Fleet Transport October 2013 by Orla Sweeney

IRELAND'S LEADING COMMERCIAL VEHICLE MAGAZINE Inside!

COMTRANS 2013

Full of Eastern Promise

Hyundai Xcient a Big Attraction! Volvo FH Series lifts International Truck of the Year 2014 Award at Moscow Show

OCTOBER 13

€4.50 inc.V.A.T.

STG £3.75

Driven to Perfection

Another new Hino 700 Series 3241 8x4

for Dowling Quarries, Laois - 多tted with Stetter Mixer.

J Harris Assemblers Naas Rd, Dublin. Tel: 01 4194500 Fax: 01 4602284 www.hino.ie

Contents October 13

Fleet Transport Magazine, D’Alton Street, Claremorris, Co. Mayo, Ireland. Tel: +353 (0)94 9372819/ 9372826 Fax: +353 (0)94 9373571 Email: enquiries@fleet.ie Subscription Hotline: 094 93 72827 Editor: Jarlath Sweeney Contributors: Sean Murtagh, Paul White, Jonathan Lawton, Donal Dempsey, Howard Knott, Jerry Kiersey, Rob Van Dieten, HSA, Deirdre Gavin, Joe O'Brien, Ailbe Burke Photography: Jarlath Sweeney, Paul White, Rob Van Dieten, Howard Knott, Gerry Murphy, Katarzyana Biskupska, Joe O'Brien, Anders Karlsson Administration: Orla Sweeney, Denise Owens, Paula Mullarkey Advertising: Mary Morrissey, Orla Sweeney Design: Eamonn Wynne Printed in Ireland

4 News • UK HGV Road Users Levy rolls on • New Merc Vito for Annalise • Fuel laundering plants found • French Eurotaxe postponed • Volvo FH takes ITOY 2014 • New Krone for Caffreys • Hyundai Xcient excites! • Solutrans 2013 is getting prepared • Avia Trucks pack-up in Prague. 8 Interview With Dr. Chan, CILT President. 10 First Drive In the new Renault Trucks Range T 12 New Fleet Recent deliveries to new customers 16 Launch Pad • New Volvo FM • SDC, Langans & Hireco • Safety Circle

34 Fuel Price Update / Safety Matters @ the Pumps and Driving for Work Seminars 36 Materials Handling Forklift fleet monitoring 38 Safety Load Safety – A workplace and road safety issue 40 Emissions Euro 6 according to MAN 42 Finance The pros of Pallet Network 44 Report TCS&D Show in Peterborough 46 Comment New National Ports Policy 48 Legal Comment on the new CVR Legislation

18 Tyres Goodyear launches new range

49 Feature Northgate moves with the times!

22 Compliance New CVR Reform from the RSA 24 Motorsport EU Truck Racing Series takes off again

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

www.fleet.ie | 3

27 Review All the news and pictures from ComTrans 13, Moscow 32 Fleeting Shots Pin Pics from DHL, Vroom-Town and Nissan

50 Opinion Q&A on the Drivers CPC 52 Bus & Coach Fleet Bus & Coach Awards 2014 53 Technical Euro 6 & Technology today 54 Soapbox Views from the grassroots of haulage

33 Shipping & Freight Latest from the Ports & Ferries

P22 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 Fleet Transport represents Ireland on the Trailer Innovation 2013 and the European Transport Company of the Year 2013 adjudication panels.

P27

Transport Barometer: Data from 18-08-2013 - 14-09-2013

P32

TimoCom invests in Education and R&D As IT service provider and European market-leader among the freight and vehicle exchanges TimoCom encourages interdisciplinary exchange and promotes projects where they are needed, i.e. at schools, universities and other educational institutions all across Europe.

Within the framework of a regional partnership with the Vocational College Hilden, TimoCom regularly offers workshops for apprentices in the field of computer science. In addition, the freight exchange provider is all for job application coachings at open days on campuses or apprentice speed dating - also in other fields than IT. From TimoCom’s perspective, educating juniors not only starts within the company. So much commitment inspires the lecturers as well because they also benefit from the further education courses.

www.fleet.ie

4 | NEWS 1

Contractor appointed for UK HGV Road User Levy

Annalise on road with Mercedes-Benz Sprinter

he UK Department for Transport has contacted Northgate Information Solutions Ltd to design, build, fi nance, operate and maintain the Foreign Operator Payment System for the UK HGV Road User Levy.

Planned for introduction next April, the HGV Levy will apply to all HGVs at or above 12 tonne using UK roads. There are seven Levy bands, with the rate paid reflecting vehicle weight and axle configuration. For a 40 tonne 5-axle tractor-unit/trailer artic, operators will pay £10 per day or £1,000 per year. The Foreign Operator Payment System will enable operators and drivers of non-UK HGVs to purchase a Levy in advance of entering the UK through a variety of sales channels including online, telephone and at point of sale terminals. The extent and location of point of sale facilities for foreign HGV drivers will be determined by Northgate over the coming months. The system will also provide a database for use by Enforcement Authorities enabling them to identify at Roadside stops who has paid the Levy.

rish sailing sensation Annalise Murphy is off on the next stage of her journey to the 2016 Olympic Games in Rio de Janeiro travelling in a Vito Mixto Crew Van supplied to her under a sponsorship arrangement by Mercedes-Benz Commercial Vehicles in Ireland. Fresh from her recent success in taking gold in the 2013 Laser Radial European Championship held in the waters off Dun Laoghaire, the 23-yearold Olympian ret u r ned to her National Yacht Club to accept the keys of her new Vito f rom Ferg us Conheady, Sales Manager for Mercedes-Benz commercial vehicles.

More illegal fuel laundering plants found in Border region

“I

t is far time to stop adding the dye to distinguish agricultural diesel from road diesel,” commented a transport industry organisation leader following the dismantling of three illegal diesel laundering factories on both sides of the Border recently. In early September a fuel factory, capable of laundering and packing an estimated 24 million litres of diesel per year was discovered in County Down by the UK Revenue & Customs. While in County Monaghan, the two operations ceased were capable of ‘washing’ 6 million litres of fuel, costing the Exchequer €3 million per year.

shows a total disregard for the safety of other motorists and the general public,” stated Derek Dubery, Senior Investigation Officer for HM Revenue & Customs highlighting the dangers involved.

“Fuel tankers are designed to move fuel safely, but we suspect this operation involved the transport of significant amounts of fuel in plastic barrels and in a 20,000 litre tank strapped into a 40ft lorry. Th is is reckless and

“Anyone tempted to buy illicit fuel needs to consider where their money is going. Buying it is fi nancing and encouraging this criminality within our communities. If the price seems too good to be true, that’s exactly what it is. Illegal diesel laundering typically generates tonnes of toxic waste, which as taxpayers and ratepayers, we are all paying to clean up and dispose of. At this site 24 tonnes of toxic waste had to be recovered,” he concluded.

French Ecotaxe: Start date postponed

he start of the French National Roads Levy Ecotaxe has been postponed from 1st October 2013 to 1st January 2014. According to our French contact, “this is due to a lack of preparation time, as only 20,000 from the 800,000 expected trucks are equipped with the small device which enables to do the transactions. There seems to be difficulties to do the administrative registration needed to equip the trucks. Therefore, this system has been delayed to ensure that the start will be well managed, or at least with a minimum of problems/difficulties.” Although the introduction has been postponed, DKV Euro Service advises transport companies to register in good time to avoid delays and fi nes. According to current information, anyone without a valid OBU – On Board Unit, on a road to which the Ecotaxe applies could be liable to a fi ne of €750. On-the-spot registration is of course possible, but this requires the submission FLEETTRANSPORT | OCTOBER 13

all post-pay boxes. DKV offers its customers a means of simple on-line registration in just four steps: company data, vehicles, additional options and summary. At the same time, the user also receives a list of all the documents that must be submitted in order to complete the registration without undue delay.

of numerous documents. Post-pay On Board Unit from certified Ecotaxe partners Companies registering in advance receive a post-pay box. In addition, the French Authorities also give a fl at-rate discount of 10 per cent on

Pre-pay On Board Unit from toll operator Ecomouv For on-the-spot registration, in particular throughout France and at its borders with the adjacent countries, England, Belgium, Germany, Switzerland, Italy and Spain, Ecomouv provides points of sale (POS), at which the DKV Card is also accepted. However, to obtain a pre-pay On Board Unit here, the driver needs to have the required registration documents. Further information about DKV Euro Service’s online registration and a list of Ecomouv’s points of sale can be found at www.dkv-ecotaxe.com

NEWS II | 5

New Volvo FH collects biggest prize at ComTrans with ITOY Award 2014

roundbreakingwould be an appropriate word to describe the list of ‘fi rsts’ evident at the ComTrans Commercial Vehicle Show in Moscow as the New Volvo FH Series was crowned International Truck of the Year 2014. It was the first ‘premium’ title for the Swedish brand’s new flagship and the inaugural occasion that the most coveted prize in the truck industry was presented in Russia.

offers smooth and predictive gear-changing based on the route the truck is driving on. The FH’s ride-and-handling characteristics are further enhanced by increased cab rollstability, improved steering, and the option of Independent Front Suspensions (IFS). Finally, thanks to the Telematics Gateway communication unit, the FH series truck can be remotely monitored by Volvo workshops in order to minimize maintenance and repair costs, a key factor in today’s tough business environment that requires lower Total Cost of Ownership (TCO).

R ecord i ng t he closest competition for years, the totally new from the ground up, FH Series secured 116 votes from the 25 members of the International Truck of the Year jury fighting off a strong challenge posed by DAF Trucks’ XF, which collected 105 votes in second place. Mercedes-Benz’s Arocs range of construction vehicles fi nished in third place, while the Scania Streamline and MAN’s Euro 6 range were fourth and fi ft h respectively.

Summing up the jury vote, Mr. Griffini concluded: “Volvo Trucks has delivered a completely new heavy-duty truck which, with its innovative cab, hi-tech driveline components and advanced maintenance solutions set a new benchmark in the automotive industry.” It was the third occasion that Volvo Trucks has won this prize in the Awards’ 36 year history.

“Volvo Trucks’ new FH is a hi-tech long-haul truck that sets a new standard in the automotive industry. Its all-new cab has a stylish Nordicdesign interior characterised by smooth contours and soft colours, creating a quiet and comfortable workplace for long-distance truck drivers. Its main instrument cluster – with digital and essential dials in the centre of the dashboard – proved to be both effective and extremely user-friendly. Thanks to upright A-pillars and innovative rear-view mirrors with revised, less-obtrusive mirror-housings, the FH cab also offers improved all-round-driven vision,” stated Gianenrico Griffi ni, Chairman of the International Truck of the Year jury at the presentation of the award to Claes Nilsson, President of Volvo Trucks (center picture) at the Crocus Expo Centre

About the International Truck of the Year The International Truck of the Year (ITOY) is an international organisation, founded in 1977 by British journalist Pat Kennett. The 25 members of the jury represent 25 leading commercial vehicle magazines in Europe with a combined readership of more than 700,000 transport operators. The main task of the jury is to present each year the International Truck of the Year award to the truck that makes the greatest contribution to the development of transport of goods by road. In reaching this decision, the jury considers the technical, economical (TCO) and practical qualities of the candidate vehicles as well as the safety and environmental aspects.

Equally impressive is the performance of the Volvo driveline. The jury praised the combination of the New FH’s I-Shift automated transmission along with the Volvo’s ‘I-See’ terrain-mapping soft ware package which reduces fuel consumption, and

Jarlath Sweeney, Group Editor Fleet Transport, who represents Ireland on this jury, is pictured congratulating Claes Nilsson, President of Volvo Trucks.

Caffrey International selects Krone for European Operations

aff rey International, with over 40 years operating experience in the European Transport industry, has added a number of new Krone Cool Liners to their extensive temperature controlled f leet. The Oldcastle, County Meath company chose Krone because of the trailers’ versatility and their ability to securely carry multi-temp goods including frozen and pharma’ products to every

Th is, coupled with the Cool Liner’s strength, which will come into its own during busy Ferry schedules, convinced Caff rey that Krone was the best suited supplier for its business.

European country on a weekly basis.

* See Krone Trailers at the Fleet Transport Awards 2014 Outdoor Exhibition Arena at the Citywest Hotel, Dublin on Thursday 10 October from 3pm. www.fleet.ie

6 | NEWS 111

Hyundai Xcient draws the crowds lthough only destined for South American, Russian and Asian markets, the new Xcient heavy duty truck from Hyundai drew huge interest from European visitors to ComTrans, the Russian Commercial Vehicle Show in Moscow last month.

of 520hp and 2550 Nm.

The name ‘Xcient’ was made combining XC, the biggest unit measuring data, and the word ‘efficient,’ conveying the truck’s power and efficiency according to Hanyoung Choi, Hyundai Motor’s Vice Chairman. “We believe that this new vehicle will help us achieve our goal of becoming a major player in the commercial vehicle market,” he said.

In all, 1,046 litres of storage room is provided. Xcient will be offered in rigid, tractor-unit and construction chassis in LHD only. Pity!

Compared to the outgoing Trago (from 2006) the Xcient’s cab height is increased by 30mm to 1,895mm with the bunk stretching to 800 mm (from 650mm).

The Xcient, which took three years and 200 billion yen to develop, comes with either a 10 litre H-engine with 420hp and 2000 Nm of torque while the Powertech engine has an output

Solutrans 2013 to represent entire transport industry

urExpo in Lyon will be like a transport hub as Solutrans 2013 hosts a major event for the European commercial vehicle industry supported by conferences, networking and awards. Held under the patronage of the Minister for Industrial Renewal, the event coincides with ‘World Road Haulage and Urban Transport Week’. Among the Conferences organised included the

at the heart of the debates. A special tribute will be made to Paul Berliet, the founder of the iconic French truck brand alongside the presentation of a number of innovation awards.

Truck & Bus World Forum: The challenges of Urban Transport with the French Federation of Vehicle Body Builders discussing “Which Trucks for Which Jobs?” At the Khub, security will be

Members of the International Truck of the Year jury will avail of the opportunity to exclusively test drive a number of the latest alternatively powered trucks such as hybrids, natural gas, electric etc., from all the leading brands.

Avia Trucks cease production in Europe

ne noticeable absentee at the recent ComTrans Show in Moscow was Avia Trucks which always considered Russia as an important market for the Czech Republic based manufacturer. W hy? Well, Avia’s Indian multinational Ashok Leyland has pulled the plug on the popular D-Line range of 7.5 to 12 tonne chassis/cab truck, produced at its Letñany plant in Prague. An official statement from the company announced the ceasing of truck production as of 31 July 2013, “Due to the current global economic slowdown. However, Avia and Ashok Leyland will continue to provide aftermarket support for warranty and spare parts to all its customers. Future products would be made available from other manufacturing sites of

FLEETTRANSPORT | OCTOBER 13

Ashok Leyland as and when the economic situation improves.” Th is decision comes on the back of its fi rst

appearance at that 2012 IA A Commercial Vehicles Show in Hanover and a record year in sales last year, together with prototype testing of a new version with a partner in China. Popular in Ireland over the years, the D-Line used a proven driveline from Cummins (engine) and ZF (transmission) with the cab designed in the UK. With a new importer said to take on the franchise following the demise of Avia Trucks Ireland (Tullamore) which closed in June, it is likely that Ashok Leyland will supply the chassis/cabs in kit form for Irish and UK markets from one of its factories in India. Th at arrangement will also suit Newcastle based Smith Electric Vehicles which uses the 12 tonne Avia D120 as its platform to produce its Newton all-electric truck.

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8 | INTERVIEW

One-to-One with Dr. Dorothy Chan, International President of the Chartered Institute of Logistics and Transport with Deirdre Gavin

Women in Transport

s part of a two-day Conference by the Chartered Institute of Logistics and Transport (CILT), over 30 women from the transport and logistics sector met in Dublin today to discuss ways of enhancing the role of women in an industry where they are under-represented.

Dr. Dorothy Chan is the International President of the Chartered Institute of Logistics and Transport and the first female to fill this role. She is a leading transport expert, having served as Deputy Commissioner of the Transport Department of Hong Kong where she is credited with helping develop a world class public transport system catering for 11 million trips daily. Deirdre Gavin spoke with Dr. Chan on her recent visit to Dublin for a CILT Conference. DG: Dorothy, your official title is International President of the Chartered Institute of Logistics and Transport could you begin by telling us about your role? DC: Well, as the President of the CILT I look after a global organisation of 31 countries with over 30,000 members worldwide. Our mission is to be recognised as the fi rst choice professional development Institute for people in the supply chain, logistics and transport sectors. We were founded in 1919 and have a long history keeping ourselves relevant and up to date through continuous development and also by focusing on growth areas such as young people and women in logistics and transport.

DG: You say one of the focuses has been on women in logistics and transport? How has the Institute developed this? DC: Women in Logistics and Transport, is actually a chapter in the Institute itself which was established last year called WiLaT. We found that women trying to developing a career in this industry need more support than their male counterparts, not because they are not capable but because of commitments like family. Females in these roles may face hurdles but none that we cannot overcome together, there are so many women leaders with families for instance that have achieved so much. Primarily we will be doing training and mentoring, teaching them through continuous professional development. DG: How did you get into this role and the industry? DC: Actually it was like many things not deliberate, I graduated from University in 1972 and at that time there were no programmes in transport or supply chain programmes at all. I was recruited as a civil servant and they posted me to the transport department. At that time you couldn’t find any degree programme in transport whatsoever so what I did was I studied transport programmes offered by the Institute. DG: What have you found the most challenging aspects of your current role and have they been gender related? DC: Challenges I have met have been job related but never related to gender. Although I work with many male counterparts that does not present any problems, it is the amount of time and commitment the job requires to do a good job that are what is challenging not being female. DG: Where do women in your opinion fit in this industry? DC: You would be surprised in fact where woman fit in this industry. Recently in Hong Kong we conducted a survey, which revealed that 40% of senior positions in the logistic field are occupied by women so they do fit in well in the transport side of things. I believe these figures are low however only because women may not realise that it is a profession which is so readily adaptable that they can work in. For instance in the supply chain, work is involved a lot with customers and women have the qualities best suited to this line of work and sometimes the patience to get around difficult problems. DG: I believe one of the issues being discussed at today’s Round Table was how to increase female involvement in transport, what conclusions were drawn? DC: I was so delighted to meet so many women who are leaders in Ireland, they came from many transport professions from the port to air, all aspects of Irish transport and they just need the

FLEETTRANSPORT | OCTOBER 13

Pictured at the event were Janet Kavanagh of Lily O’Briens Chocolates, Dr. Dorothy Chan (CILT International President), and Elsie Morgan of CILT.

opportunity to come together. One conclusion that came from the discussion was that we have so many females in senior positions but we never realise our potential and influence until today when we have the opportunity to come together and I think it has been worth me flying seventeen hours to be here and join these women together. DG: Recent years have seen growing interest in women’s groups in logistics and transport in CILT with many women’s groups established globally is there a prospect of the development of an Irish group? DC: I definitely think there is, the CILT Chairman Finbar Cleary is very supportive of women in the industry. Today I awarded a fellowship to Vivienne Jupp of C.I.E and I believe she will be very influential in spearheading the development of an Irish group. I also had the pleasure during this discussion of meeting so many influential Irish women in top roles in Aer Arann, Aer Lingus and Iarnród Éireann. Collectively they are a very interesting group of women.

A TRUCK IS A PROFIT CENTRE DISTRIBUTION

RANGE D

renault-trucks.ie

10 | FIRST DRIVE

New Renault Trucks flagship is a Range Topper!

riving along the Northern coastline of France where remnants of the Allies Defence from World War II and D-Day still remain prominent on the shoreline was a new experience. Another first for the memory bank was the first drive of the all new Range T Long Haul tractor-unit from Renault Trucks. In fact, we were some of the first group of journalists to taste and feel the revolutionary new flagship from the Volvo Group-owned French brand. After the inaugural drive, a visit was paid to the Renault Trucks plant at Blainville. Taking 7 years to develop, the big question that had to be asked after all the lavish launch fanfare had died down – Does the new Range T drive as good as it looks? Parent company AB Volvo firmly nailed its colours to the Renault Trucks mast in allocating €2 billion to develop a whole new range of trucks catering for all sectors and applications. Following 5 million hours of bench tests and 10 million kilometres of road tests and field trials (with 50 top customers)

FLEETTRANSPORT | OCTOBER 13

the new Range T is ready for the marketplace, which has got even more competitive in the past year mainly due to the advent of Euro 6 technology. Thierry Hours, New Range Programme VicePresident mentioned the three key objectives that the Range T had to achieve:- Robustness, Efficiency & Comfort. Mr. Hours explained that a truck is primarily a business tool, made to make profit for its operator. Therefore its build quality has to be at premium levels and last well into its second life of ownership. “Its development included choosing high quality components, and further developing them for the new truck. Fit and finish was worked on in great detail also,” he added. That includes all seals, connections, etc. “Efficiency,” he added “in our business world is about aerodynamics and fuel economy. The new Range T is 12% more aerodynamic compared to the outgoing Premium Long Distance.” Reliability comes from the Euro 6 driveline to where 50% of the parts used are taken from the Euro 5 block with revised injection electronics and after-treatment system. Positive signals to date in relation to fuel economy is that test trials have

proven the new driveline to be better than the 5% earmarked by the manufacturer. Florian Perrot, Sales & Marketing Manager Long Haul, stated that the new Range T “is the perfect profit tool for the transport manager, based on the estimated fuel consumption figures.” He also said that there would be 30-40% more sales and service centres around Europe following a network collaboration deal with its Volvo Group partners Volvo Trucks. Much attention was spent on getting the ergonomics right for the driver. In separating the working arena and the rest or living area for the driver, making the time on board as stress free as possible was the ultimate aim. The driver’s position is clearly defined with multi-adjustable steering column and specially designed ‘Recaro’ seat (manufactured close to Renault's Blainville plant). Automatic air conditioning with numerous airflow points keeps the driver fresh while the dash board display in digital form covers the main aspects of the vehicle performance. The separate 7” screen in the curved centre console features Sat Nav, communication

FIRST DRIVE | 11 facilities and entertainment details. The steering wheel itself is a perfect size too! Other features include a swivel passenger seat, extended bunk (to 80cm) and a choice of two fridge sizes. The time allocated to us to take in all that this new truck contains was a little too short, even though we had a brief introduction of where everything was from the driver’s seat before setting off. The route from Blainville to the Northern shoreline was a real challenge as it meant passing through narrow roads with numerous traffic islands on approaching and exiting small towns and villages. Still, it did give us a chance to get a good feel from the positive and perfectly balanced steering grip up from the wheels and also the manoeuvrability of the new Range topper. The Sleeper Cab option was the first driven, powered by the 520hp DTI 13 Euro 6 engine and 12-speed Opticruise autobox derived from Volvo Group’s I-Shift transmission. With its engine tunnel of 200mm, it did not protrude too much in the cab. This 4x2 tractor with box semi-trailer loaded to 40 tonnes was fitted with a Voith Hydraulic Retarder, which was used often and to great effect. With everything so new around the cabin, it did not take long however to discover the switchgear on the stalks or on the steering wheel as we travelled along. The Adaptive Cruise Control kept us a safe distance from the traffic building up ahead, and these speed and overrun settings once logged in, can be stored in your Driver’s Card for ‘resuming’ when in the truck again. Power from the 520hp engine proved more than adequate on this tricky terrain and once we arrived at Arromanches, the switchover to the High Roof Cab (with the flat floor like the Magnum) occurred. Alas, this version will not be available in RHD..... as yet! Again the 520hp DTI was the power option provided for our journey on a less restricted route back to Blainville. The OptiRoll or EcoRoll (where the drivetrain almost goes into neutral to save fuel on descents) came into being more often. Just like the older Magnums, the high cab did wallow a bit. One note of criticism though is that due to the closeness of the mirror frame on the near side, there is a blind spot, something Volvo has addressed correctly in the new FH Series. After parking up, a presentation of the various aftermarket packages available on the new Renault Trucks including Optifleet, its fleet management tool that covers telematics to include communication to the driver from the back office, vehicle performance and satellite navigation took place. Also part of the package is fuel efficiency training which can be done through one-to-one assessment with the driver using the telematics system. A module to train Driver Trainers namely Optifuel Driver, is part of this programme too. A six item EcoFuel package will be provided free to customers who order before 31 December. From what we have witnessed so far, the new Range T does perform as good as it looks. The next appraisal will come when the RHD version arrives on our shores this month. More anon.

BLAINVILLE: THE FRA MEWORK FOR THE NEW RA NGE T

Renault Trucks Range T in brief: Powertrain Engines:

Euro 6 DTI 11 6-cylinder from 380hp – 460hp Euro 6 DTI 13 6-cylinder from 440hp – 520hp

Transmission:

OptiDriver 12-speed automatic Volvo B14 14-speed manual High sleeper/flatfloor/deep Cab, high roof, 2 bunks, 4 steps Sleeper (20cm tunnel) Deep Cab, high roof, lower bunk, 3 steps Night & Day: Deep cab, standard Roof, lower bunk, 3 steps Day: short, standard roof, 3 steps Exhaust brake: DTI 11:- 203 kW DTI 13:- 277 kW Optibrake: DTI 11:- 303 kW Optibrake +: DTI 13:- 414 kW Voith Hydraulic: DTI 11/13:- 450 kW Single Reduction Ratios:- 2.64 to 3.70 Double Reduction Ratios:- 3.46 to 5.41

Cab types:

Retarders:

Drive Axles

Long Haul Days – Renault Trucks Range T: Spec Check Make/Model:

Renault Trucks T520 High Sleeper Cab

Engine:

DTI 13 6-cylinder in-line 24 valve Euro 6 12.8 litre 512hp @ 1450 to 1900 rpm 2550 Nm @ 1050 to 1400 rpm 12 speed OptiDriver Discs (ventilated) EBS, ASR, ABS, Electronic Parking Brake OptiBrake + 414 kW @ 2300 Front: 2 leaf springs – Rear: Air Comfort / 4 - point cab air suspension 3.8m 3890mm 315/70 R22.5 2:64

Power: Torque: Transmission: Brakes: Retarder: Suspension: Cab: Wheelbase: Cab Height: Wheel/Tyres: Drive Axle Ratio: Fuel Tank Capacity: AdBlue: Steps into cab:

470 litres 64 litres 4

* In the T520 Sleeper Comfort version tested the only difference between it and the specification of the High Sleeper Cab is the Cab height is 3647mm, the fuel tank capacity is 490 litres with the AdBlue tank at 44 litres and there are 3 steps into the cab. Following the upgrade of the paint shop, a fully automated sheet metal shop and a more user friendly and efficient upholstery and trim workshop was established. Since our last visit there almost 10 years ago, increased use of robots (150 in all) ensure that pin-point accuracy in welding and glazing attachments is guaranteed at all times. To see these German made Kita machines in action was amazing and at some point in time one would expect them to come to life just like ‘The Transformers.’ To reduce the environmental impact in the revamped paint shop, the paints used are for the most part water soluble while the energy used on the whole production site has been reduced by up to 50%.

Almost €100 million has been invested by Renault Trucks in its BlainvilleSur-Orne factory that produces the new cab line for the latest new creations from the Volvo Group owned French truck brand. To date, the 120 hectare industrial facility was responsible for building cabs for the Midlum and Premium ranges along with supplying readymade cabs for customers DAF (LF) and Volvo (FL & FE). Text & Photos: Jarlath Sweeney - editor@fleet.ie

Surprisingly when the paint job is complete, the newly built cab’s roof and doors are removed to allow for the convenient fitting of the upholstery. Done through a picking-kitting process, with all parts required placed on a cart for assembly, the cabs are then quality controlled and once validated, forwarded by road to Renault’s Bourg-en-Bresse factory for attachment onto chassis. With 2,100 employees, the Blainville plant is the biggest industry in the Normandy region. At peak levels, it can produce 90,000 cabs per year. In 2012 over 51,000 units were built, this figure will certainly ramp up with the addition of the Range T and Range C cabs to the twin-assembly line. www.fleet.ie

12 | NEW FLEET

First Scania Streamlines for Tierney International

ooking their best in the striking livery of Tierney International Transport are three new Scania R620 6x2 Streamlines purchased from Delaney Commercials, Naas. It is the fi rst set of the newly developed ‘Streamline’ cabs and drivetrains to enter service at the Dunkerrin, Birr, County Offaly headquartered refrigerated transport and livestock haulier. The family run business headed up by John Tierney operates routes around Ireland and all parts of the EU, with daily deliveries to the UK, France, Germany, Italy and Sweden. John’s philosophy in choosing high power engines is primarily centered towards providing a reliable and efficient service on long haul routes on the Continent.

Successful Demonstration ‘Delivers’ for Renault Trucks

n business these days, it’s all about gett ing bums on seats or enticing the customer to taste and feel the product before gett ing their commitment to buy. Th is new Renault Premium Long Distance 460.26 6x2 is the latest tractor-unit to join the fleet of prominent Munster haulier Martin Ryan & Sons Transport, Cappamore, County Limerick. Declan Ryan, one of three brothers running the company established in 1960 by their late father, purchased the new 460hp truck from Setanta Vehicle Sales following a successful demonstration period. “We were very pleased with the fuel economy and powerto-weight ratio provided by the Renault Premium,” he commented. The company operates a fleet of 30 multi-brand trucks on a mix of both domestic and International work.

New MAN TGX for O’Connor Transport

ike O’Dwyer, Walker Vehicle Rentals Ltd, Rathcormac, County Cork has informed New Fleet of this new MAN TGX 26.440 6x2 tractor-unit with side mounted tipping gear sold to Michael O’Connor Transport in Cork.

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Knife Edge lookin’ sharper with new Isuzu

hat better way to mark a company’s milestone anniversary than to purchase two new commercial vehicles! Mulhuddard based Knife Edge, leading suppliers of fencing and crafted metals recently took delivery of two new Isuzu N-Series trucks with ‘Celebrating 25 years’ embellished on their doors. The 4x2 3.5 and 7.5 tonne rigids, supplied by Harris Truck Centre, Dublin, have specially built flat bed bodies to suit its broad range of products designed and manufactured inhouse. Text: Jarlath Sweeney - editor@fleet.ie

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16 | LAUNCH PAD

New Volvo FM – complete!

“I

t’s a ‘complete’ truck in every sense of the word,” says Claes Nilsson, President Europe Division at Volvo Trucks on introducing the latest version of the Volvo FM. “With the updated Volvo FM, we want to further strengthen this truck ’s contribution to the segment and reinforce its position as the best truck in its class for regional transport. So much is already built into the Volvo FM in terms of comfort, safety and fuel efficiency, so it was more a matter of further fi ne-tuning, based on feedback we have received from customers.” Apart from the cosmetic changes to the exterior, drivers will instantly recognise and appreciate the additional storage facilities on board. In line with the design modifications undertaken on the flagship FH model range, the new face of the FM follows suit. New grille, new turn vertical headlights and a bigger badge are the clearly visible modifications while further inspection reveals anti-slip windscreen steps. More choice is being offered to Volvo FM user-choosers.

As with the previous editions of the FM, sold in either rigid or tractor-unit, the recently introduced 13 litre or 11 litre diesel engines provide the power both mated to Volvo’s automated I-Shift gearbox (which has recently been updated). Estimations from Volvo Trucks show that the 13 litre 500 hp (D13) engine in combination with the Volvo I-Shift, reduces fuel consumption by up to three percent compared to the previous version. Both the D13 and 11 litre (D11), Euro 5 engines are also compatible to the Enhanced Environmental Vehicle (EEV) requirements.

For instance, a full range of cab options, are now available. On Day cabs, the new air intake provides the engine with cleaner air. According to Claes, “the new cab packages give customers more choices and opportunities to optimise the truck to specific needs in terms of driver comfort and economy, for more productive and profitable operations.”

Other features on the new Volvo FM in brief:• Headlamp lens made of plastic to make it more resistant to stone chips. • Static cornering lights work at low speed, with the (new LED) direction indicator, to illuminate the area of the road into which the truck is turning. • The ACC (Adaptive Cruise Control) sensor is installed into the lower grill for improved functionality. • New larger steel fuel tanks are mounted higher in the frame on construction ‘chassis’. • New colours for upholstery and curtains in the cab (in line with FH). • Accessories include table with storage space inside, practical storage box and paper towel holder.

Two new SDC Double-Deck trailers for Langan Couriers from Hireco

ireco, the trailer hire specialists on both sides of the Irish Sea has delivered two new SDC tri-axle stepframe curtainsiders on contract to Langan Couriers, Galway. According to Robert Stanley, Sales Manager, SDC Trailers Ltd., the new 13.7 metre long, 4.65m high Double Decks feature BPW axles

with drum brakes with fi xed three-quarter length second deck with expanded mesh floor to allow the operator to view load from ground to see if anything has moved, for health and safety reasons. There are also internal cargo straps for load security. The curved roof to front of trailer reduces drag thereby saving fuel.

Confidential Safety Circle launched for the logistics industry

new, confidential Safety Circle has been launched to allow companies working in the logistics sector to be able to talk openly and discuss concerns about safety in their industry. The group, which will initially consist of up to thirty companies – all manufacturers, retailers and logistics operators, as well as those designing and producing vehicles and equipment – will meet quarterly, with an additional on-line forum available only to members. Ruth Waring FCILT, Managing Director of Labyrinth Logistics Consulting (pictured), the company which is launching the service, said: “There has been a huge interest in discussing these topics within the logistics industry, and so we decided to create a Safety Circle for those companies who wanted a very specific forum to discuss the issues and learn from other professionals. As a closed group FLEETTRANSPORT | OCTOBER 13

members will be able to share both “ lessons learned” and best practice, helping themselves and others to reduce i nju r ies a nd lost time in the sector.”

“There are a number of issues troubling the industry at the moment and until now there hasn’t been an effective way to tackling them head on and having the important discussions in a confidential environment. Th is is really important in the aftermath of incidents where sharing knowledge on processes and equipment can help save lives elsewhere, but many companies are wary of doing so. There will be no hard sell, and no hangers-on,” explained Ruth.

Hot topics which will be discussed i n t he f i rst year’s meetings include runaway vehicles, which can occur during coupling and un-coupling process, and drive-aways, where a truck drives off with an individual still in the back of the trailer being loaded.

The meetings will take place under Chatham House Rule, meaning details of what is discussed cannot be traced back to any individual or company- effectively making a confidential forum where learnings can be used back at base.

Text: Jarlath Sweeney - editor@fleet.ie

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18 | TYRES

‘Drive Further’ with new Goodyear KMAX and FUELMAX tyres

ilan, the Italian city noted for glamour and fashion was a n i ntere s t i n g location for the launch of the very latest innovations in truck tyre technology from Goodyear. Following the official product unveiling we were presented with a first-hand opportunity to learn about the cutt ing-edge tyre technology coming into the marketplace. As actor Michael Caine would say “not many people know that” Goodyear Dunlop Europe’s range of tyres for commercial vehicles, buses and coaches includes more than 400 different tyres covering excess of 55 sizes. Many of the world’s leading commercial vehicle manufacturers fit tyres from Goodyear as standard, including DAF, Iveco, MAN, Mercedes-Benz, Renault Trucks, Scania and Volvo. Goodyear also supplies tyres to all major trailer manufacturers. With Fleet First, which includes the TruckForce service network, ServiceLine, 24h roadside assistance, FleetOnlineSolutions Internet management system and Goodyear Retread Technologies, Goodyear provides one of the broadest ranges of dedicated services in the industry. In a change from the norm Goodyear has launched its TreadMax retread commercial vehicle product lines at the same time as the introduction of its new tyre range. With the KMAX and FUELMAX retreads, Goodyear now offers performance levels close to that of new tyres in order to keep operating costs down. Th is is achieved through extended mileage (up to 35%) and low rolling resistance (10% less) compared to their RHS and RHD predecessors. One of the main reasons that Goodyear took this action to develop and market the latest retreads straight away resulted from a survey it carried out among European fleets, which revealed that today’s vehicle operators have a different approach to buying tyres, preferring to base their tyre choice on performance rather than tyre application. “Until now, truck operators have had to buy new tyres in order to experience the benefits offered by the latest products that have been introduced. With TreadMax KMAX and FUELMAX those benefits are available now, and will help to further decrease costs per kilometre for our customers,” said Leszek Szafran,

FLEETTRANSPORT | OCTOBER 13

commercial vehicle operators do not have to wait to experience all the benefits of TreadMax KMAX and FUELMAX; they can have their worn Max Technology tyres retreaded to the new designs right away,” added Mr. Szafran.

Director Retread Operations Europe Middle East and Africa (EMEA). “We are also very pleased that we can now provide the full range of current Goodyear commercial vehicle tyres in our premium TreadMax range.”

Transpor t Operators using Goodyear Max Technology tyres (Marathon LH or Regional RH tyres) can upgrade to the new tyre designs by having their worn tyres retreaded as TreadMax KMAX and FUELMAX products. To ensure a high quality tyre, only Goodyear Max Technology casings are used for TreadMax retreads, which use the same materials, tread designs and technology as the new tyres they replicate. Th is means that they offer similar levels of performance to those of their new premium counterparts. For example, an operator can now benefit by returning a worn Goodyear Marathon LHD II casing and having it retreaded as the latest TreadMax FUELMAX D tyre. “All TreadMax products are produced in-house by Goodyear at its plants in Riom in France, Wittlich in Germany and Wolverhampton in the UK, to the same quality standards as those used in the manufacture of new tyres,” added Leszek

“Previously, retread versions have followed some while after the launch of new tyre lines. The simultaneous introduction of the TreadMax KMAX and FUELMAX versions means that

For trucks the new Goodyear TreadMax K M A X D and FUELMAX D are drive tyres available in 315/8022.5 and 315/7022.5 (with 295/80R22.5 and 60s being added to the line up later. KMA X T and FUELMAX T for semi-trailers come in sizes 385/6522.5 and 385/5522.5 with the FUELMAX T in 435/50R19.5 to follow. The multiple life concept of regrooving, retreading and subsequent regrooving can extend the life of a new tyre by one and a half times at about 80% of the cost of a new tyre. Two thirds less oil is used and 34% less greenhouse gases are produced in making a retread compared with a new tyre’s manufacture, which is important for the environment. Also fewer materials, including chemicals, are used and less tyre casings are scrapped. The tyre performance being close to that of a new tyre, thanks to low rolling resistance and high mileage, means that costs per kilometre are kept low.

TYRES | 19

Goodyear carried out a live test at the presentation of the new tyres using a test track near Milan which had two identically specified Iveco Stralis Hi-Way around the 5 km track. Both trucks had a GVW of 30,000 kg. One truck/trailer combination had a set of the new range of Goodyear tyres fitted and the other that of a competitor. Special transport fuel tanks with glass measurements fitted were on both trucks for easy comparison. Aft er 40 laps (200 km) the Stralis fitt ed with the Goodyear range of tyres had used almost 4 litres less of fuel (6.6%). While it might be difficult to achieve this savings in normal operation, one would certainly achieve noticeable savings plus extended tyre life.

KMAX, as the name implies, has been developed for improved mileage performance, while not compromising on other important criteria such as fuel efficiency and traction. Likewise the Goodyear FUELMAX range is for the operator seeking to optimise fuel efficiency with good mileage. The survey also shows that the most important performance area for operators is rolling resistance, which directly inf luences fuel efficiency. Of the f leets interviewed, 77% classified this as “very important” or “extremely important.” Mileage (76%) and wet grip (75%) classified second and third. “We believe that KMAX and FUELMAX will make selecting new tyres much easier for fleet managers,” said Boris Stevanovic, Marketing Director Truck Tyres EMEA, Goodyear Dunlop Tyres Europe. ”Th is is because the savings they offer are clear and that will help the success of their businesses. The benefits will not only be thanks to their greater mileage and fuel economy, but also because of their versatility and winter performance capabilities.” The new tyres, which meet fleets’ top priorities, replace the successful Goodyear Long Haul and Regional Haul ranges, which included Regional RHS II, RHD II+ and RHT II tyres as well as the frugal Marathon LHS II+, LHD II+ and LHT II tyres and can be used for both long haul and regional haul applications. As with all Goodyear commercial vehicle t y res, K M A X and FUELM A X tyres are both regrooveable and retreadable. TreadMax versions of the KMAX D and T as well as the FUELMAX Text: Sean Murtagh - sean@fleet.ie

D and T are being launched simultaneously with the new tyres they replicate. These are built on Goodyear’s latest technology carcasses and use the same tread patterns and materials as the new tyres so that their performance is very similar. “We take you further” was the theme of the new tyre launch, highlighting Goodyear’s aim in its product and service development programs to support customers in their businesses and help them to be more successful. Th is means introducing tyres that are more costeffective and which have better performance characteristics, and at the same time offer service and solutions to fleets, which minimise their management time and maximise the return in investment from their tyres. Goodyear KMAX and FUELMAX are perfect examples of this: with increased mileage and reduced fuel consumption fleets will be able to “drive further”. Costs continue to increase in the road transport industry with litt le or no decrease in rates.

Reducing costs is the only way to keep ahead of the game in the short term. Tyres as a cost can give only limited savings but their use as a tool to reduce fuel consumption cannot be ignored. If the savings on the test in Milan were replicated on a truck run between Dublin and Limerick, the savings could be up to €2,500 per year, better in your pocket than elsewhere! KMAX & FUELMAX Field Trials Before introducing any new tyres to the market, Goodyear always puts them through extensive internal tests as well as external field trial programs in conjunction with fleet operators. Transports Berthaud, was one of the fleets involved in the testing phase of the new KMAX range: “We carefully monitored the performance of our tyres, particularly their service life and fuel consumption,” said Stéphane Helaiem, the general director of Transports Berthaud. “We can report a great improvement with the new Goodyear KMAX tyres, including a gain in potential service life of more than 30% compared with the Goodyear Regional line. Good traction in snowy conditions is particularly important for us, as we have to deliver our goods on time. In these conditions our drivers reported better traction and road holding than with the previous tyres.” Transports Berthaud based in Nimes, France has a fleet of 118 vehicles and carries frozen goods such as fresh fruit and vegetables. Their annual mileage is around 12 million kilometres and they mainly operate on scheduled routes between Lyon, Strasbourg, Bordeaux and Rungis near Paris.

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20 | P PREVIEW REVI RE VIEW EW

The leading Awards Programme for the Irish Road Transport and Haulage Industry.

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ROLL UP, ROLL UP FOR THE BIGGEST TRANSPORT SHOW IN TOWN! Fleet Transport Awards 2014 - 10 October - Citywest Hotel, Dublin Irish Haulier of the Year 2014 in association with Rosslare Europort Irish Truck of the Year 2014 sponsored by RSA Insurance Green Commercial of the Year Awards 2014 with ESB ecars Tickets are much in demand for the 8th annual Fleet Transport Awards 2014 Gala Dinner which will take place on Thursday 10th October next at the Citywest Hotel, Dublin. Up to 800 representatives from the Irish Road Transport and Commercial Vehicle industries are expected to attend this annual ‘Gathering’ that celebrates best practice and innovation in transport today. This year the Guest of Honour is An Taoiseach, Mr. Enda Kenny and once again our Master of Ceremonies is RTE TV & Radio personality Marty Whelan, who will share the stage for the first time at the event with co-host Louise Duffy from Today FM. Guest Artist for the night is singer/songwriter Mundy. The main highlights of the Gala Dinner is the announcement of the Irish Haulier of the Year 2014 (from the list of category winners), Irish Truck of the Year 2014 and Green Commercial of the Year Awards 2014. The Fleet Transport Awards programme is now the most valued and respected in the industry. Business associates, clients, partners and friends are all welcome to attend. Prior to the main function, a Live Demonstration on Load Security will be held on site at the Citywest Hotel in association with the Health & Safety Authority and Gill’s Driving School. Drinks reception commences at 18.30 hrs followed by Gala Dinner and Awards presentation. Dress code for the event is Lounge Suits and Cocktail Dress for Ladies. To book tickets for the biggest transport show in town please email awards@fleet.ie or telephone: 094 9372819.

TICKETS: A table of 10 is €800 + vat Fee includes pre-dinner drinks, 4 course dinner and Awards presentation. A single ticket is €85 + vat Fee includes pre-dinner drinks, 4 course dinner and Awards presentation.

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22 | COMPLIANCE

Commercial Vehicle Roadworthiness Reform (‘CVR’)

part from some minor amendments, the format of testing Ireland’s national fleet of trucks and buses has changed little over the past twenty-five years. If we consider how much automotive technology has advanced in that quarter of a century, the testing process was certainly in need of a makeover. There was more than anecdotal evidence to suggest that all was not well. Separate investigations into the Kentstown, County Meath and Clara, County Offaly school bus collisions; found vehicle defects to be significant factors in both events. The consequence of operating unroadworthy vehicles in these cases resulted in the tragic loss of young lives. A survey by the Road Safety Authority (RSA) of 1,000 commercial vehicles aged five years old showed that only 70% of the legally required annual roadworthiness tests were conducted, with only 50% of those vehicles passing the test first time. Also RSA roadside inspections uncovered a high level of non-compliance. Of 4,919 vehicles checked, 2,312 (48%) were found to be defective with (32%) having defects so serious the vehicles were prohibited from continuing. From the evidence it was clear that improvements in vehicle testing and operator compliance were urgently needed. In 2007 at the request of the Department of Transport, the RSA conducted an in-depth review of commercial vehicle standards, which identified key areas in need of attention and set in motion a process to reform Commercial Vehicle Roadworthiness (CVR) in Ireland. The report recommended a ‘three stranded’ approach to bring the testing process up to date. The three strands highlighted were vehicle testing, operator compliance, and enforcement. A consultation process to further develop the recommendations began in 2010. This process also established a timetable to implement the recommendations through 2013, with a completion date set for 2014. One important finding from the report was the disjointed framework of testing in Ireland. There are around 146 independently operated test centres nationwide, which were up until recently regulated by different Local Authorities. The report found that test centre facilities and equipment varied widely, making it almost impossible to achieve a uniform standard across the test network. To achieve a quality test system, it recommended improved training for vehicle inspectors, and that minimum standards of test equipment be established. The Road Safety Authority together with the Gardai and the Department of Transport, Tourism & Sport and the Vehicle Testing Network have worked hard over the last few years to deliver the reform to the commercial vehicle roadworthiness system. FLEETTRANSPORT | OCTOBER 13

To ensure consistency, the testing process has now been taken under the control of the RSA, which monitors testing centres and ensure that standards are maintained. A reformed tester training programme has been rolled out. Another issue the reform seeks to address is ‘test slippage’ relating to the CVR test (formally known as the ‘DOE Test’) due dates for vehicles. The due date for a vehicle test begins one year from the date of first registration and then every twelve months after that date. Throughout 2013, commercial truck and bus operators will see a number of developments to the CVR process. An important change for operators concerns new requirements relating to vehicle maintenance and new enforcement powers for RSA vehicle inspectors to ensure that operators and owners implement the required arrangements for maintenance and repair of vehicles and keeping vehicles in a roadworthy condition irrespective of operational use, age, type of vehicle and fleet size. It is a longstanding legal requirement that the driver and owner of the HCV or PSV must ensure that it is roadworthy at all times and operators must now have a vehicle maintenance system in place. The RSA is conducting inspections at operator’s premises to review maintenance systems, records and procedures. When an inspector calls to the operator for a premises inspection, the vehicle operator will need to show that the vehicles are being monitored and subjected to scheduled or pre-determined maintenance and that the person conducting maintenance is a suitably qualified person to conduct this work. As part of the assessment of the arrangements in place, operators need to demonstrate that the mechanic conducting the required inspections on vehicles is appropriately qualified and capable of assessing the significance of defects and undertaking maintenance and repairs of vehicles. The new maintenance and repair regulations do not specify a set number or frequency of inspections that must be carried out, as maintenance needs can vary between companies and between vehicles. However, the maintenance schedule should take account of the type of work, and distances travelled, age of the vehicle and the degree to which the structure of the vehicle or any of its components have deteriorated or have worn as well as other considerations . As far as the RSA is concerned, anytime there is a failure to perform maintenance activities intended by the manufacturer of the vehicle, it shortens the operating life of the vehicle and this raises concerns in relation to road safety. A key requirement specified by the regulations is that vehicle owners must maintain accurate records of all regular inspections and detail any work carried out. The records must be kept for the preceding twelve months and be available for examination by any authorised inspecting officer. A recording system can take whatever form a company wishes. Owners or operators do not have to invest in special computer programmes, a simple year planner wall chart format will do in terms of the scheduling of maintenance activities while information regarding invoices for repairs replacement, details of defects, date of repair etc will need to be retained

COMPLIANCE | 23 for inspection. Whatever format is chosen the method must be clear, and accurately record the necessary details. The obligation to ensure the roadworthiness of any vehicle extends to hire vehicles and vehicles not owned by the business but also those used temporarily, borrowed or leased. Importantly this includes trailers collected at shipping ports or freight terminals. When agreeing to transport a load from a port or terminal using another company’s trailer an operator must take all necessary steps to ensure the trailer is roadworthy even if the trailer is registered in another jurisdiction. The trailer should also be inspected by the person collecting the trailer, and if found to be unroadworthy it must be rectified before being moved. It is important to be aware that the obligation regarding roadworthy and safe vehicles applies to the owner of the mechanically propelled vehicle that is used to draw a trailer or trailers comprising a combination of vehicles regardless of whether you own the trailer(s). Drivers are pivotal in ensuring that vehicles to be used in a public place are roadworthy. The Regulations place a clear obligation on owners to ensure that a vehicle is subject to a walkaround check before it is driven in a public place. It will normally be the case that the driver will conduct the daily walkaround check and this will take a few minutes to complete. When a vehicle is displaying symptoms of a possible defect while driving or during a walk-around check, it must be reported to the owner as soon as possible. In the event that the nature of the defect may cause a danger to the public, the driver is required to stop the vehicle and have the defect inspected, and if necessary repaired by a suitably qualified mechanic at the very earliest opportunity. Owners and operators need to ensure that drivers conducting the daily walkaround checks are trained for this purpose and provided with a checklist of the items to be checked. The manner in which the walk-around check is recorded is left to the discretion of the vehicle operator. Where the driver discovers a defect he or she must report this to the owner either electronically or in writing. At roadside checks, a driver will need to be able to show the inspecting officer that the vehicle had been subject to a walk-around check on the day and, if relevant, that defects were reported to the owner. During premises inspections, inspecting officers will review the instructions and training given to drivers in relation to the conduct of walk-around check and specifically if there is evidence that reports of defects have been provided and the action taken by the operator to rectify the particular defect. One of the features of the reforms being implemented is that vehicles tested after 30th September 2013 will be issued with a Certificate of Roadworthiness disk (a ‘CRW’). This disk must be displayed on the vehicle. Vehicles including trailers tested before that date will not be required to display the CRW disk. Once tested all transport units including trailers are required to have a valid Certificate of Road Worthiness securely attached and visible. In terms of enforcement, RSA will be taking a stepped approach initially involving advice and guidance, use of directions as well as prosecutions if that is appropriate. A person who fails to comply with the regulations is liable on summary conviction to a Class A fine (up to €5,000) or to imprisonment for a term not exceeding 6 months or to both. Further changes will be implemented later in the year and in early 2014. Transport operators will be able to complete an online self-declaration of their vehicle details and provide a plan of regular scheduled inspections. The self-declaration of vehicles and maintenance by operators will become mandatory during 2014. The new measures will also see the introduction of a risk indicator scoring. The Commercial Vehicle Operator Risk Indicator (CVORI) will apply a traffic light rating (with green being the most compliant) to owners or operators. While the RSA state they will not divulge any company’s compliance score, operators may choose to reveal their risk ratings when competing for work with certain customers.

conform with the new requirements. RSA can help operators to comply and will be offering support and advice to operators during the premises inspections. Further details about the requirements, supporting documentation and information videos are available on the website CVRT.ie As the various stages of the commercial vehicle reform programme are implemented, operators will increasingly realise the benefits of the roadworthiness reforms. Many aspects of CVR testing can be completed online, and the testing network itself is being standardised. As a result of the introduction of these new improvements the fees for testing the road-worthiness of commercial vehicles are changing. The fee will help fund the improved supervision and enforcement in order to ensure safer roads and a level playing field for commercial vehicle operators. There will be no taxpayer subsidy or government funding required. The changes will apply from early October. Later in the year, the RSA and the Gardai will have additional powers allowing them to immediately immobilise or detain defective vehicles. Initially operators will see increased levels of enforcement to ensure general compliance across the goods and passenger transport industries. However it is expected that as the new policy begins to change the culture, roadworthy commercial vehicles will become the rule, rather than the exception. This will allow the RSA and the Gardai to directly target non-compliant operators, who compete unfairly with those who choose to operate legally. Increased use of technology will support the enforcement agencies in their efforts and the use of Automatic Number Plate Recognition (ANPR) and weigh-in motion systems may be employed in the future where appropriate. The principle objective of the RSA’s work is to increase road safety for all road users, and the CVR reforms are just one element in the campaign to achieve that objective. Compliance with the new policies sets out to deliver a ‘step change’ in vehicle safety by making everyone responsible for their actions, or inactions. An unscheduled breakdown means a truck or bus is off the road and not generating revenue, the repairs are costly, and invariably customers are let down. Roadworthy vehicles are safer on the road, save fuel, breakdown less and are therefore more efficient to operate. All operators are aware of these facts, and in truth know that operating safe roadworthy trucks and buses is the right thing to do. The RSA’s Denise Barry, Director of Vehicle Standards & Enforcement has stated, “We, in the RSA, believe the reformed commercial vehicle roadworthiness system will deliver safer commercial vehicles on our roads and support compliant road transport operators. Our customers are always one of our key priorities and we have taken the opportunity to ensure that the new system makes the administration of compliance as easy as possible for road transport operators, building on the digi-tacho on line application system introduced in 2011”. When implementation is fully completed in 2014 the new CVR reforms will be a significant step towards delivering what the Authority wants for the Irish transport industry. For more information and to view the RSA’s information videos on the reforms visit www.CVRT.ie

Many operators have already implemented comprehensive preventative maintenance for vehicles. Others have some way to go to www.fleet.ie

24 | MOTORSPORT

FIA European Truck Racing Championship

Round 7 – Autodrom, Most, Czech Republic

*Catching Up After the Summer Break

ummer breaks should be about relaxing days at a sunny sandy beach somewhere. For the truck racers though, the ‘summer break’ means lots of work throughout the four weeks sabbatical without any events on the 10 round calendar. The teams had time to prepare their high horsepower racing equipment for the final spurt for the title – the batt le now commences again over the forthcoming months. Team Castrol MAN Team Hahn Racing also had to whip its MAN TGS race truck into shape during the race-free weekends. Lead driver Jochen Hahn’s toughest competitor, Spain’s Antonio Albacete, who leads the series, had played to the gallery throughout the last events prior to the summer break, whereas quite some time had passed since the German double European Champion achieved the fastest lap at a timed practice session. However, on the Autodrom in Most (Czech Republic), the great work the team had accomplished during the last weeks became apparent prett y soon. After the TGS tractor-unit had been thoroughly overhauled in August, Jochen decided in the short run, to try out the modifications at a test-drive on-location in Most, which was originally not planned. The team’s tremendous efforts really paid off . At the fi rst Qualifying, the reigning Champion immediately got hold of the pole position and completed this success with a perfect start-to-fi nish victory at the fi rst race. Th is victory also meant Hahn had to start the second race on Saturday from the eighth position on the grid. Just one position ahead of him, Jochen’s biggest rival, Albacete, lined up on the grid – the Spaniard had crossed the fi nish line ranking second. Although the red Cepsa MAN turned out to be an impassable obstacle, both of the title contenders worked themselves up the field – practically as a twin pronged att ack. In the end, Jochen finished fourth while Albacete took the third place position. This Championship race was won by the Hungarian newcomer Benedek Major, also in a MAN TGS. After FLEETTRANSPORT | OCTOBER 13

completing the 11-lap distance, the 17-year-old “rookie” was able to celebrate his second victory at his fi rst truck-racing season. On Sunday’s qualifying it became apparent, that the Castrol backed Hahn team had indeed gained some ground. For the second time on this weekend, Jochen Hahn took charge of pole position, and for the second time the truck racer from Altensteig used his top position to generate plenty of fresh air from the rest of the challengers right from the start and to lead it all the way across the fi nish line. His dramatic comeback after the summer break could not have worked out any better. Even the last race of the weekend still went to plan. These days, it has practically become impossible to get to the front at a race with reversed grid – even for the top drivers – unless the circumstances are right. After a tough battle for the top position, the Hungarian Norbert Kiss led the race at fi rst. However, since Kiss’s MAN was not yet in top shape after his heavy crash in Smolensk in Russia, Kiss had to park his truck after the eighth lap due to problems with the steering system. Th is cleared the way

for the Czechs Vršecky (Buggyra Freightliner) and Lacko (MKR Renault Premium), who were then able to prevail at the end of this big race weekend – to the delight of their native supporters. In the end, Jochen Hahn fi nished the seventh event of this year’s European Truck Racing Championship ranking fi ft h. That’s not enough as to take over the leading position on the overall standings again, but at least he has reduced the gap between Antonio Albacete and himself by ten points. The fact that Jochen Hahn and Mika Mäkinen (MAN) once more performed well together with regard to the Team Championship standings during the event in Most, was also very satisfying for all at the team, according to Melanie Derflinger, Marketing & Kommunikation Manager, Team Castrol Man Hahn. “Th roughout the four races, the duo reached the winners’ podium several times,” she said.

MOTORSPORT | 25

Lacko was the most successful Czech pilot in Most

KR Technology Renault Truck’s Adam Lacko was the only Czech driver to reach the podium on the first day of the seventh round of the European Truck Racing Championship at Most. His home race is the most watched motorsport event of the season. As mentioned earlier, the first victory on Day 1’s Cup race was taken by reigning Champion Jochen Hahn, after claiming pole position in the morning qualifying session ahead of second placed Antonio Albacete. Third was the Spaniard’s team-mate Markus Oestreich, also in a MAN TGS with Adam and his fellow Renault Premium Racing team-mate Markus Bösiger crossing the line in fifth and sixth places respectively. As we know the afternoon handicap race belonged to young Benedek Major, the newcomer from Hungary. Second was Adam Lacko and third Antonio Albacete. After a collision with David Vršecký, MKR’s Markus Bösiger was unable to complete the race.

2. Cup Race – Handicap: 1. Benedek Major (HUN/MAN) Oxxo Truck Race Team, 2. Adam Lacko (CZE/Renault) MKR Technology, 3. Antonio Albacete (ESP/MAN) Equipo Cepsa, 4. Jochen Hahn (GER/MAN) Castrol Team Hahn Racing, 5. Gerd Körber (GER/Iveco) Team Schwaben Truck, DNF Markus Bösiger (SUI/Renault) MKR Technology.

More Points for Lacko and MKR Technology Out of the quartet of Czech natives on the starting grid, Adam Lacko achieved the best overall results, securing not only two silver medals but also collecting the highest number of points. The Czech circuit also seemed to suit the reigning champion Jochen Hahn. Similar to Saturday the German pilot ruled Sunday’s main race, too. Points for second and third place went to Markus Oestreich and Antonio Albacete, respectively. Adam occupied fi fth place followed by Markus Bösiger on sixth. In the final Handicap race Adam reached for his second silver at his home track, having been defeated only by Vršecký. Third place was occupied by Albacete and points for seventh position went to Markus Bösiger.

DAY 2 Results – Race 3: 1. Jochen Hahn (GER/MAN) Castrol Team Hahn Racing, 2. Markus Oestreich (GER/MAN) Truck Sport Lutz Bernau, 3. Antonio Albacete (ESP/MAN) Equipo Cepsa, 4. Norbert Kiss (HUN/MAN) Oxxo Truck Race Team, 5. Adam Lacko (CZE/Renault), 6. Markus Bösiger (SUI/Renault) oba MKR Technology.

Day 1 Results – 1. Cup Race: 1. Jochen Hahn (GER/MAN) Castrol Team Hahn Racing, 2. Antonio Albacete (ESP/MAN) Equipo Cepsa, 3. Markus Oestreich (GER/MAN) Truck Sport Lutz Bernau, 4. David Vršecký (CZE/Freightliner) Buggyra, 5. Adam Lacko (CZE/Renault), 6. Markus Bösiger (SUI/Renault) oba MKR Technology.

Race 4 – Handicap: 1. David Vršecký (CZE/Freightliner) Buggyra, 2. Adam Lacko (CZE/Renault) MKR Technology, 3. Antonio Albacete (ESP/MAN) Equipo Cepsa, 4. Markus Oestreich (GER/MAN) Truck Sport Lutz Bernau, 5. Jochen Hahn (GER/MAN) Castrol Team Hahn Racing, 6. Markus Bösiger (SUI/Renault) MKR Technology.

EUROPART supports Team 14

UROPART, Europe’s largest trading company for commercial vehicle parts and workshop equipment has lended its support to the best independent team in the 2013 European Truck Racing Championship’s season. Team 14 from France is a purely amateur team and achieved an impressive ninth place in last year’s European Truck Racing Championship season. This was also the best ranking among all of the teams, which is not part of one of the major truck OEMs. “Th is outstanding performance of the brand-Independent racing team and the huge passion of everyone involved in the heavy class perfectly matches EUROPART’s own image”, explained Pierre Fleck, CEO of EUROPART at the sponsorship contract signing in Hagen. “By sponsoring Team 14, we aim to draw even more attention to EUROPART’s quality and performance and also emphasise our Europe-wide presence.” Furthermore, the parts trading company intends to use this commitment to prove the quality of the parts and materials of EUROPART’s own in-house brand under the tough European Truck Racing Championship conditions. Dominique Kolow founded Team 14 in 1995 together with a number of colleagues from the Renault Trucks plant in Departement Calvados. The Department’s number gave the team its name: Number 14. The team has competed in the European Truck Racing Championship since 2004. Today the team still consists primarily of Renault Trucks employees who work for the racing team in their free time.

Text: Rob Van Dieten - rob@fleet.ie Photos: Katarzyana Biskupska

Team 14’s 28-year-old driver, Anthony Janiec, began competing in motorsport in 2002, initially in Formula Renault and has been competing in truck races for the team since 2007. His greatest triumph during last year’s season was when he won the race in Nogaro in southern France. Furthermore, he also won a place on the podium in the last race of the season in Le Mans in October 2012. For the 2013 season he is driving a 1060hp Renault Premium. Race rules limit the 5.5 tonne racing machine to a maximum speed of 160 km/h. Reinert Racing also wears EUROPART colours. In addition to the French Team 14, EUROPART also supports the Reinert Racing team from Germany this year. René Reinert, the founder and owner of Spedition Reinert from Schleife bei Weißwasser in Saxony is also a truck enthusiast. His passion for the heavy class also motivated him to establish his own independent team in 2012, in which he also competed as the driver. In his first season the 43-year-old achieved a solid 12thplace in the overall driver rankings in the FIA series. Reinert achieved his best result in Smolensk in Russia where he won the second Saturday race, driving a MAN TGS racing truck constructed by the Jochen Hahn team. EUROPART is the leading dealer in spare parts and accessories for commercial vehicles, buses and special vehicles in Europe. In 2011, the EUROPART Group’s annual sales totalled around € 420 million. www.fleet.ie

ONLINE SHOP COMING SOON CONOR CARROLL MANAGING DIRECTOR Mob: +353 (0)87 856 7771 Tel: +353 (0)59 9152143 Fax: +353 (0)95 9181485 Email: conor@eurotechmotorcare.com

SPARE PARTS FOR EUROPEAN TRUCKS AND TRAILERS 60,000 PARTS IN STOCK

DAMIEN BUTLER PARTS MANAGER Mob: +353 (0)87 738 4274 Tel: +353 (0)59 9152143 Fax: +353 (0)95 9181485 Email: alex@eurotechmotorcare.com

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opens two-way street for Russian Commercial Vehicle Industry

GAZ

REVIEW | 27

ith the European Commercial Vehicle market stagnant at present, leading brands are looking east to the vast potential that exists in the Russian Federation. New production facilities are being built and joint ventures formed with existing indigenous manufacturers to keep the wheels of the industry turning. Russia is next to Germany in terms of the size of the annual commercial vehicle market and in some cases bigger in some sectors. That said, the levels of advanced technology as developed in Europe is not on the same page in the Soviet block.

Mercedes-Benz

(Crocus Expo Exhibition Centre 10/14 September)

Currently, Russia is in Euro 4 land and moving to Euro 5. Here GAZ will rely on its partnership with Cummins but plans to continue producing engines for itself and for customers like MAZ, another big CV brand in Russia. Another element of GAZ business is URA L, which makes heavy duty trucks for the military. There are no plans to enter the mid range truck market either in Russia or China, “as the ‘margins’ are just not there” according to Mr. Anderson. In a direct response to the question on the takeover of LDV Maxus in the UK he said it was a bad deal that went very wrong and a lot of people (suppliers) got hurt (fi nancially), before giving it away to the Chinese.

FUSO Trucks

Since Swedish native Bo Anderson took over the running of GAZ, the former Detroit based GM Executive has executed a rational if not controversial restructuring programme with the bottom line achieved – profitability. He cut staff numbers by half, introduced serious disciplinary measures e.g. zero tolerance on corruption, alcohol and drugs intake and introduced new health and safety practices. Own car brand production has ceased to be replaced by contracts with the Volkswagen Group and GM. On the bus side tenders were won with city passenger transport companies and with the organisers of the Winter Olympics at Sochi next February. Th is latter 700 unit plus deal was achieved on the back of a newly developed bus in association with Scania. At the other end of the market, the new Gazelle 18 seat minibus will be sold at around €30,000 (using Cummins and ZF drivetrain) and set to enter the 20 export markets GAZ currently operate along with new regions. On the cards is a new range of mid to large size buses and coaches to be called (Unimax) which will use a modular production system with leading European component.

MAN TRUCK & BUS

Even with the new products launched at ComTrans, the bi-ennial Commercial Vehicle show in Moscow (10-14 September) that philosophy remains. Take GAZ for instance, the biggest local provider of I-Shift commercials in Russia. Its new Gazelle Next range has an att ractive purchase price, broad range of applications and can be self maintained. The current generation will also continue to be sold nationally, coming in at €5,000 lower than the new generation.

International

As the European brands venture into Russia, the long established van, truck and bus manufacturers see Eastern Europe as their gateway to business success. Most marques such as GAZ, MAZ, Kamaz use a business model that works at home i.e. basic spec vehicles that are cheap to buy, easily maintained and are durable.

www.fleet.ie

28 | REVIEW Interestingly, fuel costs are not a serious concern in Russia (for now at least) as diesel prices come in at €1 per litre. Judging by the absolute chaotic congestion of the roads in and around Moscow, there is a lot of fuel wasted unnecessarily. Having said that, the quality of the fuel varies from poor to average with the sulphur content high.

Western Star, Mercedes’ brother brand in North America is entering Russia just as Navistar’s International Pro Star joins the fray. Th is US style truck certainly was a show-stopper. It att racted much attention. International has a long history within Russia, as it helped with the construction of the Siberian Gas Pipeline completed 30 years ago. Th rough an extensive media campaign and strategic dealer placements, Navistar expects to sell 500 Pro Star in its fi rst year. It is also sold in Korea, South America and in Australia (under Caterpillar badge).

Hino

Volker Mornhinweg, Head of Mercedes-Benz vans who delivered the keynote speech for the German company stated that Russia is a very important region and chose ComTrans to launch three models – the new Sprinter, the Citan van and the Sprinter Classic, which the previous incarnation of the current version. Again, its simplicity, price and reliability are the main selling points here. Additional service points have been established for the three pointed star marque which will also cater for its growing share of the truck industry, which on annual terms at 200,000 units is huge and just less than the whole EU market combined. Actros 3 is the flagship here with the 1851/1841 being much in demand.

Scania

Today, GAZ is buoyant and going forward. All of its 52,000 workforce from 13 plants in eight regions are part of a profit sharing programme. Its dealers enjoy a 12% margin (up from 8%) while its customers benefit from a 3 year/150,000 km warranty.

To us, Hino needs no introduction, to European colleagues, the Toyota Group company still holds intrigue and interest. Its complete range is sold here – 300/500/700 Series with the 300 Series winning a Russian Truck of the Year award last year. Hino entered Russia in 2009 and from 200 sales then, it has chalked up 2400 units retailed so far in 2013. Mr. Satoshi Mivra, CEO Hino Russia wants to mark his time here by pushing the brand up to number 5 in the Hino Global World. Currently it’s 9th overall. It seems that Hyundai is set to make the same impact in the truck market as it is in the car sales league and customer desirability. No doubt, the new Xcient truck range continues the family’s dynamic and sleek looks. Extensive snow tests in Finland last winter has well prepared this new truck for the extremes of Russia and beyond. (See Page 6 News III) Natural gas power is fast becoming a popular alternative fuel for some applications and Iveco exhibited a 12 tonne Eurocargo 120E200 CNG with a 5.8 litre 200hp EEV engine boasting 650 Nm of torque. At their FLEETTRANSPORT | OCTOBER 13

Volvo Trucks

Scania ‘believes in Russia’ and is prepared to invest in its aftermarket programme with Repair and Maintenance contracts, improved packages and broader availability of spare parts. 55 dealers are dotted around the Federation's massive land mass with more to follow soon. The Swedish brand is gaining some good public relations in its sponsorship of the Russian Biathlion team by providing a R420 tractor unit with a specially equipped Special Karosser AB trailer.

Renault Trucks

Heinz-Jürgen Löw, Head of Sales at MAN Truck & Bus is pleased with the current state of play on a number of fronts – “Today, there are over 50,000 MAN trucks on Russian roads and from recent trials its Euro 6 drivetrain is proving more economical to run than its Euro 5 predecessor (not that that statement is going to worry Russian operators for a while yet). The Munich based fi rm is investing €10m in a new Sales and Service centre in St. Petersburg. Product wise the focus will be on promoting “constantly efficient” theme across its truck and bus range, Mr. Löw mentioned of the Metropolis Hybrid truck which will go on trial here and the marketing of the Lion’s coach which he said “perfectly suits the Russian Market.”

Iveco

FUSO Trucks, part of the Daimler family alongside Mercedes-Benz launched the previous generation Canter with Euro 4 engine (as new!) and becomes the youngest brand to enter the Russian marketplace. Th is version is plated at 7.7 tonnes plus trailer.

REVIEW | 29 press conference, met with Phelim McGovern from Cork who now works under the FIAT Industrial banner that Iveco now exists under, alongside CNH (Case New Holland) for which he has worked for almost 20 years.

Mr. Nilsson was the proud recipient of the International Truck of the Year award 2014 for the new FH along with Russian Truck of the Year award. It was the third occasion the Gothenburg fi rm has won this coveted title.

MAZ

Fresh from his James Bond exploits in the Skyfall experience with the Volvo FMX’s Tow Hook holding him aloft , Claes Nilsson, CEO Volvo Trucks was happy to showcase the five new products introduced recently in Europe that cover all segments into the Russian market. Improved back up from its dealer network has also been implemented with the introduction of the Gold Service Programme.

Local brand MAZ has a good line-up of trucks with the 5440E9 4x2 for example using MAN cabs and Mercedes OM501 (435hp) engines. The 6516W8 42 tonner 8x4 is powered by a 400hp Cummins Euro 4. Its bus offering has a CNG option and double entrance doors at the front to protect the driver.

Dongfeng.

Renault Trucks premiered its new R/Evolution range with the Range T Long Haul and Range C (construction) taking the limelight. The French brand has a very long history in Russia supplying military trucks as far back as 1912. Renault Saviem supplied 1000’s of trucks to the army in the ‘80s. Under the AB Volvo Group parentage, a new joint venture factory is under construction and will be opened in 2015. Over 50,000 cabs will be produced annually. In the meantime Renault Trucks will be sold directly to customers with back-up provided by using Volvo dealers and service centres.

Take this T-Lift construction truck as an example of the method of changing spec to suit the local market. It has a heated under (tipper) body to remain workable in the extreme Soviet weather while the steps had to be redesigned.

Foton

As previously mentioned the Chinese are gaining interest in European and Russian markets. Dongfeng, one of the big names there and with a broad range of vehicles to cater for every requirement, it is making ground. Dongfeng (5th in world table) forged links with AB Volvo which has helped Volvo Trucks and sister brand UD compete in China but it has a longer relationship with Cummins engines (for over 30 years). The big ‘C’ on the engine block is to be found in the Dongfeng trucks with 15 litre engine 340/375hp Euro 4 for now, with Euro 5 to follow. ZF produces the transmissions.

Finally, unlike Dongfeng, Foton does not seem to be making much effort in modernising its offering for export markets, judging by what the Alumark 4515 (with a Cummins 3.8 litre engine) pictured. Not to be outdone by the Chinese or the Americans, Tata Daewoo waved the Indian flag high with the fi nal launch on the second press day of the new Prima tractor unit. Cummins supply the powertrain here in Euro 4 and with Euro 5 to come.

Tata Daewoo Prima

Among the other European debutants was DAF Trucks’ new XF. Outside of Europe, the PACCAR owned company is enjoying 34% growth mainly in Asian and African markets. Like the others, more investment will be made on upgrading its aftermarket offerings.

Ford Otosan had a selection of its new range topper, the 1846T proudly displayed with Iveco power for now at least as the Turkish owned brand looks to develop its own powertrain in due course.

Ford Otosan

Kamaz the biggest local truck brand in Russia, took up the most floor space with half a wall used to exhibit its vast line-up of vehicles in the marketplace. Closer ties have been made with Daimler, with Mercedes-Benz cabs and drivelines recognisable on its new tractor unit range, the 5490 long-haul tractor and tipper.

www.fleet.ie

30 | REVIEW

Thermo King

Fuwa

To conclude with another angle on body building/coachworks, we chatted with Cor Van Bergen Bravenboer, Director of Strategic Initiatives, EU, Middle East and Africa for Thermo King who outlined the ongoing work in increasing the brand’s products and services in Russia. Together with his team on the ground and at the factory in Barcelona, bespoke products have been designed and produced for the CIS region namely the V-Series for light trucks that’s based on the T-Series that’s produced in Galway for EU markets. Much demand is for the SLXe trailer reefer unit especially for international hauliers in the pharmaceutical sector where full back up is provided to ensure that transport of those delicate products reach their destination without any downtime. As Russia is a vast region with extremes in temperature from very cold to very hot, the Thermo King product has to be adapted to suit those conditions.

Schmitz Cargobull

Other European brands exhibiting included Faymonville, Doll, Chereau, Rolto and Kässbohrer. Still related to the trailer industry, FUWA the Chinese axle manufacturer featured the words “the world’s largest axle manufacturer” on a big poster, which was eye-catching. When speaking with Scott Tan, Manager International Sales, he stated that the factory in Guangdong (South China, near Hong Kong) produces 3000 axles per day to supply local and global markets. The company is market leader in China with 70% share and reigns supreme in the Asia Pacific region, Australia and North America. In the EU it supplies Dutch fi rm Valk and has a long established relationship with Irish company Grenning. A major contract to supply AB Volvo trucks with drive axles for its Volvo and UD brands for the Asia Pacific, and India was signed recently.

Krone Trailers

The top three European trailer manufacturers, which happen to be all German headquartered were present at ComTrans. Co-incidently, Kögel and Schmitz Cargobull are neck and neck on market share at 39% which equates to around 2440 units. Krone is at 13% and playing catch-up. Kögel launched PurFerro, its refrigerated box trailer which, like its best selling curtainsider, is assembled from kit form at any of its three Sales and Service centres. Th ree more locations are to be added by next year. Extra corrosion protection is applied to ensure quality levels are maintained throughout the life of the trailer. Volker Seitz, Head of Communications and Sales when asked did not rule out the possibility of Kögel sett ing up its own production plant in Russia, just like Schmitz Cargobull did in recent years at St. Petersburg. Among the interesting stats presented by Andreas Schmitz, Company CEO is that he expects their market to grow to 66,000 units by 2015/16 up from 40,700 units produced and sold in their 2012/13 fi nancial year. He recalled the near disastrous period from 2009/10 when the numbers failed to reach 13,000. New for Russia is the Schmitz S.KO Cool Double Deck trailer which Andreas sees great potential in, bearing in mind that overall vehicle weights and dimensions are not seriously regulated in Russia, opportunities exist. Krone Trailers had its Cool Liner showcased with Carrier Transicold Vector 1550.

Kogel

Trailers /Refrigeration/Axles

FLEETTRANSPORT | OCTOBER 13

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

Commercial Vehicle Roadworthiness Reform The Road Safety Authority (RSA) is responsible for the commercial vehicle testing system. The RSA is now implementing important changes to improve the roadworthiness standard of commercial vehicles on our roads, which will make our roads a safer place. If you own or operate a commercial vehicle or ﬂeet, here are some important changes: 1. An improved testing system with beneﬁts for road transport operators including:

• • • •

Easy to use online system to book your test Test booking reminders and alerts via SMS You will now be required to display a Certiﬁcate of Roadworthiness (CRWs) disc on your windscreen, which will now be automatically posted to the registered owner Fewer documents will need to be produced at the Commercial Vehicle Roadworthiness (CVR) testing centre. However, a valid driver’s licence or passport must be presented at test.

2. New Maintenance and Repair obligations

• • •

New obligation on Heavy Commercial Vehicles operators and owners to have maintenance systems Introduction of premises inspections by RSA Authorised Ofﬁcers to review maintenance systems, records and procedures. Initial visits expected to be educational and advisory in nature to support operators in knowing and complying with their obligations.

3. Enhanced enforcement

• •

Enhanced supervision, enforcement and compliance measures are being introduced. Risk rating system so that roadside enforcement activity is targeted at higher risk operators ensuring that compliant operators are less likely to experience disruption to their daily business.

4. New fees

•

From early October there will be changes to the test fees for CVR vehicles. A single fee will be applied, covering these changes. All fees will be published on the RSA website at www.CVRT.ie. These changes will make our roads safer for you, your drivers and all road users.

For more information visit cvrt.ie or view the RSA’s two information short videos on the changes and what they mean for you. The videos can be viewed on the RSA’s youtube channel (www.youtube/rsaireland.com) and cvrt.ie If you are a commercial vehicle operator and wish to seek advice from the RSA on complying with the new requirements please contact 1890 40 60 80/ (091) 872600 or email cvtadmin@rsa.ie

RSA wishes to ensure the highest standards in quality and testing integrity. If you feel that the integrity of the test has been compromised in any way and would like to speak to someone in conﬁdence; you can do so by phone Tel 1890 253 163 (Conﬁdential Line) or email cvrintegrity@rsa.ie

32 | FLEETING SHOTS

DHL’s Speed of Yellow team wheels out for Irish Cancer Society

embers of DHL Express are delivered the goods around Ireland in a different mode of transport, all in a good cause. The 8 person voluntary team along with a strong support crew took part in this year’s Race Around Ireland in aid of the Irish Cancer Society. Recognised as one of Europe’s most challenging endurance events where speed, precision and teamwork is critical as the relay team cycles 2,100 kms around Ireland in under 96 hours. The Speed of Yellow team set off from Trim, County Meath in clockwise direction taking a coastal route around the country. The clock did not stop until each cyclist reached the finish line, five days later on 19 September

2013. Paul Marson, Health & Safety Manager, DHL Express Ireland and DHL Speed of Yellow team member said, “Gearing up for this gruelling challenge has not been easy. We are a combined team of eight amateur cyclists along with a fantastic support road crew and we were up against professional cyclists as well as other amateur teams. As a group we wanted to take on a challenge that would push our bodies to the max while enabling us to go the extra mile for The Irish Cancer Society.”

From l-r Ken Byrne, Sean Campion, Paul Marson, Seamus Foran, Sean McDermott, Stephen Rowe, Trevor Murphy and Darach Lally.

Vroom-Town returns for second instalment

mer Colon, creator of the Vroom-Town series of Children’s Books is even busier than the characters of her books with the release of the second instalment of the popular series.

Dundalk based Emer, Marketing Manager (pictured) at McElvaney Motors in Monaghan and Dublin is jetting off all over the world promoting “The Phenomenon of Vroom-Town,” with appointments with book buyers, book signings and television and radio stations. Emer explains, “I’m very excited about the launch of book 2 in the Vroom-Town series. It’s been a long road literally! And through all of the hurdles and all types of adversity and struggles to get both books to the shelves (and an ‘as Gaeilge’ version of the first book) – we have done it! I can’t wait for children to re-acquaint themselves with a few old favourites including Screech, Noz, Tim and

Bill Byrne and to discover some new exciting characters including Terry the Terrible Tractor Unit!” “Vroom-Town goes a bit deeper too in terms of education. For example, there is a definite gender reading gap between boys and girls of the same age. Vroom-Town provides boys with a topic in which

they have a real interest – therefore wanting to find out more about the characters and encouraging them to read. The book is jam-packed full of loveable characters and some baddies!” With the second book literally ‘hot off the press’, Emer explains a little about the new story, “The Adventure of Terry the Terrible Tractor Unit Causing Chaos is about good winning over evil and illustrates that there are consequences for actions. As the title suggests the main character – Terrible Terry is a baddie – and of course best friends with BullyDozer from the first book (The Adventure of Tim the Tipper in Quentin’s Quarry) but will he get his come uppance in the end?” “The Vroom-Town series of books is ideal for little boys who love trucks, diggers and tractors and little girls who love colourful books with a great story and characters they can fall in love with! Roll on Book 3!,” concluded Emer. Full details on www.vroom-town.ie

Nissan’s Next Generation Light Truck – NT500

issan’s replacement of its popular Atleon light truck range the NT500 was revealed just prior to the launch of the Renault Trucks Range D (Distribution). Both trucks share the same cab framework components and driveline bar a few cosmetic changes. The other main exception is that Nissan Europe will enter the marketplace with this 3.5 to 7.5 tonne chassis/cab next year while Renault will wait 12 months later (for RHD versions). Produced in Avila in Spain, the NT500 will use two power versions of Nissan’s ZD30 3.0 litre 4-cylinder Euro 6 (SCR) diesels (150hp and 176hp) coupled to a 6-speed manual

gearbox. Maximum torque outputs range from 350 to 540 Nm. “With reduced running costs, improved handling and driving characteristics, equipment levels, quality and overall looks, NT500 will start a new era for Nissan in the segment. “NT500 will be the ideal choice of small and medium companies operating in the construction, distribution and agricultural industries,” said Etienne Henry, Nissan Europe Product Planning VP. “NT500’s arrival to top our wide Commercial Vehicles range proves that Nissan is deadly serious about the LCV market and that we are intent on being a key player,” he added.

Fleet Transport Awards 2014 Gala Dinner Book your tickets now to avoid disappointment. Citywest Hotel, Dublin • 10 October 2013 • Log onto www.ñeet.ie • Email: awards@ñeet.ie • Tel: 094 93 72819 FLEETTRANSPORT | OCTOBER 13

Text: Jarlath Sweeney - editor@fleet.ie

SHIPPING & FREIGHT | 33

Direct Call Shipping Services

tena Line has withdrawn its Summer service operated by the HSS on the Dun Laoghaire – Holyhead route. The Line has not yet advised when services will be resumed.

Eamon Sullivan at Connect Logistics, which is the Line’s Irish Agents, has advised that following successful trials of its Cardiff Container Line schedule to Dublin, this service will now run weekly, linked to the Cardiff-Warrenpoint time plan. Departure from Dublin is on Sunday, calling Warrenpoint on Monday and Cardiff on Tuesday. The sailing to Dublin from Cardiff is on Friday. There are two weekly calls to Warrenpoint. The Cardiff Container Line also serves as a feeder line for traffic to and from South Wales using Borchard Lines. Damian Guirke of Jenkinson Agencies, the Line’s Irish Agents, told “Fleet Maritime” that over many years this was the only regular Deep Sea service calling at Dublin and gives weekly direct calls to Portugal, Spain, Italy, Greece, Cyprus, Israel, Turkey and Egypt. Recently the Line responded to the fast growing demand for reefer container capacity to these markets from Ireland with increased capacity and stronger marketing. (PIC X 1)

Deep Sea Container Lines freight rate outlook

eep Sea export freight rates fell steadily in the April / July 2013 quarter with the spot charter rate down by 20% on the April figure and 15% on the start of year. Average vessel utilisation fell to 65%. All the Lines have been bringing significant volumes of empty containers into Irish Ports to meet export demand. Export demand for reefer containers remains strong, leading to higher rates. The recent arrival of the first 18,000 TEU mega-ship on the Far East trades is, according to Economic Consultants, Clarkson’s, is both a bane and an opportunity for container lines, reducing percontainer costs while simultaneously fuelling over-capacity that puts pressure on freight rates. Currently, there are 94 ships with a container capacity of over 10,000 TEU on order, a significant number of these with a capacity of over 18,000 TEU. Orders are also strong in all size categories above 3,000 TEU’s and the total order book will add over 20% to the deep-sea container shipping capacity.

Cormac Dufficy at Ocean & General Agencies advises that Grimaldi Lines now has a once monthly call in Dublin (usually from its Central Express service) that connects Ireland to Nigeria (Lagos) for containerised and rolling cargoes. The Dublin calls started in December 2012 and have been well supported by the trade to date. The monthly RMR Line service, operated using chartered Cobelfret Con-Ro vessels continues to call to Dublin en route to Nigerian and Ghanaian Ports. Irish Continental Group, parent company of Irish Ferries and Eucon has reported very strong volumes in the fi rst half of 2013, though this has not yet led to any alteration of services. Compared to the fi rst six months of 2012, Ro-Ro freight volumes at 99,700 were up almost 8%, while container volumes rose to 140,600, an increase of 11.3%. Provisional figures for July and August remain strong. The A.P. Moller-Maersk group has announced the sale of its 31% stake in the DFDS Group. In doing this the parent company of the World’s largest container liner service operator completely exits the European Shortsea Ro-Rro trades and passenger ferry sector.

The mega-ships would typically measure 400 metres long and with a width of 59 metres. This size, together with design changes are expected to lead to a fuel burn of 35% per TEU carried less than the 13,000 TEU ships. This, in turn, leads to an overall cost per unit of more than 20% less than that experienced by competing lines that do not have these mega-ships available. It is interesting to note, that when announcing an initial order with Hyundai Heavy industries for five, 18,500 TEU vessels and another five 14,000 TEU vessels, the United Arab Shipping Company (UASC) advised that it had specified that these vessels should be “LNG ready” at delivery. This will, not only give the Line an effective hedge against future oil price rises, but also enable them to operate effectively in ‘special environmental control areas’ such as the North Sea and off the US coasts.

Rosslare Europort Title Sponsor of the Fleet Transport Irish Haulier of the Year Awards 2014 Gala Dinner 10 October Citywest Hotel, Dublin

www.fleet.ie

34 | FUEL PRICE UPDATE (WEEK 39) / SAFETY MATTERS Country

Currency

95 Lead Free

98 Lead Free

Diesel

Country

Currency

95 Lead Free

98 Lead Free

Diesel

Albania

ALL

182.00

195.00

180.00

Lithuania

LTL

4.90

4.97

4.73

Andorra

EUR

1.289

1.349

1.189

Luxemburg

EUR

1.331

1.386

1.222

Austria

EUR

1.398

1.538

1.379

Macedonia

MKD

83.50

85.00

73.00

Belarus

EUR

0.746

0.754

Moldova

MDL

17.64

18.04

16.69

Belgium

EUR

1.642

1.697

1.479

Montenegro

EUR

1.410

1.440

1.320

Bosnia-Herzegovina

BAM

2.40

2.55

2.45

Netherlands

EUR

1.824

1.894

1.503

Bulgaria

BGN

2.57

2.75

2.68

Norway

NOK

15.26

16.01

14.20

Croatia

HRK

10.53

10.85

10.13

Poland

PLN

5.68

5.91

5.67

Czech Republic

CZK

36.59

36.26

Portugal

EUR

1.620

1.738

1.446

Denmark

DKK

11.97

12.37

10.89

Romania

RON

5.70

6.38

5.98

Estonia

EUR

1.279

1.319

1.304

Russia

RUB

33.17

33.27

Finland

EUR

1.659

1.712

1.512

Serbia

RSD

151.90

153.40

France

EUR

1.537

1.593

1.376

Slovakia

EUR

1.519

1.412

Georgia

GEL

2.17

2.23

2.17

Slovenia

EUR

1.487

1.515

1.418

Germany

EUR

1.537

1.628

1.429

Spain

EUR

1.414

1.532

1.373

Greece

EUR

1.639

1.844

1.373

Sweden

SEK

14.18

14.68

14.38

Hungary

HUF

427.00

428.00

Switzerland

CHF

1.796

1.840

1.897

Ireland

EUR

1.599

1.519

Turkey

TRY

4.82

4.91

4.50

Italy

EUR

1.781

1.934

1.681

Ukraine

UAH

10.75

12.30

9.50

Kosovo

EUR

1.24

GBP

1.373

1.455

1.422

Latvia

LVL

0.932

0.962

0.912

USA

USD

1.050

Safety Matters . . . Safety Matters . . . Driving for Work Risk Management Seminars

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36 | MATERIALS HANDLING

Forklift fleet monitoring â&#x20AC;&#x201C; when less is more!

one are the days when the forklift salesman and the warehouse or logistics manager met every so often to decide itâ&#x20AC;&#x2122;s time to replace the aging forklifts with the new updated version. Particularly in businesses where a fleet of equipment is in operation and margins are being squeezed, it is necessary not only to look at the size and cost of the materials handling equipment but also examine its utilisation and downtime in addition to service and repair costs. While the focus traditionally was on getting the capital or contract hire cost down, managers are looking at forklift monitoring devices and software as a means of analysing the fleet performance in real time and using that information to evaluate where and how efficiencies can be introduced.

of the monitoring equipment and associated soft ware have customised it to meet the requirements of the forklift and materials handling industries. Most of the major forklift manufacturers are now offering these services as part of their overall package, either by partnering with an existing provider or developing their own systems to be promoted and installed at the factory or through their distribution networks. In doing so they are recognising that online access to the forklift fleet is a vital part of the management operation today. The introduction of wireless devices where the data is immediately available drives efficiencies, increases safety and reduces the carbon footprint.

Fleet monitoring is already well established and accepted in the transport industry where trucks and trailers travel throughout several countries and keeping a track of them and scheduling servicing is the norm. Forklift dealers have been slower to acknowledge their benefits in the belief that it could highlight the fact that many customers with multiple pieces of equipment or sites could actually still get the job done with fewer or different specification machines. Its growing acceptance is partly due to the fact that developers and suppliers

To what extent a particular warehouse or manufacturing operation embraces the technology can vary greatly. Simple devices that record where and when a forklift is in operation as well as who is driving them are relatively straightforward and will contribute to productivity with less accidents since only trained and certified operators will have access. This can be further enhanced by the addition of impact recorders which indicate when and where the forklift incurs impact damage. More sophisticated equipment will give the manager factual data to back up a gut feeling on how trucks and operators are performing in

didBOX v1.5

A Universal Keypad & RFID Access Fleet Management System

FLEETTRANSPORT | OCTOBER 13

MATERIALS HANDLING | 37 the operation by identifying the most (and least) productive operators; determine which trucks have the most downtime; summarize battery or fuel usage and thereby gain an insight as to the right number and mix of trucks in the fleet. While some operators will inevitably see it as ‘big brother is watching you’ these devices can in fact encourage operator responsibility and assist them with their obligations to carry out pre-shift inspections without the need to write everything down and hope that it ends up in the right hands. It also eliminates the ‘blame game’ when accidents inevitably occur and ensures repairs required are identified and acted upon. Systems can even be set up to highlight when a particular operator is due for refresher training. From a maintenance and service perspective the soft ware can be installed to schedule preventative maintenance relative to the number of hours in operation or the area in which the machine is working, to ensure the minimum disruption when work is being done to the particular forklift. It also provides the ability to monitor which trucks have experienced high levels of unplanned maintenance and if necessary, the supervisor can get immediate email notification of impacts and other alerts. It is also possible to receive data relating to batterychange time or calculate user-defined fuel costs as well as highlighting instances when a machine runs out of fuel. Therefore, there is an almost endless list of features and benefits which can be tailored to meet the customer’s specific requirements and budgets, but how and where the various hardware and soft ware required to make these systems work are implemented, is also critical to its success and accuracy. Toyota’s award winning ‘Toyota I_Site’ for example collects data from the forklift, sends it to a central database via wireless technology and regular mobile networks, without requiring the installation of soft ware or hardware at the customer premises. The data, containing detailed engineering, financial and administrative information about each truck in operation, is then analysed by the customer over a web interface. The Jungheinrich fleet management system ‘ISM Online’ works in a similar way to combine business data, operational truck and shock data in one system which can be accessed via the Management Portal in a protected area on the internet. Components installed on the machines send recorded data via a Gateway to the Management Portal, where the data is stored. These systems however are typically factory installed and activated and are therefore most efficient when installed on new forklifts. Hyster Tracker offers convenient web-based access and a choice of three management levels. The portal can be accessed via desktop, laptop or tablet – anywhere there is an internet connection, giving visibility of forklifts which have been equipped with the compact and rugged telemetry module. The system communicates via cellular or Wi-Fi connection to a secure Hyster Tracker portal and customers can equip non-Hyster lift trucks with the same technology. A customized dashboard handles the data analysis, providing clear, concise Text & Photos: Joe O'Brien - joe@fleet.ie

and interactive reports to enable assessment of fleet performance, efficiency and operator performance. Three levels of management, ranging from Wireless Monitoring to Wireless Access to Wireless Verification, provide a customized solution. Independent providers such as Leicester based Transmon Engineering are also getting in on the act by promoting their ‘iTEch Fleet’ system which can automatically immobilise a truck when it leaves a designated area. The system also has a truck locator feature that can help managers of larger fleets locate equipment and drivers on large or multiple sites. iTEch also includes a remote truck run hour collection service and truck contractual performance monitoring to ensure accurate invoicing relative to truck usage. The data can be downloaded via SIM card or data link conversion, with a monthly data transfer upload. Other long established companies such as I.D. Systems who have global representation have been implementing tracking and monitoring devices for over twenty years in industries as diverse as aviation and postal services, using technologies such as RFID (Radio Frequency Identification)

for wireless vehicle management and fleet tracking. Part of I.D. Systems strategy is to develop a network of existing industrial forklift dealers to market their comprehensive range of forklift fleet management systems, including their inexpensive ‘didBOX’ nonwireless access devices. This approach in itself is recognition by all of the parties involved that fleet operators are increasingly cost conscious and it may well be better to help your existing customer identify where a reduction in overall fleet size or a change in specification should be made, before the competition does. But as fleet managers recognise the value of the technologies and work to identify costs, it’s essential to collect data at a manageable pace and to react to the data with incremental steps, not sweeping change. Depending on the anticipated financial benefits a customer might be better planning to evolve over a number of years rather than replacing an entire or partial fleet immediately. In an overall context it is increasingly evident that the process that is now referred to as ‘Intralogistics’ involves a lot of systems, equipment and information which can only be fully effective if they ‘talk’ to each other and the data compiled is analysed, shared and acted upon. www.fleet.ie

38 | SAFETY

Is Your Load Safe? • Load Safety is both a Workplace Safety and Road Safety issue

“I

t fell off the back of a lorry” is an often-used term spoken in jest, but in reality it is no joke. Certainly not for those involved in the 509 reported incidents to the Health & Safety Authority (HSA), that involved commercial vehicle loading and unloading operations between 2006 and 2011. Over that six-year period, sadly, there were 12 fatalities and almost 500 incidents resulting in reportable absence from work due to injury. These incidents involved the victims that, 1) were struck by a falling object; 2) fell from height; and 3) slipped and tripped. The highest occurrence of loading/unloading related incidents occured at factories and workshops and on public thoroughfares (e.g. roads, parking areas, etc). Interestingly, a recent report from the Injuries Board revealed that of the approximately 11,500 Employer Liability Claims made in the 3-year period from 2010 to 2012, over 800 cases involved vehicles, collisions, loading/unloading. But according to the Health & Safety Authority (HSA) the number of incidents could be much higher as cross correlation of data from road collisions shows that work related vehicle incidents are not being routinely reported to the HSA. Preventing vehicle related accidents at work can only be achieved by managing known risks and by employers putt ing in place work systems that enable workers to carry out their work duties without risk of injury. One area which is currently high on the prevention agenda is Load Safety. The HSA is leading the development of a national load securing programme in partnership with the Garda Siochana and the Road Safety Authority (RSA) which hopes to address load securing improvements through awareness, education, promotion, enforcement and research. The HSA is a member of the expert group working on updating the EU Best Practice Guidelines on Cargo Securing for road transport.

resources from EU and industry and also with the standards associated with vehicle construction and load restraint equipment. “Transport chain participants need appropriate instruction, information and function specific training to enable them to achieve acceptable and safe loading, unloading and load containment and securing practices,” stressed Deirdre. Case Samples (from July 2013) Following roadside checks jointly carried out by the Garda Siochana and the HSA, Ms. Sinnott outlined the following observations regarding the poor safety standards encountered for a variety of loads recently inspected on the road. “Although all of the vehicles checked had used webbing straps, the age and condition of the straps were such that most were deemed inadequate and required immediate rectification, where availability of replacement/additional straps allowed. In many cases, effective load restraint could not be achieved because the vehicle trailer or body did not provide suitable load rated anchorage points for webbing straps or chains, i.e. Vehicle not suitable for load carried.” Safe load security

In summary, all of the vehicles inspected required interventions and/or follow up in respect of load securing procedures, systems and vehicle suitability.

Load safely secured on a Van

“Load safety is both a workplace safety and road safety issue,” stated Deirdre Sinnott McFeat, Senior Policy Inspector, Work Related Vehicle Safety, Transport & Storage Sector at the Health & Safety Authority. “Awareness is low among transporters, consignors and consignees on how to load vehicles safely and properly to achieve a safe load. Load safety is about achieving safe load systems, which involve suitable vehicle, suitable means of containment, suitable load configuration and suitable load restraint. Participants in the transport chain need to have clear planned procedures for loading, unloading and load containment and securing,” she added. In essence, risk awareness and risk management needs to be addressed in transport and logistics for road. Familiarisation is needed with key FLEETTRANSPORT | OCTOBER 13

“No drivers were familiar with the basic principles of load securing good practice for the vehicle and load type they were responsible for. Overall very low levels of awareness of how to accomplish acceptable standards of load securing and safety.”

“Load Safety begins … and ends in the workplace,” emphasised Deirdre. “Final responsibility for managing risk lies with employers and top management in control of transport activities. Better planning and procedures for loading, load containment, load restraint and unloading is needed across all work sectors to enable drivers and transport operatives to carry out their duties safely without undue risk to themselves and those they share the road with.” In conclusion, the spotlight is now clearly on load safety on commercial vehicles but not only the way the load is tied down but also in the way it is positioned on the body or trailer of the vehicle. In addition, the actual height of the load comes into focus as all too often we see extremely high loads of pallets, bales of hay and straw travelling on our roads often taking non-primary routes to avoid bridges but by doing so leaving a trail of destruction such as falling branches on the road in front of oncoming motorists or worse still, pulling down overhead power or telecommunication lines.

Straps must be att ached correctly

SAFETY | 39 QUICK REFERENCE: The 10 Commandments for Load Securing “The following is a short list of important basic rules which are always valid whatever the cargo transported and which should be followed when performing a transport operation,” stated Deirdre Sinnott McFeat, Senior Policy Inspector, Work Related Vehicle Safety, Transport & Storage Sector, Health & Safety Authority. Remember that if a cargo is not secured adequately, it can be a danger to others and yourself. Inadequately secured cargo could fall off the vehicle; cause traffic congestion and others could be hurt or killed. Inadequately secured cargo could hurt or kill you during sudden braking or a collision. The steering of a vehicle can be affected by how the cargo is distributed and/or secured on a vehicle, making it more difficult to control the vehicle. Some of the following 10 commandments are primarily targeted at the driver, because he/she is the one physically transporting the cargo to its destination and therefore directly exposed to the hazards involved in the transport operation:

Cylinder load secured on Flat Bed trailer

Best Practice Reference Points As in vehicle reliability and reduced downtime, preventative maintenance is the key and in the case of safe loading and cargo securing, one company, Gills Driving School, Ballina, has set out its stall in providing an IRU (International Road Transport Union) Accredited Load Securing Course. The course consists of a classroom theory presentation covering all aspects of safe loading and the practical element features physical tie-down of loads with appropriate restraint equipment conforming to EU standards.

2. Secure the cargo in such a way that it cannot shove away, roll-over, wander because of vibrations, fall off the vehicle or make the vehicle tip over.

Dedicated sector organisations such as the Freight Transport Association (FTA) promote load safety good practice among its members on both sides of the Irish Sea. Among the issues highlighted included the legal implications involved, the risk assessment of someone falling off a vehicle, loss of load or part of, poorly secured straps or even basic slips and falls, where the responsibility lies on one simple answer – everyone involved from planning the load through to final destination, two good reference points regarding Best Practice Guidelines are to be found on: -http://ec.europa.eu/transport/road_safety/vehicles/doc/ cargo_securing_guidelines_en;pdf and http://www.hsa.ie/eng/Vehicles_at_Work_ Related_Vehicle_Safety/Load_Cargo_Securing1/ and http://www/iru.org/.

3. Determine the securing method(s) best adapted to the characteristics of the cargo (locking, blocking, direct lashing, top-over lashing or combinations of these).

Also: Checkout the Vocational Training & Working Environment Council booklet Security Cargo for Goods by Road (in accordance with EN 12195-1: 2010). http://www. tya.se/tya/in_english/products.asp

1. Before the vehicle is loaded, check that its load platform, bodywork and any load securing equipment are in sound and serviceable condition.

4. Check that the vehicle and blocking equipment manufacturers’ recommendations are adhered to. 5. Check the cargo securing equipment is commensurate with the constrains it will encounter during the journey. Emergency braking, strong cornering to avoid an obstacle, bad road or weather conditions have to be considered as normal circumstances likely to happen during a journey. The securing equipment must be able to stand these conditions. 6. Each time cargo has been (un)loaded or redistributed, inspect the cargo and check for overload and/or poorly balanced weight distribution before starting. Ensure that the cargo is distributed in such a way that the centre of gravity of the total cargo lies as close as possible to the longitudinal axis and is kept as low as possible: heavier goods under, lighter goods above. 7. Check the cargo securing regularly, wherever possible, during the journey. The fi rst check should preferably be done after a few kilometres drive at a safe place to stop. In addition, the securing should also be checked after heavy braking or another abnormal situation during driving.

Timber is a high risk load that must be secured properly

Driving for Work Risk Management Seminars Work related vehicle risk management is being jointly addressed by the Garda Siochana, the HSA and the Road Safety Authority (RSA) – Working Together for Risk Prevention. FREE Driving for Work Risk Management Seminars will take place during October and will be held in Dublin, Galway and Portlaoise during Road Safety week (7–11 October) and European Safety Week (21-25 October). To book your place go to www.drivingforwork.ie

8. Wherever possible, use equipment, which supports the cargo securing such friction mats, walking boards, straps, edge beams, etc. 9. Ensure that the securing arrangements do not damage the goods transported. 10. Drive smoothly, i.e. adapt your speed to the circumstances so as to avoid brisk change of direction and heavy breaking. If you follow this advice, the forces exerted by the cargo will remain low and you should not encounter any problems. Safe load security Text: Jarlath Sweeney - editor@fleet.ie

www.fleet.ie

40 | EMISSIONS

MAN Truck & Bus Euro 6 Ready transport to catch-up before more expense is burdened on the road transport industry.

MAN; the Perfect Partner

Dawson Rentals Euro 6 MAN TGX

AN Truck & Bus is dovetailing, using the arrival of Euro 6 legislation to introduce some of the other improved innovations it provides in conjunction with truck products. In the majority of cases, operators often regard the purchase price of a truck as the most expensive cost, however over the lifetime of the vehicle it is significantly less than labour or fuel costs. Relating to the subject, Des Evans, CEO of MAN Truck & Bus for the UK and Ireland asked a simple question, “Why would you want to own a truck?” It is an open-ended question but one he does wait for an answer. MAN Truck & Bus will offer tailor made solutions in the form of a rental/contract hire agreement for any operator big or small that will give them a per kilometre cost or weekly rate for an agreed period. While some operators have been very traditional in terms of wanting to own their own trucks and look after maintenance, the advent of Euro 6 and more sophisticated engines that require specialist maintenance and tooling make them think twice. With a combination of new products, more focused and up-to-date repositioning on telematics, Des Evans’s question may be easier answered than you think.

Euro 6 MAN Truck & Bus has invested €1.6 billion in developing its Euro 6 engines and it is estimated that between all of the manufacturers, €12 billion has been spent in R&D on this legislation requirement. MAN used EGR technology up to Euro 5 and like all manufacturers it must use a combination of EGR and SCR to achieve the requirement for Euro 6. At MAN Truck & Bus it is quite confident that its experience with both technologies has given the Munich based Volkswagen group brand a FLEETTRANSPORT | OCTOBER 13

head start on the competition. In Europe Euro 6 vehicles have been available for some time, in fact two MAN TGX tractor units have clocked up 800,000 km in service with a Swiss haulier without a hitch. So what about the extra cost of Euro 6? While manufacturers are slow to quote cost, preferring to let the network dealer talk money, it seems the extra price for Euro 6 will be in the region of €10k. MAN is confident that fuel savings will outrun any extra cost. In the past few years fuel cost has increased by 40%, so a claim by MAN that Euro 6 engines are between 3% and 5% more fuel-efficient, will be welcome news. It is also claimed that there will be a 50% reduction in the use of AdBlue over their opposition. In order to maximize fuel efficiency, driver training is an important part of the process. Des Evans says that out of a group of 2000 drivers trained by his team, an average fuel savings of 15% was achieved. What is also clear is that old habits return and it is essential that a telematics system that is well managed is used to continue gaining the benefit of driver training. So it seems MAN has the products, politics and training in place, ensuring that it is indeed Euro 6 ready.

Euro 6; improves the Environment At a recent briefi ng one of the design engineers from the MAN Euro 6 development team suggested that in some cities, its vehicles would put cleaner air out through the exhaust system that actually entered the air fi lter. While this comment may leave environmentalists scratching their heads, it certainly cannot be disputed. It is twenty years since the introduction of the Euro 1 engines, with huge advancements made on emission controls. One measure of the improvement to the environment is that it would take seventy Euro 6 trucks to emit the same amount of pollution as a pre-Euro O truck. Where the next developments go in terms of engine design is not clear yet, maybe it is time for some of the other modes of

According to Des Evans the two main items on the business agenda that operators want is reduced cost and improved profitability. What will impact on these figures is the cost of maintenance. By providing extra services MAN can help reduce cost for truck operators. Operators seem to be embracing the new products on offer. For instance 60% of all new trucks sold were through MAN fi nance. In the fi rst eight months of 2013, 2,000 trucks were delivered of which 1,400 had some kind of Contract Maintenance Package. All Euro 6 trucks will come with a three-year comprehensive warranty package. With the more sophisticated maintenance products, operators can have repair and maintenance reports available in real time and receive driver fuel performance reports on a weekly basis. Using the new incident data recorder (Black Box) all driver incidents are recorded using a forward facing camera. When the truck experiences an erratic movement or harsh breaking, the camera system will store the thirty seconds before and after the event for study and review afterwards. MAN says all of these extra tools will be self fi nancing and improve profitability for operators.

Conclusion MAN Truck & Bus is certainly listening to its customers. Extended warranty and longer service intervals will continue to appeal to operators. As trends change, more operators will move away from owning their own trucks, for those that do, maintaining them will become a thing of the past. One of the biggest fleets in the UK is DHL and they have no mechanics or maintenance facilities, is this the way forward? One of the biggest concerns for operators is compliance with new regulations; will this force them into more strategic partnership arrangements with their truck suppliers? It certainly seems that way. Operators in the past have always been nervous of long-term commitments to their truck supplier. In future truck purchases, the cost of the Aftersales packages may be a more competitive and complex deal than the cost of the truck itself. Interesting thought.

Des Evans, CEO of MAN Truck & Bus for the UK and Ireland Text: Sean Murtagh - sean@fleet.ie

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42 | FINANCE

Financial Benefits of Networks

f you look at the emergence of Carton and Pallet Networks in Ireland over the last ten years you will note that eighty to one hundred transport operators have now joined Pallet Networks with both National and International capability, and over three hundred independent van/ light commercial operators have links with Carton Networks. Being part of a network is a fi nancial and operational necessity for many carriers as competition from multinational household name networks threatened to swamp the market if local regional carriers could not offer the service or cost competitiveness to match. All pallet networks in Ireland have a common theme with Hubs (the place freight is swapped from carrier to carrier) all based in the capital, and this allows fully compliant trunking operations even to remote counties such as Kerry and Donegal. In order for operators to be profitable in networks a combination of factors have to be present. Delivery and hub rates (the cost of transferring freight between carriers) must be competitive but commercially based hauliers must maximise capacity on trunk vehicles (double deck trailers full both to and from hub) and delivery vehicles must be productive in both delivering in areas covered and in the collection of freight for input back through the system. The beauty of a network that can collect a pallet in Goleen (West Cork) at 3 p.m. on Day 1 and have the item delivered next day in Scotland, at a competitive cost has to be of benefit to rurally based businesses. The fact the same customer can input items for delivery throughout Europe, or collections from Europe both cost competitively and quickly through his local carrier has to benefit both the customer and carrier in the long run. The use of networks means that the haulier is reliant on all carriers in the network to uphold his/her high standards, in effect the system is reliant on the weakest carrier in any network not to let you down and damage your reputation. Obviously therefore, the strength of networks lies in having the best carriers (some carriers are so strong that they cover all networks in their area), the smooth operation of the hub (freight not damaged, no errors in transfer and trunk vehicles not delayed), the central processing of information (an integrated IT system) and a focused and dedicated network structure.

deliveries of small items expands probably taking volume from the Postal service. Customer expectation and needs have dramatically changed, companies no longer purchase from local or even national wholesalers. Cost competitiveness means it’s a European purchasing market and the local transport operator that can offer the most complete competitive quality service will retain or increase its customer base and be profitable.

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Its interesting to note that throughout this recession volume through networks has steadily grown, as businesses assess that having their own vehicles delivering is no longer cost effective, and compliance regarding commercial vehicles is strengthened and enforced. It means that networks are growing while unit load freight and Own Account transport is diminishing. Because of volume growth rather than volume decline, I predict increases in haulier numbers in networks the creation of specialist net work s for non ambient products or specialised products and the further differentiation of pallet and carton networks as home

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44 | REPORT

Peterborough (UK) 18/19 September 2013 ‘Transport Best Served Chilled’

he Transport Chilled Storage and Distribution (TCS&D) Show, at the Peterborough Show Grounds brings together all who have an interest in the transportation and logistics of moving temperature controlled cargos. The event showcases the latest developments in transport, and temperature controlled product handling. One issue currently under the spotlight is that of refrigerant gases used to control temperature. We spoke to all the major equipment providers of transport refrigeration regarding this matter. While the companies are at present somewhat unsure of the exact outcomes, they are convinced that the issues will be resolved and they will deal with whatever the fi nal decision maybe.

BPW Although the renowned component manufacturer’s stand displayed an assortment of its well known products, of particular interest for TCS&D was the ‘TCONTROL’ trailer monitoring system. The system manages all aspects of refrigerated transport from temperature variations, and door openings to driver behaviour and diesel level. Importantly reports are delivered in real time, which allows remedial action to be taken if required. With greater emphasis placed on the haulier’s responsibility to ensure accurate transport temperature, TCONTROL could prevent a small issue from becoming a major problem.

Carrier Transicold

Commercial Body Fitt ings

Ebespacher

With an event highlighting the latest innovations in transport refrigeration the big names were all present such as Carrier Transicold, on hand to assist with enquiries about its products and services including the latest Pulsor units with E-Drive for rigid distribution vehicles. Carrier claims the Pulsor series will deliver 100% of its refrigeration capacity at low engine speed to ensure constant temperature throughout the day.

The CBF catalogue lists over three thousand parts and items for commercial vehicles. At TCS&D it was keen to show a new line in steps and access equipment for working at height. The lightweight retrofit steps and ladders ensure safe access and egress for drivers and workers alike. The company was also displaying its range of portable split doors, load securing and door locking solutions for the fridge transport operator.

Expanding on the principle of a 12/24 Volt cool box with a compressor, Ebespacher demonstrated a line of transferable insulated temperature controlled boxes for vans. The lift in and out units are all ATP approved and can maintain a temperature range from -35°C to 45°C. The products are designed to suit most vans and light commercials and offers operators a high degree of flexibility with vehicle utilisation.

Gray & Adams The renowned trailer maker, signalled its intention to move to the city by revealing it’s new range of dedicated urban distribution products, including this tandem axle double deck trailer. However, the company’s line up will include a selection of tailor made rigid bodies, which can be specifically created to each customer’s requirements. G&A has already created a reputation with a number of specific bodybuilding projects for Municipal customers.

FLEETTRANSPORT | OCTOBER 13

Maple Fleet Services Maple Fleet Services was showing a very topical device, which can greatly reduce the chances of vehicle and trailer running away while being coupled. Maple’s ‘SafeConnect’ device interrupts the flow of air to the trailer through the red line, until the driver returns to the cab and applies the footbrake. Until the footbrake is pressed, air will not be transferred, even if all the suzies are connected and trailer brake has been released.

REPORT | 45 The TCS&D Show clearly demonstrates that while the industry and its customers have gone through a serious economic downturn, the transport industry remains resilient and optimistic, constantly promoting ideas and using the economic constraints to develop new methods of operation, which deliver savings and efficiencies for all concerned.

Montracon (Hatcher)

Montracon (Wabco)

SAF

Reducing fuel consumption was the theme at Montracon’s stand. The company was exhibiting a fuel saving trailer developed in co-operation with Hatcher Components. The concept uses a spoiler fitted under the trailer between the landing gear and the trailer axles. Initial results from independent trials at the Millbrook test facility are indicating a fuel saving of results of around 4%.

Montracon was also investigating potential fuel savings through improved aerodynamics with Wabco’s ‘Optiflow’ Sidewings. Figures from the trials allow Wabco to claim a saving of 1.5l/100 kms for the system. As well as reducing fuel costs and enhancing the trailer's appearance, the covered sides can deliver additional benefit for road safety, especially in urban areas regarding cyclists and pedestrians.

Another joint venture was centre stage at the SAF stand. The company was showing its new electro-hydraulic rear steer trailer axle. The system developed in association with Dutch company VSE, uses an electric signal from the fi ft h wheel to direct hydraulic rams on the trailer axle/s and adjust accordingly. It is currently undergoing field trials with a dairy company in Ireland, and results to date are promising.

Schmitz Cargobull

Sigmawrap

SOMI Trailers

The German trailer company was displaying its latest curtainsider directly aimed at Irish and UK transporters. To meet demands from operators, Schmitz have produced a regular curtainsider with a galvanised bolted chassis and a rigid aluminium roof. Coming with EBS, discs brakes and an internal loading height of 3,100 mm as standard, Schmitz also back up their product with a 10 year warranty.

With all companies looking to reduce costs and make everything go further, Sigmawrap demonstrated its new line in shrink-wrap. The product claims to deliver a 60% increase in roll yield, and can dramatically reduce the expense of picking and packing in both time and costs. Sigmawrap also believe that load stability per pallet is increased from 8kg to 12kg, and all products conform to packaging and waste regulations.

To date, SOMI Trailers may not be well known in Ireland, though Pauline Dawes (MD) of SOMI would certainly like that to change. The SOMI (Same Outside More Inside) format allows an additional eight standard pallets to be loaded on a regular 13.6 metre trailer with a running height under 4.0 metres. SOMI is a clever alternative to double-deck trailers especially for city centre deliveries, or anywhere trailer height might be an issue.

Thermo King High on the agenda of Thermo King was to promote better temperature control through improved driver training. The company has identified a need in the area of driver/operator training and is addressing the issue with its easy to follow ‘Professor Cool’ series of tutorials. Thermo King’s, Fred Rodgers feels the training is becoming more critical and the company has noticed increased levels of interest, especially from operators transporting for the pharmaceutical industry.

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

WABCO Among the Belgian company’s display was an enhanced range of fi lters for Air Dryer systems. The replacement fi lters now include a fi ne mesh element to trap any oil deposits, which may pass through from the compressor. Wabco was also keen to show the results of recent tests conducted on cheaper alternative replacement units where one in seven of the fi lters tested were found to be totally ineffective at removing moisture from the vehicles' air system. www.fleet.ie

46 | COMMENT

From where I'm sitting Howard Knott

2013 National Ports Policy – Quay to the future?

bout three years ago, in the course of a “Comment” piece in the “Fleet Maritime” segment of “Fleet Transport”, I bemoaned the imminent demise of small Coastal vessels and, with that demise, the inevitable disappearance of small Regional Ports. Within a couple of days of the magazine hitt ing the newsstands, I got a very polite, but fi rm, rap on the knuckles from Bernard McCall who publishes the bi-monthly “Coastal Shipping”, pointing out, that, on the contrary the Coastal Shipping business was very active. Th is was despite the onset of the recession throughout Europe with the serious fall-off in movement of timber, steel and other constriction related materials. Yes, many of the ships being used were old but there was a steady trickle of new builds out of Dutch and other yards. Th is all came back to me when, during August, I was tasked to take part in the consultation process on the legislative changes that should be made in order to fully implement the 2013 National Ports Policy. In particular, I was asked to look at the question of Drogheda, Dun Laoghaire, Wicklow, New Ross and Galway Ports all of which would, under the new policy, cease to be stand-alone Port companies. Th is turned out to be an extremely interesting project and an opportunity to meet and to speak with a driven bunch of people, some of them I had known from my earlier life, but none of them were willing to fold up the tent and to see coffee shops or tumbleweed taking over their Ports.

though, in the case of Dun Laoghaire, I am not convinced on this. It seems to me that, playing on the same team as Dublin Port, particularly in regard to the rapidly growing Cruise Liner business and other passenger activities would make sense. If the Local Authorities are to take control of these Ports then the control structure must be such that the Port section would operate in a flexible and commercial manner. Concerns were expressed about slow response times to approval of expenditures etc with the whole Local Authority structure. For two Ports, at least, there were concerns that where, for example, the Local Authority was responsible for issuing licences for the export of waste for fuel, its judgement may be clouded by its desire to raise revenue from landfi ll charges. It’s not easy, but the smaller Ports and the shipping lines that serve them will not give up easily.

While each Port is very different, certain key themes emerged from the conversations. The basic idea in the Ports Policy Document was that each Port would be taken into the control of the appropriate Local Authority, though privatisation could be an option. The privatisation idea did not go down at all well. The Private Port model works in the major British Ports where the Operator’s main business is owning and running Ports, fi rms such as Dubai owned, DP World, but some readers may remember the B + I Line crew taking out the ferry “Munster” to blockade the Sealink Ferry from entering Dun Laoghaire in retaliation against Sealink’s refusal to allow B + I Line operate into the Sealink controlled Holyhead. Th is gets right to the heart of what is the function of a Port. A Port is basically a conduit through which goods pass from moving on a ship to moving to fi nal destination by truck. By enabling this transfer to be carried out efficiently and cheaply the Port is of service to the whole community within its region. A Port that is owned by one shipping line is unlikely to be keen to facilitate a competitor’s vessels and, equally, a Port that is owned by the dominant manufacturer using that Port is unlikely to invest in order to draw in the business of competing manufacturers. In almost all of the Port representatives that I spoke with, the current major Port user is not the one that was the big player as recently as ten years ago, so, what would have happened had the Ports been owned by their dominant customers? A further aspect of this is that a Port owned by, say, an animal feed company, is unlikely to have any real interest in providing public amenities or leisure facilities there. State ownership through the Local Authority seems to be the way to go FLEETTRANSPORT | OCTOBER 13

Text: Howard Knott - howard@fleet.ie

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48 | LEGAL

Autumn brings changes to Roadworthiness legislation

he Road Safety Authority (RSA) has, on its website, a calendar of projected events and actions, and transport operators would be well advised to take a moment to see what may be in store. Th is Autumn the RSA is intending to introduce a new system of roadside checks combined with the introduction of new Regulations which will include the power to detain and immobilise commercial vehicles which are found to be defective.

It is intended that these checks will be both frequent and rigorous. It is likely that checks will take into account more aspects of a vehicle’s operating systems. These are substantial changes to the existing practices and, taken together, will increase the possibility that a vehicle stopped at the roadside will be detained. Th is increased intensity in vehicle checks at the roadside will be supported by inspections of operators’ premises where the systems of safety inspections and routine maintenance will be checked with, no less importantly, the relevant records. The RSA inspectors will have the power to issue Direction Notices specifying the improvements that must be put in place. It is intended that a failure to comply with a Direction Notice may lead to Court proceedings. It is impossible to overstate the importance of these changes all of which have the potential to result in the removal of the Operator’s Licence.

record things at the site of an accident, or at a weighbridge, or at a roadside check. A photograph of an allegedly defective tyre may be extremely helpful, if possible recording the tyre number. In the end, of course, the ideal way to avoid these problems is to ensure that any vehicle leaves the operator’s premises in a defect free condition. That depends on the operator’s maintenance systems, and the thoroughness of the driver’s daily walk around check.

There are three things that an operator should consider doing. Firstly ensure that all drivers understand that, if defects on the vehicle or in the tachograph record, are discovered at a roadside check, the result could be not only the loss of the Operator’s Licence, but also, as a result, their job. The daily walk around check, if properly carried out, should go a long way to avoiding those defects which are found in the course of a roadside check. Secondly, the operator should look at the maintenance systems and records that are in place. Once an effective maintenance system is in place the cost of maintenance will be reduced and, of course, the vehicles should be free from defects and safer in operation. No less importantly, when the company’s operation is inspected, it's unlikely that the maintenance system will be found to be defective. Finally, every defect notice or Court process should be examined to see if it can be challenged. Because the officers who carry out the inspections have statutory powers to do the work that they do, it is easy to be persuaded that they will not make a mistake. The reality is that, like everybody else, they can make mistakes. Many offences depend upon measurements, and it is always worth checking any measurement recorded by some third party. Where the allegation is to the effect that a vehicle is overloaded, if there is any doubt it is always worth checking the operation of the weighbridge. Weighbridges, for instance, have to be regularly checked and these checks are not always carried out, nor are vehicles necessarily correctly positioned on the plate of the bridge. Clearly the cost of challenging a defect notice needs to be considered, but equally it needs to be remembered that, from an enforcement point of view, these things are cumulative and if, over a period of time, an operator receives a number of defect reports the licence may well be threatened. Once again the driver must provide the fi rst line of defence by making a careful note of the circumstances of the roadside check or other enforcement activity. It is good practice to give drivers a ‘disposable’ camera to use to FLEETTRANSPORT | OCTOBER 13

Coldmove Limited Requires Skilled Chilled & Frozen Distribution Partners in: Donegal, Cork, Kerry, Limerick and Waterford To Service On-Going Distribution Requirements. FOR FURTHER INFORMATION CONTACT: TRANSPORT@COLDMOVE.IE OR CALL 091-792926 Cold Move Supply Chain Controlled Call: +353 (0)91 792926 Text: 086 8091893 Email: innovation@coldmove.ie Visit our website: www.coldmove.ie Glenascaul Industrial Park, Oranmore, Co. Galway. Text: Jonathan Lawton - jonathan@fleet.ie

FEATURE | 49

Northgate expands in Cork with new Branch location

ork ’s commercial economy, which accounts for nearly 10% of the Republic of Ireland’s business turnover, has attracted another national business to its portfolio of leading companies operating within the city’s commercial and industrial network. Northgate Vehicle Hire, market leader in flexible vehicle hire, is relocating to Kinsale Road, situated in the heart of Cork’s industrial and business development arena. Northgate’s relocation from Ballytrasna, on Litt le Island, to the south of Cork demonstrates the company’s commitment to the local area, with plans in place to employ three additional team members from the local area by January 2014 and also double the initial 100-vehicle fleet based at the branch within just 12 months. The new branch spans across 4,500 sq. ft . and will offer capacity for 50 commercial vehicles on-site as well as valeting features, which will also provide Northgate with high visibility within the local area and an increased opportunity to service the vehicle needs of businesses, both large and small operating in and around Cork, with improved accessibility.

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The Cork branch features contemporary and comfortable waiting areas for customers, with designated hire desk staff and access to the latest fuel-efficient vehicles from leading manufacturers like Ford, Mercedes-Benz, Volkswagen and Peugeot. In addition to the opening deals on offer to local businesses, such as commercial vehicle hire packages starting from under €70 per week, the recent introduction of Northgate’s personal hire offering allows the general public to benefit from extremely competitive daily hire rates on both cars and vans. Speaking to Fleet Transport on the move Darren McNamara, Branch Manager for Northgate Cork, said: “Our new Cork site provides us with great access to the city, high visibility and will operate in the heart of the industrial area in Cork. As a result, we are now in a position to offer our low cost and low risk fleet solution to local businesses. Northgate is now also offering competitive short term rental to the general public and businesses with short term hire available from €49 complete with full insurance. The new branch is within just two miles of Cork International Airport, which is ideal for local companies that have international business links.” Text: Rob Van Dieten - rob@fleet.ie

““The company chose Krone because of the trailers’ versatility and their ability to securely carry multi-temp’ goods including frozen and pharma’ products to every European country on a weekly basis. This, coupled with the Cool Liners’ strength, which will come into its own during busy ferry schedules, convinced us that Krone was the best suited supplier for our business.” Mark Caffrey. General Manager, Caffrey International Trailer parts and repairs Ireland: Mcloughlin Coachworks. +44 .28 3754 8418 For direct sales enquiries please contact Jon Wilcock +44 (0) 7867 551839 Fran Pickering - Managing Director +44(0) 7842 817540 Krone Trailers UK, Peckﬁeld Business Park, Phoenix Avenue, Mickleﬁeld, LEEDS. LS 25 4DY Tel: +44 (0)1132 878817 | Fax: +44 (0)1132 878819 www.krone-values.com | www.krone-trailer.com

www.fleet.ie

50 | OPINION

Driver CPC –

Questions Asked & Answered – Part I

ver the past few months, Fleet Transport’s Opinion column has received a number of queries relating to the Driver CPC. Here are a few examples of the questions asked and the direct response from the Road Safefy Authority. More next month.

Q1. I was unemployed for the past three years; I hope to have a new job in November of this year, what must I do now to be compliant? I have two modules completed. There are a few considerations here. For example if the driver is an ‘acquired rights’ driver (i.e. holds a bus licence prior to the 10 September 2008 or a truck licence prior to 10 September 2009) or a newly qualified driver i.e. obtained your Driver CPC qualification after the dates mentioned above, all of these individual facts can change the answer. If you are an acquired rights bus driver you must complete the three outstanding training modules as soon as possible and notify the RSA of the reason for the delay. You can then apply for your Driver CPC card. You should not drive for a living until this is in order. Going forward from this you will be required to complete one day of CPC training before 9 September 2014 and each year thereafter to maintain your CPC qualification on an on-going basis. If you are an acquired rights truck driver, you should complete two training modules as soon as possible and notify the RSA of the reason for the delay in completing the required training. You should then complete the fi fth and fi nal module by the 9 of September 2014, whereupon, you will then be able to apply for your Driver CPC card. If you hold both bus and truck categories on your licence and both have been obtained prior to the introduction of CPC (dates as mentioned above) you should complete four training modules. Your Driver CPC card will then record both licence categories. Q2. The RSA tells me that two of my training modules are not registered with them, my training provider tells me he has registered the training, how can I resolve the situation? If you have an email address you can check your CPC training record on the RSA website – please follow the link for the MYCPC portal: htt ps:// cpc.rsa.ie/live/CPCDriverportal Once registered; you will be able to review all training modules which have been uploaded for you. If any training module is missing you are advised to contact the training organisation who provided your training and ask them to check their record. If the training organisation is unable to rectify this issue at this point, you should then FLEETTRANSPORT | OCTOBER 13

contact the CPC Unit – by email – cpc@rsa.ie or by telephone (096) 25200. Please have the following details to hand when you call or include them in your email – Driver number, dates you completed training, modules completed and trainer details (this information will be on the receipt or certificate of completion you should have received from the trainer at the end of each training day).

organisation submits to the RSA in order to register them on the CPC system, however this is not the same as applying for a CPC card.

Q3. I will be starting a new job in October. My new employer has asked me what CPC modules I have completed. Will the receipts from my training days be sufficient proof?

Option 1 If you have a digital tachograph card you can apply for your Driver CPC qualification card by giving the RSA permission to use the photograph and signature details that you previously submitted. To avail of this option you should text the following three pieces of information to 51444 (low cost text). Driver Number this can be found at item 5 on the paper Driving Licence or item 4d on the new plastic card Driving Licence (space) Y which signifies Yes (space) Surname - e.g. 123456789 Y Smith (Please insert a space in between Driver Number Y Surname)

If you are an acquired rights bus driver you can show your employer your Driver CPC card which all compliant drivers should have received. If you are an acquired rights truck driver you will not receive your CPC card until next September therefore your training receipts should suffice. If you have registered for a ‘MYCPC’ account you can print off your training record and give it to your employer for their records. However if you are a new bus or truck driver – i.e. obtained your CPC qualification after 10 September 2008 (bus) or 10 Sept. 2009 (truck) you should have received a Driver CPC card when you obtained your qualification and this is what you should provide to your employer. Q4. Is registering with the RSA for CPC the same as applying for a CPC card? If an acquired rights driver has not previously completed CPC training, they must complete a ‘registration form’ which their training

Once a driver is qualified i.e. Bus driver who has completed five modules (or six if the driver also holds a truck licence) they can then apply for their CPC card. The options available for applying for a CPC card are as follows:

Option 2 You can also give your permission online by accessing the ‘MYCPC’ portal. You should fi rst confi rm that your contact details are correct. htt ps://cpc.rsa.ie/live/CPCDriverportal Option 3 You can apply for your CPC card by completing an application form and forwarding it with a passport photograph to the Driver Education Unit for processing. Please note that acquired rights Truck drivers will not receive their CPC cards until September 2014. Text: Sean Murtagh - sean@fleet.ie

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52 | BUS & COACH

FLEET BUS & COACH AWARDS 2014

he fifth Fleet Bus & Coach Awards 2014 in association with J.F. Dunne Insurances will once again recognise and honour operators working within the Irish passenger industry. Held every two years, the special prize-giving ceremony, which takes place on 10 October at the Citywest Hotel, Dublin at 12 noon will also host a Bus & Coach Forum that afternoon. The main topic is “The future of the Bus & Coach Industry in Ireland – Today and Tomorrow” with presentations from leading companies in the industry from technology, tachographs and finance. Attendees will include representatives from public and private passenger transport. Mr. John O’Mahony, T.D. Chairman of the Oireachtas Committee on Transport will be the keynote speaker and will also present the awards to the category winners. Among the accolades to be presented at the Fleet Bus & Coach Awards 2014 programme in association with J.F. Dunne Insurance include: • • • • • • • • • •

Coach Operator of the Year 2013 Commuter Inter City Tours Bus Operator of the Year 2014 Best Safety Practice 2014 Best Livery & Corporate Identity 2014 Care for the Environment 2014 Investment in Innovation Irish Coach of the Year 2014

Shortlisted companies that have gone through the interview process include:• J.J. Kavanagh & Sons • Matthews Coach Hire • Buslink • Wexford Bus • Suirway Bus & Coach Services Limited • Need A Bus/Airport Hopper • Farrell Travel • Aircoach • Halpenny Transport Limited • Callinan Coach Hire • Donoghues of Galway • Barton’s Transport • The Dualway Group • J. O’Callaghan & Sons • Cronins Coaches • Kerry Coaches • Irish Coaches • Martin Furey Limited t/a Fureys of Sligo • Carolan Coach Hire • Express Bus • Dublin Mini Coaches & Chauffeur Drive • Fitzpatrick Coaches In addition, the re-instated Irish Coach of the Year Award 2014 will also be presented and has two categories – one for full size coaches and the other for mini or midi-coaches. FLEETTRANSPORT | OCTOBER 13

Contenders in these classes include:-

IRISH COACH OF THE YEAR VanHool TX16 VDL Axial AHD-120 Volvo 9700

IRISH MIDI-COACH OF THE YEAR Noone Turas 500 Noone Turas 800 UNVI Touring GT Fleet Bus & Coach Awards 2014 on SKY TV Fleet Publications are delighted to announce that its Fleet Bus & Coach Awards 2014 and Forum, which is taking place on Thursday 10th October next at the Citywest Hotel, Dublin, in association with J.F Dunne Insurances, will be broadcast on SKY TV. For the first time, event organisers Fleet Publications are teaming up with Frame Productions, which will be broadcasting the hour long Fleet Bus & Coach Awards 2014 Show on the Sky Channel 192 on Thursday 31st October at 10pm to a potential audience of almost 14 million homes across the UK and Ireland.

About J.F. Dunne Insurances J.F. Dunne Insurances has a long history and connection with the Irish Bus and Coach Industry stretching back over 30 years. In 1980 the brokerage launched Ireland’s first Bus and Coach Insurance package in a pioneering move that has proved to be the most sustainable and competitive model for PSV operators. Over the years J.F. Dunne Insurances has led the market through continued innovation and product development to meet the needs of the ever changing business of the Irish professional Bus and Coach Operator. The most recent addition has been the J.F. Dunne Insurances Bus and Coach Client Emergency Fund which is co-funded by AIG. Available to the long standing clients of the brokerage, senior management at J.F. Dunne Insurances and AIG will manage the fund and look after their mutual clients who fall into financial difficulty through serious ill health or the death of the main partner or spouse in the family business. The fund will step in for 6 to 9 months where the family business may need immediate financial aid for a replacement driver or pay the insurance bill. J. F. Dunne Insurances is regulated by the Central Bank of Ireland and is part of the J.F. Dunne Group.

TECHNICAL | 53

Euro 6 and Truck Technology today

he Technical column has in the past looked at the common rail diesel injection system, diesel engine design, air intake systems, fuel systems and now covers the exhaust system, but more importantly Euro 6 and what it means to truck technology today.

The exhaust system is not just a means of gett ing rid of the non-burnt diesel and poisonous gases left after combustion has taken place, it is an intricate part of the engine management system. The price of diesel and emissions legislation has put the truck manufacturers under enormous pressure to develop cleaner and more fuel efficient engines.

Euro 6 becomes mandatory for all new heavy trucks from 1 January, 2014. Engine manufacturers have found two important technical solutions to reduce the emission of pollutants, EGR and SCR. EGR (Exhaust Gas Recirculation) (Fig 1). With this method a certain percentage of the exhaust fumes are cooled and lead back to the combustion chamber, where combustion is done at a lower temperature so there is less NOx formed.

Figure 3 Volvo Euro 6 Figure 3 shows Volvo’s newest 13 litre compliant heavy duty engine. The NOx emissions are now lowered by 77 per cent and Particulate Matter emissions have been halved compared to that of the Euro 5 Emission standard.

As a member of the European Union, Ireland has to introduce directive 2005/55/EC and EC regulation also acknowledged as the Heavy Duty Euro Emission Regulations. The latest regulation from the European Union to be implemented is the Euro 6. What is Euro 6? Compared with the previous exhaust treatment standards, Euro 6 mainly targets two types of emissions: nitrogen oxides (NOx) and particulate matter (PM). The limits they impose are extremely strict: NOx is reduced by 80% – to 0.40 g/kWh (steadystate cycle) NOx is reduced by 77% – to 0, 46 g/kWh (transient cycle) PM is reduced by 50% – to 0.01 g/kWh NOx emissions: Nitrogen Oxide (NO) emissions are found in diesel engine exhaust gases. Nitrogen Oxide in itself is a colourless odourless gas but when it mixes with air as it leaves the exhaust it turns into Nitrogen Dioxide (NO2) which is a reddish brown gas with a strong odour and is said to contribute to the creation of Smog and Acid Rain. The quantity of NOx emissions generated is a function of gas temperature and pressure during combustion. In some engines fitted with common rail fuel injection systems the level of NOx emissions is reduced by having two or more injection ‘events’ during each cycle, to achieve a lower rate of rise in cylinder pressure during combustion. Measures to reduce NOx emissions usually result in increased particulate emissions so the engine designer has to aim for the best balance between the two types of emission. Particulates Diesel Particulate Matter (DPM), sometimes also called Diesel Exhaust Particles (DEP), is the particulate component of diesel exhaust, which includes diesel soot, aerosols, ash particulates and metallic abrasion particles. Recent studies suggest that not only do these particulates contribute to increased cases of asthma in urban areas but may also be carcinogenic. To achieve Euro 6 standard has proven to be a tough ask since not only the weight, but also the number of particulates in the exhaust have to be reduced dramatically. To fulfi l this demand, a Diesel Particulate Filter (DPF) is needed, to capture even the smallest of particulates. Text: Ailbe Burke

Volvo’s Euro 6 engine

Figure 1 EGR Hitachi What is SCR Technology? The second technological method is an after treatment system of the exhaust fumes, called SCR (Selective Catalytic Reduction). Within this system less particular matter is created because the combustion takes place at higher temperatures, which causes a more efficient combustion. Th is leads to increased NOx emissions so this increase has to be reduced by the catalyst in the exhaust to a level that meets standards. The catalyst uses Ad Blue which is injected directly onto the exhaust gas and via a chemical reaction, converts the harmful NOx into harmless carbon and water. The dosage of AdBlue is about 4 per cent of the Diesel. In the Mercedes-Benz Actros BlueTec, small quantities of AdBlue are injected into the exhaust upstream of a catalyst, where it evaporates and decomposes to form ammonia and carbon dioxide. The ammonia (NH3) is the desired product which in conjunction to the SCR catalyst, converts the NOx to harmless nitrogen (N2) and water (H2O).

Figure 2 Mercedes-Benz Blue Tec method of operation: 1) Engine, 2) AdBlue tank 3) Supply unit, 4) metering device and 5) the SCR catalytic converter. What is AdBlue? AdBlue is a high purity non-toxic solution of Urea in demineralised water used in the exhaust systems of Euro 4 or, Euro 5 trucks to reduce harmful emissions.

In this engine three technologies are used: Selective Catalytic Reduction (SCR), Exhaust Gas Recirculation (EGR) and Diesel Particulate Filter. The particulate fi lter regenerates itself under normal driving conditions, and is changed at regular service intervals. In addition the aftertreatment system has been equipped with a DOC (Diesel Oxidation Catalyst), and an Ammonia Slip Catalyst (ASC) all contained within the same silencer housing which looks just like a conventional exhaust box. The EGR valve system is used to raise exhaust gas temperatures when the engine is not hot enough to heat up exhaust gases. During city driving for example the exhaust gases must reach 250 degrees for the SCR system to work efficiently. Th is Euro 6 engine uses the EGR valve system to raise temperatures, it then remains inactive on motorway cruising. Volvo also uses a butterfly exhaust brake valve to create back pressure in the exhaust system to help raise engine temperature quickly to normal operating temperature when starting from cold. The next part of the treatment is done under normal driving conditions. The diesel particulate filter is self-regenerating and burns off the soot and particulate matter. But on some occasions normal temperatures are not reached and the 7th injector is used to spray diesel into the exhaust gases which are burnt by the diesel oxidation catalyst to create heat for fi lter regeneration. Then the exhaust gases are moved into the AdBlue section, where AdBlue is injected into the exhaust stream. The AdBlue treated exhaust then moves to the selective catalytic reduction process SCR where NOx is reduced by 95%. The catalyst changes the NOx gas to harmless nitrogen and water vapour. The SCR also contains an ammonia trap which removes any unused ammonia from the AdBlue. In the next issue Ailbe Burke will look at truck transmission systems.

www.fleet.ie

54 | SOAPBOX

Bureaucracy, Hypocrisy or Both?

he news that the Road Safety Authority’s (RSA) Chief Executive, Noel Brett is moving on to pastures new after eight years cannot pass without comment.

When the RSA was set up with a Chief Executive from outside the fold, I felt that at last we were moving into the latter part of the twentieth century, if not quite the twenty-fi rst, in the road safety arena. I represented the Irish Road Haulage Association (IRHA) on the Road Safety Advisory committee of An Foras Forbartha in the eighties and nineties and saw it dissolved (for doing its job, independent of politicians) by order of the then Ministers of Environment & Finance, Messrs Smith and Ahern. Since then road safety has existed in lip service only in Ireland. The reality of life for the licensed road transport industry with the advent of the RSA was very much a mixed bag of old and new. New was a Chief Executive that talked the talk of understanding the issues, open to criticism of which there was much; he was always quick to respond. However, responses to issues as they arose became at the very least confusing, particularly so when it came to the use of agricultural tractors as general licensed haulage vehicles. At fi rst the RSA was totally against (as common sense would dictate) and issued a position paper saying so in 2009, followed by another issued in 2011 proposing that it would actually issue haulage licenses to tractors. Th is has been and is being totally opposed by the IRHA. Again when it came to allowing forty-six tonne trucks to operate the RSA issued a set of criteria by which they could work that was totally unfeasible and unacceptable. Eventually the IRHA made the RSA see sense, sense in this case meaning a Euro 5 Tri-axle tractor could work at 46 tonnes without having every safety feature proposed by the European Union for 2018. Th is gives one a very confused picture of the RSA, perhaps summed up by two recent experiences of mine a day apart. Day one was being guided around my local DOE Test Centre to be shown two cameras set up in the test bays. These I was informed would allow the RSA to monitor or review the testing of any vehicle it chooses as part of the new maintenance regime. Day two was travelling north on the M1, I overtook a UK registered agricultural tractor hauling a tri-axle trailer of about 12 metres in length, loaded high with hay with two metre long spikes sticking out over the cab. It had the normal orange flashing lights on top, not quite sure what they are for other than to alert other road users that this was a dangerous vehicle (?). It was travelling at twenty-five kph and the young man at the helm overcame his boredom by use of a hand held mobile phone. It had just gone through the toll and both the toll and the motorway are equipped with cameras, wonder if the RSA is connected to them?

The debacle that is Foynes is the most strident statement of Ireland's dysfunctionality when it comes to Road Transport Law Enforcement. A German State railway company’s subsidiary brings in Dutch hauliers to carry out an illegal activity and they get a Garda escort. The reason they have the escort is that because of load length it would be illegal to travel without one! Noel Brett has now moved on to become the voice of the Irish Banking Federation and we all know (to our cost) these guys don’t take prisoners, so obviously they regard Noel as a prett y accomplished guy. Gay Byrne, the Chair of the RSA commented that he was “broken hearted” at Noel’s moving on and said of the Mayoman, “he was frustrated like we all are, because we can only take things so far and we are completely dependent on the Garda to enforce the law”. However we complaint hauliers are equally frustrated but can’t walk, subject to increasing enforcement from RSA, Health & Safety Authority (HSA) and National Employment Rights Authority (NERA) whilst Cowboys and their Tractors and anyone else working outside the law gets away with impunity. The only dynamic in this industry is bureaucracy and the hypocrisy is killing us.

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