County Down representing the UK. The remaining twelve progress to the next test, which Scania call the ‘Combo’, which requires drivers to reverse the units around a slalom of cones and then reverse at a right angle into a garage. Once in the garage they must line up the truck and trailer to knock over the single red cone. On exiting the garage, the truck must be driven between two barrels placed 2.65 metres apart, and then park under a frame to gauge the height.

REPORT 1

Gabriel Warde and Mark Dodd

All of this is completed while under the watchful eye of referees walking alongside the truck, hundreds of spectators and a fi lm crew, which relays every move back to a giant screen. While this alone creates immense pressure, in addition you cannot help but notice your opponent in your mirrors and be aware of how well they are progressing. Cheered on by the Irish supporters, which included wife Laura and brothers Alan and Nigel, Gabriel performed exceptionally well throughout the competition, scoring high, on the economic driving as well as the theory and load securing tests. However in his head-to-head contest with Zarko Tokic, the Austrian got off to an exceptionally quick start, and Gabriel was chasing the match after that. Commenting later on the event Gabriel said he very much enjoyed the experience and will defi nitely be entering again next time around. Also travelling with the group were Eric Kelly from Limerick and Robert Baker from Tipperary, who were placed second and third place respectively in the National competition. Summing up the event Joe Crann (M.D., of Westward Scania-Ireland) was pleased with Gabrielâ&#x20AC;&#x2122;s performance and how the whole weekend was run. Joe said that no decision has been taken yet regarding a date for the next competition, but was hopeful it would be sooner rather than later.

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

The overall winner who collected the keys to the new R-series was 26 year old, Anders Soderstrom of Sweden. Anders managed to keep a cool head when he was falling behind in the fi nal to make an impressive comeback and take the grand prize. Second place was the German driver Patrick Schildmann (27), with Zarko Tokic (32) from Austria claiming third (pictured below).

Letâ&#x20AC;&#x2122;s hope the competition is run again soon, as the event is a good news story about the transport industry and recognises the high level of skills drivers display on a daily basis. The involvement of Scania AB also deserves a special mention for their organisation and promotion of an event, which shines a good light on Europe's best young professional drivers.

FLEETTRANSPORT | NOV 10 23

REVIEW

63rd IAA Commercial Vehicles Sh AL-KO EPC or Electric-Power-Chassis is the AL-KO concept study, which combines all the advantages of electric and hybrid drives. EPC is fully integrated into its AMC Chassis as its components and auxiliary units do not require additional installation space. Users of caravans and campervans will be familiar with AL-KO’s innovation and technology through its chassis frames and trailer/towbar connections.

BPW As always BPW, the German trailer axle, suspension systems and brakes manufacturer had an impressive display. Its latest ECO Disc has direct connection to axle beam making it lighter. Interior air bags protect the brakes against dirt and the back plate is placed so that it is easily accessible during brake service. To date over 100,000 ECO Disc trailer disc brakes have been fitted.

Eberspächer

Hella

Another company to promote its wares to a wider audience was car and commercial component supplier Eberspächer. Dr. Thomas Wuensche stated that the ex haust vehicle heating systems and bus air-con and now vehicle electronics manufacturer recorded a €1.3 billion turnover in 2009 and that sales are up 35% to date. Its technology developed for the US EPA1O emission directive can also be used for the forthcoming Euro 6 engine emission controls.

Hella has further expanded its range of LED work lights with the Flat Beam and Power Beam 3000. With up to 60,000 hou rs operat i ng time, LEDs have exceptionally long service-life as they are maintenance free. The German family ow ned business, which employs over 23,000 people at 70 locations in more than 30 countries has also expanded its range of Luminator and Rallye 3003 variants. New technology for trailer connection has been developed.

Knorr Bremse Energ y efficiency and vehicle safety was the theme from K no r r B r e m s e . Commercial vehicle manufacturers and f leet operators were targeted at its individual product islands cover ing various customer segments such as Truck & Bus, Trailer & Axle and Aftermarket & Service. There was also a Regional Technology Centre for specific requirements for emerging markets such as the BRIC States – Brazil, Russia, India and China. 24

FLEETTRANSPORT | NOV 10

Lambaret According to the French trailer and body builder La mbaret, its new SR2 range now includes a new lightweight trailer that is one tonne lower than you r average refrigerated semi-trailer. Spokesman Quentin Wiedemann said that this means up to €2,000 fuel savings and 5.5 tonnes of CO2 emission reduction. For LCVs Lambaret has developed insulated cells for new Renault Master/Opel Morano, plus a new floor for the panel van version.

REVIEW

ow - Hanover, Germany (Part 11)

Mobileye

Poclain

C2-270 is Mobileye’s new system, which detects pedestrians, vehicles, bicycles and lane markings. The Dutch pioneer in vision-based collision prevention systems has this new product available off the shelf which alerts and prompts the driver in the critical seconds before a collision occurs, thereby boosting pedestrian, road and vehicle safety. It costs around €1,000 fitted.

Innovative solutions through hydraulic hybridation, dedicated to the on-road market, were demonstrated in three ways by Poclain Hydraulics. CleanStart is its hydraulic stop/start system, AddiDrive Assist is an additional hydrostatic transmission offering trucks and convoys better mobility in difficult driving conditions such as mud, snow and sand, while CreepDrive is Poclain’s hybrid mechanical hydraulic transmission.

Prime Design

Stoneridge

For the fi rst time one of Europe’s leading roof-rack specialists presented an innovative solution for Pick-Ups at the IAA CV Show. Its easy loading and unlocking system combined with its safe handling procedure brings along with it efficiency with every use not to mention sparing the back muscles. Invented in the USA in 1992, Prime Design products have been on sale in Europe for over 4 years.

TimoCom “Logistics can’t advance without IT,” was the main theme of TimoCon’s press conference held on the eve of the IAA in the Conference Centre. With the online platform for Europe-wide tenders and the continuous success of the freight and vehicle exchange, shippers, logistics agents and freight forwarders have an effective tool, which makes their daily business more productive and secure. TimoCom has its transport barometer as an App.

The latest SE5000 Digital Tachograph from Stoneridge, will be appreciated by all users as its operation has been simplified. High speed downloads and Driver Brake Warning mean that the driver can focus on the road ahead, while at the same time complying with all their legal obligations. OP7AC3 is its new tacho-analysis soft ware designed with flexibility, ease of use and cost effectiveness.

Voith Up to 20% reduction in fuel consumption and therefore CO2 emissions can be achieved by Voith’s DIWA hybrid, its parallel-hybrid drive for municipal buses built in Germany. Voith Turbo is the specialist for hydrodynamic drive, coupling and braking systems for road, rail and industrial applications as well as for ship propulsion systems. Established in 1867, Voith is now one of the largest family owned businesses in Europe.

Text & Photos: Jarlath Sweeney - editor@fleet.ie & Rob Van Dieten - rob@fleet.ie

FLEETTRANSPORT | NOV 10 25

Relax and unwind at Johnstown House Hotel & Spa...the perfect retreat. Located just off the M4 linking to all major routes, this magnificent hotel features our award winning Spa, in-house hair salon 7th Heaven. All this as well as a 20m pool,gym, sauna, steam-room & outdoor Canadian hot tub.

• Irish Haulier of the Year • Irish Truck of the Year Johnstown House Hotel, Enfield, County Meath - Monday 4 October 2010.

Johnston Logistics collects Fleet Transport Irish Haulier of the Year Award 2011

Pictured (l-r) Paul Flanagan, Castrol Ireland, Niall Hickey, Sales Manager, Johnston Logistics and Jarlath Sweeney, Fleet Transport Magazine

ublin based Johnston Logistics was announced as Irish Haulier of the Year 2011 at the fourth annual Fleet Transport Awards Gala Dinner, held at Johnstown House Hotel, Enfield, County Meath on Monday evening 4 October. On receiving the award from Paul Flanagan, Castrol Ireland, Niall Hickey, Sales Manager, Johnston Logistics said, “We are absolutely delighted to win the overall Irish Haulier of the Year title having won the National category last year. For this year’s entry we focussed on innovation as we have invested heavily in IT

Part of the successful team at Johnston Logistics

systems. 90% of all transactions are now done through direct data interface between back office, driver representative and the customer. As one of our colleagues described our achievements tonight ‘we are blown away with winning the main award and two category awards on the night’.” Johnston Logistics now go forward to represent Ireland in the European Transport Company of the Year Finals 2012. Earlier Johnston Logistics was named as National Haulier of the Year for the second time in a row and also secured the inaugural Innovation Award.

Over 430 representatives from the road transport industry attended the Gala Dinner hosted by RTE TV personality Marty Whelan. Guest speakers included Pat Cox, Co-ordinator European Commission for the Trans-European Transport Network (TEN-T), Marian Harkin, MEP Ireland North West and Gavin Murdoch, Managing Director, Tradeteam, European Transport Company of the Year 2010. Established to honour excellence in operation or services to the road transport industry, in all 14 awards were presented on the night.

Among the other Fleet Transport Award winners were:

Albert Johnston; Managing Director, Johnston Logistics

· International Haulier of the Year McGuinness Forwarding (Dublin) · Owner/Driver Haulier of the Year – Elsatrans (Kildare) · Own Account Transport Operator of the Year – BOC Gases Ireland (Dublin) · Regional Transport Operator of the Year – Sligo Haulage & Distribution · Livery of the Year – Coldcut Logistics (Dublin) · Environment Award – Celtic Linen (Wexford) · Pallet Network Member of the Year – Transland Group (Kildare)

· Safety Award – Stobart Ireland Ltd. (Dublin) · Transport Manager of the Year – Damien Prendergast (Keelings Logistics) · Technician of the Year – Paul Murphy (Irish Commercials Sales Ltd.) · Services to the Transport Industry – Howard Knott The second element to the Fleet Transport Awards saw the Scania R-series scoop the Irish Truck of the Year 2011 title with Mercedes-Benz and Iveco sharing the Green Commercial of the Year 2011 titles.

FLEETTRANSPORT | NOV 10 27

AWARDS

Scania R-series wins Fleet Transport Irish Truck of the Year 2011 • Mercedes-Benz & Iveco share Green Commercial titles • Volvo Trucks & Thermo King scoop Truck & Trailer Innovation Awards

he Scania R-series was named Fleet Transport Irish Truck of the Year 2011 at the 8th annual hosting of the Awards event at the Johnstown House Hotel, Enfield, County Meath. Launched in Ireland in the last year the Scania R-series beat off the challenge from BMC Professional, DAF LF, Volvo FM and Volvo FMX to win the much coveted title.

On receiving the Irish Truck of the Year Award from Russell Kelly, representing prize sponsor Fuelwise, Joe Crann, Managing Director, Westward Scania said, “We are very proud at Westward Scania that the R-series has won the Fleet Transport Irish Truck of the Year 2011 title. Scania has the broadest range of engines from 230-480 horsepower that does not require any additive other than diesel, which along with excellent fuel consumption gives the operator a big advantage. That, backed up by an automated gear changing system that uses Scania’s standard transmission, ensures the minimum of specialised components and maximum up-time. With the new R-series, Scania has evolutionised the model to make it

more efficient all round.” The Fleet Transport Irish Truck of the Year Awards are presented to vehicles, products or components that are deemed to have made the greatest contribution to road transport efficiency.

Mercedes-Benz won two categories in the Green Commercial of the Year 2011 Awards with the Vito E-Cell taking the Electric Class and the Atego Hybrid Blue Tec victorious in the Diesel/ Electric Hybrid section. Iveco retained its title of having the best Natural Gas powered vehicle with the EcoDaily CNG. Other award winners at the Gala Dinner, which was held in conjunction with the Fleet Transport Irish Haulier of the Year 2011 and attended by over 420 representatives from the road transport industry, were Volvo Trucks with its new FMX Construction range scooping the Truck Innovation Award and Thermo King’s CryoTech chosen as the Trailer Innovation Award winner. The Galway based temperature control manufacturer for all modes of transport will now go forward to represent Ireland at the Trailer 2011 Expo in Belgium. 28 FLEETTRANSPORT | NOV 10

Pictured (l-r) Russell Kelly, Fuelwise (sponsor); Joe Crann, Westward Scania and Sean Murtagh, Fleet Transport.

AWARDS

Mercedes-Benz & Iveco share Fleet Transport Green Commercial of the Year Awards 2011

or the second time the Fleet Transport Awards 2011 programme includes a Green Commercial of the Year. Th is honour goes to the commercial vehicle manufacturer that develops ‘a new eco-friendly alternative method of propulsion designed to reduce the carbon footprint of the operator’. This product that also contributes to the efficiency of the transport of goods by road can also incorporate significant technical improvements to an existing product. For the 2011 Green Commercial of the Year Awards there are three categories - Electric, Hybrid & Natural Gas. The award is organised by Fleet Transport magazine, Ireland’s leading Commercial Vehicle publication with the jury headed up by Jarlath Sweeney, Group Editor & ITOY/IVOY member. Each nominated vehicle is examined and test driven by a panel of experts consisting of qualified technicians and commercial vehicle journalists.

Axel Glaesle; Mercedes-Benz, Deirdre O’Flaherty; ESB ecars & Stephen Byrne; Mercedes-Benz Ireland

On the election of the Mercedes-Benz Vito E-CELL as the winner of the Electric category, Iris Schleicher, Manager Product Communications Mercedes-Benz Light Commercials said, “The Vito E-CELL underlines the leadership of Mercedes-Benz when it comes to innovation and technology. We are proud to receive the Fleet Transport Green Commercial of the Year Awards!

On the Iveco EcoDaily Natural Power taking the Natural Gas category, Nigel Emms, Communications Director, Iveco stated that he was delighted that the latest version of the Daily range retained the title won in the competition last year.

Axel Glaesle, Senior Manager Sales & Marketing, Mercedes-Benz Commercial Vehicles said on receiving the Hybrid category winner’s prize of specially commissioned stained glass depiction of the Mercedes-Benz Atego BluTec Hybrid, “I’m absolutely proud that this award goes to the Mercedes-Benz Atego BlueTec Hybrid. It confi rms once again that we are on the right track with “Shaping Future Transportation”. And it’s right to offer this hybrid truck now to our customers.”

Electric Iveco EcoDaily Electric, Mercedes-Benz Vito E-Cell

Iris Schleicher; Mercedes-Benz, Deirdre O’Flaherty; ESB ecars & Fergus Conheady; Mercedes-Benz Ireland.

Sean Murtagh, Fleet Transport; Nigel Emms, Iveco and Deirdre O’Flaherty, ESB ecars

Candidates for the Fleet Transport Awards 2011 Green Commercial of the Year were:

Hybrid Mercedes-Benz Atego BluTec Hybrid, Fuso Canter Eco-Hybrid Natural Gas Iveco EcoDaily Natural Power, Mercedes-Benz Econic NGT.

FLEETTRANSPORT | NOV 10 29

AWARDS

Truck Innovation Award 2011 The new Volvo FMX

olvo has taken the FM, a very successful and well-proven construction truck in its own right, and developed it further to be even better. Feedback from drivers provided the inspiration for many of the new innovative features on the new Volvo FMX. For example, the impressive transformation now includes a new rugged exterior and powerful stance, new durable headlights, new central towing device, new anti-slip steps, new ladder and grab handle, and a new load sensor that sends load weight information to the optimised I-Shift gearbox for a smooth gear sequence.

“Customers are asking for increased specialisation and we are listening to them,” explained Goran Nyberg, M.D., Volvo Truck UK & Ireland on receiving the Award from Russell Kelly, on behalf of sponsors Fuelwise. “The purpose-engineered Volvo FMX is the proof – a truck that truly reflects its capabilities, inside and out. It breathes construction,” he added.

A quick glance at this truck and its powerful stance immediately reveals the close connection between Volvo Trucks and its sister-company, Volvo Construction “This honour goes to the truck manufacturer or Equipment – among the world leaders in bodybuilder that creates ‘a new method, idea Pictured (l-r) Sean Murtagh, Fleet Transport; Russell Kelly, Fuelwise dumpers, excavators and wheel-loaders. The or product of a technological nature designed (Sponsor) and Goran Nyberg, M.D., Volvo Truck UK & Ireland. new Volvo FMX literally breathes construction to enhance operations by the company or – reflecting its capabilities, inside and out. their customers’,” said Jarlath Sweeney, Editor, Fleet Transport magazine, organizers of the When it comes to having both truck and competition. construction equipment manufacturing operations under the same roof, the Volvo Group Volvo Trucks has been producing construction stands alone. No other manufacturer has this trucks since 1928 and Volvo FMX marks a new kind of experience. This fact puts Volvo Trucks phase towards further specialisation. This has in a strong position as the company aims to resulted in a separation of the highly successful expand its well-established business within the FM range into two dedicated parts - Construction construction segment. and Distribution.

Trailer Innovation Award 2011 Thermo King CryoTech

hermo King’s innovative next generation technology patented cryogenic cooling system, CryoTech, uses recycled liquid R-744 or carbon dioxide (CO2) as a coolant. The launch of this technology into a viable product range means that customers can choose to minimise their environmental impact including noise, emissions and carbon footprint, while benefiting from improved temperature control.

Thus, using liquid R-744 in CryoTech refrigeration systems allows for zeroemissions operation and the lowest carbon footprint, ensuring that this is significantly more environmentally friendly than a conventional diesel or cryogenic nitrogen injection system.

Thermo King is the global leader in solutions for temperature-controlled transport, supplying the world market from 11 How does it work? production facilities (including one in Galway) and over 800 distributors worldThe secret behind Thermo King’s CryoTech wide (Ballinlough Refrigeration looks after units is the use of recycled liquid R-744 as a Pictured (l-r) Sean Murtagh, Fleet Transport; David O’Gorman, the Irish market). The American company coolant in an open loop system. While this Thermo King and Des Lawlor, Krone (category sponsor). offers a wide range of refrigeration and is not the only cryogenic solution currently heating units for vehicles of all sizes, from available, it is highly innovative as it provides small vans to large trailers, as well as airborne airflow in the load space, which is essential for and ocean-going containers. In addition fresh produce. Also, it exhausts the cryogen Thermo King provides heating, ventilation outside of the load space ensuring that no R-744 and air-conditioning equipment for passenger enters the cargo area, unlike other systems that buses and railcars. inject liquid coolant into this space displacing oxygen. Such systems require complex safety mechanisms and gas extraction equipment to protect operators. This inevitably delays loading and unloading while the gas is removed and the area becomes safe to enter.

30 FLEETTRANSPORT | NOV 10

AWARDS

Address by Jarlath Sweeney, Group Editor, Fleet Transport Dear friends in transport,

nce again you are all very welcome to the annual Fleet Transport Awards Gala Dinner. Another full house which is great to see. Those of you that are here for the fi rst time, we sincerely hope you have an enjoyable night. We have planned a bigger and better night’s entertainment than here-to-fore, for this the fourth occasion that we bring together the transport companies and representatives from the commercial vehicle industry under one roof. No other event of its type offers this opportunity.

to Germany for example that offers a €500m E-mobility programme which provides up to 25% grant-aid off the cost of hybrid powered trucks. I put the question to Minister Ciaran Cuffe recently and his reply was that there needs to be cuts of more than €3 billion out of the Exchequer in the Budget, so any financial assistance directed to this area is a non-runner.

As you will see from the Finalists listed, there are a number of new names entered this year and I must say the quality of entry is gett ing better every year, we need companies like these to set and raise standards. Tonight we have an All-Ireland & European theme to our guest speaker line-up starting with Pat Cox, former President of the European Parliament and currently Co-ordinator for the Trans-European Transport Network at the European Commission. Sligo based MEP Marian Harkin has been your voice in Brussels in relation to transport and social affairs issues. We have also invited Belfast native Gavin Murdoch who is Managing Director of Tradeteam, which won the European Transport Company of the Year last February. As you may be aware the overall winner of the Irish Haulier of the Year title goes forward to represent Ireland in the pan-European competition in 2012. Mentioning Europe we are very grateful to those of you that have travelled long distances to this event and we hope it gives you a taste of Irish hospitality to return soon. We need every Euro we can get! You may see some of our public representatives at the front door on your way out ratt ling buckets so please give generously – our Country needs Euro! At the recent Commercial Vehicles Show at the IAA in Hanover, two things stood out – Europe is coming out of the recession and an increasing number of vehicle manufacturers are investing in all electric and hybrid technology as a viable alternative source of propulsion. As you know we have our Strategic Framework 2020 to have 10% of our vehicle fleet powered by electricity by 2020 which is up and running. But as there is no corresponding fi nancial incentive offered by Government to electric medium/heavy commercial vehicles on par with electric cars, that ambition target will be more difficult to attain. To be honest we are not at the races – look

Staying with Germany, there was a general upbeat mood at the IAA Show. All of the major commercial vehicle manufacturers are reporting that production is on the rise. However, it will be until the end of 2013, in the advent of Euro 6, that significant changes to models will be made. Both MAN and Iveco gave us a glimpse of what is to come at the IAA and you will see pictures of same in this month’s edition of Fleet Transport. So the upturn is evident but looking at the figures in detail, while Europe is trickling along, Eastern Europe shows more potential, but it is in South America and Asia that the real growth lies – so in our current situation, litt le old Ireland will remain fi rmly on the back foot. Interestingly from both Schmitz Cargobull & Krone, twin-axled 38 tonne gross trailers were introduced at the Show in Hanover, which would suit Irish operators trying to cope with the 5-axle ban in Dublin. We lost some high profi le transport operators in the past two years – and mourn the loss of their contribution to the industry. But due to the seriously competitive nature of the road haulage industry, there is always someone to step in and fi ll the void. Transport companies need to work ON their business instead of IN their business in order to succeed. Too many companies are simply fi re-fighting their way out of situations – be it contractual obligations or merely keeping up with rules and regulations. Maybe its time to stand back, diagnose and assess the current state of play with your company. It is time to dedicate

someone to oversee the implementation of the ongoing legislation issues, not forgetting the basic requirements such as Daily Vehicle Checks and Driver’s Hours Regulations. The Road Safety Authority is there for a reason – safety for you and me on our roads. And while I’m at it, it’s good to see that at last we have some Motorway Services. But how long do we have to wait before we have nationwide coverage on our motorways? Notice how quick the Toll booths go up. Maybe if the Toll operators were given the chance to provide Service Stations on these highways the profits from same could help reduce toll charges. In wearing my Caravan Cruise Ireland hat if I may, which is our new mobile leisure magazine, there are litt le or no facilities for campervans – no plugins or bott led gas available, which is disappointing. With vast amounts of information just a few clicks or fl icks away, sometimes it's difficult to get the real answers to specific questions. Th at’s where Fleet Transport comes in. The team of journalists that contribute each month to Ireland’s leading Commercial Vehicle Magazine and website – fleet.ie collectively have the experience and expertise like no other – no matter what the subject is relating to, be it road transport or public transport. Over the past 8 years, the Fleet team has continuously gained the necessary knowledge to keep up with market trends, legislation amendments and technology. Together they provide all the information in easy to read, easy to understand format. Apart from their regular articles, Fleet Transport can provide an advisory service where any one of these contributors can be contacted to reply to your specific questions relating to their expertise. They too are just a few clicks away! To conclude, I did my second module for the Driver’s CPC Course which covered Health & Safety issues which included healthy eating. We plan to roll out a programme on that subject soon but in the meantime I don’t wish that you start in this manner tonight, but if you leave your dessert I will understand. Enjoy the night and thanks again for your attendance. Special thanks to our various sponsors for their continuous support to this event and to Marty Whelan our compare and to Marc Roberts for providing the musical entertainment. I would now like to introduce you to Pat Cox, former President of the European Parliament and currently an advisor to the European Commission on the TEN-T – the Trans European Transport Network. Thank you. FLEETTRANSPORT | NOV 10 31

AWARDS

Address by Pat Cox – former President European Parliament on Ireland’s Corporate Tax situation.

“I

t is a great pleasure for me to be here tonight and I thank you for the invitation to address your annual Fleet Transport Awards. Especially in these tough times it is wonderful to attend an event which celebrates excellence and achievement, two qualities which are and will remain indispensible to our eventual recovery. One year ago I along with a wonderful and dedicated group of volunteers, as Ireland for Europe, rejoiced in Ireland’s overwhelming endorsement of the Lisbon Treaty. Among the sectors that contributed handsomely to this endeavour was the road haulage industry. I would like to take this opportunity tonight to place on the record my deep appreciation for the personal referendum campaign engagement of so many transport operators and of your representative bodies. One year on, fuelled partly by an indifferent international economic recovery but mainly by public policy failures at home the Irish economy has been subjected to sustained fi nancial market pressure to get our house in order. In recent days a new though familiar theme has been added to the mix. Th is was captured in an Irish Times headline story last Saturday (2 October) – "The stage has been set for a confrontation between the Government and Brussels over Ireland’s corporate tax regime." Specifically the article refers to a widely quoted remark last week by the EU Economic Affairs Commissioner, Olli Rehn: “It’s a fact of life that after what has happened, Ireland will not continue as a low-tax country, but it will rather become a normal tax country in the European context.” He added: “You ask about tax increases, I do not want to take any precise stand on an issue which is for the Irish Government and the Irish Parliament to decide, but I would not rule out any option at this stage.” The European Union is a union based on the rule of law. In agreeing to ask the Irish people to vote again on the Lisbon Treaty the Irish Government so decided on the basis of guarantees negotiated with and agreed by the Heads of State and Government of the 27 EU member states. Their decision was agreed at a European Council meeting on 19 June 2009 in Brussels. The decision is an international agreement intended to be binding in public international law. Since our referendum this has been registered with the Treaty section of the United Nations Secretariat in New York in compliance with Article 102 of the UN Charter.

32 FLEETTRANSPORT | NOV 10

taxation because of the current pressure of exceptional and difficult economic events. The rule of law, solemn guarantees and high level institutional and political assurances must count for something. If not, the very legitimacy of the EU itself would be called into question.

It awaits further elaboration at the time of the ratification of the next EU accession Treaty with a new member state. As regards content, the second part of the guarantees reads- ‘Nothing in the Treaty of Lisbon makes any change of any kind, for any Member State, to the extent or operation of the competence of the European Union in relation to taxation’. In a speech delivered in Limerick on September 19 2009 before our referendum the President of the European Commission, Mr Jose Manuel Barroso, recalled that: ‘The other Member States have listened to the reasons why so many people voted NO last time and have responded with solemn, legally binding guarantees to meet these concerns. I hope that these will have laid to rest any fears people might have had and that the way is now clear for Ireland to vote YES on 2 October’.

As one among many who dedicated months of voluntary activity to fighting for a YES vote last year I would regard it as a betrayal of the Irish people and of the fundamental values of the EU were our hour of need today to be used as a pretext to walk away from solemn commitments. These formed part of the EU’s contract of expectations with the Irish public when we were asked to vote a second time. These expectations are no less legitimate than the ratified Treaty of Lisbon itself whose most critical penultimate hurdle required and was given the goodwill and support of Irish citizens. Thomas Jefferson when draft ing the American Declaration of Independence wrote that: ‘Governments are instituted among men, deriving their just powers from the consent of the governed’. The consent of the governed in Ireland for the Lisbon Treaty was informed by the guarantees, including the tax guarantee. Its nullification without their consent would be an act of duplicity unworthy of any law abiding and self- respecting institution.”

A basic principle of civil and international law is summarised in the Latin phrase ‘pacta sunt servanda’, meaning that agreements must be kept. The Irish people are entitled to rely on this guarantee in respect of taxation when it comes to their government’s right to set Irish corporate tax rates. The European Union can do nothing to compel a change in Irish domestic policy on taxation. Th is is confi rmed by past decisions of the European Court of Justice and it has not been changed by the Lisbon Treaty. On the contrary, the Treaty guarantees explicitly underlining Ireland’s sovereign rights regarding taxation policy. At the moment our economy is down but, subject to appropriate public policy responses, is not out. It would be a grave error of judgement by the EU, its servants or its member states, however powerful or influential they may be, to seek to force Ireland’s hand on corporate

Gavin Murdoch; Managing Director, Tradeteam winner of the 2010 European Transport Company of the Year Award addressing the audience on his company's recent success.

AWARDS

Address by Marian Harkin MEP

hank you for your kind invitation to your Fleet Transport Awards Gala Dinner – a wonderful event, which showcases the very best, those who are head and shoulders above the rest in their respective fields of endeavour – whether it's technicians, managers, hauliers, those who ensure safety, those who foster innovation, those who help protect the environment and of course the two big ones – Irish Truck of the Year 2011 & Irish Haulier of the Year 2011. All of you represent what is best in the Irish Transport Industry and tonight is a night to recognise, celebrate and AWARD that excellence. It often strikes me that we view the fleet transport industry in the same way as flicking the switch and expecting the light to come on. We just expect it to work. We hardly ever think about it and how it operates, we just know that it delivers and we would be shocked if it didn’t – if our fuel, our bread, our newspapers or our fresh flowers were not delivered. Virtually all of the time, you as an industry just motor along in the background as it were, you are taken for granted really – so tonight is an opportunity to make your presence felt to showcase what is best in your industry to underline your intrinsic value to the economy and to the smooth functioning of society to emphasise your contribution to excellence in all of the areas where awards will be presented tonight and really gain recognition for what you do well and for your pursuit of high standards and reward those individuals and companies that achieve the highest standards in your business. Before I say a few words about your business, I would like first of all to say a few words about my business – or more accurately about OUR Business. We have certain interests in common – the achievement of good transport legislation and regulations. That of course is a complex process – from the proposals and drafting by the European Commission to the amending by the Parliament and finally to agreement of a common position between the Parliament and the Council of Transport Ministers. Of course even when legislation is fi nally agreed, we have the further hurdle of implementation, but that’s largely a matter for Members States with the Commission keeping a watchful eye. More and more your business is being impacted by legislation, everything from health and safety to CO2 emissions, from company law to internal market and competition rules, from working time regulations to the development of Trans European Networks. As a Member of the Parliament I am part of that system – just one little piece of the jigsaw – but every single piece must be in its place to complete the full picture – so OUR Business is important business – it’s important for both of us. Sometimes people say to me in amazement, do you go to Brussels every week and my reply is always the same – Yes I do, that’s where I do my work – however I always add that much of my work

is influenced by where I spend my weekends – at home in Ireland, meeting individuals, groups, informing myself on different issues and then connecting the two in Brussels. I do lots of different things in the Parliament, but the core of my work is influencing EU Legislation. I can do that in many ways – I won’t bore you with the details, but central to that is my ability like every other MEP to amend legislation and of course having amended it, to get agreement within my Committee, within my group and within the Parliament. I mentioned my Committee – among many in the European Parliament. My main Committee is Employment and Social Affairs, my sub Committee is Agriculture and Petitions. So I am not on the Transport Committee – yet I have actively been involved, one successfully and one unsuccessfully in 2 different pieces of legislation that affect the transport section.

Let me tell you briefly about both – first my small success – in highlighting the need for the fitting and retrofitting of blind spot mirrors. The second directly affects my Committee, Employment & Social Affairs – Directive 2002/15/EC on the organisation of the working time of persons performing mobile road transport activities. This particular Directive regulated working time for employed drivers and was designed to establish minimum requirements in relation to the organisation of working time in order to improve the health and safety, protection of persons performing mobile road transport activities to improve road safety and to align conditions of competition. This directive excluded self employed workers, but it did contain what we call a “sunset clause”, that self employed drivers would come in under this directive from March 2009. Fine – however in the meantime we had another piece of legislation in 2006 which regulated the driving time of all drivers, employed and self employed and the introduction of the digital tacograph was to ensure that driving time was strictly adhered to. In the meantime the Commission carried out a number of studies and concluded that because driving times were already regulated for self employed drivers, they would like to exclude

self employed from the working time regulation. Despite a proposal from the Commission to the effect the Parliament rejected their proposal that self employed drivers continue to be exempted from the Working Time Directive with 368 in favour, 301 against and 8 abstentions. The reasons for this were quite political, but also certain Member States voted not in line with their group, but with National preferences – In Ireland we were split. In my view this is bad legislation from a number of perspectives – Firstly – unenforceable, won’t go into details, but there are certain kinds of paperwork a self employed driver can do on top of his driving time hours and other types he can’t – for example, he can do up his tax accounts for last year but cannot fi ll out forms for customs and excise for the job he is on. Unless there is an inspector at his shoulder – who can tell. Secondly – first time the EU tries to regulate the working time of entrepreneurs, self employed owner drivers – that has major implications. Thirdly – no evidence on the issue of road safety as no information that deals with employed/self employed. Finally – known problems such as false self employed, now the legislation is in place. Recently in the Parliament the Transport Commissioner Sim Kallas was asked what action the Commission would take on the matter and he said they were setting about implementing the legislation – so it will come into force. However, while I believe that is poor legislation we do get right also and in July of this year the Parliament voted in favour of a new legal framework for Intelligent Transport Systems which can contribute significantly to a cleaner, safer and more efficient transport system across Europe using innovative transport technologies which would include travel information, navigation and Electronic Stability Control. I would like to make a final point about that I term OUR BUSINESS, because it is our business, it’s extremely important that you make it your business. You can do this by informing and lobbying your MEP’s. Individual hauliers and transport companies cannot do this but your National Organisations can do this – it’s very important to be well briefed. What I mean is, I was closely involved in debate on Working Time – my Committee Employment, BUT many issues going through Transport Committee I won’t be so familiar with. YES, I will get a briefing in my Group meeting, Yes I will get a briefing from the Irish Government, BUT a briefing from the different actors involved very useful and if an Irish Organisation/Body contact me I will listen – but need to be well briefed and know the detail of the legislation and the amendments. The better briefed you are the easier it is for me to understand. I have had many conversations with Jarlath Sweeney who is an expert in Transport field and he would alert me to certain issues, but that kind of two way interplay is really very important.

FLEETTRANSPORT | NOV 10 33

AWARDS

34 FLEETTRANSPORT | NOV 10

AWARDS

FLEETTRANSPORT | NOV 10 35

AWARDS

Pictured (l-r) Niall Hickey (Johnston Logistics), Goran Nyberg (Volvo Truck) and Jarlath Sweeney (Fleet Transport)

Pictured (l-r) David O'Gorman (Thermo King), Fiona O'Higgins (McGuinness Forwarding) and Jarlath Sweeney (Fleet Transport)

36 FLEETTRANSPORT | NOV 10

AWARDS

Pictured (l-r) Brendan Garry (MAN Importers Ireland), Aaron McAleenan (Elstrans) and Jarlath Sweeney (Fleet Transport)

Pictured (l-r) Fergus Conheady (Mercedes-Benz), Niall Cotton (BOC Gases Ireland) and Jarlath Sweeney (Fleet Transport) FLEETTRANSPORT | NOV 10 37

AWARDS

Pictured (l-r) Tony Scott (Nightline), Stephen Mullen (Sligo Haulage & Distribution) and Jarlath Sweeney (Fleet Transport)

Pictured (l-r) Govert Verfluis (Teleroute), Derek McGreal & Jim McGovern (Coldcut Logistics) and Jarlath Sweeney (Fleet Transport) 38 FLEETTRANSPORT | NOV 10

AWARDS

Pictured (l-r) Andrew Reynolds (Reynolds Logistics), Chris Fogarty (Johnston Logistics) and Jarlath Sweeney (Fleet Transport)

Pictured (l-r) Martin Covington (Michelin), Philip Scanlon (Celtic Linen) and Jarlath Sweeney (Fleet Transport) FLEETTRANSPORT | NOV 10 39

AWARDS

Pictured (l-r) Ken Murray (Castle Mechanical), Kieran Conlon (Transland Group) and Jarlath Sweeney (Fleet Transport)

Pictured (l-r) Richard Warbrick (Goodyear Dunlop Ireland), Graham O'Reilly (Stobart Ireland) and Jarlath Sweeney (Fleet Transport) 40 FLEETTRANSPORT | NOV 10

AWARDS

Pictured (l-r) Nigel Emms (Iveco), Damien Prendergast (Keelings Logistics) and Jarlath Sweeney (Fleet Transport)

Pictured (l-r) Deirdre Sinnott (Health & Safety Authority), Paul Murphy (Irish Commercials) and Jarlath Sweeney (Fleet Transport) FLEETTRANSPORT | NOV 10 41

AWARDS

You may not know that Howard chaired the Irish Transporters Consociate, which brought together five-haulier representative groups in Ireland into one. He was also Development Director for Institute of International Trade of Ireland specialising in Transport and Infrastructure issues. For his continuous contribution and dedication to the Irish Transport Industry, not to mention his infectious enthusiasm for all things logistics, Fleet Transport Magazine wishes to honour Howard Knott as winner of the Services to the Transport Industry Award 2011.

Pictured (l-r) Sean Murtagh, Fleet Transport; Howard Knott and Mike Murphy (Sponsor)

ith over 30 years experience in managing freight and shipping companies, there is little that Howard does not know about the transport Industry. Th row in his love for trains and yachting and you have a great all-rounder. Holder of an MA in Economics and Political Science and a good handle of the French language leave him with a

distinct advantage in one of his current roles with the Irish Exporters Association. He sees great potential of Intermodal transport in Ireland and avidly supports the completion of the Western Rail Corridor. As a contributor to a number of transport related publications and speaker at trade related seminars in Ireland and abroad, his contribution to the industry is enormous.

Diary Date Fleet Transport Awards 2012 rd Monday 3 October 2011

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FLEETTRANSPORT | NOV 10

FUEL PRICE UPDATE / LEGAL EXPERT The price of fuel is an important element in costing an international trip. Drivers are invited to check this report which is compiled fortnightly from information supplied by IRU national associations and by ‘TCS Touirsme et Documents’, Geneva. Prices you can see here are an average for each country (for week 43). Country

Currency

95 Lead Free

98 Lead Free

Diesel

Country

Currency

95 Lead Free

98 Lead Free

Diesel

Albania

ALL

146.00

159.00

145.00

Lithuania

LTL

4.11

4.25

3.61

Andorra

EUR

1.074

1.134

0.950

Luxemburg

EUR

1.160

1.189

1.000

Austria

EUR

1.198

1.327

1.126

Macedonia

MKD

67.50

69.50

57.50

Belarus

EUR

0.782

0.623

Moldova

MDL

14.15

14.55

12.60

Belgium

EUR

1.464

1.487

1.222

Montenegro

EUR

1.170

1.110

Bosnia-Herzegovina

BAM

2.05

2.15

2.05

Netherlands

EUR

1.549

1.614

1.229

Bulgaria

BGL

2.15

2.33

2.22

Norway

NOK

12.73

13.04

12.10

Croatia

HRK

8.53

8.70

7.96

Poland

PLN

4.54

4.79

4.35

Czech Republic

CZK

31.30

32.70

30.40

Portugal

EUR

1.383

1.496

1.180

Denmark

DKK

10.97

11.31

9.73

Romania

RON

4.68

5.15

4.64

Estonia

EEK

17.40

17.90

17.60

Russia

RUB

25.18

26.13

20.73

Finland

EUR

1.418

1.455

1.143

Serbia

RSD

119.40

119.90

France

EUR

1.370

1.403

1.184

Slovakia

EUR

1.251

1.125

Georgia

GEL

2.00

2.05

Slovenia

EUR

1.228

1.243

1.180

Germany

EUR

1.402

1.462

1.225

Spain

EUR

1.150

1.270

1.080

Greece

EUR

1.503

1.716

1.309

Sweden

SEK

12.83

13.23

12.56

Hungary

HUF

340.00

327.00

Switzerland

CHF

1.590

1.640

1.690

Ireland

EUR

1.299

1.269

Turkey

TRY

3.68

3.74

3.06

Italy

EUR

1.353

1.463

1.222

Ukraine

UAH

7.50

8.75

6.80

Kosovo

EUR

1.10

1.08

GBP

1.180

1.251

1.216

Latvia

LVL

0.767

0.797

0.763

USA

USD

0.812

Ask the Expert Q. If I am stopped by a member of the Garda Siochana and he wants to check the weight of my vehicle, how far can I be sent to a weighbridge? A. Under the Road Traffic Act 1961, Section 16 provided that a vehicle could be required to travel 5 miles to a weighbridge. It was clear that this really would not work and the new distance is 15 miles/ 24 kilometres. There are two things to bear in mind; the fi rst is that there are comparatively only a few available weighbridges; the second is that there appears to be no County with a programme of calibration checks once the bridge is installed. Th is means that it my well be worthwhile challenging the

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

accuracy of the recorded weight if the alleged offence of overloading is serious. Q. I am not certain if I need a Driver’s CPC, and if I need to train? A. The Driver’s CPC was introduced by EC legislation and, so far as a truck or bus driver is concerned, came into effect on the 9 th of September 2009. If you held the relevant drivers licence before that date you will have undertake the Driver’s CPC Course which is 35 hours tutorial over 5 years or 1 day per year for 5 years running concurrently. If you did not have a licence then you must take, and pass, a test.

J L SERVICES

The test comprises of a: • 2 hour multiple choice test • 2 hour case study theory test • 90 minute driving test • 30 minute practical test Once you hold a licence then you must complete 35 hours training over 5 years. Clearly if you are driving a commercial vehicle you should, by now, hold a Driver’s Certificate of Professional Competence. The RSA deals with licensing and there is a mass of information on its website www.rsa.ie

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

We offer assistance with: • Employment documentation • Health and Safety documentation • Dismissal and redundancy procedures • Transport administration and documentation t: 094 9038087 m: 0861 510938 e-mail: jlservices@eircom.net Address: Parkmore, 16 Watersville, Castlebar, Co Mayo. Text: Jonathan Lawton - jonathan@fleet.ie

FLEETTRANSPORT | NOV 10 43

COLERAINE

Sales & Aftermarket Dealers Aftermarket Dealers only

BALLYCLARE DUNGANNON MONAGHAN NEWRY

GALWAY

NAAS

CLARE

KILKENNY

Dennison Commercials Ltd Ballyclare, Co Antrim Tel: 00 44 28 9335 2827

CORK

Coleraine, Co Londonderry Tel: 00 44 28 7032 1155

volvo trucks

Dungannon, Co Tyrone Tel: 00 44 28 8772 2220 Newry, Co Down Tel: 00 44 28 3026 5425

Irish Commercials (Sales) Ltd

working with you

Naas, Co Kildare Tel: 00 353 45 879881

At times like these, when business is under real pressure you need

McCarthy Commercials Ltd

a dealer whose commitment and service support is second to none.

Clonlara, Co Clare Tel: 00 353 61 356360

From financial services, planned maintenance contracts and driver

Ring Road, Kilkenny Tel: 00 353 56 773 4200

development training to the industry leading Volvo Action Service, your

Watergrasshill, Co Cork Tel: 00 353 21 488 9700

Glennascaul, Oranmore, Co. Galway Tel : 00 353 91 790500

Volvo Trucks dealer is dedicated to working with you to guarantee improved

McDonnell Commercials Ltd cost efficiency and bottom line performance. We are here to talk now.

FEARGAL QUINN APPOINTED AS VOLVO FINANCIAL SERVICES MANAGER, IRELAND. TO SEE HOW VOLVO FINANCIAL SERVICES COULD BENEFIT YOUR BUSINESS,

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VOLVO TRUCKS. DRIVING PROGRESS www.volvotrucks.co.uk

Monaghan, Co Monaghan Tel: 00 353 47 83588

Murphy Commercials Ltd Galway, Co Galway Tel: 00 353 91 739700

LCV 1

hen you’re churning out hundreds, if not thousands, of vehicles a day, a seamlessly working production line is a prerequisite. The method of vehicle production fi rst introduced by Henry Ford has become so ubiquitious and refi ned that we rarely give it a moment’s thought. Yet, the planning required to keep production lines running and minimize down-time is a fi ne art that has to be seen to be appreciated. Special challenges exist when more than one vehicle is being produced on the same line, and in particular at times when new models are being introduced. We got to see some of these challenges fi rst hand at a recent visit to SOVAB, Renault’s plant in France which produces the Master and Opel Movano van range. Because of the sheer number

of versions of the new model, production has had to be implemented on a phased basis with old and new models being produced side by side. It has meant an especially busy 2010 for the facility which has been producing Master vans since 1980. Renault and Opel’s successful joint venture with the previous generation Master and Movano continues with the new model. The two companies also recently announced that they have extended their co-operation to cover the next generation Opel Vivaro and Renault Trafic models. The two brands are determined to make a mark on the medium and heavy van sector with the new Movano and Master model. An unprecedented range of models in front or rear wheel drive, and a selection of specialist bodies and applications offer the alliance the opportunity not just to

compete with vans at the lighter end of the market but also take on heavyweights such as the Ford Transit and Mercedes Sprinter. That’s in no small part thanks to the addition of a new rear wheel drive version meaning the Movano and Master are now available with payloads of up to 2.5 tonnes. Additionally the 3.5 and 4.5 tonne versions can be had with twin rear wheels making them much more flexible as base vehicles for the addition of specialist bodies and appications. Add in a new longer body that can carry loads with a capacity of up to twenty two cubic metres and up to to 4.38 metres long and there’s no doubt that there’s a Master or Movano to meet the requirements of the most demanding operators. With the roll-out of variants continuing throughout 2010, recenty unveiled additions to the range include the long L4 4.5 tonne model, double cab versions for both panel vans and chassis cabs, box body and tipper body variants. Renault is also tackling the campervan market which at present is dominated by the likes of the Fiat Ducato, Peugeot Boxer, Ford Transit and Mercedes Sprinter. Twin wheeled rear wheel driver versions give a greater scope to body

FLEETTRANSPORT | NOV 10

LCV1

A new van in the early stages of manufacturing

builders while a bulkhead free cabin with pre-cut roof panel will allow easy fitment of the campervan body unit. Other features include a wider rear track at 1860 mm to enhance stability, and a specific â&#x20AC;&#x2DC;L2+â&#x20AC;&#x2122; wheelbase compatible with the equipment used by coachbuilders. The Master can also be supplied with a radio aerial incorporated in an exterior mirror.

SOVAB Located in the Meurthe-et-Moselle region in eastern France SOVAB was established in 1979 by Renault as a commercial vehicles factory. It is synonymous with the Master, that model having being produced there continually since 1980. Within five years the plant had produced 100,000 vehicles. 1996 saw the co-distribution agreement with GM which resulted a year later in the launch of the second generation Master and Opel Movano. The accolade of Van of the Year was awarded to the Master / Movano for 1998, while in 1999 production started of the heavier rear wheel drive panel van, the Mascott.

Door panels lined up for use

Twenty years after production of the Master commenced, SOVAB celebrated its busiest year in 2000 by manufacturing a record 110,662 vehicles. 2002 saw the Nissan Intersar join the Renault-GM alliance. In 2003 the one millionth vehicle rolled off the line, and in the same year a face-lifted version of the van was introduced while production also started of a rear wheel drive version. 2007 saw production peak for the Master, Movano and Interstar with a record 112,143 vehicles manufactured. Today nearly 2,400 people work at SOVAB and the facility has a production capacity of six hundred vehicles per day.

Nearing the end of the production line

When production of the new Master and Movano started in 2010, it presented the plant with a major challenge. With well over three hundred variants with differing lengths, heights, load capacities and engineering layouts, it was never going to be possible to introduce all new models at once. A phased approach therefore was required, with versions of the old model continuing to be manufactured alongside the latest generation. With next to no carry-over parts between the two generations, it provided a logistical challenge to ensure that assembly line workers always had the correct parts to hand. On the basis that as the majority of production when the new van came on line would initially be for the outgoing van, the approach adopted was to keep the main production line suppiy chains updated with parts for the older generation vehicle. Special trolleys and parts bins were meantime dropped in to the production line as and when new models came down the line.

New and old Master vans on the same production

It might sound messy, but according to plant managers the process has worked very efficiently. Over time as more new models came on line, it has meant more trolleys and bins in use. When we visited there were still more previous generation models being produced than the newer mode, but plant managers confirmed that once the new van accounts for the majority of output, they will switch the parts supplies process around. We expect such high standards from our vehicles today, with no allowances for errors, that it is easy to forget how technically advanced these machines are, and just how many parts have to be correctly installed without error. Watching the familiar shape of a Renault Master or Opel Movano being created from scratch in what seems a very short process is a fascinating process, and gives an appreciation into the complexity â&#x20AC;&#x201C; and efficiency - of a modern production line. Text & Photos: Cathal Doyle - cathal@fleet.ie

Completed vans ready to roll FLEETTRANSPORT | NOV 10 47

LCV 11

Ford initiates zero-emissions plan for Europe with Transit Connect Electric version is based on the long wheel base Transit Connect which was fi rst launched in Europe back in 2003 and introduced onto the US market earlier this year. Ford continues its collaboration with two major North American suppliers to the electric automotive sector – Azure Dynamics and Johnson Controls-Saft . Azure develops hybrid electric and full electric drive technology for shutt le buses and Ford E-450 medium duty trucks. Michegan based Azure began work on the pure battery-electric powertrain for the Transit Connect in the US and Canada in October 2009 and the extension of the collaboration into Europe will see Azure operate in the region for the fi rst time.

hen the fi rst Ford Transit model was launched no-one could have foreseen what a global success it would become. 45 years later Ford of Europe is busily preparing for its next generation. Back in 1961 the decision was made to replace the Thames 400E and the Taurus Transit vans that were made in England and Germany respectively into one common model. Codenamed Project Redcap, the new Ford Transit was substantially engineered in the UK with input from Germany. Now with over 6 million versions produced for the worldwide market, plans are well under way to fi nd the successor to this hugely popular range of light commercials. Recently Ford brought us on a top-secret mission to Dunton, outside London, to have a sneak preview of what the next generation Ford Transit will look like and used the event to access our viewpoints before final tweaks are made. A similar exercise was undertaken in 2006 at their German base in Cologne a year before the current Transit was launched. It subsequently went on to win the coveted International Van of the Year Award for

2007. While we were at Dunton we were allowed also to see the new Ford Transit Connect and later drive the electric version of the current model along with the North American model, before finishing off the day behind the wheel of the Euro 5 engined Transit which was exhibited at the recent Commercial Vehicles Show in Hanover. “We very much appreciate your ongoing input into the design and technologies of our commercial vehicles, so we wanted to repeat the popular Cologne event we organised in 2006 by looking forward with you to our vehicle plans for 2011 and beyond,” stated Steve Adams, Vehicle Line Director for Commercial Vehicles, Ford of Europe. Barry Gale, its Chief Engineer was also present but as most of the information relating to the proposed new products was off-the-record, we are not in a position to relay these details just yet! In the meantime, we can inform you about the Transit Connect Electric which was also premiered in Hanover and driven around the Dunton Test Track prior to its appearance at the big German event. The Electric Transit Connect kick-starts Ford’s plan to introduce five full electric or hybrid vehicles across its light commercial and selected car ranges into Europe by 2013. Around now the zeroemission Connect Electric is going on sale in North America and will be marketed on this Continent during 2011. The Electric drive

FLEETTRANSPORT | NOV 10

“We’re excited about the extension of the Transit Connect Electric program to Europe and understand that putt ing electric vehicles on the world’s roads in significant quantities will be a long term proposition,” said Scott T. Harrison, Azure Dynamics CEO. “However, with the Transit Connect Electric, Ford and Azure are doing their part in helping to lead that transition.” “The European Union and individual Governments are keen to encourage adoption of electric transportation technology because they understand the potential benefits to energy infrastructure and to society at large,” Harrison added. “We believe that European commercial vehicle customers will be eager to adopt the Transit Connect Electric into their fleets to demonstrate their commitment to becoming part of the solution.” The panel van will be badged with both the Ford ‘Blue Oval’ and Azure’s ‘Force Drive’ logos. Johnson Controls-Saft is to supply lithium-ion battery cells and battery packs for the Transit Connect Electric. Johnson already provides its same proven cell technology in the Ford Escape Plug-in Hybrid for the North American market. As yet no announcement has been made regarding where this special version of the Transit Connect will be manufactured. In the recent past Smith Electric (based in Newcastle, England) which markets the Electric Transit and the Avia D-Series, produced a prototype of the Transit Connect Electric but never went into production primarily due to conversion costs, and maybe because Ford had its own plans in mind back then. Currently, Ford’s Product Development team is undertaking two comprehensive field trials to test out the technology in real-world situations. In the UK, Scottish & Southern Energy is operating a fleet of 21 prototype electric vehicles while in Germany RheinEnergie AG has 25 electric Transit Connects and Ford Focus based around Cologne. “These initiatives are a revolution for both the utility and automatic industries,” Stephen Odell,

LCV 11 Spec Check Make/Model: System Voltage Range: Motor: Torque: Transmission: Battery: Voltage range: Payload: Curb weight: Cargo volume: Driving range: Charge duration: Top speed: Acceleration:

North American spec Ford Transit Connect

Chairman and CEO, Ford of Europe stated to the press in Hanover. “Collaborating across sectors is essential to ensure customer focused products that provide the right value along with the readiness of the infrastructure. We need to work and learn together and Ford is very pleased to be a part of these important trials.”

The opportunity to drive the Transit Connect Electric around Ford’s Dunton Test Track with its banked oval section was much anticipated. Fellow journalists appreciated the instant acceleration and good braking power from the strongly liveried vehicle. It has a targeted range of 130 kms and a top speed of 120 km/h. Th is particular version was initially made in Ford’s Kocaeli plant in

Ford Transit Connect Electric 260V/380V Siemens 135/3-Phase AC induction motor 300V nominal, liquid-cooled 158 Nm – 235 Nm peak Borg-Warner – single speed Lithium-ion – capacity 28 kW – 16 modules 215V – 390V 520 kg (Max) 1791 kg (est) 3.8 km 3 130 km per full charge 10 hours using 230V 120 km/h 0 – 100 km/h – 12 seconds

Turkey, with fi nal assembly by Azure Dynamics Corporation. Siemens and Berg-Warner were also among the main component suppliers for the electrical drive system.

Dunton – Ford’s €5.5b Think-Tank!

ord Dunton, where future engines, transmissions and commercial vehicles are developed has benefited from continuous and extensive modernisation and expansion over its 40-year plus history. Cumulative investment at this facility situated outside London exceeds €5.5 billion.

Dunton-developed gems such as the fi rst Ford Fiesta from 1976 and a 1974 Ford Escort are maintained in full roadworthy condition as part of the company’s heritage collection located on site.

Opened on 12 October 1967 by then Prime Minister Harold Wilson after a £10.5 million investment by Ford, Dunton Technical Centre brought together engineers from 10 different Research & Development sites around Essex, the Midlands and Southampton. From 1967 the new integrated team became involved in every vehicle produced by Ford in Europe, including ‘Project Bobcat’ – taking Ford into the small car segment with the Fiesta – and an early commercial vehicle programme to develop a four cylinder replacement engine for Transit.

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

The 95-vehicle strong collection also includes predecessors of Dunton’s commercial vehicles such as an early Ford Transit from 1965, in customer GEC’s yellow and black livery of the time, and a 1961 Ford Anglia van sign written in memory of its owner and former Ford employee. Part of Ford’s global network of product Development Centres, Dunton is the 11th largest UK Research & Development investor across all sectors and the UK’s largest Automotive Technical Centre. Graham Hoare, Head of Ford Dunton once said about the facility, “Our awardwinning powertrains and products are continuing to win acclaim around the world and Dunton is the ‘centre of excellence’ behind many of them. The success of our commercial vehicles, evidenced by Ford Transit as International Van of the Year 2007, is key to our sustained business profitability.”

FLEETTRANSPORT | NOV 10 49

TRAILER

Montracon – improving safety, load security and turnaround times ontracon has launched a new load retention strap/ratchet system that promises to improve loading safety, load security and vehicle turnaround times.

Ratchets to each side operate in pairs with the strap suspended between them and down either side of the trailer. In the case of Double-Deckers trailer wires can be strung to cover each deck.

Intended for curtainsider applications, load retention straps are clipped to lines wound onto and suspended from ratchets that in turn are hung from and travel along wires that run the full length of the trailer either to each side of the roof or along the centre of it.

When loading, ratchet/load retention straps are drawn along the wires to the position required, the suspended strap then being easily pulled down to couple with a strap/tensioner anchored to the floor or side rave.

stowed neatly when not in use; its flexible enough to release part loads while leaving the remainder secure; and its quick and easy to use.”

Once linked on both sides, the over centre tensioners are adjusted to clamp the load in place on the trailer bed, the ratchet line continuing to pay out until the strap is fully tight. The reverse applies to unloading: the tensioners are released and disconnected, the overhead ratchet reeling in the retention strap to clear the load. Thereafter ratchets/straps can be drawn to either side to facilitate the quick unloading of a cargo or part cargo. The number of ratchets can be specified to suit operating requirements, with 13 per side or 13 along the centre of a 13.6m trailer being the likely optimum and ratchets to each side being considered the most effective solution for mixed size loads. Kits are available for retrofit.

Safer and quicker all around.

Speaking of the new load security system, Montracon Sales and Marketing Director Paul Mead said: “Its safer and probably more secure than manhandling the retention straps; straps are

Ratchet line reels in the retention strap to clear the cargo for off -loading.

Norbert Dentressangle selects SAF axles Kogel on the rise! with fleet replacement programme ith fresh energy it's full steam ahead

s part of its continued investment in operational improvements, Norbert Dentressangle Transport Services is accelerating its fleet replacement programme and equipping 65 new trailers with SAF axles that help reduce running costs and enhance efficiency. The new running gear is being provided by Leicestershire based IMS, the SAF-HOLLAND UK & Ireland exclusive distributors, and includes a support and training package that ensures Norbert Dentressangle’s engineers can effectively maintain the fleet in situ across its network. Ex plaining the backg rou nd to t he decision, Robert Oliphant, Engineering Director, Norbert Dentressangle Transport Services, said: “We recently u nde r t o ok a n assessment of our f leet to identify 50 FLEETTRANSPORT | NOV 10

opportunities for savings and at the same time have a highly reliable fleet with support when needed. “In France our company has been using SAF for many years, so we approached IMS to assemble the best running gear that would offer us significant savings across the life of each trailer. We were very impressed with the operation at IMS and the outstanding SAF axle system put forward,” added Ben McEvoy from IMS. “Our relationship with Norbert Dentressangle goes further than just recommending and supplying running gear, we will also train fitters at key sites across the country and provide regular training for all their engineers,” added Ben.

for Kogel. The troubled German trailer builder is looking to the future with new owners under the direction of Ulrich Hambaur and plan to give the brand stability and continuity. Starting with a revamp of the brand logo and website, new products for the construction and road transport sectors were introduced at the IAA. Kogel's line-up was featured both inside and outside the Expo area of the IAA Commercial Vehicles Show in Hanover. More than 1,000 orders were received during the event, 50% of which are destined for German companies and the rest from Western and Eastern European customers.

Text: Jarlath Sweeney – editor@fleet.ie

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TIMES PAST

Film Vehicles 1960s and an important sequence necessitated the building of an expandable upper deck structure of the bus involved, in this case the museum’s 1948 CIE Leyland Titan R389. So meticulous was the artistic director that before fi lming took place at Ardmore Studios he asked for the set to be inspected to assure him of its accuracy. There were also several shots of the real vehicle in motion, some of which were fi lmed at night. It is particularly gratifi ng when a director takes the trouble to reconcile all the details surrounding fi lm vehicles.

Boland Van No. 106, note anachronistic parking meter

ehicles from the National Transport Museum, innumerable other collections and commercial sources have appeared in films over the years, their exploits sometimes being described in Times Past. Th is article, however, looks at the whole subject of fi lm vehicles based on personal experience and observation. Film vehicles can be considered in two broad categories: those actually seen on the screen and those used by the fi lm makers as back-up. The vehicles we see in the cinema or on television and DVDs fall into three main roles: Background, Action and Hero. Background vehicles, which do not move in the fi lm, are really part of the set dresser’s work and usually serve to create a certain impression or, more mundanely, to block something out. A bus readily associated with a particular city or other location can make a strong statement, either in the present time or at a particular period of history. A large vehicle such as a double-deck bus or a furniture van can be used most effectively as a scene blocker, hiding some building or other feature that is either anachronistic for the period of the fi lm or otherwise inappropriate to a scene.

Track Junction, Michael Collins, Oct 1995 52

FLEETTRANSPORT | NOV 10

In a fi lm, action vehicles are those which move through the set, be it a city street, country road or any other location. These vehicles bring the overall scene to life most effectively, greatly adding to the realism of the production. Finally there are the hero vehicles. These are the ones used directly by the actors – getting into or driving a car, loading or unloading a lorry, gett ing on or off or travelling on a bus or tram. It is here that attention to the accuracy of every detail is of paramount importance: and I well know that the bane of many fi lm makers’ lives is the scrutiny of people like me who might utter criticism. There are obviously instances when fi nancial or other constraints inevitably call for compromise, but some careless and avoidable mistakes are inexcusable – and some armchair critics, a species well known to museum personnel, can be very cruel. On a very positive note, I recall the Irish language fi lm Misteach Atha Cliath made in 1994 with the late much lamented Mick Lally as a bus conductor. Th is production was, as far as I can recall, set in the

It is sometimes necessary to ring a vehicle – change its registration – to ensure chronological accuracy. Instances occur when a vehicle used in a fi lm has a number later than the picture’s period, but is of a type that was in use at the time of the action. We have had to deal with this small problem on a few occasions and I well remember a fine Sunday morning in May 1987 on Aston Quay during the filming of The Lonely Passion of Judith Hearne. The museum’s Guinness Albion which has 1954 Liverpool regisdtration RLV 154 needed a Dublin identity of slightly earlier vintage. I am by trade a draughtsman – work formerly done by hand is now performed on the computer – and so I set to work to produce suitable numbers for the Albion and a bus of a class with a long production run but also needing a retro identity. Using heavy card, a straight edge, black felt pens and a craft knife, this was a straight forward procedure. A Garda on duty for the set and who watched me make the cardboard plates remarked that it was, he hoped, the only time in his career when he would cheerfully see vehicles being ringed. One of the greatest Irish fi lms must surely be Michael Collins, made in 1995. The fi lm set at Grangegorman had a very convincing compressed street layout showing the GPO and other buildings and had a credible layout of tram tracks, while much effort went into reproducing tramway overhead wiring and street furniture. A huge array of period vehicles was used and accuracy was of the utmost importance. Long

Night Filming for Misteach Atha Cliath, 1994 - Bus R389 - note Irish scroll

TIMES PAST

Albion with false number for The Lonely Passions of Judith Hearne, 1994

Liam Kelly, Museum driver and actor Albert Finney as conductor, Bus P347, A Man of No Importance, 1994

before fi lming, technicians and artists visited Howth and saw the trams in the museum, examined photographs and learned about Dublin trams from 1916 to 1922, the period of the fi lm. However, something went drastically wrong because the two mock-up trams constructed for the fi lm were totally anachronistic. The type of tram chosen to be modelled – the unmistakably Dublin Standard Saloon – did not appear until 1924. And on Dublin trams, route symbols were used until 1918, when route numbers were introduced – and the trams, one of which had a fleet number wrong for a Standard, showed both symbols and numbers. To us in Howth, it is still inconceivable that people who had been given accurate information could have got it so wrong in such an otherwise wonderful fi lm. As can be gauged from the foregoing, there are contrasts in the way property buyers and directors approach their work. Ingenuity is an essential pre-requisite for anybody involved in providing or operating vehicles in fi lms, especially those set in earlier times. Apart from trying to hide varied distractions ranging from innacurate street furniture to aircraft jet streams in the sky, fi nding and negotiating the right vehicles can be a nightmare. When fi lm making was a major industry here in the 1990s, my colleagues and I got to know some of those who sourced vehicles. Some were conscientious, others somewhat cavalier. A major transport blunder from an earlier era occurred in the very enjoyable Educating Rita. Much of this fi lm was shot in Dublin, with Trinity College posing as a splendid location for many of the scenes. The action is set on Merseyside but in one street sequence, an undisguised CIE Leyland Atlantean masquerades as a Liverpool action vehicle – and that is but one of the careless inaccuracies to be found in fi lms.

GNR Gardner No. 390 in a corner shop scene in July 1981

Sometimes a perfectly innocent slip can be made. In July 1981 the Museum’s GNR Gardner bus No. 390 was used in a French fi lm which was shot in the Ringsend area and set in Yorkshire. The bus was given a Sheffield registration and showed New Allerton as its destination. The effect was realistic but in the photograph a Dublin bilingual street nameplate can be seen – but this probably did not worry the audience. Such instances make me wonder what degree of research was applied to other aspects of a production – for example, costume. My wife and daughters, keen fi lm viewers, often criticised costumes, pointing out avoidable anachronisms and inaccuracies that led to questions about what else in other features of the fi lm was wrong. And mention of costume raises another whole aspect of transport in fi lms – uniforms, which have changed dramatically over time, especially in the last twenty years during which outfits have become progressively less formal.

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

Mockup trams outside the GPO replica Grangegorman Oct 1995

I hope to return to fi lm transport at a later date and also to look at the great variety of support vehicles used in the industry.

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COMMENT

We’re awash with Energy – all we’ve got to do is to find ways to use it!

f the heading sounds a little familiar, it could be that it is reminiscent of one of Health Minister, Mary Harney T.D.’s more notorious ‘Celtic Tiger’ era utterances. For her the key word was Money, and look where that line of thought got us. So, moving on quickly to try to explain what this heading is all about, it’s all to do with the fact that the Ireland that we learnt about in school as having no natural resources, does, in fact, have an abundance of what are becoming the world’s most prized resources, Wind and Waves. Sustainable Energy Ireland (SEAI) along with Innovation Norway ran a seminar in Dublin last month on the whole subject of Offshore Renewable Energy, with a focus, not on Wind Turbines, but on Wave and Tidal energy. The most interesting single slide was the one that showed a world map on which the areas with the most consistent Wave and Tidal activity were shown. In the North East Atlantic region there was a strong line starting off the Fastnet Rock and running up the Irish West coast, coming close to shore near Belmullet and running onward off the Scottish Coast. It was hardly a surprise to hear also that this line has enormous potential for Wind Farm development as the turbines become larger and more capable of handling rough water conditions.

From where I'm sitting - Howard Knott routes for twenty years. Had World War II not happened this technology would doubtless have been developed and diesel multiple units would never have happened. When I looked into this one I was struck by Dr. Drumm’s rationalisation of the reason for developing the trains, it was that, following the completion of the Ardnacrusha Hydroelectric scheme, Ireland’s electric power output was far in excess of demand and the battery trains would be a great way to store and use it. Why not mount a substantial and rapid project to develop a new generation of ‘Drumm’ railcars and, indeed, locomotives? It would use surplus power and do all the good ‘green’ things that the EU is so concerned about. In fact EU research money could probably fund this as a way in which railway operating companies throughout the Community could comply with the ‘EU Non-mobile Machinery Directive’ which insists that no new current technology diesel locos should be introduced on Europe’s railways from the end of next year. It seems like a good idea.

SEAI has developed a Test Centre off Belmullet and there are a number of Irish Companies that are trialing leading edge electric power generation devices there and at locations elsewhere. Potentially for Ireland Inc., this is fantastic, not just for the production and sale of electricity but also for the development of technology in manufacture and servicing these devices. Already firms like Irish Mainport have developed a substantial business servicing offshore wind turbines and all involved see huge opportunities here. Drumm Railcars. Picture Credit: Irish Railway Record Society

There is, however, a snag. All of this power will come ashore far from the main population centres of Ireland, so the Generators and Transmission networks will have to find ways to turn this power into something commercially useful. Unlike Wind Power this Wave and Tidal power will run 24/7. The Seminar went on to discuss the most effective transmission networks and how interconnectors with British and Continental grids might be done. To the non-technical observer it looked very difficult and expensive. Fast forward to the Fleet Transport Forum – “Go Green & Stay in the Black” and Senan McGrath’s fascinating paper on the ESB ecars project. The obvious question has to be, “why is the ESB so committed to this very substantial project?” There are, of course, lots of good environmental reasons for doing so and, indeed, the project is probably almost singular in being something that shows Ireland as a Country that is keen to be a good European. But there is another big plus. Several, perhaps, hundreds of thousands of car owners plugging in their electric cars to charge each night will consume large quantities of electric power at the time of the day when demand is otherwise weak and yet all of this renewable energy power is pulsing through the network. All of these cars become effectively a huge power storage scheme. At the Irish Ports Conference in Limerick I had met Geraldine Knatz, CEO of the Port of Los Angeles. As you know the State of California has a seriously ‘Green’ agenda and, thus, it should be no surprise to hear that her Port has promoted the development of electric powered Tugmaster equipment which is re-charged each night. That starts a train of thought, what if all the mobile Port and Airport equipment in Ireland moved from diesel to electric power, indeed, there must be lots of other heavy and fairly mobile equipment that could switch to electric power. The ‘Big One’, it suddenly occurred to me is, of course, powering trains on the Iarnrod Eireann, Northern Ireland Railways and Bord na Mona systems. This is not a great new idea, it has been done before and in the 1930’s, through the development by Great Southern Railways of what became known as the Drumm Battery Trains, named after a Dr.Drumm from UCD who developed the idea. The power source for each two-car train was 13 tonnes of alkaline batteries; the trains were fast, reliable and ran mainly on Dublin commuter Text: Howard Knott – howard@fleet.ie

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HEAVY HAULAGE

ESDAL - Making light work of Abnormal Loads Once the application is submitted with the proposed route, all Authorities relevant to the transport, including, Police, Road, Rail and Water agencies are automatically contacted for approval. Using a traffic light system the Haulier immediately gets a Green, Amber or Red light, and can proceed with the load or re-apply with an alternative route. Instant approval is only one of the benefits of the user-friendly system. There is no need to purchase any dedicated soft ware as the website is free, and can be run from any standard office PC. In addition, ESDAL provide a helpdesk from their offices in Stockton-on-Tees, which is open from 06.00 hrs to 22.00 hrs Monday to Friday.

egislation covering the transport of loads classified as ‘Abnormal’ within Ireland was revised in May 2009. The simplified system administered by An Garda Síochana, allows for loads not exceeding 27.4 metres in length and 4.3 metres in width, to be transported on “designated major interurban routes and routes to Cork, Ringaskiddy and Rosslare ports” (Dept of Transport). However if a load exceeds the above dimensions, or needs to use roads not designated - the old system applies. Where authorisation/s must be obtained from each County Council or relevant Authority the load will transit. For the select few companies who specialise in this type of transport, the physical moving of the Abnormal Load (AL) is generally standard, run of the mill operation and for the most part nothing they have not done before - but the paperwork, now that can take time. In the UK in 2005 the Serco Integrated Transport Company, embarked on a project titled ‘Electronic Services Delivery for Abnormal Loads’ (ESDAL). The four-phase project aimed to simplify the whole transport of AL’s in the UK via a one-stop website. Phase 1 went live in March 2006, and the system has recently been upgraded again. To adopt an electronic system can easily be justified as the transport of AL’s in the UK previously generated in excess of five million faxes per year, between the transport companies and the various Authorities.

the structure - though this was optional. Once the information was submitted, it then placed an onus on the Authorities to update ESDAL with any changes to their original submission It also allowed the Authorities to insert a ‘Structural Caution’ on any individual section of infrastructure. An example may relate to driving instructions - that if any individual vehicle exceeded a specified weight of say 100 tonnes, only one vehicle may cross the bridge at a time. What this means for the haulier is a quick easy method of avoiding reams of paperwork, saving numerous man-hours. It also means they can respond quickly to customer’s demands. On receiving an enquiry from a customer, the transporter logs onto the site and fi lls out the application form. Entering details of what they want to transport, the weight and dimensions, the vehicle type and specifications and preferred route.

Welcomed and supported in the UK, by both the Road Haulage Association, and the Freight Transport Association, ESDAL is also fi nding fans among transporters. The Highways Agency state that “communications to ESDAL have increased from 14,692 in April to 26,591 in June of this year”. To create a system similar to ESDAL for Ireland may initially require a painstaking effort of data collection from numerous County Councils, Local Authorities, and other bodies. However when transporting an Abnormal Load, this process is carried out every time on a minor scale, so the information is readily available. The new streamlined system is the fi rst important step. (A guidance leaflet detailing the revised AL regulations and designated routes is available from An Garda Síochana).

At the outset, Serco spent almost two years collating information from Local Authorities regarding their infrastructure and any possible hazards for AL’s. If we take the example of a bridge, the authority was ‘obliged’ to provide five pieces of information regarding the bridge. Information such as type of structure, nature of construction, capacity, dimensions, and what it crossed. ESDAL also ‘requested’ the Authorities to answer another fourteen questions relating to 56

FLEETTRANSPORT | NOV 10

Text: Paul White – paul@fleet.ie

LEGAL

The Carriage of Abnormal Loads

o doubt because it reflects the increasing complexity of the design and structure of commercial vehicles, with, additionally, the introduction of such things as the ‘super single’ tyre, the Irish legislation fi xing the maximum weights and dimensions of these vehicles is also complex. Whilst the same comment could be made about similar legislation in other EC countries, the fact is that, even for an experienced transport operator understanding the legislation may not be easy. One area in which there may well be difficulties with the legislation is the carriage of, so called, ‘abnormal loads’. Perhaps obviously an ‘abnormal load’ is a load which is such that, to carry it, the vehicle must exceed one or more of the permitted limits on its dimensions. Currently the permitted maximum dimensions for an articulated vehicle are:-

In 2009 Mayo County Council issued more than 100 permits and, whilst this figure will vary from County to County, it is a significant figure in relation to road use. In the UK permits have to be obtained from each Highway Authority through which the vehicle will pass, but the Highways Agency have set up a web site, ESDAL, which enables operators to give a single notice of movement no matter how many highway authorities are involved. The Road Safety Authority (RSA) is considering taking the responsibility for the administration of abnormal load movements but that decision may be some way down the road.

Weight 44 tonnes on 6 axles (42 tonnes on 5 axles) Length 16.5 metres Width 2.5 metres [But note that a refrigerated vehicle may be 2.6 metres wide, and that a wide load may increase the vehicles width to 2.9 metres.] It is obvious that an exceptionally large, wide, or heavy haulage vehicle, is a potential hazard to other road users, and it is for this reason that the journeys of these vehicles are intended to be controlled by a system of ‘permits’ designed to ensure that, so far as is possible, the route taken by a vehicle carrying an abnormal load presents the least disruption to other traffic, and also, no less importantly, avoids bridges and roads that are vulnerable to the weight imposed by exceptionally heavy vehicles. Where a journey is to take place on a designated major inter-urban route the permit will be issued by the Garda under the Road Traffic (Special Permits for Particular Vehicles) Regulations 2007; a scheme that came into effect on the 4 May 2009. In the event that the intended route also involves roads in the control of a County Council then a separate permit must be obtained. Permits issued by County Councils are specific to the County in question, and there is some variation in the way that the permit system is administered. In the fi rst instance some Local Authorities charge for the issue of a permit and others do not. Some Counties will issue a permit for 12 months and some for a shorter period. County Mayo, for instance, will issue a permit for 3 months without charge. The application for a permit must specify the type of vehicle to be used with dimensions and weight of the load. The registration number will be required with the axle weights and details of the axle spacing. The grant of the permit will be confi rmed in writing, and the driver of the vehicle will be expected to have a copy of the permit in the vehicle. The permit may require parts of the route to be undertaken at specified times of the day to avoid congestion. It may also require the operator to indemnify the Council against any damage caused by the vehicle in the course of its journey. Finally, when a permit is applied for, 4 days clear notice is required, although that period may be varied if a special request is made. In practice the reality is that the control over the movement of abnormal loads would appear to be of limited effect. As the operator does not have to specify the date on which the movement is to be undertaken within the period of the permit it will rarely be more than a chance encounter if an Enforcement Officer, a member of the Gardai, fi nds a vehicle in the course of its journey. It would also seem to be difficult for a County Council to pinpoint the vehicle responsible for damage to, say, a bridge if there is no record of a specific journey that can be related to the damage. Given the amount of damage that may be caused to a road or bridge when a heavy vehicle passes over it, it is perhaps surprising that there appears to be no effective supervision.

Text: Jonathan Lawton – jonathan@fleet.ie

FLEETTRANSPORT | NOV 10

TECHNICAL

Truck Brakes Part VI

n last month’s edition we looked at the four way protection valve and how it divided up the air circuits into 4 parts, which are the primary, secondary, auxiliary and park brake. The primary and secondary brake circuit’s are operated by the footbrake valve are commonly known as the dual braking circuits. Dual meaning the footbrake circuit of a truck are split into two, primary, rear and secondary, front.

Basic Dual Air Brake System Most air brake equipped vehicles on the road today are using a dual air brake system. The system has been developed to accommodate a mechanically secured parking brake that can be applied in the event of service brake failure (Spring Brake Cylinder). It also accommodates the need for a modulated or independent braking system should either one of the two systems fail. It is actually two brake systems in one, with a separate reservoir capacity for each circuit resulting in a much safer system. At fi rst glance, the dual system might seem complicated, but if you understand the basic air brake system described so far, and if the dual system is separated into basic functions, it becomes easier to understand. As its name suggests, the dual system is two systems or circuits in one. There are different ways of separating the two parts of the system. On a two-axle vehicle, one circuit operates the rear axle brakes (Primary) and the other circuit operates the front axle brakes (Secondary). If one circuit has a failure, the other circuit is isolated and will continue to operate. From the four-way protection valve the fi rst outlet 21 goes to the primary brake reservoir. The second outlet 22 goes to the secondary brake reservoir. From their respective reservoirs each circuit goes to the dual circuit foot brake valve Fig. 1.

On the supply side of the footbrake valve (figure 1) the top port 11 is from primary reservoir and the bottom port from the secondary reservoir 12. The top outlet 21 goes to the various valves which operate the rear brake (Primary) circuit and the bottom outlet 22 goes to the various valves which the front brake (Secondary) circuit.

Primary Circuit As we move back along the truck from the footbrake valve the next valve we come to is the load sensing valve (LSV) which can be mechanically load sensed for steel suspension trucks by means of a steel connecting rod from the rear axle to the load sensing valve which is mounted on the chassis (Fig 2). On air suspended

premature wear of the brake linings. The air pressure supplied from the LSV goes into port 1 of the quick release valve and out ports 2 to the service port of the brake cylinder. Some manufacturers will write service on the brake cylinder so you know which port to connect to, others use the numbering system and will have 11 marked on the port. If there is more than 1 rear axle then the LSV outlets will have some tee connections to provide air to the extra axle but each axle will need a quick release valve to provide for synchronised application and release. In next month’s issue we will look at the Secondary and Park brake circuits.

Figure 4. Bendix Quick Release Valve

Figure2. Haldex

vehicles the load sensing valve is somewhat more complicated because it receives the air suspension bellows (Bag) pressure which determines what pressure should be applied to the rear brake cylinders (Fig 3).

Figure 3. Wabco

Figure 1. Dual-circuit Foot Valve 58

FLEETTRANSPORT | OCT 10

The foot brake valve sends a signal supply of air to port 4 of the LSV which acts on a piston within the valve, which allows air from the primary brake reservoir connected to port 1 of the LSV to flow through and out ports 2 which go to the rear brake cylinders (chambers). As the air pressure travels to the brake cylinders it may pass through a quick release valve (Fig 4), this valve as its name suggests allows the air pressure applied to the brake cylinder to be released quickly when the brakes are released. The reasons for this are it takes a relatively long time for the air applied to the brake cylinders to travel back and out the exhaust port of the LSV. Th is delay may cause some brake drag or

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

Text: Ailbe Burke

FINANCE

Off Balance Sheet Finance

s we prepare for 2011 transport fi rms in Ireland are looking at survival strategies as being the short to medium term goal. Their collective aim is to weather the current recession and be in a trading position when commercially viable business propositions appear in the future. Some indigenous businesses will come to the fore. Agriculture and IT related exports will be supported, our workforce will become more competitive and key skills will be learned by Irish emigrants in European and Worldwide economies and these skills will be applied when these emigrants return home. Currently the value of assets in transport companies balance sheets are in free-fall. In years of profit very few transport owners questioned their accountant as to what real value was attached to the Balance Sheet, what did it really mean and how were the figures calculated? Was the value of vehicles and trailers at realistic market values? Were you showing a profit or loss on the disposal of these items and is there a better way to fi nance and operate a haulage business rather than have fi nance leases on all equipment? Many successful road transport businesses took the viewpoint that trucks and trailers are items that the business needs to operate but does not want to own after a four or five year payment period. So came the option of an Operating Lease (unit or trailer for a designated period, no maintenance) or Contract Hire (unit or trailer for a designated period along with full maintenance and the option of replacement plant if required). The benefit of this type of equipment rental arrangement is that the liability and asset do not appear on the Balance Sheet. One can clearly see the costs per month instead of a depreciation and interest calculations being part of the monthly accounts and in the case of Contract Hire, all costs excluding tyres and damage repairs can be assessed. The reason distributors can offer very competitive rates for this type of asset rental is that they normally have low cost of capital from the manufacturer and they are building a pool of second-hand vehicles and equipment. In relation to Contract Hire, the distributor has the above two advantages along with the ability to generate business through its workshop and have a detailed service history for future vehicle and equipment sale. The benefit to transport companies that did use Operating Leases or Contract Hire with equipment returning to dealers over the last two years is that they have not suffered the decrease in asset values and subsequent loss on disposals experienced by the majority of carriers. The dealer’s in-house leasing facility provided by their distributors may have greater access to funds than the Irish fi nancial institutions and the fact that they are supporting and increasing the market share of their brand in the region, along with the ability to sell the units on return means that their leasing packages will be more cost effective and fi nance more readily available. Irish operators have a belief that owning the asset after four or five years allows ‘free use’ and while one may have short-term cash-flow benefits, it becomes obvious that reliability, service costs, and fuel economy factors dictate that. If the units are in use on a continuous basis, an Operating Lease or Contract Hire agreement over the most productive and cost effective life span of the unit makes the most fi nancial sense. If you believe that older units are more appropriate due to low usage or the inherent reliability of the vehicle then dealers will agree a fair end of lease residual purchase option.

Text: Donal Dempsey – donal@fleet.ie

Collectables Toy Fair Sunday 5th December 2010 The Clarion Hotel, Liffey Valley, Dublin 22 Open to the public from 10:30am to 3:30pm* www.briancollinsenterprises.ie All enquiries welcome: 087-9827712 *(Admission charge will apply to gain entry to event)

Premium Collectable Models will be in attendance, with their WSI Irish truck models for sale.

Coming in 2011 from Brian Collins Enterprises 1:50 scale Mercedes Benz LWB Sprinter Van Model of Nightline Release date to be confirmed.

FLEETTRANSPORT | NOV 10

TYRES

Continental Tyres extend fleet package with Conti 3600 Fleet Services

ontinental Tyres after-sales service over the years has evolved from Conti Euro Service to Conti Breakdown Service to the Conti Network, (the latter most familiar with Irish & UK customers). Now Conti 3600 Fleet Services is about to be introduced which will offer a number of service elements, including tyre reporting, checking and a breakdown service accessible across Europe. At a press briefi ng in London, Arthur Gregg, Business Director – Commercial Tyres, Continental Tyre Group (pictured) began his presentation by outlining various trends in the operation of today’s commercial vehicle fleet. “Fleet consolidation has emerged with the growth of pan-European fleets and an increase

in cross-border traffic. All operators are under severe cost pressures through taxes, fuel, customs, duties, tolls etc. which cannot be passed onto clients.” He added, “More operators are outsourcing to service providers as a result of these cost pressures and higher demands.” This raises three fundamental questions according to Arthur: 1) How can we simplify our business for our customers in an ever-changing market? 2) How can we make things easy for fleets on a pan-European basis? 3) How can we help fleets to lower their costs? “Conti 360 0 Fleet Services is the solution,” stated Arthur. “The process begins with the purchase and professional fitment of the tyres, which can be bought in the traditional way through the new Conti 360 0 Network or on a fi xed-cost contract and runs right up to a tyre’s scheduled replacement. Within the Conti 360 0 Fleet Services framework Continental tyre fitment experts can provide solutions that are tailored to the specific needs of the customer and revolve around gett ing the best possible economy and optimum transport efficiency for the operator.” Arthur then went through the main aspects of the package such as Conti Fleet Check, which forms part of Conti 360 0 Fleet Services and delivers a detailed summary on the state of commercial vehicle tyres from tread depth, total mileage, tyre pressures and damage and wear profi le. Other services on offer include breakdown service and fleet inspections. Conti Breakdown Service is provided by a new European Tyre Management Centre, with international partner ADAC Truck Service, Europe’s largest mobility service provider. Conti 360 0 customers can explain their needs in their native tongue to a central contact person, regardless of where their vehicle is currently located in Europe. Th roughout the whole period the tyre is used, the operator can have all tyre-related data and condition reports analysed by Conti experts as part of the Fleet Management Report. If required, Conti 360 0 Fleet Services can provide all cost and usage data for the truck tyres as a fleet cost calculation. Then he added that, “at the end of the tyre’s

FLEETTRANSPORT | NOV 10

life, customers can fall back on Continental’s professional casing service called Conti Casing Management, an important step in Continental’s Conti Life Cycle cradle-to-grave package. Th is covers everything from the collection of used tyres; casing inspection; casing acceptance (depending on their condition), re-use of the casing for ContiRe, and then disposal of nonretreadable casings.” “An essential advantage of Conti 360 0 Fleet Services is the standardised range of services across Europe,” Arthur concluded. Before signing off however, he mentioned about Conti’s further investment in this area with the appointment of a locally based Network Manager together with a dedicated dealer and fleet sales team. “We are also investing in 3 new International Key Account Managers in Europe to win new fleet business."

TYRES

More traction, increased mileage and improved safety from Continental Tyres’ winter range

s mentioned in the past Continental Tyres has put together a comprehensive guide outlining the different tyre requirements that Irish truck and bus/coach operators have to adhere to when they run their vehicles in various European countries. Th is Winter Tyre Guide provides operators with current information and legislation as well as the safety benefits of using winter tyres. It is available for download from the Continental website at www.conti-online. co.uk/truck.

for greater strength and an Air-Keep inner liner to maintain the right tyre pressures for longer. The Scandinavia range includes HSW 2, HDW 2 and HTW 2 and comes in several sizes to suit virtually any operation and vehicle.”

For coach operators, safety and comfort of passengers are paramount and the Continental HSW 2 Scandinavia Coach tyre features a high tread volume, wide shoulder ribs for even wear and narrow grooves for maximum grip. The outbalanced number of grooves and lateral sipes mean the HSW 2 Scandinavia Coach tyres can be utilised on all coach axles.

Only winter tyres provide optimal safety in snowy and icy conditions and Continental’s advanced two-phase tread design makes its tyres ideal for use on low traction roads.

On the subject of winter tyres, Continental has continuously invested in further developing its deep-tread tyres for winter conditions. It fi rst developed its winter tyre range in 1937 to provide maximum traction and safety for truck and bus operators transiting through snow and icy conditions. Then in 1955, the premium German tyre manufacturer launched its fi rst M+S (Mud and Snow) tyres for the commercial vehicle sector, creating the foundation for Continental’s market leadership in the field of winter truck tyres. “On typical wintry road surfaces winter tyres provide up to 20% more traction compared with standard tyres. Continental’s extensive ‘Scandinavia’ range offers truck operators maximum safety, comfort and handling while still maintaining the standard tyre’s core values of optimised load capacity, noise reduction and low rolling resistance,” explained Jill Rodgers, Marketing Manager – Commercial, Continental Tyre Group (pictured). She went on to highlight the qualities of the ‘Scandinavia’ range for truck and coach operators, "The second generation Continental Scandinavia tyres for steer, drive and trailer axles are all manufactured to the same high standards and feature a new bead design with steel chord chafer Text: Jarlath Sweeney – editor@fleet.ie

FLEETTRANSPORT | NOV 10 61

OPINION

Capacity for progress at Ireland’s Ports more competitive and provide greater resilience in the supply chain when disruption does inevitably occur, there is a clear need for capacity to be set higher than the current level of demand. Port tonnage may have dropped by 18 per cent between 2008 and 2009, but it would be folly to relax our Port development plans when they are so crucial to our future growth.

ith the largest budget deficit in the EU and a bruising Budget to look forward to, Ireland’s need to make positive plans for future growth is critical. Declan McKeon (pictured), Head of Policy at the new trade body the Freight Transport Association Ireland, explains how a fresh approach to Ireland’s Ports may unlock some much-needed potential and help get the Country back on track. No doubt about it, Ireland is in dire need of some good news right now, but it is doubtful that the Central Bank is going to bear anything other than depressing economic forecasts, at least this year. While it is encouraging to hear the Taoiseach has faith in our economy’s ability to bounce back, in order to “work, grow and export” our way out of crippling debt, as he predicts, we fi rst need to look closely at how we move goods in and out of the Country. And this is where our Ports, probably the weakest link in our supply chain, can deliver so much more.

With the exception of a very small tonnage of airfreight, all international freight movements to and from the island of Ireland are by sea. Most Intercontinental container trade travels on feeder container ships across the Irish sea to deep sea ports in either Great Britain or mainland Europe. Our growth is, therefore, inexplicably linked to our Port infrastructure and as the trend for Port-Centric Logistics develops so too must the Ports themselves. While volumes moving through Irish Ports have dropped since 2007, we must be mindful of the surge in activity that saw the volume of tonnage rise by nearly fi ft y per cent in the preceding decade. Even in these economically bleak times, it is not beyond the realms of possibility to see volumes once again rise and it is no good waiting until exports have risen enough for congestion to become a critical problem; we need our Port sector to be fit for purpose now.

Investment for the long-term The question of who foots the bill for Ports funding is somewhat complicated by the fact that public funding is simply not a viable option at the moment. However, according to Government, neither is full privatisation. Most of Ireland’s Ports are owned outright by the State, and the remainder are at least part-owned. But much of the superstructure and service delivery (e.g. stevedoring and haulage) - is provided by the private sector, and has been for a long time. In the Joint Oireachtas Committee on Transport, the role of the Port companies themselves in securing funding is reinforced, thus encouraging the funding of expansions through profits, borrowings and the disposal of non-core assets. Along with cash-dividends and increasing capital values, another reason why the Government is unlikely to ‘sell the family silver’ to the highest bidder is that Ports represent an opportunity to realise some valuable socio-economic improvements that can benefit the wider community. Selling Ports for short-term gain would not only make it more difficult to enforce a cohesive national strategy for Port infrastructure improvement, owing to the inevitably disparate interests of the private sector, but it would be a massive mistake for a Government looking to reap much greater long-term benefits.

Space to grow The biggest issue facing our Port operators, and the many businesses that rely on these International trading gateways for business, is capacity. Traffic volumes may have been subdued by tough trading conditions, but there can be no doubt that if the economy is to thrive again we need better, more capacious and more efficient Ports. To help make Ireland’s Port operations

62 FLEETTRANSPORT | NOV 10

OPINION Failure to plan, plan to fail Capacity is not just a question of funding, though, it is also about gett ing seemingly reasonable projects past the planners. FTA Ireland’s members have become increasingly frustrated at seeing perfectly robust proposals fall at the last hurdle. We are all painfully aware of the congestion that poor capacity at Dublin Port, (Ireland’s largest accounting for 44 per cent of total volume), has engendered; the fi nancial and environmental costs of traffic congestion in the surrounding areas and delivery delays alone are bad enough, but when you compound that with causing delays to ships out at sea the situation becomes more expensive and far less sustainable. Unsurprisingly, then, the rejection of Dublin Gateway’s massive expansion project was greeted with great dismay by the industry. Similarly, the protracted planning process currently being seen at Bremore (north of Dublin), seems to businesses as myopic as it is unreasonable. Th is is not just an Irish idiosyncrasy, though. The Port planning process is notoriously slow elsewhere – in the UK it took seven years and £45m to get a decision on a previous development plan in Southampton – but ultimately this benefits neither residents nor developers.

Gett ing connected Connectivity is almost as big a buzz word in port planning as capacity. To make our Ports competitive with those in Europe, they must benefit from an holistic, joined-up approach which accounts for interaction between road and rail. Port development plans must allow for better modal connectivity in order to optimise performance and deliver the efficiencies that Ireland is so badly in need of.

For Ports to deliver their true potential they also need to link seamlessly with the road network. After all, road freight is still by far the dominant mode of choice in Ireland. Sadly, however, this is reflected by the bott lenecks of lorries to be found in and around our Ports – these pinchpoints not only impose a strain on the supply chain but on the local community too, with carbon emissions and noise pollution the inevitable corollary of congestion. Thus, access routes to Ports need to be factored into port planning to ensure local infrastructure can support the growth when it does return. Likewise, the quality and the condition of many of these approach roads must be addressed for greater long-term gains. Of course, the congestion issue doesn’t just stop at access routes to the Ports, but continues into the cities. To this end, future road infrastructure planning should also consider the impact on nearby urban areas; because of the growing importance of Ro/Ro and Lo/Lo in Dublin Port, congestion is an issue in the Greater Dublin Area.

is in the private sector’s interests to step up too, not only are Ports a driver for overall economic growth, but they have a proven track record in delivering good returns for investors. Just look at the £1.5bn being invested in the London Gateway project.

Conclusion

The landscape in which Ireland’s Ports exist is going to change whether we like it or not. It is surely in Ireland’s best interest to manage this change, so that the Country can extract the longterm benefits that these gateways to international trade promise to deliver.

The pace of the decline felt by Ireland’s Ports and shipping lines has eased in recent years. It won’t be long before the only way is up for the Country’s economy, its workers and its businesses. However, the long lead times associated with Port investments will require some winning of hearts and minds if the Government is to win over the public, especially in the current economic climate. Investing in Port-Centric Logistics will yield convincing benefits in the medium to long-term – and this is a fight worth winning. It

Regardless of Ireland’s economic status, the inexorable growth of the global supply chain is a fact and it means that the way in which our Ports look and feel will also have to change to keep pace. Indeed, they already badly need to play catch up with the rest of Europe and this disparity is only going to widen: Larger feeder vessels may require deep water facilities, which will in turn encourage direct trade from far flung Asian countries; the growth in containerised trade and the need to improve environmental/ economic efficiency will mean rail freight’s stock will grow; smaller Ports may struggle to provide a competitive level of service, and they will look to integration as a means to fi nd those all important economies of scale.

While rail freight plays a comparatively small part in Ireland’s freight services, the growing popularity of containerised goods, and the myriad environmental and efficiency benefits that rail freight offers, means that its star is set to rise. There is a general feeling that there are opportunities to increase the use of rail for freight on the Island but for this to happen, rail and Port planning issues should consider each others’ requirements. Among FTA Ireland’s members, the compulsion to make better use of rail freight is strong and this illustrates the broad support for rail freight from industry. Clearly, the use of rail should be encouraged and future investments in Ports need to include a rail freight strategy to optimise their performance and provide for their own longevity.

FLEETTRANSPORT | NOV 10 63

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REPORT 11

NITL Logistics Ireland Conference, Dublin Reynolds calls for clearance to introduce LHV’s to Irish Motorways at logistics Ireland Conference

he National Institute for Transport and Logistics Annual Conference took place at the Crowne Plaza Hotel close to Dublin Airport on 19 October. Speakers at the event included Maurice Mullen, Assistant Secretary at the Department of Transport who opened the Conference on behalf of Minister Noel Dempsey, through leading Supply Chain consultants, Academics and real world operators in Supply Chains. This latter group included Paul Condon of Genzyme’s Waterford facility and Joe Reynolds, Chairman of Reynolds Logistics. Maurice Mullen delivering opening address

Joe Reynolds told of taking over the Company from its modest state some 30 years ago to its current status as a European leader in the field of fuel distribution, a business in which Reynolds logistics has, in recent years, won many awards including a number from within the petroleum and oil industries. In the course of his presentation Joe focussed on Ireland’s Motorway network which is nearing completion and which has linked Dublin with most main population centres. He made the case that the network is not finished until major Ports such as Ringaskiddy in Cork Harbour and Foynes in the Shannon estuary have motorway access and in the case of Foynes, freight railway access. Currently Dublin, Waterford and Belfast have direct access to the motorway systems. In the case of the Foynes to Limerick Freight Rail link, Reynolds stated that he was willing to become a partner in such a venture. He felt that the County Limerick Port had the deep water and land bank necessary to make it a serious fuel import Port.

In his address Professor John Mangan spoke about the need for Irish Agencies and business to do better in organising their Supply Chain for exports which are the real lifeblood of the economy. He pointed out that, while Ireland lies 11th in the World Bank’s Logistics Performance Index, measures that include the performance of Customs, Timeliness of deliveries and Infrastructure it has slipped back in recent years and performs well below (L-R), Joe Reynolds, Edward Sweeney of NITL, Ingrid Miley, countries such as Germany, Sweden, Holland RTE and Maurice Mullen, etc. A broadly similar World Economic Forum index shows Ireland’s performance slipping more dramatically. Mangan discussed the concentration of World shipping into larger and larger vessels, where vessels are currently under construction that will have a capacity of up to 18,000 x 20ft containers. These cannot come anywhere near Irish Ports and the cost and complexity of feeding cargo to and from such vessels is likely to increase. He also pointed out that Irish Manufacturing Industry is, since the closure of the Dell plant in Limerick, facing an ongoing shortage of freight containers for Joe Reynolds during his presentation exports to countries outside Europe.

He then spoke about a major lubricant distribution project which his company secured based on a single production source in NorthWest England but from where lubricants were distributed to outlets in towns and cities throughout England. The significant point here was that, through the implementation of a fully professional management system making full use of IT and other technology to plan loads, routes, etc. Reynolds has been able to halve the size of the fleet needed to deliver the service level and to drive down the unit delivery cost per package to some 54% of that which applied when Reynolds took over the work. This discussion led him on to focus on ‘Utilisation’ which he applied to vehicles and which he felt the nation should apply to Prof. John Mangan during his lunchtime presentation infrastructure. He was critical of the NRA’s approach to tolling on motorways which did not and trailer combinations which could extend incentivise off-peak and night time use of main to 25.5 metres long and, with eight axles, have a trunk routes. He felt that more could be done to gross weight of 60 tonnes. He pointed out that reward good distribution practice through rebates such combinations have been used in Sweden on fuel, tolls and licence fees. and elsewhere in the Nordic Region for over 30 years while the Dutch Transport industry Reynolds’ ‘Big idea’ was that the State should allow now has extensive experience of such equipment longer and heavier vehicles (LHV’s) to operate on on the congested motorways linking Ports and the motorways. These would be modular truck Distribution Centres in North-West Europe. Text: Howard Knott – howard@fleet.ie

In making the case for the introduction of such combinations to Irish motorways, Reynolds accepted the need to apply special standards of training and operation for drivers and vehicles. He sketched a model in which the only new equipment would be the twin-axle dolly put underneath the nose of the trailer and coupling exactly as would a normal tractor unit and the combination pulled behind a rigid vehicle. At the end of the motorway run the trailer is uncoupled, and then delivered as a normal trailer. An example of the savings would be that Reynolds currently delivers 60% of the aviation fuel running from Dublin Port to Dublin Airport and, if such LHV units were used for this traffic Reynolds would save 4,000 trips annually.

Mangan discussed the problems experienced using the UK Land-Bridge and also the immanent imposition by the International Maritime Organisation (IMO) of strict exhaust emission restrictions for vessels in European waters and the fact that these will impose substantial extra costs on Irish Exporters and Importers. In the course of his opening remarks Maurice Mullen spoke about the restructuring that has been done at the Department of Transport that has seen the establishment of a Freight and Logistics Division within the Department. He welcomed the arrival of the Freight Transport Association (FTA) here seeing it as complementary to the work being done by the IRHA and expressed the Department’s interest, as evidenced by the manner in which their Review Paper for the 2011 – 2016 Ports policy, in an integrated policy for all freight transport modes, Road, Rail, Air and Sea. FLEETTRANSPORT | NOV 10

SOAPBOX

The Four Metre Height Limit

f all the EU Member States, Ireland is the most dependent on trucks. The twenty percent of trucks operated by hauliers that Ireland is most dependent on carry out seventy percent of the nations work. Should we be more protective of them? Yes, we should, as they are the means by which our goods flow to and from the rest of the world. The European Commission has commenced discussions on a European Height Limit for trucks and trailers of 4 metres, a height obviously chosen by the precondition of what already exists in Germany and France. If either of these countries had a 5 metre limit then that would be the limit proposed. Th is is simply the latest in a long raft of legislation both EU and homegrown that will impose costs on Ireland and there is worse to come from what I am reading when Euro 6 emission controls comes to pass in 2013. Already we have had our own national height limit reduced (with over height equipment) to be washed out by 2013, plus a Working Time Directive when we already have Tachograph Legislation, Cabotage Regulations, tolls with more to come. The EU has embarked on a deliberate policy of penalising trucks off Europe’s roads and onto ‘Highways of the Sea’ despite seaborne trade being the most polluting and trucks the least. The EC has failed totally to grasp Europe’s national Railway Systems by the neck and make them serve the Continent rather than their own self service. The list of imposed costs is endless on this nations trading ability. However, the Four Metre Height Limit is one that now has to be opposed from the beginning before it gets traction. There are many benefits to being in the European Community, however, our continuously rolling over to centrist driven European policy on road transport has got to be stopped. We are a small island nation off another island off Europe, this has so often been stated that the

public mind is ennured to what is a fact, a public that can now jump on a plane at the weekend and more readily have a weekend in Krakov than Kerry, both they and the body politic overlook the fact that every cent in our pockets is derived from our ability to trade into and out of Ireland and that this ability relies on our transport links and more especially our trucks. Ireland exports 90% of all goods we produce and yet apart from hauliers no one seems to notice one of the costs above nor give them any particular attention. I will guarantee that if the 4 metre height limit is introduced they will perk up. Th is might be quite acceptable for Germany and France at the heart of Europe with their road and rail connections, however, it is totally at odds with the needs of a small nation totally dependent on road and seaborne transport.

Why is it that we as a nation fail to oppose any and all legislation governing our industry coming from Europe and at National level fail to succeed in our opposition to National regulations such as height limits and tolls? The answer I believe lies in the following. There are approximately 18,000 trucks licensed to haul for Hire and Reward in Ireland and according to CSO figures they transport 70% of the total freight movements carried out by the national fleet of 120,000 goods vehicles over 3.5 tonne gross. This is an incredibly small number of vehicles when one considers the

value of Irelands imports and exports on which our economy is so dependent. The IRHA is the representative body for this sector which consists of approximately 5,000 business’s with an average of two trucks each of which 27% are members of the IRHA. I know from personal experience how difficult the IRHA fi nds resourcing the campaigns it is expected to run and how difficult it fi nds gett ing the essential media support to oppose or support any issue. The public, rightly or wrongly, regard IRHA members trucks as at best - undesirable and public representatives play emotively to the public’s worst fears. The majority of the media see us as simply ‘Moaning Minny Commentators’ on the latest increase on the price of fuel or a new toll when we are in fact the blood pumping through the nations arteries, like the now silent cranes on our horizon, our passing will be very much regretted if we fall silent. There needs to be a broader lobby of interests than the IRHA to protect the haulage industry especially against this change. Intertrade Ireland spoke out against changes in the national height limit of trucks but failed to make a difference. The IRHA needs to spell out just what Europe is looking at in clear simple terms because as is so often the case, something that effects the road haulier gets litt le or no notice other than by the transport operator. The cost of a 4 metre height limit on our exports could be as great as a change in our Cor poration Tax rates! The IR HA need to communicate that message clearly to Government, IFA, IBEC, IEA, IIFA, Intertrade Ireland, the Chambers of Commerce and our MEPs. The British Department for Transport, the RHA and FTA have come out against it, we need our Government to adopt a similar position now rather than later or Ireland will pay dearly for the failure to act.

FLEETTRANSPORT | NOV 10

Text: Jerry Kiersey – jerry@fleet.ie

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